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Y. Library A PRACTICAL SCIENTIFIC TREATISE ON Traffic Management NOMA) oN \y “YN CUTE Coy : x x Po ref *% ‘ - & y Ree Mh, ye TA Pin Ge oe Be fete Ce Ze RE OC, Cp eT Otk . Neg: Cy fet ong Ba ote: ‘a 4 ‘Cae, © tC Ne % OOM ihe ty ETP gy yr & By GEORGE A. DENFELD, A. B. (Wisconsin) Professor of Trafic Management President, Western University of Commerce and Law Formerly Instructor, University of Montana Assistant Professor, Georgia School of Technology Associate Professor, University of Oregon COPYRIGHT 1921 BY GEORGE A. DENFELD PRESS OF KILHAM STATIONERY & PRINTING Co. PORTLAND, OREGON FOREWORD In the development of American economic life, transportation, both rail and water, has played a very important part. Without our great system of rail and water carriers the development of our natural resources, large scale production, and what is more important, the marketing of American products, would have been impossible. One of the greatest problems in the business of transportation today is that of traffic and its management. Scientific co-operation as among the carriers ot United States, zoning, classifying, rate-making, and all the various intricacies of freight and passenger transportation, have created a profession within a profession— traffic management as a distinct practical and scientific calling within the trans- portation field. Like all other callings, traffic has grown up entirely of its own accord, necessity forcing the issue to the foreground. A’ great volume of practical and technica] in- formation has arisen. Naturally a young man entering this field has had to come up through the school of hard knocks because of the fact that there has been little attempt until recently to formulate the principles of traffic and traffic management and to apply them to practical everyday problems in transportation. The importance of theoretical training in the traffic field is today just as important as similar training in other lines of business endeavor, but it is true that a theoretically trained man cannot step into a traffic office and immediately render efficient service. However, a scientifi¢ training will greatly assist and supplement ‘practical experience and furnish solid foundation for the highest possible develop- ment of the individual. A study of the principles of traffic cannot help but give the young man entering this new remunerative field a valuable prospective of our economic system of production, marketing, and finance, and a clearer knowledge of the true position of transportation in the progress of civilization. It has only been within the last twenty years, and more especially the past ten years that any con- siderable literature in scientific business ‘has appeared. In the field of traffic and traffic management there is still a paucity of literature on these and other cognate subjects. As distinguished from purely theoretical and philosophical training there is, I am sure, a growing and insistent demand for a practical treatise in the field of traffic management which offers to the student of this subject not only the the- oretical principles of traffic management, but a study of their application in practice. As one who has devoted many years to the study and application of the trans- portation problem, I have found it a pleasure to co-operate with Professor Denfeld as student and instructor in this field, and in writing an appreciation of this volume in traffic management, it will, I believe, commend itself to the traffic expert, the teacher of traffic, and especially to the student of this subject. WM. D. SKINNER, Traffic Manager, Spokane, Portland & Seattle Ry. System. Portland, Qre., Oct. 15, 1921. PREFACE This treatise on traffic management, in preparation during the past three years, is designed to meet the needs of practical men in the profession, of students in our universities and colleges, and of traffic managers and owners, of industrial enterprises. The passage of regulatory acts created a new profession—the traffic profession—demanding trained men to properly conduct the work of our carriers, industrial concerns, joint traffic bureaus, regulatory bodies, and consulting advisory posts. The field is now developing and thousands of firms are demanding trained traffic managers at promising salaries. Experience alone is not sufficient to obtain the high standards of efficiency insisted upon by the traffic profession. This volume has been prepared to meet the ever-rising standards of efficiency demanded of the traffic expert, with practical scientific training the keynote rather than economic, cultural training. The author is a pioneer in the teaching of traffic management, and has written this volume to meet the demand for suitable material for classes and the traffic profession. The manuscript in preparation has been used by classes of students and traffic men at the Georgia School of Technology and the University of Oregon, and has had the advantage of practical application. A simple style has been used throughout to meet the requirements of the average traffic man, rather than a portrayal of literary ability. A theorist with literary ability will not be a success in the traffic profession, and a student must have practical, scientific training rather than theoretical study. Modern methods of pedagogy praise highly the use of graphic and visual illus- trations, and the author has been glad to incorporate a number of maps, being greatly indebted to Armour & Co. for the use ‘of their food map. The most pleasant part of the author’s foreword remains—the acknowledgment of the kind helpfulness of Joseph N. Teal, Traffic Attorney, ex-U. S. Shipping Board; Herbert A. Hinshaw, General Freight Agent, Southern Pacific; James P. O’Brien, General Manager, and Harvey BH. Lounsbury, General Freight Agent, Oregon-Wash- ington R. R. & Navigation Co.; H. Henry Keck, Car Service Dept., Spokane, Port- land & Seattle Railway System; I. T. Sparks, District Freight and Passenger Agent, Southern Pacific, in giving kindly suggestions, encouragement and approval of the manuscript and its content. Special acknowledgment is due to Wm. D. Skinner, Traffic Manager, Spokane, Portland & Seattle Railway System, and Professor T. J. Bolitho, University of Oregon, who have read the manuscript and freely given suggestions. GEORGE A. DENFELD. Oct. 15, 1921. To Josephine An appreciation of her interest in my work TRAFFIC MANAGEMENT em PART I TONNAGE AND RATE CONSTRUCTION TERRITORIES Chapter I Introduction, Commerce, Industry and Transportation. Chapter II Physical and Productive Regions of the United States. Chapter III Channels of Traffic. Chapter [IV Geographical Relationship of Traffic Territories and Rate Con- struction Points. PART II CLASSIFICATIONS Chapter V Development of Classifications. Chapter VI Construction and Application of Classification Schedule. PART Ill TARIFFS Chapter VII Principles of Rate Construction. Chapter VII Application, Construction and Interpretation of Tariffs. PART IV TRANSPORTATION SERVICES Chapter IX Development of the Transportation Service. Chapter X Fundamental Transportation Service. Chapter XI Secondary and Accessorial Services. PART V TRAFFIC ADMINISTRATION Chapter XII Administration of Railroad and Industrial Traffic Departments. CHAPTER I COMMERCE, INDUSTRY AND TRANSPORTATION 1. Origin of Commerce. 2. Factors Controlling Industry. 3. Features Controlling Commerce. 4. Functions of Transportation. CHAPTER I Commerce, Industry and Transportation With the growth of our civilization came the development of our traffic system. Commerce first began in the form of barter, merely an exchange of gifts on an equal basis, but within a comparatively short time the idea of getting a bargain developed. The primitive man, our Indian, procured his food from nature; hunting, fishing and gathering wild fruits and nuts made up his livelihood; his scanty attire was made up from the skins of animals, and his place of shelter, the tent, was easily constructed from limbs, bark and skins. With such conditions his wants were very few and easily supplied with little labor. Our tropic natives, however, have another influence to contend with, ‘‘tropic abundance.’’ Nature lavishly supplies him with cocoanuts and bananas for his major portion of food; little need for shelter and clothing; and why should he exert any effort when his wants are so easily supplied? Not alone is this influence confined to the tropical natives, but to our southern labor as well. The- laborer has two alternatives: he may either work regularly, using his wages to procure his food; or he may get an equal amount of food from nature and her resources—hunting, fishing, or berrying—very important considerations in supplying the wants of the people. The Indians, with but few wants, would meet members of other tribes near the boundaries of their tribal territories, the meeting ground being sacred, and there would exchange their products. This practice, with its religious aspect, grew into the great system of markets and fairs, so prominent in the mediaeval and middle ages. The Indians, living by the fruits of the chase. and nature, had essentially the same wants and consequently had little to barter, the only articles desired were products found only in certain localities—ornaments, shells, metals and salt. The fishing peoples, however, had a more constant supply of food than our Indians, and consequently formed villages, finally becoming the car- riers of commerce. The necessary protection from plunder of the neigh- boring tribes was allowed by the sea and the mountains, developing trade . and civilization, and a scanty agriculture. This isolation is not conducive to the development of foreign trade, as illustrated in the experience of China. The herdsman of the steepes of Asia lived of necessity like the hunter, plentifully supplied today, and possibly starving tomorrow, with little regard for the future, for when pasturage became scanty, he moved on in search of new supplies. 8 TRAFFIC MANAGEMENT The protection from invasion combined with a fertile soil and warm climate, allowing a greater variation of commodities and a larger return per acre, opened the agricultural stage of commerce in the alluvial valleys of Egypt and Mesopotamia. Cities developed rapidly, agriculture pros- pered and an exchange of products sprang up between the peoples of the cities and of the countryside. Great engineering works were constructed which still baffle our present day engineers. Nature, thru her lack of rainfall during a portion of the year, forced the people to work part of the year to supply their wants for the remainder. This is the period which we associate with our Bible. The isolation when commerce does develop becomes a hindrance, as it forces the trade into outside hands, as witnessed in Egypt’s trade in the hands of the Phoenicians and the Greeks, and China’s trade in European hands. Mesopotamia, less isolated than Egypt, became the place of exchange for east and west products, thus necessitating a system of money as exchange, ushering in the downfall of the barter system. The Phoenicians along the narrow strip of fertile land, backed with mountains and timber, on the coast of Syria, were of necessity forced to become sea-faring and commercial people. They built ships, wove and dyed textiles, and established glass making and metal working. In order to supply their industries it was necessary to venture out into the sea, getting tin from Britain and silver and lead from Spain. To further their commercial supremacy, they founded colonies, the most progressive being Carthage. With the shifting from a domestic commerce to a foreign com- merce, we ushered in the Mediterranean age of commerce. About 800 B. C. the Greeks, because of the rugged nature of their country, excellent harbors, fertile valleys, facing the sea with a moun- tainous hinterland, became interested in commerce; swarmed to Asia Minor, westernizing western Asia, and Greek became the language of commerce, finally culminating in the conquests of Persia by Alexander the Great. When Greece was incorporated in the Roman Empire, and Carthage had been destroyed by Rome, the western Mediterranean was opened to Grecian commerce. The products.of exchange were silk, spices gold, ivory. and jewels from the east for the amber, furs, wine, glass and linen from the west. A commerce of luxuries as compared to our present day commerce of necessities. The Romans were not a commercial people and consequently trade was left in the hands of the subject peoples— Greeks, Jews and Syrians—performing, however, an invaluable service in building and maintaining its excellent highways and affording protection. With the fall of Rome, western Europe, in its relapse into barbarism, introduced the Mediaeval stage of commerce. Mediaevalism, with its self- sufficing units, allowed unrestricted piracy to become the ‘‘hobby’’ of the day, forcing commerce to follow the rivers, as roads were left unrepaired, heavy tolls were collected every few miles, and feudalism was in its highest state of development. These conditions only allowed a precarious trade in the luxuries, under the protection of religious festivals, for the nobility. With the rise of the Italian cities about 1000 A. D. we find a change in the world’s commerce. Northern Europe had begun to develop her resources—fish, hides, silver, copper and iron—which were exchanged for silk and spices of the east. Venice and Genoa became the leading commercial and banking centers, and with the invention of the keel, and COMMERCE, INDUSTRY AND TRANSPORTATION 9 the aid of the compass, deep sea navigation was made possible. The blocking of the routes to the east by the fall of western Asia, Constanti- nople, and Egypt, thru the Turkish invasion, causing the voyages of dis- covery, forced the world to face the Atlantic, introducing the Oceanic stage of commerce. The Atlantic, the proud successor of the Mediterranean, has become the greatest highway of commerce for the exchange of east: and west prod- ucts. The commercial supremacy has passed to its shores to be succes- sively contested for by the Portuguese, Spanish, Dutch, and English of the old world, rising and decaying as each nation developed and colonized. The last few years has seen another change in the fight of Germany for commercial supremacy, her annihilation, and the wonderful progress of the United States as the commercial supreme of the world. Consequent with the change in supremacy, we have a change in the character of com- merce from one of luxuries to one of necessities. The forces of nature have been applied to the processes of manufacture and transportation, developing an almost inconceivable amount of commerce. Our forefathers, before this era of present day manufacturing, pro- cured the necessities of life in the communities in which they lived. The clothes came from: the loom in the home, turned by hand or the passing creek ; the shoes were made by the neighbors, the flour ground in the town mill, the stoves, nails and tools made in the village blacksmith shop. Each exchanged his products for those of the other and with the farmer for the products of the soil. A large portion of the food was prepared by the family for winter use, a custom still prevalent in frontier sections. This is termed the domestic stage of commerce. The community could have existed alone or on an inaccessible island, so well was it equipped to take care of its wants. The communities had very little communication with outside peoples. There was no need for railroads, as the little commerce that was carried on, was adequately taken care of by the rivers. Soon, however, the carpenter, the farmer, and the tailor began to specialize in their respective branches, and to employ one or more apprentices or helpers. The demand for the articles grew, and the raw materials found at home were insufficient, making it necessary to bring materials from distant places. With the increase in production a larger market was desired to distribute the surplus that was not needed in the community. These great changes with the introduction of the division of labor required transportation facilities, new means of assembling products, and their dis- tribution in large quantities meant the passing from the domestic and itinerant stages of commerce to the factory stage. The introduction of machinery and the application of the forces of nature have been the beginning of intense specialization, large scale pro- duction, labor problems and welfare work. It has brought about such a spread in our civilization that a farmer in Canada may purchase American books and magazines, French gloves, English traveling bags, Japanese tea, New England clocks, Michigan automobiles, Illinois agricultural imple- ments, New York garments, Troy collars, and articles from several thou- sand different factories. This specialization has become so intense that it causes one to admire and wonder what the future has in store for us, developing the various trades and divisions of labor. The principal cause for commerce is the difference in production aris- 10 TRAFFIC MANAGEMENT ing from: racial differences; stages of industrial development; and re- sources. Differences arise among people which are inherent in the articles they produce—as the Japanese produce fancy laces and porcelains which bear their distinctive character and value due to their peculiar skill and culture; from India we receive our highly prized Indian art; from our American Indians basketry, blankets and birch bark work; from the French their artistic character and love for what is beautiful; and from the German the scientific attainment and thrift. These differences, how- ever, tend to disappear with the increase in education, experience and manufacture. Industrial development dovetails with the density of popu- lation ; in territories of sparse population, the people seize upon the raw products of nature, trapping of fur bearing animals, gathering of herbs and gums; and with a slightly more dense population, lumbering opera- tions; or if they be on the open prairie export wool, hides and animals. As the population increases, the people turn to cultivation of the soil, to the growing of cereals, followed by mixed farming, dairying, trucking, and fruit growing, and finally going to the manufacturing stage, bringing in the raw materials and exporting finished products, and as labor becomes highly skilled, manufacture the articles of perfection and high degree. Let us illustrate this chain of evolution. Beginning with the fur trapping in the Hudson Bay country, we reach the lumber region of Canada and our western coast; below the lumber line we find the vast prairies for the growing of wheat; on our western treeless plains sheep herding and ranch- ing are practices; as our density of population increases eastward, we find our mixed farming areas in Iowa and Wisconsin, followed by dairying, and as we approach the large centers of population, the trucking and fruit areas of Michigan, Illinois, New York and New Jersey and finally the manufacturing areas of the east and the south, with the highly specialized manufacturing in New England. These same stages of progress can be noted as we leave a city with its manufacturing industries, on the out- skirts of the city trucking and orcharding and dairying, and as we pass farther out into the country, mixed farming, extensive farming, grazing, and finally lumbering and mining. Each of these zones is increased and enlarged through better means of transportation and communication. Our differences in resources, however, seem to be our greatest cause for commerce. We shall always have the products of the mountains, as wood and minerals, as compared to the products of the plain, as grain, food, and textiles, as between hilly Appalachia and the western prairies; soil differences as between the corn belt of Iowa and the trucking section of the Atlantic Coastal plain; differences in moisture between the humid east and the arid west; temperature favorable for oranges in California but not in Maine. In our east and west trade, we have been dealing in like products, but with a difference in industrial stages, it seems that the north and south trade is the future trade. It is complementary to our production. We want sugar cane, cocoa, coffee, rice, spices, bananas, tropical fruits, nuts, rubber, hemp, jute, cabinet woods, gums and forest products, and they desire our machinery, clothing, manufactures and food products. Countries rich in certain products sell their surplus to other countries in exchange for articles which it does not or possibly cannot produce. The supplying of men’s wants and the marketing of the products of commerce cause people to engage in trade. Commerce, INDUSTRY AND TRANSPORTATION 11 Man’s advance in civilization demands new articles of commerce, he desires more attractive clothing; a greater variety of foods; more luxuries; better homes; more pleasures; and a higher standard of living to satisfy additional wants. We are indebted to nature directly or indireetly for everything we possess—all articles necessary to our hap- piness and pleasure are supplied by natural resources or manufactured therefrom. The incentive to develop manufactures has been to increase the standard of living thru the saving of labor and materials. Especially is this true in the United States where thousands of our patents are designed solely to save materials or labor, while looking to the eastward to Europe and on to Asia, a larger labor supply, fewer inventions, and a lower standard of living prevailing with the consequent retarded civiliza- tion. And as our standard of living increases, articles which today are luxuries, become necessities tomorrow, and the inventions we dream of become realties, all to satiate the increasing wants of our complex civilization. Civilization and the products of commerce are based directly upon the soil on which we tread and on the water over which we sail. A greater portion comes directly from the soil, such as cereals and fruits. while others indirectly, as animals are dependent upon the vegetation for their existence. A minor portion is taken from the waters. Drugs, coal and iron are derived from mineral substances which are considered a part of the soil. For agriculture, however, the soil must be fertile. The gold rush populated our western states of Montana, Colorado and California and other sections, but since wheat and fruit have become the basis of their prosperity. Nevada, however, not being an agricultural state, has lost population since its mining operations have diminished. Lumbering falls in the same category with mining, as when forests are once cut away the lumber camps and the towns are deserted unless the soil is fit for agriculture. A number of towns in the writer’s experience have actually decreased in population with the closing of the sawmills, but a number, to regain their prestige with the development of farming. Our lake states are eminent examples of prosperity in farming after the lumbering supremacy had passed to the Pacific coast. United States is blessed with fertile soil in our valleys, the rivers offering cheap trans- portation, and in the lowlands of the world fully three-fourths of the world’s population live. The factories and manufacturing plants follow closely in the wake of agriculture and population, locating on the ad- vantageous points of transportation within the valleys. Climate has the deciding influence upon commerce; it determines the place of production, the centers of population and the richest re- sourees. Our great civilizations have only developed in regions in which nature made production possible just part of the year, it being necessary to work and save for the unproductive time. In the Euphrates and Nile valleys drought and floods made activity necessary. In colder climes, likewise, greater activity is necessary for the protection from cold and the saving of food for the winter months. Our great civilizations have been in the temperate zone, called the ‘‘land of alternating secareity and plenty.’’ No matter how great the rewards may be men cannot be induced to lands of unfavorable climate. The elements of climate are heat, light, moisture, and wind, each having a very decided effect upon our very existence. Elevation and distance from the equator regulate 12 TRAFFIC MANAGEMENT the temperature, having: the deciding factor in the rainfall. Mountains cause the clouds to rise to higher altitudes, the moisture precipitating in rain or snow falling on the near side of the mountain, the far side being very arid, as our eastern slopes of the Rockies and Cascades. Man has slightly overcome the handicap of nature in the resorting to irriga- tion to reclaim the unproductive land. But as great an aid as they are to climate, just as great a hindrance are they to traffic, in exacting heavy tribute in the form of tunnels, snowsheds, bridges, cuts, heavy engines, and small loads. Just as our commerce depends directly upon climate, soil, and topography, it is affected indirectly by race, religion, custom, language, nationality, government, taxation, and education. Different races have different wants, as the Hebrew has certain qualities which distinguish him from the Teuton; certain religious doctrines forbid him to eat pork. Peon laborers of Mexico destroy modern machinery in order to continue the use of their old wooden plows; Chinese morality allows a large profit in handling the trade of foreigners. Different languages deter men from ready dealing with each other, new languages—Esparanto, Lingua Franca and Pidgin English—having been worked out to aid commerce. Na- tionality exerts a strong force in that trade follows the flag, and the government thru tariff, internal improvements, preservation of forests, reclamation of waste land, publication of charts and maps, weather bulletins, ready means of exchange, taxation and education has materially aided the development of commerce. Commerce has three controlling features: production, transportation and consumption. Production as we have already noted, depends upon the soil, the climate, topography, and precipitation. Transportation con. siders the agencies of transportation, the time of transit and the trans- portation costs. Consumption depends upon the wants of the people, the density of population, and the wealth and prosperity of the nation. Transportation is equally important with production and consumption. One can trade without money, without understanding the other’s speech, but it is impossible to trade without transportation. It gives value to the goods in that it allows civilization to spread to all corners of the globe and the price of the article governed almost wholly by the cost of transportation. A portion of the cost of every article that we possess is represented by the transportation cost, whether it be carried by dray, wagon, pack horse, steamboat, or railway, from farm to factory, to retail store, to warehouse, or to the home, or the finished products from our factories to warehouse or consumers. It affects our entire distributive system; industry being the processes of manufacture into finished prod- ucts, and commerce the handling from factory to consumer, while trans- portation covers the moving of products whether raw or finished for both industry and commerce, while business is the vocation of any one engaged in either of these three functions—commerce, industry, or transportation. In our factor of transportation, the railroads are the most important entering into most every process of production and distribution. Certain functions must be performed by the railroad; it must create availability or place utility ; develop markets; exploit and develop natural resources; diffuse population, culture and intelligence; and for national pro- tection. Railways bring together the three factors of land, labor and capital, thereby creating form utility both in industrial processes of CoMMERCE, INDUSTRY AND TRANSPORTATION 13 agriculture and manufacturing. Of what value would wheat in Dakota be to a consumer in New Orleans, if it were not taken to Minneapolis or some other milling center to be milled and then transported to New Orleans? How would specialized production be possible if railroads did not make possible the exchange of unlike products of different districts? The ready means of exchange generates competition among the sections and thereby promotes social intercourse. The development of United States has been many times more rapid after the development of the rail- roads than during any previous period, and it is possible to say that the railroad has done more than any other factor. One of the first func- tions of a railroad in a new country is to develop markets, permitting the assembling of the forest and mine products at centers to be manufactured. This function is then enlarged to distribute the finished goods to local markets. We can not imagine the development of United States without railroads. How have railroads made possible the distribution of popu- lation from the East to the West, and as relief from economic restric- tions due to large population is given, human reproduction increases? As our population increases social saturation increases and railroads are necessary to equalize population and industrial opportunity geographic- ally. In the same manner that railroads diffuse population, they diffuse culture and intelligence. Experiences with specialization, division of labor and inter-regional trade are rapidly disseminated. As a means of national defense we need only look to Germany’s railroad pulicy during the late unpleasantness and its application. How quickly she was able to trans- port troops from one front to another as they were needed for new drives, and also affording superior commissary and hospital transporta- tion. Several hours after being wounded, the men in numbers of cases, were miles from the battle line receiving treatment under a surgeon’s eare. Likewise as a factor of political unity the railroad is equally im- portant to the military force. Political unity of large areas is only made possible thru communication and intercourse. The transconti- nental railroads have made possible the political unity of the United States, which before their advent was a serious matter of contention between the east and the far west. CHAPTER II PHYSICAL AND PRODUCTIVE REGIONS OF U. S. 1. Altitude of Cross Section of United States 2. Surface Features and Production New England Plateau Atlantic Coastal Plain Piedmont Plateau Appalachian Ridges Great Valley Catskill-Alleghany-Cumberland Plateau Gulf Plains Ozark Plateau Prairie Plains Great Plains Rocky Mountain Ridges Colorado Plateau Basin Ranges Columbian Plateau Pacific Area 3. Production Data. Appendix CHAPTER II Physical and Productive Regions of U. S. In order to thoroughly understand the various products of com- merce it is necessary to know the productive areas and their physical conditions; to know why the New England states are mainly manufac- turing, with the agricultural production confined to dairying and mixed farming ; why the prairies are both manufacturing and agricultural; why the great plains and mountains are most important for cattle and precious metals; why the west is important for mining, forest and agricultural products; and why the south is less important in manufacturing than in agriculture. To the man interested in traffic the physiographic features are most important, as the costs of transportation depend directly upon the physical features of the country. If we were to draw a line begin- ning at Seaside Park, New Jersey, thru the following places: Philadelphia, Pittsburgh, Cincinnati, St.'Louis, Omaha, Denver, Salt Lake City to San 15 5 PHYSICAL AND Propuctive Rereions or U. 4GlAlg WWANANILNOD vy . NOIS3Y NIVANQOW ANDOU Ee Z or 5 5 5 Ts gee ee & & :2 38 i 34 3 i oer Ee = x NIWId “WLsvoo” : AVALVId LNOWAald (2049 FWOd WOVE) SIN NVIHOVIVdd¥ ANVHD3TIV ET ET TUTTE TT TTT Ty PITTSBURY CINCINNATI 3 ” y td au 2 3 . & Galulvad NISVE IddISSISSiN % i =O. 3 : Saxe aoe tox ze < o SNIVId DENVER + S21a9Ny S07 ( Zehl WWad SDNOT) SW OGVYOTOD NISV@ OGVYOTOD (O991L OBAN LW) SLW HOLYSWA NiSva 1vadd (0684l AANLHALW:) VOVAZN vals oe ATTIWAQLNAWVYOVS f—[envase0g] JONVa Isvoo ‘ ——. SLNIOg Shi GNNOS 139ng gz 3h Saal -—O9S1IINVEY NVS #8 ahi! Asvo> Aaldvd [ Pacific COAST CANADA To MEXICO MANAGEMENT TRAFFIC 16 wee SERA eeenel Pa mC ROR EEN tL cee) Pra unten had POOR CR Ce RL ees Pree T CREE eraE eS Ponce Chat ens SEC RR ACE RIO ESCEL EL TELEY 300CI" = fe Vols) Cerna a er ane aed Fe) re BEL eT ELD ICE EE Ey w iets) LEP Ls ras JoyuauIadxg [BONIITT PHYSICAL AND Propuctive Reaions or U. 8. 17 -” PHYSIOGRAPHIC MAP g UNITED STATES 18 TraFFIC MANAGEMENT Francisco we would have a cross-section of United States corresponding to the profile opposite. If we were routing a freight train over our proposed profile, we would begin at sea level, crossing the coastal plain to Phila- delphia 32 feet above sea level, steadily increasing in grade across the Piedmont Plateau and the Appalachians at an elevation of 2500 feet to 6000 feet, Black Dome being 6707 feet in altitude, descending to Pitts- burgh at 800 feet altitude, then down the Alleghany Plateau to Cincin- nati, elevation 490 feet, continuing our route across Ohio, Indiana and Illinois on a slight down grade of but sixty feet to St. Louis, which has an elevation of 430 feet. Increasing our power, we begin our incline across the basin to Omaha, 1040 feet, increasing steadily in altitude reaching Denver, elevation of one mile, at the foot of the Rockies. Beginning our climb over the mountains from 8000 to 14000 feet high, we cross middle park and the Colorado Plateau, reaching the second ridge of the Rockies, the Wasatch mountains of elevation from 8000 to 12000 feet, descending to Salt Lake City at the 4237 foot elevation, continuing thru the Great Basin until reaching the Sierra Nevada mountains, Mt. Whitney 14890 feet high. Crossing the mountains we descend into the Sacra- mento Valley almost to sea level, and lastly cross the coast ranges at altitudes of 3000 feet, arriving at San Francisco at sea level. The surface features of United States control the distribution of natural resources, the routes of transportation and the climate, thereby .determining in part the location of industries and the distribution of population. If we study the accompanying map we will note that United States may be divided into sixteen well defined sections which are directly responsible for commerce. The New England Plateau covers the New England states except a narrow strip along the coast, which is a part of the Atlantic Coastal Plain. This section has been subject to glacial action, the soil because of glacial erosion very shallow in depth, and at many places large areas of rock are exposed. The soil is not very fertile, and therefore the agricultural production will be unimportant, farming being carried on in a small way, highly diversified, the hardy crops taking pre-eminence—potatoes, rye. barley, oats and buckwheat being the principal crops; lumber, wood- pulp, slate, granite and marble the natural resources; horticulture, sugar making, gardening, and poultry raising the natural industries. This section is abundantly supplied with streams, capable of producing thous- ands of horsepower, which have naturally been utilized for manufactur- ing. Coal was not available in the early stages of manufacturing, and only because of her early start, has manufacturing continued to be very important, in spite of its disadvantages in the procuration of raw materials and its distance from the markets. The Atlantic Coastal Plain, beginning in Maine and extending down the Atlantic Coast to Florida, extends inland to the fall line, the Piedmont and New England plateaus on the west. Because of the extreme length of this section we divide the products into those of the northern section and those of the southern. Due to the close proximity to the large markets, small farming—blue berries, black berries, straw- berries, raspberries, and cranberries—truck-gardening of all kinds of vegetables, and fruits as peaches, pears, apples and cherries will be most important in the northern section. Although garden truck is important the entire Ja ¢th of this sandy plain, it is most important in the southern PHYSICAL AND Propuctive Reeions oF U. 8. 19 section. Beginning in Florida, where frost seldom ever occurs, we can ship to the northern markets in mid-winter, and as the season advances, ship from Georgia, South Carolina, North Carolina, Virginia, Delaware, Maryland and New Jersey, and then in mid-summer the local supply from Connecticut, Rhode Island, Massachusetts, Vermont and Maine, to supply the great markets of Washington, Baltimore, Philadelphia, New York, Trenton, Newark, Boston, Providence, and Portland. The famous fish- eries are located along the entire coast, from cod and mackerel in Maine and Massachusetts, along the coast southward to the famous oyster beds of Delaware and Chesapeake Bay and farther south to the oyster and sponge fisheries off the coasts of South Carolina, Georgia and Florida. Large pine forests cover the plain in Carolina, Georgia and Florida, which furnish large supplies of naval stores, as turpentine, rosin and lumber. In the lower and swampy sections near the coast in Florida we find valuable cypress forests prized for cabinet woods. The soil of this sec- tion, sandy and easily warmed, is very favorable for agriculture; south of the Chesapeake Bay we find large crops of cotton and tobacco, rice immediately adjacent to the coast, and in Florida citrus fruits as oranges, lemons, grapefruit, limes, and kumquats; north of the Chesapeake, although devoted mostly to gardening and fruit. growing, cereals and potatoes do exceedingly well. The mineral of consequence in this section is the phosphate, mined in both Florida and South Carolina. Manufac- turing in this section is confined mostly to the northern section, being very important for iron and steel articles, textiles, shipbuilding, and rail- road equipment, because of its proximity to the coal producing region; the southern section is beginning to develop textile, peanut and cotton- seed meal industries. The Piedmont Plateau lies between the coastal plain and the Appa- lachian ridges, extending from eastern Alabama to New Jersey. The plateau is of a rock formation harder than that of the coastal plain, con- taining less mineral salts and less susceptible to erosion. Because of its hardness, it is less fertile, and the rivers passing from the Piedmont to the coastal which is more easily eroded causing water falls capable of developing cheap water power. At these points of advantageous power sites, industries sprung up, especially cotton manufactures. The soil is fertile, producing good agricultural crops of cotton, tobacco and sweet potatoes in the south and fruits, grains, forage and cattle in the north. The cities able to take advantage of resources in this section are: Atlanta and Augusta, Georgia; Columbia, Greenville and Spartanburg, South Carolina; Charlotte, Winston-Salem and Greensboro, North Carolina; Lynehburg and Charlottesville, Virginia; Hagerstown, Maryland and Harrisburg, Pennsylvania. The Appalachian ridges section comprises the mountain chain from southern New York to Birmingham, Alabama, and we might include the Adirondacks and Highlands of the Hudson as another division, and to the west of this section we find the Catskills in New York, the Alleghany Plateau in Pennsylvania and the Cumberland Plateau in Kentucky and Tennessee. Piercing the Appalachian ridges we find several important valleys; the Hudson-Mohawk in New York followed by the New York Central, the Susquehanna in Pennsylvania by the Pennsylvania Railroad, the Potomac followed by the Baltimore and Ohio, which enters the Cum- berland Valley. The entire ridge is forest covered with pine, spruce, 20 TRAFFIC MANAGEMENT hemlock and hardwood, which is becoming more important as transpor- tation facilities are provided for this section. As is true in a majority of the mountainous sections, mining will predominate, so in this section we find our great bituminous and anthracite coal fields in the northern portion in the states of Pennsylvania, West Virginia, Maryland and Virginia, as well as very important iron ore and cement deposits. In the south, the Birmingham district is the important manufacturing section because of its close proximity of coal, iron ore and limestone, the three requisites for steel manufacture. Other minerals of the south Appala- chians are granite, marble, copper, bauxite and ochre. The means of communication is in the Great Valley, which lies between the ridges and the Catskill-Alleghany-Cumberland plateaus, a valley forty to sixty miles wide, extending from the St. Lawrence well into Alabama, formed in a belt of weak and easily eroded rocks, occupied by Lake Champlain and the upper courses of the Hudson, Delaware, Susquehanna, Potomac and James rivers, which being older than the mountains have kept their channels open thru the slowly rising eastern range. Because of these water gaps, the northern part of the valley is attached to the seaboard states, while south of Virginia where the eastern range controls the course of the streams, the Great Valley is a part of the state of Tennessee. This valley forms the natural highway for commerce between the northern and southern sections and the important cities of Reading, Harrisburg, Staunton, Knoxville, Chattanooga and Birmingham are located in or near this great valley. This valley is very fertile, as exemplified in its im- portance during the Civil War, forage crops, tobacco, fruits and dairying, ‘and grain being the productions, subject to many raids and campaigns in the Shenandoah. The Catskil-Alleghany-Cumberland plateau extending from the val- ley of the Hudson in New York to the Mississippi, includes the upper valley of the Ohio and joins the Mississippi valley territory to the west of the Tennessee river valley in western Kentucky and Tennessee. In a great many places the eastern line shows a cliff over a thousand feet high, making it very difficult of access and expensive for railroad construction. Because of this inaccessibility, a great portion still remains a wilderness and forest covered with fine growths of hardwood. Iron ore is found in New York, Pennsylvania, Ohio, Tennessee and Alabama, and great por- tions of coal underlie the entire:area, but because of its great depth it is unprofitable to develop it except where streams have eroded sufficiently as in West Virginia, Pennsylvania and points in Tennessee and Alabama. Another mineral of large value especially as a fertilizer and for road construction is the phosphate rock mined in Tennessee. Immense sup- plies of petroleum have been pumped in Pennsylvania and southeastern Ohio. With these resources manufacturing has developed very rapidly, the iron and steel being developed most intensely. The agricultural pro- duction covers the dairying industry of New York and Pennsylvania, and the grain and forage in the states of Ohio, Kentucky and Tennessee. The famous ‘‘Blue Grass’’ regions of Kentucky and Tennessee are noted for their fine horses, cattle and sheep. Ohio and Kentucky are well ad- vertised in their production of tobacco, because of its fine qualities. Hemp is another valuable crop in Kentucky that thrives well on lime- stone soil. Fruits are becoming more important in this section, as hill- sides are very adaptable for fruit raising on a commercial scale, includ- PHYSICAL AND Propuctive Reaions or U. §S. 21 ing the varieties of apples, peaches, pears, grapes and various small fruits and berries. When we name the important cities in this section, we see its commercial importance: Pittsburgh, Pa.; Charleston and Wheeling, W. Va.; Lexington and Louisville, Ky., and Nashville, Tenn. The Gulf Plains from the junctions of the Ohio and Mississippi rivers along the southern boundaries of the Cumberland plateau, Great Valley, ‘Appalachian ridges, Piedmont plateau and the Atlantic Coastal plain on the east of the Mississippi, the Gulf of Mexico on the south, following the Rio Grande to the prairies, then the eastern boundary of the prairie section to the southern boundary of the Ozark plateau, to the junction of the Ohio and Mississippi rivers. The soil is very rich, being a deep al- luvial soil, coupled with the favorable climate tempered by the gulf winds, make this an important agricultural section. Cotton, corn, forage, cattle and sweet potatoes are grown extensively over the entire section, rice along the gulf, and inland in Louisiana, Texas and Arkansas, sugar cane in Louisiana, Mississippi, Alabama, Georgia and Florida, along the coast. Matzuma oranges are becoming more important from Louisiana to Florida, while in southern Florida the citrus fruits are increasing in acreage. With the large demand for early vegetables, this entire section is turn- ing toward a larger increase in the production of vegetable and garden truck, but this industry is dependent upon available transportation facili- ties. The south is now turning from the one crop system to diversified farming because of the ravages of the boll-weevil. The large forests of pine with their consequent supplies of naval stores must not be over- looked, although the amount is rapidly diminishing and the fine forests of cypress along the coast, and the oak forests of Arkansas, are all being ruthlessly slaughtered without regard to the future and with their at- tendant wastes. Not only is this section important for citrus fruit, but deciduous fruits do equally well; Georgia, Alabama and Texas have ex- cellent peach orchards, having an advantage over other peach sections because of their early ripening season; apples and pears grow profusely in all sections; and the delicious grapes are a pride of many a plantation owner. The Georgia watermelons and cantaloupes are becoming knowu over the entire United States, being in such demand that thousands of carloads are shipped to all parts of the country every year. Equally of as great an advertising value as the water melon, we have the giant pecans from Georgia and Alabama, an industry which is growing by leaps and bounds. This section is by no means devoid of minerals: Texas and Louisiana for petroleum, Florida for rock phosphate and: fullers earth, Alabama for graphite and gravel, and Louisiana for salt and sul- phur. The fisheries of sponges, oysters, and lobsters are of increasing im- portance in the Gulf for commercial purposes, while fishing for recreation of the tourists is becoming more important because of continual attention and catering. The recent industries which are assuming gigantic propor- tions are peanut and cottonseed oil, and the drying of sweet potatoes; mills and warehouses springing up in even the smallest hamlets. This southern section was most severely burdened during the Civil War, but has just now awakened to its opportunities and has begun its agricultural and industrial development aided by the great demand for raw materials and their consequent high level of prices. The commercial cities are not the proverbial southern cities as a majority of people imagine, but live and enterprising cities, wide awake to the opportunities that lie ' 22 TraFFIC MANAGEMENT before them, such cities as Houston and Galveston, Texas; New Orleans and Shreveport, Louisiana; Mobile and Montgomery, Alabama; Pensacola and Tampa, Florida; Texarkana and Little Rock, Arkansas, and Memphis, Tennessee. The Ozark plateau, just north of the Gulf plains in Arkansas and Texas covering the Ozark mountains in the southern part of Missouri, a greater portion of Oklahoma, and the northwestern part of Arkansas, is one of the minor uplands in the great central valley. This section is unimportant agriculturally, being largely forested with oak and a little pine timber. It, however, has proven itself to be an especially fine fruit country because ‘of its protection from the frosts, apples and peaches being of greatest importance. Of the agricultural crops, cotton, corn and pota- toes are most important, with grain, cattle, hogs and poultry comple- mentary. The chief resource of the Ozarks is its minerals, of which it has very extensive deposits: petroleum, coal, lead and zine, in all three states; the only diamond deposits in the United States near Murphrees- boro, Arkansas; the finest deposits of novaculite—a sand-stone used for sharpening purposes,—carbon, asphalt, petroleum and graphite. The only important manufacturing industry in the entire district is the reduction of lead from the Bonne Terre lead district. The important cities are almost as few as the manufacturing industries—Joplin, Mo., Tulsa, Okla., Guthrie, Okla., and Springfield, Mo.—none of them ranking as large cities in the United States. Another city, altho not large in population, has become famous throughout the United States—Hot Springs—noted for its mineral waters and mud baths. The Prairie Plains, bordered on the east by the Alleghany and Cum- berland plateau, the gulf plain, and the Ozark plateau, the Rio Grande on the south for a very short distance, the great plains on the west from Mexico to Canada and the lake plains on the north. This section is usually spoken of as the great granary of the world, and most favorably situated as to soil, topography, climate and rainfall. The northern section may be spoken of as the spring wheat section, from a line drawn west of Milwaukee, the important crops being wheat, oats, flax, hemp, barley, corn, forage crops, tobacco and vegetables. Dairying is of extreme im- portance, especially in Wisconsin and Minnesota, large exports of cheese, condensed milk and butter are made. Wisconsin cream cheese is famous throughout the United States and some foreign countries. The only deposits of minerals in this northern section are found in southwestern Wisconsin—deposits of zine and lead. South of the imaginary line, corn, wheat, forage, oats, alfalfa, spelts, barley and broom corn are the proin- inent agricultural crops. Dairying, however, is not as important, for a large proportion of the cattle are brought in from the western ranges to be fattened for the market. Temperate fruits are grown locally in all the states, altho T'exas is beginning to grow fruit for the market, while Nebraska has an important grape section along the Missouri river south of Omaha. Near the large centers of population in Illinois, Indiana, Ohio and Kentucky vegetables are grown profusely, providing local supply for the cities of Indianapolis, Louisville, Evansville, St. Louis and Kansas City. We seldom think of the plains as being producers of minerals, yet this section is more adequately endowed than some of our mountainous sections: petroleum, natural gas and coal in Ohio, Indiana, Illinois, Kan- sas, Oklahoma and Texas; gypsum in Kansas and Ohio; cement in Ohio, PHYSICAL AND Propuctive Reeions or U. 8. 23 Indiana, Illinois, Missouri, Oklahoma, Texas and Iowa, all having plants for its manufacture; glass sand in Jllinois, Indiana, Ohio, Missouri and Kansas; and clays in the leading states of Ohio and Illinois. The manu- facturing industries are highly diversified because of the varied sources of raw materials, grain and packing house products, iron and steel manu- factures and their complementary industries being most worthy of men- tion. The Lake Plain is the section adjoining the great lakes from the Hud- son river, excluding the Adirondacks, following near the lake shore, in- cluding practically all of Michigan, a small portion of Illinois, the eastern and northern parts of Wisconsin and the northeastern part of Minnesota. This section was subject to very heavy glaciation, and therefore we need ‘not expect to find it pre-eminently agricultural. It was very heavily forest covered with both hard and soft woods and after years of extensive lumbering, still has fine growths of timber remaining. After the land has been cleared, we have the finest farms for cattle raising, dairying, hardy grain crops, forage, fruit and sugar beets. The lower peninsula of Michigan has more fit agricultural land than the other lake states, being important for corn, potatoes, vegetables and fruit. The western shore of Michigan and the southern shores of Lake Erie and Ontario are famous fruit sections because of the protection offered by the large body of water, retarding the budding until no likelihood of danger from frost in the early spring months, the prevalent fruits being apples, peaches, grapes, currants and berries. The Kalamazoo section is noted for its fine celery and peppermint, a coincidence of the Dutch immigrant and the kind of industries he has been accustomed to in his native land. On the cut-over lands of northern Michigan and Wisconsin, conditions are ideal for grazing, and besides the local sheep and cattle, large num. bers are brought in, when grazing conditions are poor on the western ranges. The two most. hardy crops on newly cleared lands are rye and potatoes, followed by oats and barley, all of which grow profusely on the rich loamy soil. Berries and cherries do exceptionally well, growing abundantly under cultivation and in their wild condition; blackberries, blueberries, cranberries, raspberries and cherries of all kinds. An im- portant herb which grows wild over this entire section is now being cultivated with splendid results, ginseng, which is exported to China as a cure for all ailments, altho American medical men claim that it does not possess any medicinal properties. Iron ore and copper are very pure and near the surface, making open mining possible, and these deposits in northern Michigan, Wisconsin and Minnesota are universally known as the richest in the world. In the lower peninsula of Michigan we find deposits of coal, gypsum and salt, which add to the tonnage to be dis- tributed throughout the United States. With the ease of transportation by lake, and the nearness to coal, the market and labor supply, the lakes section has become the greatest coal and iron manufacturing section in the United States. The sawing of lumber and the preparation of sec- ondary lumber products as lath, sash, doors and moldings is still carried on in the numerous cities on the great lakes, the manufacture of furni- ture at Sheboygan, Wisconsin, and Grand Rapids still continuing, but seeking raw materials elsewhere. Wood pulp and its manufacture into paper is very important in the Fox and Wisconsin river valleys, even though it has been necessary to import the pulp wood from Canada. With 24 TRAFFIC MANAGEMENT the accessibility of lumber and iron and steel manufactures, the agri- cultural implement and automobile industry has developed at the cities of Chicago, Racine, Moline, St. Louis, Jackson, and Peoria. The pack- ing industry has concentrated at Chicago and Milwaukee, and comple- mentary to the packing industry, the tanning industry has the hides and the tanning bark from the hemlock tree. The important cities in this section are Minneapolis with its grain milling and linseed oil factories, St. Paul with its meat packing, Milwaukee and Chicago with their diversi- fied iron and steel, grain and packing house products; Detroit with its automobiles, Toledo, Cleveland, Buffalo and Rochester with their diversi- fied grain, meat packing, and iron and steel industries. The Great Plains extend from the Prairie and Gulf plains on the east to the Rocky mountains on the west. The country is comparatively level with the exception of the Black Hills district, rising gradually in altitude with a lesser volume of rainfall. In the eastern portion the rainfall is usually from twenty to thirty inches and in the western por- tion it is less than twenty. Grain crops are grown under difficulty at times, and a considerable area is under irrigation. In the irrigated sec- tions of Nebraska, Kansas and Colorado, wheat, alfalfa, potatoes, sugar beets are the important crops, while in Colorado the Rockyford canta- loupes have become known the country over. During the wet years the grains grown without irrigation such as wheat are planted to a greater acreage, which fluctuates according to rainfall. Farther to the south in western Kansas and Texas, hardier crops are grown without irrigation such as feterita, milo maize, millet, broom corn and some barley, while north of the bad lands in western Dakotas and eastern Montana, barley, alfalfa, flax, potatoes, rye, oats and wheat are grown, some with irriga- tion, but the majority under dry farming. The greatest portion of the great plains is used for cattle raising; the greatest number of our range cattle are raised here, to be later sent to the fattening sections of the corn belt and then to the slaughter houses. Our plains of Montana and Wyoming are also interested in the sheep and wool industries for both meat and wool production. Many of these irrigated sections in turning to a commodity of higher value have resorted to fruit, and in Montana and Colorado we have definite fruit belts. The mineral production in this section is: coal in South Dakota, Montana and Wyoming; coal and iron in Colorado; petroleum in Montana and Wyoming; quicksilver, iron, zine, copper and silver in Texas and New Mexico; paint rock, glass sand and antimony in southwest North Dakota; gold, silver, gypsum and chalk in the Black Hills district of South Dakota; and gold, silver and other precious metals, zine, lead, sulphur in Colorado and a few other points in the mountain chain. The Rocky Mountain regions are the main ridges of the Rockies from the Canadian border to the Mexican border thru Montana, Idaho, Wyoming, Utah, Colorado, New Mexico and Arizona. The altitude is from ten to fourteen thousand feet above sea level. Thru erosion valu- able minerals have been discovered, and important mining sections de- veloped at such places of nationwide mineral importance as Butte, Mont., Cripple Creek and Leadville, Colo.; gold, silver, copper, zinc, lead, man- ganese, tungsten, asbestos and coal being mined in various sections of the ridges. Interspersed here and there in the valleys we may find some irrigation project having fruits, alfalfa, barley or vegetables and some PuysIcAL AND Propuctive Recions or U. 8. 25 cattle raising. The slopes in the northern section are forest clad, and consequently we find lumbering in Montana and Idaho. The industries we note are all in the extractive stage, the materials of supply being brought in from more productive regions and our cities of Denver, Butte, Helena, and other small cities will be supply cities for food and supplies. Agriculture, however, is being developed in the mountain valleys and the future prosperity of this section depends upon the development of agri- culture. The Colorado plateau is not productive agriculturally, but affords sufficient food for range cattle, and sheep, making wool and live stock the principal products. The precious metals, especially silver, are mined at, various places, although the total tonnage, is not large. In the irri- gated sections of Utah and Arizona we find fruits, vegetables and dairy- ing, but the industries are not sufficient to develop large centers of population. The basin ranges like the Colorado plateau are not productive beeause of insufficient rainfall. In the irrigated sections in the south we find tropical and deciduous fruits, cotton and pecans and to the north fruits, alfalfa, vegetables and sugar beets. Minerals are the most important resource and some of the most valuable gold, silver and copper mines are in the state of Nevada. Besides mining; two other industries are of growing importance: salt near the great Salt Lake and borax in the Death Valley of California. Salt Lake City and Phoenix, Ariz., are the two most important cities, developed solely because of their irrigation possibilities. The Columbian Plateau covers the eastern portion of Oregon, Wash- ington and the central part of Idaho. The precipitation is large in parts of this section and in the sections of insufficient rainfall great irrigation projects have been built, to reclaim and allow greater productiveness. In other sections not capable of being irrigated, dry farming is practiced extensively. The soil is of a voleanic ash or disintegrated lava, very fertile and adaptable to grain and fruit. This is the famous section of the combined harvester and reaper, and of the famous fruit and grain sections near Spokane, Washington and the Palouse country. Hogs, cattle and sheep are important in all parts of the section. Extensive forests still cover large portions, and large amounts of fir and cedar move to our eastern places of consumption. ‘ In the far northern portion we have coal deposits, and lead and silver mines. Idaho has become im- portant for the large quantities of sugar beets which are very adaptable to irrigation, and return a large yield per acre. Besides Spokane, Boise, Idaho, is the only other important city in this entire district. The Pacific area is that section covered by the states of Washington, Oregon and California from the Sierra Nevadas to the coast. Because of the prevailing winds and currents the precipitation is very large. and with the fertile soil, agricultural production is profuse. The principal crops are grain, hops, forage, fruits and garden truck in the northern section, while in the southern section most every product in temperate and tropical climes: wool, sheep, cattle, dairy products, hops, rice, barley, sugar beets, lumber, gold, silver, borax, cement, petroleum, mustard, beans, vegetables, nuts and tropical fruits of all kinds, deciduous fruits, potatoes, poultry, goat milk, ostriches, flower seeds and fisheries; all assuming a prominent place in the resources of California. The sea- 26 TRAFFIC MANAGEMENT ports of this section are the important cities of Seattle, Tacoma, Portland. San Francisco and Los Angeles. In order to thoroughly understand the resources of the United States, the writer has secured comparative data for all the states, taking each state as a unit, showing the distribution by states and commodities of the tonnage and valuation of agricultural products, of principal manu- factures in the United States and of the principal minerals. The informa- tion is as near accurate as the estimates will allow, which will suffice for showing the relation of tonnage and value to our traffic conditions, as our census information is only available at stated periods. As soon as the new census is published, we will be able to secure comparative data for 1920, and which information is also based on estimate to a certain degree. For all practical purposes of illustrating the location and dis- tribution of our resources the tables in appendix will suffice. Ae | ORT 2 OAR TINS FREER EM RNA mene RENIN, d : z i ; shea omen ae ene aL GAl? UOCk | 2oTATe GATT SHTIO 8 meotg lagieaing ktiwode aback: asrub lo coitnac.! - AgortwGe v aque tent boa stone ty IRA) gnidael te: & nog vrei GQ abadl aa? adiuel aebi sf eine, er &) ater BD rel Aba Aine ote Cea Pont atactntt ES A Aa ARORMCE RN Bh er RAR CUCM RS CHAPTER III CHANNELS OF TRAFFIC Early Channels Channels of Crops Channels of Sugars Channels of Vegetables and Fruits Channels of Meat and Animal Products Channels of Sea Foods Channels of Lumber and Minerals Manufactures Pe rrdane wn Summary of Natural Resources i > Carrying Roads — Noe Location of Industries Routes of Traffic and Controlling Points CHAPTER III Channels of Traffic In the early development of our commerce the products of agri- culture were taken by stage to the seaboard, and the fabrics and manu- factured articles returned, naturally developing the seaports of Boston, New York, Philadelphia, Baltimore, Wilmington, Charleston and Savan- nah. There was little commerce between the individual colonies, but as the settlers pioneered, and moved westward, places naturally adapted as supply bases became the important cities: Buffalo, Cleveland, Chicago, Milwaukee and Detroit on the Great Lakes; Pittsburgh, Cincinnati, Louis- ville, Memphis, St. Louis and St. Paul on the Mississippi river svstem ; Mobile, Pensacola, Galveston and New Orleans on the Gulf of Mexico; and Portland, Seattle, and San Francisco on the Pacific coast. By the end of the War of 1812 the people began to realize the necessity for improved means of transportation and experiments were begun. Great improvement has been made in turnpikes, canals and bridges and before 1830 several tramway railroads had been constructed. England, how- ever, had been forging ahead in her experiments with the use of steam and by 1830 the difficulties were sufficiently overcome to discuss seriously the building of railroads in the United States, the stages and the boats being unable to carry on the increasing tonnage. From 1830 to 1860, we have a period of severe competition between the waterways and the railroads, the railroads showing superior efficiency, causing the majority of canals to fall into disuse. The railroads were built westward from Massachusetts Bay, Connecticut and New York to Albany and westward 28 TRAFFIC MANAGEMENT to Buffalo; from Philadelphia and Baltimore to Pittsburg, to Cincinnati, Chicago and St. Louis; the southern lines from Norfolk and Savannah reaching to the interior points of Atlanta, Montgomery, Memphis and the southwest. However with the slight suspension by the Civil War the roads continued their rapid expansion covering the states of Iowa, Min- nesota, Dakotas, Oklahoma, Nebraska, Texas and Kansas, culminating in the transcontinental lines, the first line being completed in 1869. Every section of the country was finally connected, outlining our main channels of traffic, which have since been followed. The east unable to compete with the newer west in its agricultural products, turned to manufactur- ing, concentrating the population in large centers, making necessary the going afar for its food, as well as the raw material for manufacture. With the increasing density of population the production of grains moved westward from the New England and Middle States to the pro- ductive prairies of the middlewest. Wheat to move from the fertile Red River Valley, the Dakotas, Nebraska and Kansas to the milling centers of Minneapolis, Chicago, Kansas City and Buffalo, either moving via water or rail, and thence for export to Europe or to supply the dense populated centers of the east and south. Wheat from the Columbian Plateau and California supplying the needs of the west with large amounts for export via all rail across the continent or via ocean going vessels on the Pacific. Corn, unlike wheat, is exported in the form of meats, the cattle moving from the ranges of the western plains to the corn belt of Iowa, Illinois, and Indiana to be first fattened and then sent to the slaughtering estab- lishments at South St. Paul, Chicago, Omaha, Kansas City and Fort Worth, Texas. Oats, a complementary crop in the corn and wheat belts, an important horse food used locally, but with the increasing use as a cereal food, considerable amounts are moved to the important centers of Chicago. Battle Creek and Niagara Falls. Foods which formerly were considered cattle and animal food, after undergoing a process of preparation have become prize foods for human consumption. Barley and rye, both famous for their former distilling qualities, are most important in California, Wisconsin, Iowa and Minnesota, and are now used for animal food, with rye becoming more important as a milling product. In the famous upper Missouri and Red River valleys flax grown only for the seed, not the fibre, is produced in large quantities, moving by rail to the elevators of Min- neapolis and St. Paul, there to be made into linseed oil. Buckwheat, im- portant.in our morning diet, produced on the more rugged soils of the New England and Lake state, is not of sufficient tonnage to affect our traffic movements except in a local way, and its culture is used as an adjunct to bee culture. Spelts, emmer, millet, kafir corn, and milo maize, adaptable to the drier sections of Nebraska, Kansas and Texas, is grown for forage and animal food only, being of local importance. Hemp, a minor crop, important for its fibres, is widely distributed from Maryland to California, the bulk being grown in Kentucky, Indiana and California, with North Dakota becoming more important. Hay and forage are most widely distributed of all of our crops, but showing its greatest produc- tion in the corn belt, its tonnage being moved from the corn belt to the sections of the south and to the arid sections of the west. Peas and beans, local supply crops, are grown quite extensively in California, Michigan and New York. Potatoes, the supply crop of a majority of our people, is widely distributed in the northern half of the United States, CHANNELS OF TRAFFIC 29 the states of Maine, New York, Ohio, Michigan, Wisconsin and Minnesota supplying the markets of the large centers of population. In the early seasons, Irish potatoes are sent from the southern coastal plain to the middle Atlantic markets of Baltimore, Philadelphia, Washington and New York; to Boston and New England markets; to Detroit, Chicago, Cincin- nati and St. Louis, and as the season develops northward, the supply moves northward until the local sections are able to meet the demand. In contrast to the Irish potato of the northern sections, the south has her sweet potato and yam important throughout the entire southern states as local supply, with an increasing industry in their drying, canning and shipping. Peanuts and cotton are distinctly southern crops, extending from Virginia to Texas, peanut culture being of more recent develop- ment, due to the use of peanut products, peanut crush mills springing up in a large number of southern cities, the vines being used as fodder. Likewise, with the cotton industry, being retarded by the boll-weevil, causing many to turn to diversified farming, it is still the important crop of the south. It was customary to ship the raw cotton to the seaboard, then to New England and abroad, but with the interest shown in the home development, large numbers of mills have been opened and already the south has more spindles than New England, the coarser grades only being woven, New England still retaining her supremacy in the finer weaves. In conjunction with the fibre, we have a new industry, the cotton seed oil and meal, heretofore almost valueless, today bringing real value into the coffers of the southern planters. With its large value, however, cotton does not cover one per cent of the total tonnage of the south. A new sec- tion in the growing of long staple cotton and of coming importance is southern California and Arizona, whose production is increasing rapidly, being used mostly for auto-cords and expensive materials. Tobacco still continues to be the important tonnage for various districts of the middle and lake states, Virginia, Kentucky, Florida, Pennsylvania, Connecticut, and Wisconsin having the major portion of the crop. Lexington, Louis- ville, Cincinnati, and St. Louis are known as the great primary markets to which buyers of the world come to make their purchases in the commis- sion warehouses, a large portion taking the rail haul to the seaboard for export. Rice, formerly confined to the lowlands, has now become a crop of extensive culture thru the use of irrigation. Texas, Louisiana, and Arkansas, thru the use of pumping systems are able to flood and drain the fields, making possible the use of machinery in the harvesting, utiliz- ing vast areas which heretofore were not available. The milling of rice into flour and stock food has become an important industry in this sec- tion of the southwest, while formerly the rice culture was along the Atlantic coast. A few minor crops may be mentioned at this point, altho they do not vitally affect the tonnage. Hops are still important on the Pacific slope even with the advent of prohibition; clover seed in the east north central states; timothy and millet seed in the west north central states; alfalfa in the mountain states; sorghum cane seed in the west south central states; mustard seed in California; hemp seed in Kentucky ; chufas in Georgia; tobacco seed in Pennsylvania; and sunflower seed in California and Illinois; chicory and willows in California, Michigan and New York; mint in Michigan and Indiana; teasels in New York and Oregon; and ginseng in Appalachian and lake states. Although all of 30 TRAFFIC MANAGEMENT the above are only minor crops, they vitally affect the local tonnage of the communities in which produced. Of our sugar crops, we may mention sugar cane, sorghum cane, beet sugar, and maple sugar. Sugar cane is a local refinery product grown on the Gulf Coastal plain, usually purchased from the farmer after it has passed thru the crude refinery. Beet sugar, however, has not been con- fined to the southern states, but does best in irrigated sections where the aridity and sunshine produce a large percentage of sugar content. Our important beet sugar districts are California, Colorado, Idaho, Michigan and Utah, the beets being delivered by the farmer to the factory near the place of production from whence the sugar is sent to the principal stor- age houses at Kansas City, Omaha and St. Louis. Sorghum is quite widely distributed in the United States, the greatest acreage being in the southern and east north central states. Possibly the greatest portion of the cane is used in the manufacture of sirup near the source of supply, while the remainder of the tonnage of cane is used for forage. Kentucky, Texas, Missouri, Illinois and Tennessee led in the production of sirup and forage. Sorghum, like sugar cane, would not be a large tonnage, because the first movement is to the mill, and the product then moving to the large centers of distribution. Maple sirup and sugar, a product of the maple tree, has waned in importance with the advent of cane and beet sugars, altho it retains a place in the world’s market because of its peculiar flavor and fine quality, placing it in the luxury class. Vermont, New Hampshire, New York, Ohio and Wisconsin, in the heart of the hardwood belt, have the largest production of both the sugar and its dilute form of sirup. The concentration of population in the eastern sections has meant the commercialization of the vegetable industry, the production of these edibles on a large scale on truck farms. The populous regions of the eastern seaboard not only obtain vegetables from the nearby gardens, but with the refrigerator cars are able to draw on the gardens of Florida or California as well. Near each of our large cities, we will have truck gar- dening, besides large trucking sections taking advantage of climatic con- ditions. The Atlantic coast line from New Jersey to Florida has a warm sandy soil, especially adapted to early vegetables, and is our most import- ant vegetable district. From our Southeast and Gulf lands our northern markets are supplied with fresh vegetables, and as the season advances the crops mature in Georgia, South Carolina, North Carolina, Virginia, Maryland, New Jersey, New York and New England states, and then a reverse movement of the northern producers supplying the southern con- sumers. Another north and south movement of vegetables is in the Mis- sissippi Valley, beginning with the early vegetables of the Rio Grande in Texas, following the coast to Louisiana, and then on and on along the Illinois Central in the Mississippi Basin into Chicago. This circulating traffic, like that of berries and fruits, needs special equipment only made available thru the perfection of refrigeration methods. Taking our im- portant vegetables we might name the important sections of their pro- duction; asparagus—New York, New Jersey and California; green beans —New York, New Jersey, Virginia and California; beets—Massachu- setts and New York; cabhage—New York and Wisconsin; canta- loupes and muskmelons—California, Colorado and New Jersey; carrots—New York and Massachusetts; cauliflower—New York and Cali- fornia; celery—New York, Michigan and Massachusetts; pop-corn—lowa CHANNELS OF TRAFFIC 3l and Nebraska; sweet corn—New York, Illinois, New Jersey and Ohio; cucumbers—Florida, Michigan and New York; egg-plant—Florida, New Jersey and Virginia; horseradish-—Missouri, Pennsylvania and New York; kale—Virginia; lettuee—Florida, New York and Massachusetts; okra— Louisiana, Georgia and Texas; onions—New York, Ohio, Texas and Massa- chusetts ; green onions—Maryland, Indiana and Massachusetts; parsley— Louisiana, New York and Virginia; parsnips—Massachusetts and New York; green peas—New York, Wisconsin and Maryland; pumpkins— California, New Jersey and Illinois; radishes—New York, Mississippi and Alabama; rhubarb—California, Illinois and New York; rutabagas—Wis- consin, Minnesota and Michigan; spinach—Virginia, New York and Mas- sachusetts; sprouts—New York and California; squash—Massachusetts, Maine and California; tomatoes—New Jersey, Maryland and Florida; turnips—New York, Massachusetts and Pennsylvania; and watermelons —Texas, Georgia and Florida. But vegetables do not enter the traffic flows alone as perishable goods in refrigerator cars, but also as canned goods. Our canned vegetables become important in our canning sections of Indiana, Ohio, Illinois, Delaware, Maryland, New Jersey, Connecticut, . New York, Massachusetts, Maine, Michigan, California and Wisconsin. What our grandmothers used to put up in cans and jars for winter use are now put up by the large canning establishments, some owning thou- sands of acres of land. The canning industry advances with the season for the different products, canning fruits and vegetable dishes also. A canning factory starts its season with peas, corn, spinach, asparagus, and as the season advances, the vegetables, small fruits, orchard fruits and possibly fish, during the scanty season. Thousands of cars of canned goods move from California to the east via all rail or rail and water, from the truck farms to the produce house and to distributing centers. The New England and the North Central states, because of their favorable climatic conditions are well suited to the canning industry in both ma- terials and labor supply, with the complementary industries. Our fruit industry is closely related to the vegetable industry in the requirements of refrigerator cars to handle fresh fruit, and of canning establishments to conserve supply. We can divide our fruits in separate classes as small fruits, orchard fruits, citrus fruits and non-citrus tropical fruits. Small fruits will be near to the large centers of population because of the need for early marketing and where it is possible to obtain a cheap labor supply. Our ranking states in small fruits of blackberries, logan- berries, dewberries, raspberries, cranberries, currants and gooseberries are New York, Michigan, New Jersey, California, Missouri and Massachu- setts. Of our orchard fruits, possibly the apple is most common, growing in the majority of states; however, certain sections being more adaptable. Commercial apple-growing has been most rapidly developed in the west. the apples being of firm texture and very carefully handled, wrapped and packed. New York and Michigan tempered by the lake, in that the ice retards the blossoming until after danger from frost, have become vast orchards, as well as the Ohio, Pennsylvania and Virginia field ridges which are likewise frost protected. A similar condition prevails in the Ozark Mountains, where large commercial orchards have been planted with the greatest degree of success. Our western fields are the California field, the Hood River Valley in Oregon, the Yakima Valley in Washing- ton, the Bitterroot Valley in Montana, and the Delta in Colorado. The 32 TRAFFIC MANAGEMENT fruit sections of the west are in restricted areas with a sparse population, thereby making it necessary to seek an eastern market, subjecting them to a heavy transportation cost. Peaches are not as hardy as apples, and do not grow under as great a variety of soils and climate. United States has distinct peach districts, each ripening at a different time, thereby extending the market. Texas and Georgia orchards ripen in July, fol- lowed by Arkansas and Missouri, Maryland, Delaware, Virginia and New Jersey fields in August; and in September, from the fields of West Vir- ginia, Pennsylvania and Western Maryland, called the Chesapeake and Alleghany belt, followed by the New York State, Michigan and New England, and finally by the California district. This fruit requires great care in handling and shipping, and with large crops in the east it is im- possible to ship California peaches under refrigeration, causing the grow- ers to resort to canning in such cases. The shipping of fruit from Cali- fornia and the South is so important that entire express trains of fruit are sent east and north, sometimes having the right of transit over pas- senger trains. Pears grow in about the same localities as peaches, requir- ing the same transportation conditions. ‘California ranked first, with New York and Michigan following. Of the plums and prunes, the Pacific states of California, Oregon and Washington ranked first, with New York and Pennsylvania the eastern producers. The prune industry has become very important in the western states, allowing them to market a larger number than if they were to be shipped fresh. The ranking states in the production of cherries were California, Pennsylvania, Indiana, Michigan ‘and Ohio; in the production of quinces, New York, Pennsylvania, Ohio and Michigan; and in the production of apricots, California being the ranking and only important producer. A certain amount of the deciduous fruits are either canned or dried, which obviates the waste and loss thru ‘shipping fresh, making canning one ‘of the most important industries in California. We have three important grape producing sections or districts in the United States; the California district producing the Tokay grape, the Michigan and New York districts the Catawba, the Concord and Ni- agara grapes. Our California grape enters very largely into our tonnage, as it is shipped to all parts of the United States, packed in redwood saw- dust and great care is taken in their handling. The flow of the eastern grape is thruout the middle west and east. Citrus fruits are not native to the United States, but are being very successfully cultivated in Florida and California and a few of the south- ern states. The California groves furnish the majority of the oranges and lemons for the market, altho they are at bitter warfare with the Florida growers. Grapefruit, limes, tangarines, and mandarins are pro- duced in both California and Florida; kumquats in Florida and citrons in California. Our non-citrus tropical and subtropical fruits are produced in small quantities in the southern states, mostly in Florida and Califor- nia. Of these fruits we might mention figs, pineapples, olives, bananas, guavas, avocado pears, mangoes, persimmons, loquats, pomegranates, and dates. Pineapples and olives are usually placed on the market as a canned product, but a great many fresh pineapples find their way to the northern markets. Nut culture in the United States is comparatively recent, and yet confined mostly to the southern states. Almonds and English wal- nuts predominate in California, black walnuts in Pennsylvania, and pecans in Texas and the south Atlantic states. Although not of large production, CHANNELS OF TRAFFIC 83 nuts are widely distributed throughout the United States, especially be- fore the holiday season. The greater portion of meats for our tables are supplied by the great packing houses of the middle west; the cattle are moved from the ranges to feeding lots or farms in the corn belt, thence to the packing centers of Omaha, Ft. Worth, Kansas City and Chicago for slaughter, then the canned meats as well as fresh meats moving under refrigeration are sent to the distributing centers from where they are again moved to the con- suming public, the hides to the tanneries and shoe manufacturers, the wastes to soap and fertilizing factories and a number of different indus- tries. The grazing grounds are becoming smaller, and our population larger, meaning a change to the farm raising practice. In the past it has been found more profitable to ship the cattle to the feeding places and then to the slaughtering centers, rather than the feed to the cattle. The corn belt alone is not the only important fattening section. The blue grass region of Kentucky and Virginia is important for its fine beeves fattened entirely on natural forage. Because we hear more of the beeves we forget that the hog supplies the greater portion of the meat consumed either as pork, bacon, ham or sausage. The greatest production of hogs is in the corn belt, although every farmer from Maine to California raises hogs as a by-product. The raising of swine has become a science just as the raising of beef cattle; his food is carefully prepared to develop certain grades of meat, depending entirely upon the nature of food—corn, oats, peas, barley, skimmed milk or peanuts—each developing certain qualities in the meat. The sheep of the United States are of two types, the merino, the sheep of the western states, important for wool, and those of the east —Ohio and Michigan—the English breeds developed for meat. Large numbers of our western sheep are allowed to-graze on the prairies and plains of Montana, Idaho, Utah, Wyoming, New Mexico and Colorado, until they attain a certain age, when they are removed to the feeding grounds of Kansas, Nebraska and Iowa to be fed on alfalfa and beet refuse, then to the Missouri river packing houses. Our carcasses of cattle, hogs, sheep, are quickly prepared for market with machinery; the meat for sale to markets shipped in refrigerator cars; the hams, bacon, and other cured products, packed in barrels and boxes, may or may not go under refrigeration or ventilation. A great many times the sides are hung in the cars and the package and box freight placed underneath. Of our poultry, we have the chickens, turkeys, geese, ducks and pigeons for meat purposes. A large variety of breeds have been developed for both meat and egg production, especially in the eastern populous districts, while in the west the poultry are just allowed to grow, no particular attention given to the feeding and care. The great packing houses have established fattening stations to prepare the poultry for market after it is purchased from the farmers. In Texas thousands of turkeys are raised, driven to the market just like cattle, while in Kentucky, Tennessee and Missouri more care is taken in their rearing and shipment. Near our large cities, the poultry industry will develop commercially, as in southern Pennsyl- vania and New Jersey to supply the eastern markets; in Ohio and In- diana to supply the lake and prairie plain cities; in Missouri, Oklahoma, Texas and Southern Illinois to supply the Mississippi and Missouri River cities; and in California to supply the California markets. Of the non- essential food animals we have the horses, mules, and burros, guinea- 34 TRAFFIC MANAGEMENT fowls, pea-fowls, and ostriches. Horses and mules are widely distributed, being used mostly for farms and transportation purposes; however, :er- tain sections have become important for their production. Kentucky and its famous blue grass, for its fine racing horses, and for the transporta- tion of such valuable horses, palace stock cars are needed. The old quo- tation is still partly true, that ‘‘Kentucky is noted for its fine horses, beautiful women, and good whiskey.’’ On the western plains we have the production of the work horse, which, not heing very valuable, is sent east in cattle cars, proving that the value of the product shipped directly affects the kind of equipment that is used for its shipment and the-care that is tendered during transportation. Missouri and Kansas are the main centers in the production of mules, supplying the great markets of the east and the south, and even foreign countries, with choice work mules. Goats, acclimated to a warm dry climate, are in their native habitat in southwestern United States—California, Arizona, New Mexico and Texas, being important for wool; and in California for milk also, as a factory has been erected and goat milk canned, being specially prepared for hospital and infants’ use. Pigeons, guinea-fowls and pea-fowls are widely distributed throughout the United States, and do not affect our tonnage except locally. Ostrich raising is in its infancy in the south and south- west, being raised exclusively for plumage, which is transported usually by express, and therefore this tonnage will not materially affect our traf- fie movements. In our dairy products, milk and cheese form the bulk of traffic, moving from our dairy centers of New York, Wisconsin and the Lake states. Some centers make a specialty of cheese, others of butter, and still others of evaporated and condensed milk. This class of prod- ucts requires special equipment and special services in the form of re- frigerator cars and milk trains. Butter and cheese were formerly made by the farmer’s wife on the dairy farm, which has given way to the cream- ery and condensery, mechanical devices being used for the handling of large quantities with the greatest ease, producing thousands of pounds per day. Along with the dairy products, we might include egg produc- tion and honey and wax since they are usually complementary. Various breeds of chickens are being developed for egg production solely, with- out regard to their meat capabilities, making it necessary to run special egg trains, great care being necessary for the packing and care enroute. A recent development has been the removing of the shells, the freezing of the whites and yolks separately, in cans to furnish the bakeries and hotels for cooking purposes. Cold storage has been an important factor in allow- ing eggs to be transported distances and at different times of the year. The apiary industry is an adjunct to dairying and orcharding industries, being specialized near the large centers of population—Pennsylvania, Kentucky and California—being the outstanding production centers of honey and wax, with ease of access to the large centers of population. Seafoods enter very largely in our present-day traffic, special fish trains being run on express time from New York to Philadelphia, from Boston to New York, and from the eastern seaports of Baltimore, Phila- delphia and New York to middle west cities of Chicago, Cincinnati, St. Louis and other large cities. Likewise from the west coast we have special salmon and halibut trains running on fast time to our eastern cities. Our northern Atlantic coast fisheries are cod, herring, lobsters, shad and mackerel; the southern Atlantic, crabs, shad, oysters and CHANNELS OF TRAFFIC 35 sponges; the Gulf, oysters, shrimps and sponges; while the Pacific coast, the salmon, herring, halibut and sardines. The North Atlantic and Pa-. cifie coasts have extensive canning establishments, packing thousands of cans of fish per year, to be distributed throughout United States and foreign countries. Now, having briefly covered the food products, let us turn to the raw materials of manufacture. United States is one of the richest countries in natural resources, and over sixty per cent of all tonnage consists of the raw materials of our forests and mines. In the lumbering industry we have a westward and southward movement. As the New England industry waned, the lake states took over the lead, and finally thru trans- portation facilities the Pacific slope has come to take the lead, with a new rival in the southern forests. We have a three-fold 'movement of the lumber products, first from the forest to the mill to be cut into lum- ber, then from the mill to the factory for further manufacture or dress- ing, and finally to the distributors for the trade. The forested areas in the east are near the points of consumption, meaning a relatively short haul, while those of the south, the southwest and Pacific require trans- portation over long distances to carry them to their markets. The soft woods of pine, hemlock, spruce, cedar, and the hardwoods of birch, ash, maple, oak, walnut and cherry predominate in the New England, Appa- lachian, Ozark and Lake districts. The long leaf southern pine and the cypress and gums predominate in the southern and gulf section as con- trasted to the soft woods of the Pacific coast—Douglas fir, spruce, red- wood, cedar, pine and larch. It has only been thru the growth of back haul that the railroads have been able to grant lower rates on lumber from the western coast, allowing the western lumberman to compete with the eastern and southern, it formerly being necessary to be near the tide water in order to take advantage of water transportation to ship lumber. Our lumber manufacturing centers will be near the sources of supply, our tide water cities of Maine; our lake district cities of Grand Rapids, Michigan, Sheboygan, Wisconsin, Chicago and Milwaukee; our south cen- tral cities of Nashville, Memphis and Chattanooga; the southern cities of Mobile, Pensacola, Savannah and New Orleans; and our western cities of Seattle, Portland and San Francisco. The need for ties to supply the wants of the railroad alone demands a considerable tonnage, the need for lumber for building purposes, furniture, agricultural implements and ve- hicles, boxes, fences, mining operations, cooperage and a large list of other industries, all demand ruthless slaughter and havoc with our remaining forests. Furniture making early developed in Michigan, and because of the early start has continued to be the important industry, although the source of raw material has been exhausted, necessitating importation from other sections. The ease of access to lumber and iron materials in the Lake states has made the cities of Chicago, Milwaukee, Peoria, Moline, Racine and Detroit important for agricultural implements, automobiles and vehicles. The cities of Memphis, Chattanooga, and Nashville, in the hickory, walnut and oak section have become noted for their high class implements and furniture. The southern pine—noted for its naval stores —cypress, redwoods and firs have come to be highly prized for the inter- ior finishing of residences :and for fine cabinet work. In the lake and eastern sections we have the paper industry rapidly forging to the front, New York, Pennsylvania, and Wisconsin, being the leading states, and c6 TRAFFIC MANAGEMENT with the exhaustion of local supplies of pulpwood, large importations are being made from Canada. The tanning industry is complementary to the lumber and packing industries ; depending upon the forests for the hemlock and oak bark used for tannic acid, and the packing houses for a supply of hides. In many of the northern Wisconsin lumber cities, veneer and excelsior are important products. The transportation of logs, lum- ber, and lumber products is very large in the aggregate and one of the most important to both railroad and water carriers. Minerals are quite widely distributed thruout the United States, the greatest tonnage being coal and iron of the eastern and lake sections, products of low value and large bulk, while the minerals of the western states are of high value and small bulk. Pennsylvania, Upper Peninsula of Michigan, Wisconsin and Minnesota are the producing sections of iron ore, brought to the head of the lakes by boat or rail to meet the coal from Indiana, Illinois and Pennsylvania coal fields, making the lake states the greatest manufacturing section of this nature in the United States. The majority of all articles using iron, are manufactured in this section. To produce a ton of iron, considerable tonnage is required: one ton of ore, two tons of coke, and one ton of fiuxing stone, a total movement of five tons for the manufacture of one ton of iron, four to the point of manu- facture and one from the point of milling. The transportation service locates the iron industry thru the freight charges, as illustrated in the United States Steel Corporation’s choice of Gary as the new steel center, the point where raw materials of iron ore, coal and fluxing stone could be brought together at the lowest cost. Another section not involving a long transportation haul is the Birmingham district of Alabama, the im- portant manufacturing district in the south. A minor district is the Colo- rado district furnishing a local supply for the west. The distribution of coal for domestic use is very wide, the railroads being one of the largest consumers. The largest single manufacturing consumer is the iron and steel industry, necessitating a 500-mile haul from the coal fields to the furnaces of the Calumet and Gary districts, in the Pittsburgh district, one hundred miles; and from the deposits to Birmingham furnaces less than one hundred miles. From the West Virginia and Pennsylvania mines a considerable tonnage of coal is hauled to the seaports for the coaling of vessels. A view of our distribution map shows the close proximity to coal deposits for domestic use, and very few manufacturing concerns require more than a five hundred-mile haul, with the exception of the southwest. which has petroleum as a substitute for coal. The shipments of copper ores from Montana, Michigan, Arizona and Nevada are short hauls from the mines to the smelter, but the coal haul will be considerably longer because of the scarcity of coal in the copper districts. With the develop- ment of water power in the mining districts, the coal haul may be elimi- nated. Copper furnace products, like our other minerals of high value are not important from the traffic standpoint, as is the supplying of these industries with materials and supplies. Lead and zine in the Missouri, Idaho, Nevada, Arizona and Wisconsin districts; feldspar in North Caro- lina; graphite in New York; barytes in Georgia; pumice in Nebraska; gypsum in Michigan, New York and Texas; bauxite in Arkansas and Georgia; salt in Michigan, New York, Ohio, Kansas and Utah; asphalt in Texas and California; potash in Nebraska; platinum in California and Wyoming; mercury in Texas and California; tale in New Jersey, North CHANNELS OF TRAFFIC 37 Carolina and Pennsylvania; borax in Nevada and California; marl in New Jersey, flourite in southern Illinois; sulphur in Louisiana, Nevada, Cali- fornia and Utah; fullers earth in Florida; phosphates in Florida, South Carolina, Tennessee and Idaho; and precious metals and stones in the western states, are the other minerals of importance, but the total ton- nage is not of great traffic significance. Clay products, phosphates and building stones, are of large bulk and consequently low value and do have considerable importance, clay products and building stone being most widely distributed in United States. Ohio, Pennsylvania and New Jersey are the important states for clay products, and Wisconsin, Vermont, Pennsylvania and Ohio for building stones, products usually of short haul and low value. United States is one of the greatest manufacturing nations of the world, utilizing nature’s forces in the application to machinery. If we were to study the charts showing the manufactures we would find that density of population and manufacture coincide ; that the centers of large population, New England and the north Central states control the, ma- jority of the manufactures in United States, employing the majority of skilled laborers. New England, the home of highly skilled labor, will have industries of high value and small bulk, utilizing great skill; boots and shoes at Lynn, Brookton, and Lowell; textiles at Manchester, Fall River, Fitchburg, and Lowell; woolen goods at Lawrence; rubber goods at Boston and Chelsea; hats at Danbury; machine tools at Nashua; bicy- eles at Hartford; fire arms at New Haven and Springfield; clocks and brassware at Waterbury and Ansonia; hardware at New Britain; watches at Waltham; and jewelry at Providence. The middle Atlantic states are the homes of the iron and steel industries and a great many allied indus- tries, leather and silk and textile industries. Wilmington, Delaware and Newark, New Jersey, for leather industries of all sorts; silk at Patterson, New Jersey; ship building at Philadelphia and other cities along the bay; locomotive shops at Baltimore; brick and terra cotta at Trenton; glass manufacture at Pittsburgh; fruit, vegetable and oyster canneries at Bal- timore and Wilmington; flour milling at Buffalo and Rochester; roasting and grinding of coffee and spices in New York and other tide water cities; refining of sugar at Brooklyn; cigars and tobacco at Lancaster and York, Pa.; textiles and rugs at Philadelphia; shirts, collars and cuffs at Troy, New York and Philadelphia; petroleum refining at Philadelphia and Bay- onne, N. J.; iron and steel at Reading, Harrisburg, Steelton, Trenton, Seranton, Allentown, and South Bethlehem; agricultural implements at Syracuse and Auburn, New York; aluminum at Niagara Falls; and a large variety of manufactures at New York City, are the important manufactures of the Middle Atlantic states. In the prairie plains we find the articles that require in their preparation grain and food products, raw materials of iron and coal and lumber, and a varied number of resources. The cities of Chicago, Milwaukee, Minneapolis, St. Paul, Duluth, Cleveland, Cin- cinnati, Toledo, St. Louis, Kansas City, and Omaha, the largest centers in the prairie plains, may all be characterized by the manufacture of iron and steel products, grain and food products, and lumber products, with each city possibly outstanding in one or more lines. Timber manufac- tures in the cities of Duluth, Superior and Oshkosh, Wis., Cincinnati and St. Louis; paper manufacture in Green Bay and Grand Rapids, Wis., dis- tricts; agricultural implements at Moline, Illinois, Springfield, Ohio, St. 38 TRAFFIC MANAGEMENT Louis, Mo., Jackson, Michigan, Racine, Wisconsin, and Peoria, Illinois; packing industry at Kansas City, South Omaha, South St. Paul, St. Jo- seph, Mo., Chicago, and Milwaukee; flour milling at Minneapolis, Kan- sas City, Toledo, Wichita, Chicago, and Cedar Rapids, Iowa; linseed oil at Minneapolis; tanning industry at Milwaukee and St. Louis; shoes at St. Louis; harness and saddlery at Cincinnati; rubber goods at Akron, Ohio; clothing at Chicago; machinery, iron and steel wares at Chicago, Mil- waukee, Detroit, Toledo, Cleveland and Cincinnati; cash registers at Dayton, Ohio; ornamental iron work at Canton, Ohio; watches at Elgin, Illinois; steel shipbuilding at lake ports; railway equipment and cars at Chicago, St. Louis and St. Paul; chemicals at Detroit; pottery at Hast Liverpool and Cincinnati; art tile and pressed brick at Zanesville; and glass and tin plate at Muncie and Anderson, Indiana; cereals at Battle Creek and Niagara Falls; and in fact, most every industry is found in this section, the granary and workshop of the United States. The prod- ucts of the southern states are of an extractive nature, with a consequent scarcity of manufactured articles. Most of the industries are merely the introduction to the manufactured process, reducing the bulk, and the article being turned into its finished state in the north and east. Of the manufacturers we might mention naval stores at Savannah, Pensacola, Mobile and Fernandina; lumber at Little Rock, Arkansas, Mobile, Pensa- cola, Knoxville and Memphis; phosphate fertilizers at Charleston, South Carolina and Knoxville, Tennessee; leather goods at Dallas, Waco and San Antonio; packing house products at Fort Worth; sugar refining at New Orleans; cottonseed oil and cake at Memphis and Houston; flour mill- ing at Fort Worth, Nashville, Knoxville and Chattanooga; tobacco and cigars at Key West, Tampa, Louisville, Richmond, Petersburg, Virginia, and at Winston-Salem and Durham, North Carolina; cotton manufactures at Raleigh, Charlotte, North Carolina, Atlanta, Georgia, and a great many smaller cities; iron manufactures at Birmingham, Alabama and Atlanta, Georgia; peanut products at Norfolk, Richmond, Atlanta, and other cities from Virginia to Texas; and the drying of sweet potatoes as an industry at most of the crossroads throughout the sweet potato belt. The manu- facturing of the south is just beginning, and with the awakening and their progress in the last five years, coupled with the undeveloped water power which can be made available, the tonnage will increase materially on finished products, however, lessening tonnage on the raw products. The entire western section of the United States has very little manu- facturing, and we might say that its products were of the extractive in- dustries. Lumber and minerals hold first place, as the entire Pacific coast is noted for its lumber production and its canneries of fruit and fish, while the mountainous sections will be dotted with smelters and mining operations, and cattle industries. The leading manufacturing centers are: for salmon canning, Astoria, Bellingham, Portland and Seattle; for smelting of ores, Butte, Montana, Tacoma, Washington, Salt Lake City, Utah, and Pueblo, Colorado; for shipbuilding at San Francisco, Portland, and Seattle; for mining machinery at Denver and Los Angeles; flour milling at Spokane, Portland, Seattle, Stockton and Sacramento; for sugar refining at San Francisco; for fruit canning, Fresno, Stockton and other California and coast points; manufacture of woolen goods in Brownsville, Pendleton, and Puget Sound cities; and’ salt manufacture near Salt Lake, the San Francisco Bay district and in the Salton Sink. CHANNELS OF TRAFFIC 39 ‘With comparatively few manufacturers, the largest tonnage of the west- ern states is lumber and the movement of coal and the supplying of food products and manufactured articles from the eastern sections. In summarizing the natural resources of the United States in the six productive regions, namely—New England States, North Central States, South Central States, Southern States, Intermountain States and Pacific Coast—we find that each section is characterized by certain industries depending upon climate and productivity. The New England States are characterized by small farming, dairying, lumbering, quarrying and man- ufacturing. Being deficient in agricultural products, domestic fuel, and minerals but adequately supplied with water power they have turned to exchanging their finished products for the raw materials of cotton, hides, minerals, and coal for manufacturing, and food for their people which is derived from all other sections of the United States. The North Central States have large supplies of grain, forage, cattle, coal and petroleum, which they exchange for clothing, tobacco, rice and manufactured arti- eles of all kinds. The South Central States exchange their corn, grain, forage, coal and petroleum, for cotton, wool, lumber, copper and manufac- tured products. The southern states receive in exchange for their cotton, tobacco, rice, sugar cane, horses, coal, marble, lumber and phosphate rock, the products of the northern states—grain, corn, copper, wool, dairy prod- ucts and manufactured goods. The Intermountain states, range cattle, sheep, wool, copper and precious metals for lumber, cereals, food prod- ucts and manufactured articles. The Pacific coast exchanges its grain, fruit, and lumber for coal, iron, textiles, and manufactures. This inter- change of traffic making up our tonnage is called commerce. Because of the location of these roads in the various productive sections, their major tonnage being composed of specific resources, they have become nicknamed, and we speak of the soft coal carrying systems, the crop car- rying systems, the anthracite coalers, the eastern trunk lines, and the cotton roads; although some roads are in several groups. The Anthra- cite coalers are: Philadelphia and Reading. New York, Susquehanna & West- Central R. R. of New Jersey. ern. Lackawanna. New York, Ontario & Western. Lehigh Valley. Erie Railroad. Delaware & Hudson. Lehigh & Hudson River. Soft Coalers: Baltimore and Ohio. Lake Erie and Western. Chesapeake and Ohio. Philadelphia and Reading. Hocking Valley. Wheeling and Lake Erie. Toledo and Ohio Central Kanawha & Michigan. Norfolk & Western. Western Maryland. Northern Central. Pennsylvania Railroad. Buffalo, Rochester and Pittsburg. Lake Shore. 40 TRAFFIC MANAGEMENT Crop Carrying: Atchison, Topeka and Santa Fe. Union Pacific. Chicago, Milwaukee and St. Paul. Chicago, Burlington and Quincy. Rock Island. St. Louis and San Francisco. Great Northern. Northern Pacific. Chicago and Northwestern. Canadian Pacific. Minneapolis and St. Louis. Chicago Great Western. Colorado Southern. Omaha. Eastern Trunk Lines: Pennsylvania Railroad. New York Central. Lake Shore & Michigan Southern. Erie Railroad. Pittsburgh, C. C. & St. Louis. Wabash. c. C. C. & St. Louis. Cotton Roads: Southern Railroad. Atlantic Coast Line. Louisville & Nashville. St. Louis & Southwestern. Short Haul or Local: New England Group: Eastern & New England. New York, New Haven and Hart- ford. Boston and Maine. Maine Central. Bangor and Aroostock. Long Island. West Jersey and Seashore. Southern Group: Atlantic Coastal Line. Central of Georgia. Seaboard Air Line. Southern Railway. Alabama Great Southern. Mobile and Ohio. Queen and Crescent. Atlanta and West Point. Georgia Southern & Florida. Louisville & Nashville. Nashville, Chattanooga and St. Louis. Central Western: Chicago and Alton. Illinois Central. Toledo, St. Louis & Western. Chicago and Eastern Illinois. Wabash. Cc. C. C. & St. Louis. Chicago, Indianapolis & Louisville Vandalia. Cincinnati, Hamilton & Dayton. Southwestern and Far Western: Southern Pacific. Texas Pacific. Missouri, Kansas & Texas. Kansas City Southern. St. Louis Southwestern. Missouri Pacific. Rock Island. St. Louis and San Francisco. Denver & Rio Grande. We have noted the wide distribution of resources in the United States, the consequent specialization, and the definite location of our in- dustries. The specific location of our industries has a decided bearing upon the course of our traffic channels, crossing and recrossing thruout our entire expanse of territory. Each industry depends upon the factors of (1) raw materials, (2) labor, (3) markets, (4) power, (5) climate, (6) capital, and (7) momentum of an early start. The location of the CHANNELS OF TRAFFIC Al iron industry near the great lakes illustrates the six factors of location. It is the section at which the raw materials may be collected with the least expense, a sufficient labor supply may be easily procured, the greatest. markets are in the adjoining states, coal may be procured cheaply for power, the climate is invigorating, and large available amounts of capital can be easily secured. These factors were of sufficient importance to outweigh the advantage of an early start in the New England States. We can examine every industry and we will note that its specific location depends upon some or all of these factors. The textiles, and leather in- dustries of New England, and the furniture industry of Grand Rapids, Michigan, owe their existence to the momentum of an early start. Chi- cago owes its existence and importance to the fact that it is near the cen- ters of grain, cattle, lumber and minerals; that it has cheap water transportation; unexcelled railroad facilities; that it is in the proximity of the large markets; that it has a favored climate, large capital, and labor supply. Minneapolis, because of its nearness to the great. grain supplies, with its available St. Anthony falls—power—and its excellent transportation facilities. In the same manner we can take any number of industrial centers and account for their location through either one or more of the stated factors of location. Our raw materials are transported from the mines and forests to our factories and mills to the great distribution centers; our food products from the sources of production to the centers of population; and thus in passing along these main channels, they pass thru jobbers and middle- men’s hands and finally broken into secondary flows or channels. Raw materials are brought into the cities, either to be manufactured, con-. sumed or to be redistributed to other markets, all depending upon the freight rate, which either makes or breaks a business. The Great Lakes, river systems and mountain ranges have made possible large industrial centers—Buffalo, the transhipment point for lumber, grain, ore, coal, and manufactured goods between water and land transportation; Pitts- burgh, the junction point of three rivers and an exchange point for east and west traffic; Cleveland, a trade center in groceries, hardware, dry goods and staples because of land and water competition; Louisville, a common point for North, South and Southeast traffic and transshipment point for lumber, tobacco, agricultural implements, wagons and pig iron; Chicago, the interchange of east and west traffic, the center of many re- sources and a natural point of interchange necessitated by the detour around the lake; Minneapolis and St. Paul, the most northern distribut- ing, jobbing and trade center, on both rail and water route to St. Louis and the Great Lakes; Kansas City and St. Louis both being at or near the junction of the rivers and interchange point for traffic as well as distributing centers for supplies and manufactured goods in exchange for agricultural products; Memphis, the gateway to western Tennessee, Northern Alabama and Georgia, and an outlet for the traffic of Kansas City to the seaboard, and attraction because of bridge across the Mis- sissippi; Atlanta, the gateway and distributing center for the southeast, altho a greater portion of its business is a paper business between the district offices and the main offices and clients; and Birmingham, the iron and steel manufacturing center of the south; Denver, the distribu- tion center of the mining sections of Colorado; and coast cities on the Pacific being termini of land and water transportation. 42 TRAFFIC MANAGEMENT The routes of traffic between the different productive regions of the United States, the industrial centers, the industries and the centers of population are known as channels of traffic or traffic flows. If we examine a railroad map of United States, we will note that the lines of the principal railroad follow or compose these traffic channels, and that ultimately our freight rates are determined on bases of the resources and industries of each section. These flows may be grouped according to the rate structure or commercial structure into several groups; group one will be those flows handling the eastbound tonnage of grain, food, meat, prod- ucts and raw materials for eastern consumption and export, and the west bound imports and high class manufacturing products between Chicago and the seaboard, upon which rate structure the majority of rates in United States are based; group two, the traffic flows extending from the Mississippi River to obtain the traffic of the Great Plains and from such centers as Kansas City and Omaha; the third group, those handling the western products of lumber, fruit, cattle and cattle products and import trade eastbound and manufactured goods and food products westward; while group four covers the exchange of raw materials of cotton, tobacco, rice, and lumber for the manufactured goods and foodstuffs of the north, it being practically a jobbing business southward, and export business northward for consumption in Northern states and England. Group 1 Route 1. Via rail from Chicago to Cleveland, Buffalo, Albany to either New York, Boston or Portland, Maine. Via rail from Chicago to Pittsburgh to Philadelphia. Via rail from Chicago to Pittsburgh to Baltimore. Via rail from Chicago to Cincinnati to Norfolk. Via rail from Chicago to Buffalo to New York, Philadelphia or Baltimore. Via lake from Chicago to Milwaukee to Buffalo and then via rail to New York, Boston or Portland. Via lake from Chicago to Milwaukee to Buffalo, via rail to New York, Philadelphia or Baltimore. Via lake from Chicago to Cleveland, via rail to Pittsburgh to New York, Philadelphia or Baltimore. Via lake from Chicago to Cleveland, via rail to Columbus to Charles- ton, W. Va., to Norfolk. gn we go bo - Sie Ok et Group 2 10. Via rail from Kansas City to St. Louis, Cincinnati to Baltimore. 11. Via rail from Kansas City to Detroit to Buffalo, either via Albany - or direct to New York, Philadelphia or Baltimore. 12. Via rail from Kansas City to Pittsburgh to New York, Philadelphia or Baltimore. 13. Via rail from Kansas City to Chicago via lake. 14. Via rail from Kansas City to Cincinnati to Norfolk. 15. Via rail from Kansas City to Memphis to Atlanta to Charleston, S. Carolina or Savannah, Jacksonville, Mobile, or Pensacola, Fla. 16. Via rail from Kansas City to Galveston, via water to New York or Atlantie ports and export. CHANNELS OF TRAFFIC 43 Group 3 17. Via lake from St. Paul, Duluth and Dakota points to Detroit and Buffalo, via routes from Buffalo. 18. Portland, Seattle and north coast points to Billings, Mont., to St. Paul to either Duluth and via lake or rail to Chicago. 19. Portland and coast points to Billings to Kansas City and St. Louis and routes east by rail or lake. 20. Via rail from San Francisco and south coast points to Salt Lake sity, Cheyenne, to Omaha to Chicago. 21. Via rail from San Francisco to Cheyenne to Omaha and Chicago. 22. Via rail from Portland and Spokane to Pocatello to Ogden to Chey- enne, Omaha and Chicago. 23. Via ae from San Francisco to Los Angeles to Phoenix to Kansas ity. 24. Via rail from San Francisco to Los Angeles, El Paso, to San Antonio, Galveston, Houston or New Orleans. 25. Via rail north coast points to Billings to Cheyenne, Denver to Houston. 26. Via rail Portland, Seattle to San Francisco and Los Angeles. Group 4 27. Via water from Galveston, New Orleans, Mobile, Pensacola to New York or other Atlantic ports. 28. Via rail from New Orleans to Atlanta to Philadelphia, Baltimore, New York and Boston. 29. Via rail from New Orleans to Chicago. 30. Via water from New Orleans to Minneapolis. 31. Via rail from Atlanta to Nashville to Cincinnati. 32. Via rail from Birmingham to Nashville to Cincinnati. 33. Via rail from Birmingham to Nashville to Chicago or Indianapolis. 34. Via rail from St. Louis to Corinth and Mobile. 35. Via water from Savannah and Charleston to Norfolk, Baltimore, Philadelphia, New York and Boston. 36. Via rail from Pensacola to Birmingham, Nashville, Louisville to Cincinnati. In comparing the traffic channels, we note that the controlling points are (1) termini of oceans and the gulf—Portland, Me.; Boston, New York, Philadelphia, Baltimore, Norfolk, Charleston, Brunswick, Savan- nah, Pensacola, Mobile, New Orleans, Galveston, Port Arthur, San Pedro, San Francisco, Portland, Tacoma and Seattle; (2) junctions of lake and rail traffic—Buffalo, Cleveland, Detroit, Duluth, Sandusky, Port Huron, and Chicago; (3) crossings on important rivers—Kansas City and Omaha on the Missouri, Memphis, Dubuque, Davenport, St. Paul, Minneapolis and St. Louis—on the Mississippi River, Cairo, Evansville, Louisville, Cincinnati and Pittsburgh on the Ohio—or junctions of land and river transportation; and (4) local industrial conditions such as Birmingham and Atlanta. TRAFFIC MANAGEMENT 44 &, L, hie ) . COTTON mans MAXIMUM PRODUCTION gee e RS VY; es % Vi WZ PRODUCTIVE AREA Ea NON-PRODUCTIVE AREA Ly Vy fe y Y f Meg on a a Y, ALL pp edi * ‘Ny BLK? YO Z AN Y Vip bb, ren yy a UY He Oy HY Ys ///-. yj 7 Zi zB Ve |W Ppa LPP LY 7 ; Te ; : fp expe 45 CHANNELS OF TRAFFIC ORCHARD FRUITS - S jt MAXIMUM PRODUCTION [1 NONPRODUCTIVE AREA PRODUCTIVE AREA P zk STHERN a Sn TRAFFIC M ANAGEMENT Maximum PRODUCTION PRODUCTIVE AREA NON-PRODUCTIVE AREA CHAPTER IV. GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TERRITORIES AND RATE CONSTRUCTION POINTS 1. Relationship of Traffic Sections. 2. Comparison of United States and Foreign Traffic Conditions. 3. Relationship of Traffic to Kinds of Equipment. 4. Necessity for Classifications. 5. Traffic Associations and Their Duties. 6. Major Traffic Associations. 7. Minor Traffic Associations. 8. Local Associations. 9. Specific Associations. 10. Designating Territories. 11. Rate Adjustment Territories. 12. Basing Points. 13. Common Points. 14. Termini and Junction Points. 15. Crossings. CHAPTER IV. Geographical Relationship of Traffic Territories and Rate Construction Points. The United States is a country of vast expanse; the areas of different production, natural resources, ores, minerals and agricultural products are widely separated, demanding a great service of the railways. New systems have been built in undeveloped sections, new markets have been opened and developed, stimulating otherwise dormant traffic. Our rail- way service has been developed to meet the needs of the growth of the country and the satisfaction of the wants of the people. The general flow. of manufactured goods is from the eastern sections to the west and south, and of the grain and food products, lumber and minerals from the west to the east. Through service has been instituted between the great producing sections of the United States, in special equipment to meet the exigencies of each of the commodities. When articles are shipped but a short distance it makes little difference of the type of equipment, but when shipped great distances, the character of the articles and the special equipment needed to allow of the greatest efficiency in operating and handling are quite essential. Channels of traffic lead from the agri- 48 TRAFFIC MANAGEMENT cultural states to the domestic and foreign markets, from the mines of Lake Superior districts to the manufacturing districts in which con- sumed; from the coal fields of Illinois, Indiana, and Pennsylvania; from the cotton and tobacco fields of the south to New England and other manufacturing centers; from the fruit and vegetable districts to the great cities; and from the ports of importation to the consuming centers, all needing special services and equipment. So developed have these channels of traffic become that our entire rate structures are based on these districts and their traffic likenesses, that railway equipment moves in like channels. The railroads were built to carry traffic over varying topography—hills, plains, prairies, and mountains—therefore needing equipment which would adjust itself to the curves and grades. Our transportation industry is not like a commercial business, that it can be curtailed or entirely suspended when conditions for its progress are unsatisfactory. It has a quasi-public nature, a service to be performed to the public, requiring that it conform to certain standards. What advantages could be gained, if under unfavorable conditions the rail- road service could be suspended ; when great blizzards sweep the country, especially the northwest, if train service could be suspended until nature could readjust conditions to open traffic. Large expenditures for labor for the removal of snow from the tracks and terminals, avoiding the congestion of terminals by leaving the cars on the sidings until the pre- ceding cars were moved forward, would be avoided. The only condi- tions which allow the carriers to suspend services are the acts commonly known as acts of God. The railroad is a public enterprise in that it performs a public service; think of the dire results if our transportation service should be suspended for a day or several days. It became a public matter, when the railroad employees voted to strike, as the country would be paralyzed, the people would be starving, the industries closed, and conditions unbearable, as all our industries and our very lives depend upon the continued existence of the freight service. Our freight service depends largely upon our physical contour, the differences in the cost of construction and operation, all vitally determining our tonnage. The pioneering roads, which performed the greatest amount of public service, usually suffer because of the construction of newer roads. The older road assumes the risk of developing the traffic, of practically rebuilding its road to meet varying conditions, and the newly constructed road having the advantage of the former’s experiences and mistakes, con- structs its road to pass thru the largest tonnage centers developed by the pioneering road, with the lowest gradients and permanent construc- tion and forcing the old road to haul traffic for a lower rate many times at less than cost in order to compete with its new neighbor. When the Chicago, Milwaukee and St. Paul constructed its line to the coast it had the advantages of the experiences of the Great Northern and-the Northern Pacific, laying its lines thru the developed tonnage centers, reducing the gradients to a permanent base, shortening the line. con- siderably, allowing the least construction and operating expenses with the greatest amount of tonnage. The Northern Pacific was then com- pelled to equalize rates on the new basis with the Milwaukee. This same condition is true on a number of our lines, such as the Pennsylvania with its heavy gradients and sharp curves must meet the water grade of the New York Central from New York to Chicago. The Philadelphia GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TrRRItorrEs, Ere. 49 and Reading follows the course of the Schulykill at its lowest points while the Pennsy was obliged to construct its line higher up on the ridges, with steeper grades and a greater cost. We could go on indefi- nitely with a number of illustrations in various parts of the country,— the Central Pacific and Western Pacific in our western states, the Louis- ville and Nashville and the St. Louis and San Francisco in our southern states. But under our laissez faire policy, competition is the word of the time and the major road must give up its own developed traffic to the newer route. We have a different traffic condition in United States than is found in most countries, in that our water routes have not been de- veloped for the transportation of bulk articles of low value. Of our tonnage transported over 60% are products of the mines, articles of large bulk with a low value, 12% are manufactured products, 9% forest products, 7% agricultural products, 5% merchandise products, 3% animal products and almost 4% miscellaneous products. The waterways of Europe are extensively used for the transportation of all ores and bulky products, the relative distances are much shorter, the grades less, and fewer natural obstacles to water transportation. Our long distances require large purchases, and less often, to make it profitable to ship goods, relative distances of travel are much longer than in Europe, very few excursions to the sea shore by the greater proportion of the popula- tion. Our motive power is much more powerful, our bridges are stronger, and our rails are heavier, and our equipment is larger than that in use on foreign railroads. Our railroads transport both the high and low value freight, the only articles not accepted for transportation are gold. silver, money, and articles of extraordinary value. Of the twenty-five thousand different articles offered to the railroads in United States for transportation, different kinds of equipment are required to efficiently and economically carry the various commodities. To carry the manufactured articles from the central and New Eng- land manufacturing districts to all parts of the United States, weather- proof box cars, provided with closed doors, capable of being locked to prevent thievery are required. To transport grain from the great wheat sections of the Mississippi and Red River valleys, we must have weather- proof cars provided with facilities for loading and unloading, and with grain doors to prevent leakage. Live animals can not’ be transported long distances unless they have proper facilities for food and water, and sufficient ventilation. Special cars are fitted with troughs and mangers for feeding used in the transportation of live stock, swine and sheep from the west to the feeding places of the central west. Special palace ears are fitted with individual stalls for the shipping of valuable cattle and horses for show or breeding purposes. Perishable fruit, dairy prod- ucts, eggs and meats require ice in their shipment, the special refrigerator and ventilator cars being specially designed for this traffic. Milk is being shipped to all the large centers in special trains and ears fitted for the ease of handling the cans. Automobiles and furniture of large bulk require large size cars, and for such articles of large bulk special automobile and furniture cars have been constructed. Articles of low value and large bulk require extra heavy cars, with special facilities for dumping and easy loading, this class of equipment carrying coal, iron ore, limestone and sand—automatic dumping gondolas or ballast cars 50 TRAFFIC MANAGEMENT of large capacities. Other large, bulky articles as stone, structural steel, and wood timbers, require special strong flat cars of 50-ton capacity. For the transportation of liquids as pickles, oils, and acids, we have special built tank cars and various other cars have been designed for variations in the services such as special reinforced steel dump cars, logging cars, hopper cars and the like. These various classes of equipment will follow the channels of their appropriate uses rather closely and we will find the preponderance of cars in the manufacturing sections, the coal and iron sections of the central states, in the food producing sections of the central west, in the minerals and livestock sections of the Rocky Moun- tain states, and in the lumber, petroleum and fruit sections of the Pacific slope. We have noted how each section in the United States on account of physiographic and climatic conditions produced different commodities, how manufacturing specializes in certain sections, mining in other sec- tions, and still other industries in other sections. With such a large number of articles offered for transportation it is impossible for each road to name a rate on each article between every point, and to simplify the problem, the railroads have classified articles into certain groups according to traffic likenesses, and then charging a certain rate on all articles in that group or class. In the early development of our rate structures the railroads published individual classifications of articles, causing considerable annoyance to the public, and the railroads in the manner of handling through freight. Traffic officials saw the need of establishing some basis of harmony in their classifications. Some roads had a number of different classifications on their lines all in effect at the same time—some for traffic originating on their own lines; and others for goods passing over its lines from connecting carriers; some for eastbound and others for westhound goods, and others for export and import traffic. The Interstate Commerce Act of 1887 brought the railroad officials to a realization of the greater co-operation in order to meet the requirements of law. The three interstate classifications were the outgrowth of the early attempts at classification culminating in the Consolidated Classification issued December 10, 1919, the second issue of the consolidated going into effect April 1, 1921. The Official Classifi- cation adopted about the time of the Interstate Commerce Act covered the territory north of the Ohio and Potomac rivers and east of a line from Chicago to St. Louis. In 1882 the Joint Western Classification was adopted by the roads west of the Mississippi river and Chicago, not all joining simultaneously, but gradually. In the south, the Southern Rail- way and Steamship Association was formed which became the Southern Classification, covering the territory south of the Ohio and Potomac and east of the Mississippi. Jn the classifications changes have occurred con- tinually, new issues of the classifications appearing, and at the time of the issue of the first consolidated we had 45 issues of the Official, 44 of the southern and 56 of the western. The matter of uniformity of classifica- tions has been a matter of discussion for a number of years, finally re- sulting in the codifications of the majority of the rules, but retaining the three classifications separately in one volume, making it much more con- venient in the use of the classification. These classifications have no definite boundaries, because the tariff controls the classification, and certain points near the boundaries of these classification territories may GEOGRAPHICAL RELATIONSHIP oF Trarric TErnirorizes, Ec. 51 be governed by several or all of the classification schedules. In addition to classifying the different articles, the classification committee, which represents the railroads in its respective territory, prescribes the rules and regulations for packing, marking, loading and shipping. A factor very important to distinguish at this time is that the classification schedule does not name rates, but only classes, for the rates are determined by the tariff issued by committees of traffic officials or railroads called traffic associations, rate committees or freight departments. The rate committees and the general freight departments of the railroads estab- lish the rates on the classes established by the classification committees, or they might make certain exceptions to the classification schedule or issue commodity tariffs. In addition to the three interstate classifica- tions we have state classifications which govern intrastate shipments. Requests of the carriers and shippers are heard by the classification com- mittee for reclassification of articles already on the classification schedule or for new articles, many differences arising because of the different traffic and industrial conditions, the traffic channels causing differences in the rules and regulations, and the overlapping of territories. The classification committees having performed their function of classifying the articles, it becomes the duty of the traffic associations and rate committees to establish the rate or to make certain exceptions as in commodity rates. The problems of rate making are very complex, it being impossible to ascertain the exact cost of shipping a commodity; to estimate in advance the volume of traffic; the actual earnings; to distribute fixed expenses over units of the commodities, maintenance of way and structures and expenses of solicitation and office expenses. If our freight rates are too high, the tonnage will not move, as people are unable to buy, the freight rate being reflected in the selling price; and if our rates are too low, the carrier is unable to maintain its equip- ment affecting both the shipper and the consumer. It is the aim of the traffic committees to establish a rate which is neither too high nor too low which will develop the largest amount of tonnage with the greatest gain to the shipper, the carrier and the public. A great many times the rates are lower than the actual cost, it being necessary to develop a larger amount of tonnage in order to reduce the rates. A great burden falls upon the Interstate Commerce Commission, which has the duty of decid- ing whether rates are reasonable or not. And in addition to all the difficulties that are met in the construction of the rate, the matter of competition of carriers, markets and products is exceedingly important. In the old days of railroading, we had illegitimate competition, a cut- throat competition in rates, which resulted in bankruptcy for many of the roads, as the transportation is a public service, which can not be maintained on an active competitive basis. A railroad resorting to the cutting of rates, must reduce its expenses in some way—poorer service or lower wages to the employees—resulting in a greater loss than if rates were not cut. Not alone do the railroads suffer, but all business suffers in reduced service, as well as railroads in remote sections. The railroad business is monopolistic in its very character, but with just and reasonable rates, competition for tonnage is healthy for the roads. In order for the rates to be uniform and just it can not be left to the individual roads alone to make the rates and charges, as discriminations of every kind will enter into the rate structures. The relegating of the 52 TRAFFIC MANAGEMENT duty by the carriers to traffic associations composed of traffie officials of the various roads can best accomplish the construction of equitable and just rates. Our entire rate structure is based on the Chicago-New York rate, as all of our great railroads have connections or associations with the roads in close proximity to the Central Freight Association ter- ritory, the center of all railroad activity. Other cities as Boston will take a differential over the New York rate, while Philadelphia and Balti- more will take differentials under the New York rate, and within all our territories we have basing points affected to a considerable extent by the New York-Chicago rate, upon which we base other rates. The rail- roads attempt to harmonize their rates with the general traffic conditions, but also to meet special commercial conditions thru the modification of rates by commodity tariffs and exceptions to the classifications and exist- ing tariffs, and yet remain within the scope of the law. For the rail- roads to meet the situation of regulation imposed by the Act of 1887 and its amendments and maintain suitable uniformity it was necessary to have some central organizations prescribe the rates, resulting in the establishment of various traffic associations in the various sections of the United States to have jurisdiction over traffic in their districts. The early function of traffic associations was to avoid extreme competition, ruinous competition, thru the forming of pools to divide traffic, territory or earnings. Traffic pool organization was very simple, as the railroads agreed upon the total tonnage, territory or earnings each road was to have, and the rates that were to be charged. The basis of the percentage was determined by the total amount of tonnage before entering into the traffic agreement. In some cases when roads did not receive their alloted share of traffic, the traffic pool or organization diverted traffic to their line. Developments came rapidly in the formation of the western freight association, the southwestern railway rate association, the trunk line association, the central freight association and others. A great deal of controversy developed as to the pooling features, which finally resulted in the illegality of pooling agreements by the anti-trust act of 1890 which meant a reorganization of the traffic associations. With the increase in prosperity and the developing community of interest in management, it was comparatively easy for the railroads to adjust themselves to the new conditions and regulate their traffic. The traffic associations are divided into various groups, each performing distinct services; the majors of which include the larger areas and of which most roads are members; the minors which are limited to a smaller area, locals which are interested in traffic of a single district or city, and specific which has to do with certain lines of traffic between certain sections. Each association is composed of various railroads acting thru their representatives, with a chairman under the direction of the executive committee, with power 10 publish and distribute tariffs for the members. The chairman of the committee is the agent of each individual line and all tariffs are issued under his authority thru power of attorney. The purpose of the associa- tion is to enable the members to confer, advise and co-operate with each other and with other railroads in the matters of rates, statistics, account- ing, classification rules and regulations, and any important information regarding the various member roads. The members bring all questions that vitally affect their business for adjustment, and decision is one of the agreements of the members of the association. To avoid penalties GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TERRITORIES, ETc. 53 under the anti-trust law, the articles of organization stipulate that this does not confer authority on the majority to make rates for all the members. The meetings of the associations are held regularly repre- sented by the railroad officials of member railroads and decide important matters that may come before it, the secretary or chairman taking care of all the detail matters of issuing the tariffs. The expenses of the associations are shared jointly as the members may decide. The associa- tions perform an important service to both the shippers and the carriers in co-ordinating the work of the members, making possible the expeditious handling of through traffic, changes in rates, distribution of tariffs, and a general clearing house of important information. LIST OF TRAFFIC ASSOCIATIONS AND RATE CONSTRUCTION POINTS Major Traffic Associations New England Freight Association. Trunk Line Territory. Central Freight Association Territory. ‘Western Trunk Line Territory. Transcontinental Territory. Southwestern Tariff Committee Territory. Southeastern Freight Association. The Southeastern Mississippi Valley Association. The Associated Railways of Virginia and the Carolinas. Minor Traffic Associations The Middle States Freight Association. The Virginia Freight Traffic Association. Michigan Freight Committee. Illinois Freight Committee. Mississippi Valley Freight Association. Pacific Coast Freight Bureau. Colorado-Utah Freight Bureau. Colorado Freight Bureau. Local Utah Freight Bureau. Local Associations Buffalo. Danville. Cincinnati. Cleveland-Lorain. Wheeling. Sandusky. Peoria. Milwaukee. Minneapolis. Dayton. Detroit. Toledo. Louisville. 54 TRAFFIC MANAGEMENT Indianapolis. Pittsburgh. Springfield. New Orleans. Specific Associations Chicago and Ohio River Committee. St. Louis-Cineinnati-Louisville Freight Committee Territory. Southern Iron Committee. Ohio Coal Traffic Committee. St. Louis Coal Traffic Bureau. Standing Switching Committee. Indiana-Jllinois Coal Traffic Bureau. St. Louis East-bound Freight Committee. Gulf Foreign Committee. : Designating Territories Territory east of Illinois-Indiana State Line. Points east of Western Termini of Trunk Lines. Northwestern Territory. Trans-Mississippi River Territory. Green Line Territory. Virginia Freight Association Territory. Southern Freight Association Territory. Rate Adjustment Territories Mississippi Valley Territory. Carolina Territory. Carolina Territory south of the Walhalla Line. Montgomery Sub-Territory. Atlanta Sub-Territory. Basing Points Trunk Line and New England Basing Points. Central Freight Association Basing Points—East of Illinois-Indiana State Line, West of Illinois-Indiana State Line. Louisiana Basing Points. Oklahoma Basing Points. Texarkana Basing Points. Mississippi Valley Basing Points. Southeastern Basing Points. Carolina Basing Points. Virginia Cities. Prorating Points in Iowa and Missouri. Common Points Duluth, Winona, St. Paul and common points. Arkansas common points. Texas common points. Colorado common points. Utah common points. Spokane common points. Montana common points. GEOGRAPHICAL RELATIONSHIP oF TRAFFIC TERRITORIES, Erc. 55 Termini and Junction Points Western Termini of Eastern Trunk Line. Chicago Junction Points. Junctions of Central Freight Association Terr. and western roads. North Pacific Coast Terminals. South Pacific Coast Terminals. Crossings Mississippi River Crossings. Ohio River Crossings. Missouri River Crossings. Rio Grande Crossings. Of our major traffic associations, we have nine distributed as follows: The New England Freight Association, the Trunk Line Associa- tion and the Central Freight Association in the Official Classification territory ; the western Trunk Line territory, the Trans-continental freight bureau territory, and the Southwestern tariff committee (Trans-Missour! Freight Bureau was a major organization at one time) in the Western Classification territory; the Southeastern Freight Association, the South- eastern Mississippi Valley Association, and the Associated Railways of Virginia and the Carolinas in the Southern Classification Territory. Some of the American railroads are also members of the Canadian Freight Association, being those roads in the northern part which have connec- tions or lines in Canadian territory. The New England Freight Association, with its headquarters at Boston, has jurisdiction over the New England States and New York points east of the Hudson on the Boston and Albany, and the Boston and Maine, and New York, New Haven and Hartford in the New York division. The functions of the New England Association are not as broad as are some of our other associations, in that it is limited to class rates from the New England territory to Central freight territory points. The important roads in this section are members of this association— New York, New Haven and Hartford, the Boston and Maine, the Boston and Albany, the Maine Central, the Bangor and Aroostock, the Central Vermont, the Delaware and Hudson, the Rutland Railroad, and the Mont- pelier and Wells River Railroad. The Canadian Pacific, a foreign line, is a member of this group as well as several steamship lines, the Mer- chants and Miners Transportation Co. and the Eastern Steamship Co. The Trunk Line Association, formed in 1877, is one of the oldest traffic associations, and very influential in the rate structures, compris- ing that territory west of the New England states to Buffalo, and south- ward thru Salamanca, Pittsburgh, Wheeling, Parkersburg and Kenova, West Virginia and north of the Norfolk and Western thru Roanoke, Lynchburg, Petersburg and Norfolk, Virginia. The important trunk lines in this section will be members of the association, such as Baltimore and Ohio, Central Railroad of New Jersey, the Chesapeake and Ohio Ry., the Delaware and Hudson, the Delaware, Lackawanna and Western, the Erie Railroad, the Lehigh Valley, the New York Central, the Pennsyl- vania, the Philadelphia and Reading, and the Western Maryland. The major portion of the traffic of these roads will be coal, the roads passing thru the coal fields of Pennsylvania, New York and West Virginia. The 56 TRAFFIC MANAGEMENT association has control over westbound traffic passing over the members’ tracks, to cities west of its territory. The Central Freight Association is the most important assuciation in the United States, more railroads being comprised in its membership than in any other railway net in the United States, and is used as a basis for the establishment of rates in all other sections of the United States. The agent of this territory issues joint tariffs with a large number of other associations such as the Southwestern tariff committee, the Chicago and Ohio River Committee, as well as publishing tariffs on local eastbound traffie out of its own territory, and tariffs applying to the majority of western and southern states. This territory has the western boundary of the trunk line territory as its eastern boundary to Parkersburg, West Virginia, then to Point Pleasant, West Virginia, and following the Kanawha and Michigan southeast to Gauley, West Virginia, and then retracing on the Chesapeake and Ohio to Ashland, Ky., following the Ohio River, including Louisville to Cairo, following the Mississippi River to St. Louis to East Burlington, then east and north to Peoria, on the Toledo and Western, then to Joliet and Chicago on the A. T. & S. F. After leaving Chicago, following Lake Michigan to Kewaunee, Wis., thru the straits of Mackinaw, to Port Huron, Mich., following the Grand Trunk in Ontario to Toronto, across the lake to Niagara Falls to Buffalo. The work of this association is very efficient; the most important carriers in the United States are members of this association, and it would be considerable task to enumerate the membership of this body. However, the most important are among the following: The Pennsylvania system, the New York Central, the Erie, the Illinois Central, the Cleveland, Cin- cinnati, Chicago and St. Louis, the Wabash, the Baltimore and Ohio, the Chesapeake and Ohio, New York, Chicago and St. Louis, Grand Trunk, Chicago and Eastern Illinois, and the Louisville and Nashville. Some of the minor roads are Ann Arbor Railroad, Baltimore and Ohio South- western, Chicago, Peoria and St. Louis, Toledo, St. Louis and Western, Pere Marquette, Michigan Central, Central Indiana, Bessemer and Lake Erie, Chicago, Indianapolis and Louisville, Chicago, Terre Haute and Southeastern, Zanesville and Western R. R., Wheeling and Lake Erie, Norfolk and Western, Pontiac, Oxford and Northern, Manistee and Northeastern, Marietta, Columbus and Cleveland, Lake Erie and Western, Hocking Valley, Cincinnati, Hamilton and Dayton, Cincinnati, Lebanan and Northern, Detroit and Mackinac Ry., Kalamazoo, Lake Shore and Chicago Ry., Elgin, Joliet and Eastern, Detroit, Toledo and Ironton, Southern Railway, Grand Rapids and Indiana R. R., Detroit and Toledo Shore Line R. R. and the Detroit, Grand Haven and Milwaukee Ry. A number of steamship lines are also members of the Central Freight As- sociation, namely, Pere Marquette Line Steamers, Chicago, Milwaukee and Racine Line, Goodrich Transit Co. and the Graham & Morton Trans- portation Co. With such a large membership we can easily determine the difficulties of adjusting and preparing rates and tariffs not alone for rail traffic, but also for water traffic on the lakes. We notice an over- lapping of territories in that part of Illinois is included in the Central Freight which is not included in the official territory. Our traffic ter- ritories like our classification territories are not limited to traffic only within the confines of the association boundaries, but may cover territory designated by the carriers in their tariffs. GEOGRAPHICAL RELATIONSHIP OF TraFrric TERRITORIES, Ec. 57 The railroads operating west of Chicago form the Western Trunk Line territory, naming rates between St. Paul, Duluth and Winona and Common Points to Central Freight Territory; commodity rates to sea- board points; rates from west bank of Mississippi and Illinois points to Central Freight territory, and proportional rates to.a number of terri- tories such as Mississippi Valley, to Colorado common points and St. Louis, Peoria, Chicago and other points. If we were to circumvent this territory starting at Chicago, we should draw a line to Danville, Illinois, on the New York Central, then on the Chicago and Eastern Illinois to Tuscola, J1l., transferring to the Illinois Central thru Mattoon, to Effing- ham, then the Vandalia, which is the Pittsburgh, Cincinnati, Chicago and St. Louis, a member of the Pennsylvania system to East St. Louis and St. Louis, following the Mississippi River to the Missouri state line, west to Trinidad, Colorado, along the state boundary turning north thru Pueblo, Colorado Springs, Denver to Cheyenne, Wyo., following the Union Pacific to state line, and north following the western boundary line of Nebraska and Dakotas to the Canadian border, eastward including upper peninsula, southward down Lake Michigan to our starting point. Our various western trunk lines are members of this association, as the Atchison, Topeka & Santa Fe, the Chicago and Alton, the Chicago and Northwestern, the Chicago, Burlington and Quincy, the Chicago, Great Western, the Chicago, Milwaukee and St. Paul, the Chicago, Rock Island and Pacific, Fort Dodge, Des Moines and Southern, the Illinois Central, the Minneapolis and Southern, the Missouri, Kansas and Texas, the Iowa and St. Louis, the St. Louis and San Francisco, and the Missouri Pacific. The Trans-Missouri freight bureau territory, which formerly covered tariffs on classes and commodities between Peoria, Chicago and Mississippi River points had as its western boundary the South Dakota-Nebraska state line, and the Missouri River to almost middle Missouri, and then thru Missouri to the Missouri-Arkansas state line, with the western bound- ary line of the western trunk line as its boundary within the above confines. The functions of this committee have been absorbed by the Western Trunk Line committee, so we need not mention it as a major trunk line territory. The Trans-Continental Bureau territory has the western Trunk Line as its eastern line and from Trinidad south, the Texas-New Mexico state line to El Paso, including all the remaining western section of United States. The important roads that are members of this association are the great transcontinental lines, as the Chicago, Milwaukee and St. Paul, the Great Northern, the Northern Pacific, the Chicago, Rock Island and Pacific, the Southern Pacific, the Denver and Rio Grande, the Union Pacific, the Western Pacific, the Texas Pacific, the St. Louis and San Francisco, the Oregon Short Line, the Missouri Pacific, the Missouri, Kansas and Texas, the Chicago, Burlington and Quincy, the Atchison, Topeka and Santa Fe, the Colorado and Southern, Colorado Midland, El Paso and Southwestern, Minneapolis, St. Paul and Sault Ste. Marie, Spokane, Portland and Seattle, San Pedro, Los Angeles and Salt Lake R. R., Oregon-Washington R. R. & Navigation Co., the St. Louis Iron Mountain and Southern Ry., Canadian Pacific, Morgan’s Louisiana and Texas R. R. and Steamship Co. ‘The transcontinental territory is divided into three divisions, the North Coast territory, the South Coast terri- tory, and the Intermediate territory. The North Coast territory com- 58 TRAFFIC MANAGEMENT prises points in Oregon, Washington and British Columbia, such as Aber- deen, Wash., Seattle, Tacoma, Olympia, Vancouver, Wash., Portland, Astoria, Albina and Willbridge, Oregon. The South Coast territory has a number of California terminals, such as East San Pedro, East Wilming- ton, Oakland, San Francisco, San Diego, Edondo Beach and Wilmington, California. The transcontinental intermediate territory is also divided into north and south intermediates; the north intermediate points being points in Oregon, Washington, Idaho, Montana and Wyoming, and the south intermediate points in California, Utah, Nevada, New Mexico, Arizona and some points in southern Oregon. The tariffs in the trans- continental territory apply from and to points in designated groups as shown on the following map. All of the territory east of El Paso, Denver, and a line drawn from Denver to St. Paul and Duluth, is divided into nine groups and a certain rate will apply to all points within a desig- nated group. The Southwestern Tariff Committee territory includes the states of Louisiana, Oklahoma, Arkansas, Texas and Louisiana west of the Missis- sippi River, and has jurisdiction over traffic originating at or destined to points in the above states, with some exceptions however such as coal and coke from Colorado or New Mexico destined to El Paso, Texas, and traffic to or from California, Oregon, Washington or British Columbia, or Arkansas or Texas intrastate traffic. Various sections in the United States are used as bases for determining the rates from the southwestern territory. The Southeastern Freight Association is bounded on the west by a line drawn thru Cincinnati, Middleboro to Chattanooga along the New Orleans & Texas Pacific Railway, thence along the Alabama Great South- ern to Attalla to Birmingham, following the Louisville and Nashville to Montgomery thru Calera to Pensacola, Florida. This association publishes a large number of tariffs from points within the territory to points in Central Freight, Western Trunk Line, Mississippi Valley, New England, Virginia and Carolina points. Our important members of this association are the Atlantic Coast Line, the Louisville and Nashville, the Southern, the Seaboard Air Line, the Atlanta and West Point, the Atlanta, Bir- mingham and Atlantic, the Central of Georgia, the Western Ry. of Ala- bama, the Norfolk and Western, the Norfolk and Southern, the Georgia, Southern and Florida, the Virginia and Southwestern, Georgia South- western and Gulf, Apalachicola Northern R. R. and several small lines besides the Baltimore Steam Packet Co., the Clyde Steamship Co., the Chesapeake Steamship Co., the Merchants and Miners Transportation Co., the Ocean Steamship Oo. of Savanah, and the Old Dominion Steam- ship Co. water lines. The Southeastern Mississippi Valley territory has the Mississippi River, including Helena, Arkansas and Vidalia, La., as its western bound- ary, the Gulf on the south, and on the east beginning at Pensacola on the L. & N. going north to Montgomery to Calera, then following the Alabama Mineral division to Attalla, then on the Alabama Great Southern to Chattanooga, then on the Cincinnati, New Orleans and Texas Pacific to Harriman Junction, via sky line to Jellico and to Middlesborough on the Cumberland Division of the L. & N. thru Winchester, Ky., to Cov- ington and across the river to Cincinnati. Because of the fact that the boundary line of the Southeastern Mississippi Valley Association follows GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TERRITORIES, Ere. 59 the Mineral Division of the Louisville and Nashville on what is known as the Alabama Mineral Division between Calera and Attalla, and the South- eastern Freight Association, which follows the Alabama Great Southern, a member of the Southern Railway system to Birmingham, and the Louis- ville and Nashville south, we have a neutral or joint no-man’s land subject to inter-association action. Points on the line dividing the two territories is considered neutral also while points within the boundaries are con- sidered local to each association. This overlapping of territory is known as Joint Southeastern Mississippi Valley and Southeastern Freight As- sociation territory. The remaining major traffic association is the Associated Railways of the Virginia and Carolinas, extending from Portsmouth to Richmond on the Chesapeake and Ohio to Lynchburg, then transferring to Norfolk & Western, continuing west to Roanoke, turning south on a skyline to Paint Rock just within the boundary of North Carolina, to Murphy, also on the Southern, then to Atlanta, following the Georgia Railroad to Charleston, 8. C. This territory is composed of the Carolina territory and the Carolina territory south of the Walhalla line. Our minor traffic associations are those that have jurisdiction over a smaller section or of a state. They number nine, namely: the Middle States Freight Association, the Virginia Freight Traffic Association, the Michigan Freight Committee, the Illinois Freight Committee, the Mis- sissippi Valley Freight Association, the Pacific Coast Freight Bureau, the Colorado-Utah Freight Bureau, and the local Utah Freight Bureau. These associations concern themselves with local traffic and interline relations ‘of the railroads within their respective sections. The Middle States Freight Association is included in the Trunk Line territory covering the states of Virginia, West Virginia, District of Colum- ba, Maryland, New Jersey, Delaware, Pennsylvania and New York, but does not include the western termini of the trunk lines, covering competi- tive traffic. The Virginia Traffic Association issues freight tariffs for its mem- bers to take the place of individual port tariffs, from interior cities to Virginia ports and all rail north-bound tariffs. The Michigan Freight Committee which covers the lower peninsula of Michigan has to do with intrastate traffic and work in conjunction with the Central Freight Committee. The Illinois Freight Committee covers in addition to the state of Illinois points in Wisconsin, Indiana and Missouri, publishing tariffs be- tween points within the territory. Beginning at Prairie du Chien in Wisconsin on the Chicago, Milwaukee and St. Paul, following the division thru Muscoda, Madison, Watertown to Milwaukee, including the branches to Richland Center and Prairie du Sac, then down the lake front to Indiana, to Harnor, Indiana, and returning to the Illinois-Indiana state line on the New York Central lines following the Illinois boundary to Cairo, up on the east bank, including St. Louis to Prairie du Chien, Wis. This territory works in close conjunction with the Western Trunk Line Association. The Mississippi Valley Freight Association Territory is "very diffi- cult to describe because it covers parts of Wisconsin, Indiana, Illinois, Missouri and Iowa. If we were to begin at Porter, Indiana, following the Elgin, Joliet and Eastern Ry. to Hartsdale, Indiana, then skyline thru 60 TRAFFIC MANAGEMENT Kentland and Effner to Illinois-Indiana state line, then to Hillsdale, Ind., on Chicago and Eastern Illinois to Rosedale, then to Brazil, skyline to Terre Haute, then returning to Illinois state line, following the Baltimore and Ohio Southwestern across the state of Illinois to O’Fallon thru Olney and Shattuck, on an imaginary line to West Alton, Mo., just east of East St. Louis, then on Chicago and Alton to Old Monroe, then north on Chicago, Burlington and Quincy thru Hannibal, Keokuk to Fort Madi- son, to Burlington, then on the Chicago, Rock Island and Pacifie to Elmira, to Cedar Rapids, on the Illinois Central to Manchester, then on the Chicago and Great Western to Oneida Junction, turning east to Dubuque, then on the Illinois Central thru Galena, to Freeport, including Illinois Central stations in Wisconsin to Madison and Dodgeville, again on the Chicago and Northwestern from Freeport thru Rockford’ and Harvard, Illinois, to Barrington, IL, then transferring to the Elgin, Joliet and Eastern to Leighton, then the Soo Line north to Rugby June tion, Wisconsin, and from there east to Lake Michigan, just north of Milwaukee, Wisconsin, we would have circumscribed this important territory. This territory is irregular because of the many lines it serves and the handling of considerable intrastate traffic. The Pacific Freight Bureau Territory publishes joint rates within the Transcontinental Freight Bureau territory on traffic between points in New Mexico, Utah, Arizona, Nevada, California, Oregon and Washington in Pacific Coast territory and points in Montana, Idaho, Wyoming, Utah, Colorado and New Mexico. This bureau publishes the rates as instructed by its member lines, which are usually members of the Transcontinental territory. The Colorado-Utah Freight Bureau covers the states of Utah and Colorado, including Cheyenne, Wyoming, publishing tariffs between the Colorado common points, the Utah common points and Cheyenne, Wyo., separately. The Colorado Freight Bureau has jurisdiction over the state of Colorado and Cheyenne, Wyo., the Utah Local Freight Bureau over the state of Utah, publishing tariffs for local traffic. The seaboard, Colo- rado-Utah territory names rates from these common points to New England and seaboard points via rail and gulf routes. Our next division, local traffic associations, consist of bureaus inter- ested in the local traffic of one city or surrounding territory. Some of these local committees are Buffalo, Danville, Cincinnati, Cleveland, Lo- rain, Wheeling, Sandusky, Peoria, Milwaukee, Minneapolis, Dayton, De- troit, Toledo, Louisville, Indianapolis, Pittsburgh, Springfield, and New Orleans. Our fourth class of traffic committees are those interested in special kinds of traffic, and usually between specific points. The Chicago and Ohio River Committee territory covers local proportional rates between Chicago, Milwaukee, Peoria and other points to Ohio River crossings, and between these points to Indianapolis and then to Ohio River eross- ings. The members of this committee usually have membership in the Central Freight and Illinois Freight Committees also. Such roads as Chesapeake and Ohio, Baltimore and Ohio Southwestern, Illinois Central, Chicago, Burlington and Quincy, Chicago and Erie, Pittsburgh, Cincinnati, Chicago and St. Louis Ry., the Cleveland, Cincinnati, Chicago and St. Louis Ry., Chicago and Alton, Chicago and Eastern Illinois, Chicago, GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TERRITORIES, ETc. 61 Indianapolis & Louisville Ry., Wabash and Southern Railroads are mem- bers of this association. The St. Louis-Cincinnati-Louisville Freight Committee territory thru its officers publishes tariffs for traffic between St. Louis and its common points to Cincinnati, Jeffersonville, New Albany, Madison, Louisville and Owensboro and places taking the same rates. Other specific traffic committees are the Southern Iron Committee, the Ohio Coal Traffic Committee, the Gulf Foreign Committee, the St. Louis Coal Traffic Bureau, the Standing Switching Committee, the In- diana-Illinois Coal Traffic Bureau, and the St. Louis East-bound Freight Committee. A large number of tariffs refer to territories which do not issue tariffs generally, but are merely used in designating traffic and its origin or destination. In our official territory we speak of territory east of the Tllinois-Indiana state line to cover the states east of that state line. In the designation ‘‘Points east of western Termini of Eastern Trunk lines’’ we refer to the territory comprised by Connecticut, Delaware, New York, Maine, New Hampshire, Vermont, Rhode Island, Maryland, New Jersey. Massachusetts, Pennsylvania, and West Virginia, or in other words, ali territory in the official east of the western termini. The western classi- fication has two of these territories, namely: the Northwestern territory covering the states of Oregon, Washington, Montana, Idaho, North and South Dakota, Minnesota, and part of Wisconsin and upper peninsula of Michigan. The Trans-Mississippi River territory, the vast region west of the Mississippi River from which there are no through rates applying on traffic moving from points or destined to points east of the Indiana- Illinois state line which requires combination rates based on Mississippi River crossings, covering the states of Iowa, Missouri, Arkansas, Texas, Oklahoma, Kansas, Nebraska, Wyoming, Montana, Idaho, Colorado, Utah, New Mexico and Arizona, and parts of Oregon, South Dakota and Min- nesota. In the southern classification territory we have the Green Line territory, Virginia Freight Association territory and the Southern Freight Association. The Green Line territory is that section east of the Missis- sippi Valley territory covering the states of Florida, Georgia, North Carolina and South Carolina, and parts of Virginia, Tennessee. Alabama. and Mississippi. The Virginia Freight Association is an association of the railroads in the state of Virginia to discuss questions of interest in intrastate traffic. The Southern Freight Association covers traffic from St. Louis to Memphis, New Orleans, Mobile, and other Mississippi River points and gulf ports, and. also from St. Louis to Ohio River crossings, going to the Carolina and Southeastern Territories. Our main roads are the Illinois Central, the Louisville and Nashville, the Southern, the St. Louis, Iron Mountain and Southern Railway, the St. Louis and San Fran- cisco Railroad, the Mobile and Ohio and two terminal companies, the Columbia Transfer Co. and the St. Louis Transfer Co. Our rate situation in the Southern Territory is different than in our other classification territories, being made up of local rates and com. binations. In order to meet these conditions, rate adjustment territories, which do not issue tariffs or construct rates, are developed in the south. The Mississippi Valley territory has for its western boundary the Missis- sippi River with a few exceptions of individual cities on the west bank, and for its eastern boundary beginning at Paducah on N.C. & St. L. road 62 TRAFFIC MANAGEMENT to Paris, Tenn., on L. & N. to McKensie and Milan, then on the Illinois Central to Jackson, Tenn., and following the Mobile & Ohio to Mobile, Alabama. The Carolina territory comprising stations in Georgia, North Carolina and South Carolina, Tennessee and Virginia—beginning at Wil- mington on the Atlantic Coast Line to Columbia, then transferring to the southern thru Alston, Abbeville, to Walhalla, turning north on a line to Murphy, N. C., to Cleveland, Tennessee, then via Southern to Knoxville and Bristol, Tenn., following the Norfolk and Western to Roanoke and the coast. South of the Carolina territory from Walhalla to Augusta and following the Charleston division of the southern to Charleston with the southern boundary of the Carolina Territory as the northern boundary, we have what is called the Carolina Territory south of the Walhalla Line. This territory is separate because proportional rates to Virginia cities and Paint Rock.are used in constructing rates to local points within this territory. Montgomery sub-territory has the Mississippi Valley Terri- tory’s eastern boundary for its western boundary, to Corinth, then east via southern through Tecumseh to Decatur, then on the L. & N. to Bir- mingham, transferring to the Georgia Central to Columbus, then along the Chattachoochee and Apalachiola Rivers. The Atlanta Sub-territory can best be described by reference to the maps, with the Carolina terri- tory as its northern boundary, the Montgomery Sub-territory as its west- ern boundary, and a line from Decatur to Chattanooga and Cleveland, Tennessee, as the northwestern boundary line. A small section between the Alabama River crossing of the territory and the section directly east of Montgomery is joint territory. In our tariffs it would be impossible to name a rate from every other point in the United States, so it is necessary to have one city control rates for others. The city may take the same rate, or it may take certain amounts known as differentials either added to or subtracted from ‘the rate. These points upon which other rates are based are known as basing points, common points, termini, junction points and crossings. It will not profit us to name all the basing points in each of the territories, but merely to give typical illustrations of the points in each of the territories. Basing Points Trunk Line and New England: Albany, New York; Ithaca, New York; Utica, New York; Troy, New York; Syracuse, New York; New York City, New York ; Oswego, New York; Baltimore, Md.; Boston, Mass. ; Lynchburg, Va.; Newport News, Va.; Norfolk, Va.; Charlottesville, Va.; Richmond, Va.; Fredericksburg, Va.; Portland, Me.; Providence, R. I.; Rochester, New York; Fall River, Mass.; Elkins, W. Va.; Washington, D. C.; Watertown, New York; Wilmington, Delaware. Central Freight Association East of Illinois-Indiana State Line: Akron, Ohio; Zanesville, Ohio; Canton, Ohio, Cincinnati, Ohio; Cleveland, Ohio; Columbus, Ohio; Dayton, Ohio; Toledo, Ohio; Ashland, Ky.; Louis- ville, Ky.; Battle Creek, Mich.; Detroit, Mich.; Grand Rapids, Mich.; Buffalo, N. Y.; Evansville, Ind.; Indianapolis, Ind.; Muncie, Ind.; Terre Haute, Ind.; Wheeling, W. Va.; Pittsburgh, Pa.; Monongahela, Pa.; Bessemer, Pa.; Shelbyville, Ind. Central Freight Association West of Illinois-Indiana State Line: Cairo, Ill.; Chicago, Ill.; East Burlington, Ill.; Joliet, Ill.; Streator, Tll.; GEOGRAPHICAL RELATIONSHIP oF TRAFFIC TERRITORIES, Ec. 63 Neponset, Ill.; Quincy, Ill.; Rockford, Ill.; Springfield, Ill.; Milwaukee, Wis.; St. Louis, Mo.; Louisiana, Mo.; Paducah, Ky. Louisiana Basing Points: Alexandria, Boyce, Bossier City, Gibbs- land, Lake Charles, Mansfield, Minden, Monroe, Moreauville, Ruston, Shreveport, West Lake and West Monroe. Oklahoma Basing Points: Adamson, Tulsa, Young, Yukon, Tecum- seh, Okmulgee, Shawnee, Apache, Ardmore, Bison, Muskogee, Guthrie. Ft. Sill, McAlester, Cairo, Cherokee, Ferguson, Choctow, Comanche, and Dunean. Texarkana Basing Points: Texarkana, Arkansas, and Texarkana, Texas. Mississippi Valley Basing Points: Belzoni, Miss.; Vicksburg, Miss.: West Point, Miss.; Winona, Miss.; Corinth, Miss.; Grand Junction, Tenn. ; Gulfport, Miss.; Hattiesburg, Miss.; Helena, Ark.; Jackson, Miss.; Union City, Tenn.; Martin, Tenn.; Paris, Tenn.; Tupelo, Miss.; Port Chalmette, La.; New Orleans, La.; Natchez, Miss.; Laurel, Miss. Southeastern Basing Points: Albany, Ga.; Waycross, Ga.; Atlanta, Ga.; Athens, Ga.; Valdosta, Ga.; Brunswick, Ga.; Macon, Ga.; Fitz- gerald, Ga.; Milledgeville, Ga.; Moultrie, Ga.; Chattanooga, Tenn.; Bir- mingham, Ala.; Americus, Ga.; Thomasville, Ga.; Savannah, Ga.; Rome, Ga.; Augusta, Ga.; Tallahasse, Fla.; Pensacola, Fla.; Palatka, Fla.; Flor- ence, Ala.; Jacksonville, Fla.; Montgomery, Ala.; Opelika, Ala. Carolina Basing Points: Albemarle, N. C.; Charlotte, N. C.; Green- ville, N. C.; High Rock, N. C.; Murphy, N. C.; Raleigh, N. C.; Danville, Va.; Spartanburg, 8. C.; Durham, N. C.; Anderson, 8. C; Athens, Tenn. ; Bristol, Tenn.; Johnson City, Tenn.; Knoxville, Tenn.; Florence, S. C.; Newberry, S. C.; Winston-Salem, N. C. Virginia Cities: Alexandria, Basic, Charlottesville, Fort Monroe, Lynehburg, Lexington, Newport News, Norfolk, Petersburg, Portsmouth, Richmond, Roanoke, Staunton, Suffolk and Waynesboro. Pro-rating Points in Iowa and Missouri: Burlington, Davenport, Dubuque, Keokuk, Mediapolis, Muscatine, Sandusky, Wapello and West Burlington, in Iowa. Alexandria, Hannibal, Louisiana, St. Louis, West Quiney and White Rock in Missouri. Common Points Duluth, Winona, St. Paul and Common Points: Bald Eagle, Minn.; Cambridge, Minn.; Duluth, Minn.; Graston, Minn.; Hopkins, Minn.; Minneapolis, Minn.; Minnesota Transfer, Minn.; St. Louis Park, Minn.; St. Paul, Minn; Scanlon, Minn.; South St. Paul, Minn.; Stillwater, Minn. ; Winona, Minn.; Ashland, Wis.; Bayfield, Wis.; Chippewa Falls, Wis. ; Eau Claire, Wis.; Grantsburg, Wis.; LaCrosse, Wis.; Superior, Wis.; Walbridge, Wis.; Washburn, Wis.; Corinne, Mich.; Escanaba, Mich.; Han- cock, Mich.; Ishpeming, Mich.; Trout Creek, Mich. Arkansas Common Points: Bauxite, Hot Springs, and Little Rock. Texas Common Points Territory: San Antonio, Houston, Galveston, and Austin. Colorado Common Points: Denver, Colorado Springs, Pueblo and Trinidad. Utah Common Points: Salt Lake City and Ogden. Spokane Rate Points: Dalkena, Dry Creek, Eltopia, Evergreen, Kennewick, Palouse, Pasco, Spokane, Two Rivers, Walla Walla, Wash- 64 TRAFFIC MANAGEMENT tuena and Whitman in Washington. Deep Creek, Harrison and Medi- mont in Idaho. Ferndale and Hermiston in Oregon. Montana Common Points: Anaconda, Butte, Deer Lodge, Garrison, Helena, Mullan, Silver Bow and Warm Springs the important points. Termini and Junction Points Western Termini of Eastern Trunk Lines: Alleghany, Pa.; Nellaire, Ohio.; Black Rock, N. Y.; Buffalo, N. Y.; Charleston, W. Va.; Corry, Pa.; Dunkirk, East Buffalo and Erie, Pa.; Huntington, W. Va.; Irvineton, Pa.; Kenova, W. Va.; Niagara Falls, N. Y.; Oil City, Pa.; Parkersburg, W. Va.; Pittsburgh, Pa.; Salamanca, N. Y.; Suspension Bridge, N. Y.; Titusville, Pa.; Tonawanda, N. Y.; and Wheeling, W. Va. Chicago Junction Points: South Chicago, Blue Island, Bradley, Hammond, Calumet Park, Chicago Heights, Dolton, West Hammond, West Pullman, South Chicago, Steele, Matteson, Momence Transfer, Hast Joliet, Grand Crossing, Kensington, Kankakee, Joliet, Highland, Haw- thorne and Harvey. Junctions of Central Freight and Western Roads: Alton, Ashland, Venice, Taylorville, Beardstown, Bloomington, Blue Island, Streator, Springfield, Essex, Gardner, Gilman, Calumet, Chapin, Chicago, Crandall, Sorento, Granite City, Jacksonville, Joliet, Decatur, Dwight, Kankakee, Pekin, Peoria, East Hannibal, East Joliet, Ladd, Litchfield, Reddick, Santa Fe Jct., Hast Louisiana, East St. Louis, Matoon, Mazon, Morton Jct., Neoga and Paxton in Illinois. Kewaunee, Manitowoc, Milwaukee and Marinette in Wisconsin, Mackinaw City and Manistique in Michigan. North Pacific Coast Terminals: Aberdeen, Anacortes, Tacoma, Se- attle, Bellingham, Black River, Cosmopolis, Dupont, Earlington, Everett, Fremont, Georgetown, Vancouver, Wilburton, Tacoma Wharf, South -Tacoma, South Bend, Seattle Piers, Renton, Olympia, Lowell, Latona, Kirk- land, Hoquiam, Fremont and Factoria in Washington. Astoria, Portland, Willbridge, Albina, Whitwood Court, University Park, St. Johns, Beatty, Burlington, East Portland, Fulton, Graham, Great Northern Dock, Ken- ton, Laurelhurst, Linnton, Montavilla, North Portland and Portsmouth in Oregon. South Pacific Coast Terminals: East San Pedro, East Wilmington, Oakland, Oakland Wharf, Redondo Beach, San Diego, San Francisco, San Pedro and Wilmington, Cal. Crossings Ohio River Crossings: Brookport, Ill.; Cairo, Ill.; Cincinnati, Ohio: Evansville, Ind.; Gale, Ill.; Jeffersonville, Ind.; Joppa, Ill.; Louisville, Ky.; Madison, Ind.; Mounds, Ill.; Thebes Transfer, Ill.; Thebes, Ill; New Albany, Ind.; Mt. Vernon, Ind.; Mounds, III. Mississippi River Crossings: Savannah, Ill.; East Burlington, East Clinton, East Dubuque, East Fort Madison, East Hannibal, East Keokuk, East Louisiana, Rock Island, Quincy, Keithsburg, Fulton, East St. Louis. Missouri River Crossings: Armourdale, Kan.; Atchison, Kan.; Kan- sas City, Kan.; Leavenworth, Kan.; Council Bluffs, Iowa; Sioux City, Towa; Kansas City, Mo.; Nebraska City, Neb.; St. Joseph, Mo.; South Omaha, Neb.; Sugar Creek, Mo.; Omaha, Neb.; Pacific Junction, Iowa. Rio Grande Crossings: Brownsville, Eagle Pass, El Paso and Laredo, Texas. ({EOGRAPHICAL RELATIONSHIP OF TRAFFIC ‘TERRITORIES, Eve. 65 MAJOR AY es { TRAFFIC ASSOCIATIONS “wf “Kos, . enon td ® a PACIFIC f {coast \ FREYGHT, RS oa sa ~~ — MINOR 9) Av [TRAFFIC ASSOCIATIONS “vf” ies, TRAFFIC MANAGEMENT 66 DESIGNATING ei TERRITORIES ee # RATE A ; t TERRITORIES et Ny ¥ weer? GEOGRAPHICAL RELATIONSHIP OF TRAFFIC TERRITORIES, Ere. 67 PART II. CHAPTER V. DEVELOPMENT OF CLASSIFICATIONS 1. Necessity for Classifications. 2. Classification Territories in United States. Official. Western. Southern. 3. Consolidated Classification. 4. Uniform Classification. 3. . Factors of Classification. 6. 7. Difficulties of Determining Ratings. 7. Procedure of Shipper to Have Articles Classified. PART II. CHAPTER V. « Development of Classifications Our traffic in the United States, composed of raw materials, food products and manufactured goods, which passes over our traffic chan- nels from one ‘productivé section to another, which increases with the progress of civilization and the satisfaction of man’s wants, numbers many thousands of articles. Our present state of civilization demands a great many food products, wearing apparel, comforts of living, articles of luxury and refinement, increasing the demands for foods and manu- factured articles, and as our productive capacity in the various sections increases, the need for a better transportation service arises. With such a large number of articles—over twenty-five thousand—and an equally large number of shipping points, it becomes a difficult task to name rates from one point to every other point on each article differently packed, crated and shipped, and to simplify the problem the carriers have classi- fied articles into certain groups according to their traffic likenesses and commercial conditions. The classification of freight is not a recent prac- tice, as in the old wagon days we had freight classified as light and heavy articles, the light articles by space and the heavy articles by weight. The early canal companies had a more elaborate classification, which was later adopted with modifications by the railroads. Each railroad had a separate classification, and it was customary for some companies to have several classifications in effect at the same time for different kinds of traffic—east-bound, west-bound, import and export. Each territory had DEVELOPMENT OF CLASSIFICATIONS 69 a number of classifications, as the Eastern Trunk Line territory had over 130 separate and distinct classifications. For goods to pass from New York to Chicago, it may have been necessary to use a number of classifi- cations, and it was nigh impossible for even a rate expert to determine the rate and class. The railroads found it necessary to have some sys- tematic arrangement and uniformity between their lines, and to meet the regulations imposed by the Act to Regulate Commerce and amend- ments it was absolutely imperative. The number of enumerated articles increased, a greater distinction in rates between the carload and the less than carload rates, and the formation of special rules and regulations governing the shipment and classification. It was necessary to group the articles into defined classes and into defined territories covering large areas called the Official, Western and Southern classification territories. Commercial and industrial conditions differ in each of these territories, but a great many of the articles have certain traffic likenesses, and require about the same kind of transportation service. Hence we have a group- ing of articles and the application of one rate for the entire group be- tween two points or a number of points. & os Soy ive ph inlze Ze] 8 20 PAu zak ZO [pPulzr oP giz jue Pa) ase ee Fe ze se 2s. Fo |Z oF 2 sis 25 ejz | P| & ti F 72 e 3 | |e © - 3g mG 3 = rs z 7 He a, & e yaraavo a ? . , . | . si9lt1e9 SIIIIVD UOTPBIIJISSE[D U19}S9M | USBI UTAYINS SUSIMAVO NOLLVOIIISSVID doy juasy roy JUaSY Ivl0ldd0 40d LNADV ‘ALIWS *M “A ‘ad Ad °0 ‘a ‘QNV1ISOUO “a “£ ‘ON W931 :MoTaq pojou se Lau109;y Jo SIoMOg Jo ATION ropuN onssy sty} 04 satpred ore SLOTTED SULMOTIOF ONL, SUMIVAVN YNILVdIOILAVd CONSTRUCTION AND APPLICATION OF THE CLASSIFICATION SCHEDULE 83 Because of the large number of rules, it becomes necessary to index the rules and regulations governing the ratings and shipment, so as to provide the carriers with a quick and ready reference. INDEX TO RULES Page Rule Section Page Rule Section Act to Regulate Com- Not to accept C. L. merce, extracts from 2 Bh cde sisls freight for distribu- Advancing charges to tion to two or more shippers, owners and parties by carriers’ others forbidden ... 5 Seda acies agents at destina- Agents at points of HOM eile gr iay oeahen 8 23 2 destination to deliv- Not to act as agent er freight carried at of shippers or con- earload ratings to signees ......... 8 23 1 one consignee only.. 8 23 3 To report articles Agenits— not provided for to At points of destina- General Freight tion to deliver Department ..... TORT we ibias freight carried at Cc. L. ratings to one consignee only 8 2% 3 The regulations of the Commission in Circular 18A require indices to be in alphabetical order, so we find the index to rules and the index to articles in the prescribed form. In the index to articles we find over 20,000 articles indexed alphabetically, showing both page and item num- ber for each article. INDEX TO ARTICLES Page Item Page Item Page Item A Abrasive Refuse.. 50 5|Absorbers, Shock..420 6 A-Frame Legs, Pow- ‘“ Stubs, Wheel.. 50 5| Accroides Gum....215 5 er Shovel ....... 368 4,9| Abrasives and Abra- Accumulators (Ice Abrasive Cloth.... 50 6} sive Cloth or Machinery) ....268 9,29 ‘« Cloth and Paper Paper .........- 50 1-7) ‘‘ (Mining Ma- combined .... 50 6| Absorbent Cotton. .138 6 chinery) ....270 24 ‘« Material, N. O. Absorbent Cotton ‘¢ (Mining Ma- TecBs Nese 0308 50 2| Waste ......... 138 «6 chinery) ....271 15 M6 PAPE? 5 canes ood 50 7 The classification committees have prescribed certain rules and con- ditions which must be met before freight is accepted for shipment, to protect their liability to deliver the goods in the same condition in which they were received. The rules cover the conditions of shipment, the size of the car, the packing of the articles, the damage and liability of the carrier, the weights, special equipment, and markings. The author is a firm believer in the use of original source material for study, and will therefore incorporate a copy of the rules herein, which will be self- explanatory and which will be brought out clearly thru the solution of the problems. 84 TRAFFIC MANAGEMENT CONSOLIDATED FREIGHT CLASSIFICATION NUMBER 2 oe the Ratings, Rules and Regulations of the Official, Southern and Western Classifications, Unless otherwise provided therein, the following are the Rules of the Official Classification, the Southern Classification and the Western Classi- fication: RULE 1. Section 1. Applicable to the Official Classification and Western Classification. (a) Unless otherwise provided, when property is transperted sub- ject to the provisions of the Official Classification and the Western Classi- fication, or of either of them, the acceptance and use are required, re- spectively, of the ‘‘Uniform Bill of Lading,’’ ‘‘Straight’’ or ‘‘Order’”’ (pages 40 to 48, inclusive), or the carrier’s Export Bill of Lading. (b) In order that the consignor may have the option of shipping property, either subject to the terms and conditions of the Uniform Bill of Lading or the carrier’s Export Bill of Lading, as the case may be, hereinafter set forth, or under the liability imposed upon common ear- riers by the common law and the Federal and State statutes applicable thereto, the Official Classification and the Western Classification provide 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 earrier’s liability service. (ec) 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 (see pages 40 to 43, in- clusive) or the carrier’s Export Bill of Lading, as the case may be. If consignor elects not to accept all the terms and conditions of the Uniform Bill of Lading or the carrier’s Export Bill of Lading, 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 the carrier’s Export Bill of Lading, as the case may be, in order to secure the reduced rate. (d) Property carried not subject to all the terms and conditions of the Uniform Bill of Lading or the carrier’s Export Bill of Lading, as the case may be, will be carried at the carrier’s liability, limited only: as pro- vided 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 con- ditions of the Uniform Bill of Lading or the carrier’s Export Bill of Lading, 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 the carrier’s Export Bill of Lading, as the case may be. (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 CONSTRUCTION AND APPLICATION OF THE CLASSIFICATION SCHEDULE 85 Uniform Bill of Lading or the carrier’s Export Bill of Lading, as the case may be, but desires a common carrier’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 the carrier’s Export Bill of Lading, as the case may be, 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 or the tarrier’s Export Bill of Lading, as the case may, be, 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. (g) For Export Bill of Lading of Official Classification carriers see pages 44 to 46, inclusive. The Export Bills of Lading of Western Classi- fication carriers are the forms individually adopted by such carriers. Section 2. Applicable to the Southern Classification. The reduced rates specified in this Classification will apply only on property shipped subject to the conditions of the Carrier’s Bill of Lading. Property carried not subject to the conditions of the Carrier’s 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. Property thus carried will be charged ten (10) per cent higher (subject to a minimum increase of one (1) cent per 100 pounds) than if shipped subject to the conditions of the Carrier’s Bill of Lading. RULE 2. Section 10 of the Act to Regulate Commerce reads, in part, as follows: Section 1. ‘‘Any common carrier subject to the provisions of this act, or, whenever such common earrier 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 wilfully 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 con- viction thereof in any Court of the United States of competent jurisdic- tion within the district 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 of not exceeding two years, or both, in the dis- cretion of the court, for each offense.’’ The foregoing extract is quoted for the information and guidance of agents of the carriers. Section 2. ‘‘ Any person, corporation, or company, or any agent or officer thereof, who shall deliver property for transportation to any common carrier subject to the provisions of this act, or for whom, as consignor or consignee, any such carrier shall transport property, who 86 TRAFFIC MANAGEMENT shall knowingly and wilfully, directly or indirectly, himself or by em- ploye, agent, officer, or otherwise, by false billing, false classification, false weighing, false representation 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 con- nivance 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 know- ingly or 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 transportation of or agreement to transport such property, whether with or without the consent or con- nivance 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 subject for each offense to a fine of not exceeding five thousand dollars or imprison- ment in the penitentiary for a term of not exceeding two years, or both, in the discretion of the Court: Provided, that the penalty of imprison- ment shall not apply to artificial persons.’’ The foregoing extract from the Act to Regulate Commerce and sim- ilar provisions in the laws of the various states 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. Section 3. 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 deter- mine the actual character of the property. Section 4. When property is found to have been incorrectly de- scribed, correction must be made, and freight charges must be collected according to proper description. Section 5. To avoid the liability of an infraction of these laws shippers should acquaint themselves with the classification descriptions of articles and the rules. Descriptions of articles in shipping orders and bills of lading should conform to the classification descriptions ; indefinite terms must not be used. When different ratings are provided for an article according to the manner in which it must be prepared for ship- ment, the shipping condition of such article, when tendered, should be shown on the shipping order and bill of lading. Shipping orders and CONSTRUCTION AND APPLICATION OF TILE CLASSIFICATION SCHEDULE 87 bills of lading for less than carload shipments must specify the number of articles, bundles, packages or pieces. RULE 3. Unless otherwise provided, the following property will not be ae: cepted for shipment nor as premiums accompanying other articles: Bank Bills, Coin or Currency; Deeds, Drafts, Notes or Valuable Papers of any kind; Jewelry; Postage Stamps or articles with Postage Stamps affixed; Precious Metals or articles manufactured therefrom; Precious Stones; Revenue Stamps, or other articles of extraordinary value. : 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 re- fused. RULE 5 Section 1. Freight tendered for transportation must be in the form (loose, bulk, bundles, ete.), or in containers (bags, barrels, boxes, crates, ete.), specified in the separate descriptions of articles. Definitions of containers and specifications for construction, packing and sealing thereof are contained in Rules 40 and 41, in addition to which specific regula- tions are provided in the separate descriptions of certain articles. Section 2. 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 Sec- tions 5 and 7 of Rule 40), half-barrels, quarter-barrels, sixth-barrels, eighth-barrels or kegs. Section 3. (a) When the requirements and specifications of Rule 40 are not fully complied with, the rating on the article in the package that does not comply shall be one class higher (greater) than that applic- able upon such article in the same kind of package that does comply with the requirements and specifications of Rule 40; or (b) When a specific container or packing regulation is provided in the separate description of articles and the article is shipped in a con- tainer of the kind specified but which does not comply with the regula- tion as to the construction, material, closing, packing or sealing of the container, or when the article is one which the specific regulation authorizes acceptance of not in a container and such article as loaded by shipper (not in a container) does not comply with the regulation, the rating on the article shall be one class higher (greater) than that pro- vided in the description; or 88 TRAFFIC MANAGEMENT (ec) When articles have been transported in containers of a kind, the use of which is not authorized for such articles, the following will govern: Liquids: In carboys two classes higher than in glass or earthenware packed in barrels or boxes. In metal cans partially jacketed one class higher than in metal cans completely jacketed. In metal cans completely jacketed one class higher than in metal cans in crates. In metal cans in crates one class higher than in metal cans in barrels or boxes. Articles other than liquid: In barrels will be rated same as in boxes. In boxes will be rated same as in barrels. In crates will be rated one class higher than in barrels or boxes, whichever is the higher. In barrels or boxes with slatted tops will be rated same as in crates. In barrels with cloth tops will be rated as in crates. In machine pressed bales will be rated one class higher than in barrels or boxes, whichever is the higher. In bales not machine pressed, will be rated two classes higher than when in machine pressed bales. In bags or bundles will be rated the same as in bales not ma- chine pressed. In pails or-tubs will be rated two classes higher than in barrels or boxes, whichever is the higher. In baskets will be rated same as in bundles. Section 4. (a) 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. (b) Provision for the shipment of articles not enclosed in con- tainers does not obligate the carriers to accept an article so offered for transportation, when enclosure in a container is reasonably necessary for the protection and safe transportation of the article. Section 5. Articles for which containers are specified must be en- closed by the containers so that no ends or other parts protrude, unless otherwise provided in the separate descriptions of articles. Section 6. (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. (ec) When provision is made for the acceptance of articles ‘‘loose”’ the shipper is not relieved of responsibility for properly blocking or stowing such articles as are loaded by the shipper. Section 7. All containers must be strongly made from material of sufficient strength to protect the articles against ordinary risks of trans- CONSTRUCTION AND APPLICATION OF THE CLASSIFICATION SCHEDULE 89 portation, and must also conform to the requirements of Rules 40 and 41 and other specific requirements in this classification. Special conditions respecting the construction of containers, shown in the separate descrip- tions of articles, must be observed. RULE 6. 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 Section 2 (b) of this Rule or otherwise provided in specific items in this Classification or in the Interstate Commerce Commission’s Regula- tions for the Transportation of Dangerous Articles other than Explo- sives by Freight (see page 452). If these requirements and specifications are not complied with, freight will not be accepted for transportation. Section 2. (a) Hach 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 durable, showing the name of only one consignee, and of only one Sta- tion, 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 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 shipping order and bill of lading. Packages containing fragile articles or articles in glass or earthen- ware must be marked FRAGILE—HANDLE WITH CARE or with sim- ilar precautionary marks. Note 1. Labels must be securely attached with glue or equally good adhesive. Note 2. Tags must be made of metal, leather, cloth or tagboard. Tagboard tags must be of rope, jute or sulphite fibre stocks, separate or combined, not less than .014 of an inch in thickness, having a resistance of not less than 100 pounds to the square inch, Mullen Test, with paper patch reinforcement. _ 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 must be tied to wooden pieces when the freight would be injured by the use of tacks or tag fasteners. Tags attached to bags, bales, bundles or pieces must be securely fastened with strong cord, wire or blunt or dull pointed wire tag fasteners, except that when attached to bundles or pieces of metal they must be securely fastened with annealed wire No. 23 gauge or larger, or with two ply rope or twine having a breaking strength of not less than 150 lbs. through a paper patch reinforced with a metal eyelet. 90 TraFFIC MANAGEMENT (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, 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 must be marked as required for less than carload freight, except where such excess is 20,000 lbs. or more. RULE 7. Unless otherwise provided: The name of only one shipper, one consignee and one destination shall appear on a shipping order or bill of lading; but when a shipment is consigned straight or ‘‘To order,’’ the shipping order and bill of lading may specify the name of a party at the same destination to be notified of the arrival of shipment. The issuing of bills of lading for shipments consigned ‘‘To order’”’ is prohibited unless the name of the person, firm or corporation to whose order the shipment is consigned, is plainly shown thereon after the words ‘To order.’’ The issuing of a bill of lading for a shipment consigned straight or “To order’’ at one point, with the consignee’s address or instructions to notify the consignee or other party, at another point, will be permitted under the following conditions : When the shipment is consigned to a point beyond the final carrier’s point of delivery; or ‘When the consignee or party to notify is located at a prepay station or on a rural free delivery route or in the interior, in which cases the shipment must be consigned to an open station designated by the ship- per; or ‘When the destination station and the consignee’s post office address adjacent to such station are differently named. This rule does not prohibit showing the points at which shipments are to be stopped in transit for partial loading or unloading when such partial loading or unloading is specifically authorized by the carrier’s tariffs applicable to such shipments. RULE 8. 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. RULE 9. Section 1, All charges must be prepaid or guaranteed on any ship- ment which in the judgment of the Agent at point of shipment would not at forced sale realize the total amovut of charges due at destination. Section 2. Freight on which prepayment is required may, on approval of the General Freight Department uf 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 waybills. ConsThRuUCTION AND APPLICATION OF THE CLASSIFICATION SCHEDULE 91 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: RULE 10. Section 1. Applicable to the Official Classification: Except as other- wise provided, when a number of different articles, for which carload ratings or rates are provided, are shipped at-one time by one consignor to one consignee and destination, in a carload (see Rule 14), they will be charged at the carload rate applicable to the highest classed or rated article, and the carload minimum weight will be the highest provided for any of the articles in the carload. Section 2. Applicable to the Southern and Western Classifications: Except as otherwise provided, when a number of different articles, for which carload ratings are provided, are shipped at one time by one con- signor to one consignee and destination, in a carload (see Rule 14), they will be charged at the highest class carload rate applicable, and the carload minimum weight will be the highest provided for any of the articles in the carload. This section does not apply in connection with commodity rates except, under Southern Classification, on articles classi- fied as ‘‘Fertilizer’’ rates or ‘‘Special Iron.’’ Section 3. Subject to the conditions of Section 1 or 2, when the aggregate charge upon the entire shipment is made lower by considering the articles as if they were divided into two or more separate carloads the shipment will be charged accordingly, as follows: (A) Under Official Classification, the charges on each separate car- load will be based upon the carload rate applicable to the highest classed or rated article therein and the highest carload minimum weight pro- vided for any of the articles therein. (B) Under Southern and Western Classifications, the charges on each separate carload will be based upon the carload rate applicable to the highest classed article therein and the highest carload minimum weight provided for any of the articles therein, but if one of the carloads is subject to a commodity rate the carload minimum weight applicable to that rate will apply on such carload. Section 4. When the aggregate charge upon the entire shipment is less on basis of carload rate and minimum carload weight (actual or authorized estimated weight to be charged for if in excess of the minimum weight) for one or more of the articles and on basis of actual or authorized estimated weight at less than carload rate or rates for the other article or articles, the shipment will be charged for accordingly. Note.—Rule 10 will not apply upon articles for which carload ratings or not provided nor upon shipments of Live Stock. Rule 24 will not applv to mixed carload shipments when any article in the carload would be subject to Rule 34 if shipped in straight carloads. Packages containing articles of more than. one class wil] be rated in ac- cordance with the terms of Rule 12, Section 3. Specific carload mixtures will not prevent the application of Rule 10 to the same article or articles in mixed carloads with other article or articles not named in the mixture. If a lower charge results under the application of Rule 10 than under pro- vision for a specifie mixture, Rule 10 will apply. 92 TRAFFIG MANAGEMENT RULE 11. 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, stand- ards, strips, or similar bracing, dunnage or supports, when used, shall be charged for as provided in Rule 30. Established minimum weights must be observed. RULE 12. Subject to the minimum charge provided in Rule 13: Section 1. Single less than carload shipments of freight of one class will be charged for at actual or authorized estimated weight and at the rating applicable. Section 2. Single less than carload 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 highest rating; in such instances the following notation must also appear on the shipping order and bill of lading ‘‘and other articles classi- fied the same or lower.’’ Section 4. When the description for an article in less than carloads specifies an individual minimum weight per package or piece (see Note), no provision being made for packages or pieces weighing less than the specified individual minimum, the total charge for a number of packages or pieces of a lesser weight shall be the same as would accrue on a like number of similar packages or pieces, each of the specified individual min- imum weight. Section 5. When the description for an article in bundles in less than carloads specifies an individual minimum weight per bundle, no provision being made for the article when loose, a single loose article or piece weighing as much as or greater than the specified individual minimum weight per bundle, shall be charged for as a bundle. Section 6. When an article is differently rated in less than carloads according to different weights of shipping packages or loose pieces thereof (see Note), the total charge for a number of packages or pieces of a lesser weight shall be no greater than the charge for a like number of similar packages or pieces each of greater weight. Note.—This refers to the shipping package or loose piece of freight and not to an inner container or article enclosed in an outer package. RULE 13. Section 1. Except as otherwise provided, the minimum charge for a single shipment of less than carload freight from one consignor to one consignee on one bill of lading shall be: (a) If classified 1st class or lower, for one hundred (100) pounds at the class or commodity rate applicable thereto; or (b) If classified higher than 1st class, for one hundred (100) pounds at the Ist class rate; or CoNSTRUCTION AND APPLICATION OF THE CLASSIFICATION SCHEDULE 98 (ce) If the shipment contains articles in two or more classes, and no article is classified higher than 1st class, for one hundred (100) pounds at the rate applicable to the article taking the highest rate; or if any one of the articles is classified higher than 1st class, the minimum charge shall be for one hundred (100) pounds at the 1st class rate; but (d) In no ease shall the charge on a single shipment be less than fifty (50) cents. .When a less than carload shipment moves under a rate made by a combination of separately established rates in the absence of a joint through rate, whether such separately established rates are governed by the same or different classifications, i. e., by Official, South- ern or Western Classifications, published herein, the minimum charge of fifty (50) cents will apply to the continuous through movement and not to each of the separately established factors. Section 2. The minimum charge for carload shipments shall be fif- teen dollars ($15.00) per car. Does not apply to charges for switching service either in connection with a line haul or for intra- or inter-yard switching, nor to brick; cement; chert; coal; coke; forest products, viz.: bark, billets, bolts, logs, cordwood, fuelwood, pulpwood, waste, consist- ing of boughs, edgings, hog products, listings, broken lumber of miscel- laneous widths and lengths, but none as long as 10 feet, sawdust, shav- ings, shingle tow, slabs; ore; manure; sand; gravel; slag; stone, broken, crushed or ground; sugar cane; or water, plain (not flavored nor phos- phated), other than carbonated; these exceptions are specific and do not include other articles.ordinarily grouped with those named. But one minimum should be applied to an entire shipment of .a commodity which is subject to the ‘‘part lot’’ or ‘‘overflow’’ rule of the classification or tariff governing the movement. In case of a continuous through movement of a shipment handled on a combination of separate rates, whether such separate rates are governed by the same or different classifications, i. e., by Official, South- ern or Western Classification, published herein, the $15. 00 per car min- imum herein prescribed does not apply to the separate factors but to the total of the.combined charges. RULE 14. Carload ratings or rates apply only when a carload of freight is shipped from one station, in or on one car, except as provided i in Rule 24, in one day, by one shipper for delivery to one consignee at one destina- tion. Only one bill of lading from one loading 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 or rate will apply. ae ae Section 1. Except as provided in Sections 2 and 3 the charge for a less than carload shipment must not exceed the charge for a minimum carload of the same freight at the carload rate; 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. Section 2. If a shipment tendered as less than carload freight and loaded by earriers or transported and unloaded by carriers, is found to be subject to the carload rate, and the carrier’s tariffs do not provide 94 TRAFFIC MANAGEMENT that the cost of loading or unloading is included in the carload rate, a charge of two and one-half (214) cents per one hundred (100) pounds will be made for such loading and a like charge for unloading, such charge to be based upon the actual weight of the shipment. The carload min- imum weight to be applied on such shipments will be that applicable to the car of the size required for the shipment in the condition tendered for transportation. Section 3. When freight is loaded in a car by shipper and such car is not fully loaded but is tendered as a carload shipment, and the car is forwarded without other freight therein, the shipment will be charged for as a carload. RULE 16. Section 1. When neither ‘‘L. C. L.’’ nor ‘‘C. L.’’ is specified in the description of articles (or where & is shown in Southern rating columns), the rating provided shall apply on any quantity. (Subject to Rule 13.) Section 2. When both carload and less than carload ratings are provided for the same article, the term ‘‘less than carload’’ covers ship- ments in quantities less than the minimum weight provided for carloads. (Subject to Rule 15.) Section 3. Formerly these were published in rules circulars, but these rules circulars must now be in conformance to the tariff publi- cations. In case a tariff should make reference to another tariff the I. C. C. number of such other tariff must be shown, and if the publication is of another carrier or agent, the initials of such carrier or agent re- spectively must be shown in connection with its I. C. C. number. Jike- wise a rate schedule may refer to another schedule for, the governing rules and regulations, and the schedule or publication so referred to must be on file with the commission and be posted at every place where schedule that refers to it is posted. RULES Kem | suBJECT RULES AND REGULATIONS No advance charges will be paid, except such ag are inci- dental to the transportation of freight (including drayage or switching charges), and then only on such freight as in the estimate of the Agent is worth in excess of the freight and charges at forced sale. The cost or any part thereof of the articles shipped must not in any case be advanced. Note.—Does not apply on Great Northern Ry. For Rule governing on G. N. Ry. see Note 2, page 46. Advancing of 225 Charges. (See Note.) 150 TRAFFIC MANAGEMENT XI. Rate Tables. The rates in a tariff must be plainly stated in cents or in dollars and cents per hundred lbs. or package, per car, per barrel, or car, with the names or symbolic representation of points from and. to rates apply, simply and systematically arranged. Minimum carload weights must be specifically stated, and if the tariff contains rates per ton, it must specify what constitutes a ton thereunder—2000 lbs. must be specified as net ton or ton of 2000 lbs., while 2240 must be specified as gross ton, long ton or ton of 2240 lbs. We have several different methods of show- ing class rates: (1) Rate Basis method, (2) Origin-Destination method, (3) Group method. Under the rate basis method the rate table is arranged under the point of origin and applies to points taking the rate basis indicated by the number in the left-hand column. The names of destination points are arranged alphabetically and opposite each name ig a number which indicates the scale of rates in the rate table which applies to that par- ticular destination. RATE BASIS METHOD. Rate BETWEEN AND Basis No. oe (See Route No. . (For points taking same rates, see Notes pages | (See pages 9 to 18, ine., pages 36 and 37.) 357 to | 377 to 380, 376, ine.) ine.) G. N. Ry. Portland ........ .--Ore| 126B 5 Chehalis .......... Wash,| 108 5- Centralia ......... ae 106 5 : Tacoma .......... ce 88C 5 1322 |Scenic ............ Wash.lgoattle ........... “e 64 5 Everett ......... eles 44 5 Bellingham ....... 6 84B 5 Wenatchee ........ ee 46 5 Spokane .......... oe 142 5 RATE BASIS METHOD. Referred to on Pages 47 to 309, ine. RATE BASIS CLASS RATES Nos. In Cents per 100 Ibs. 1 2 3 4 5 A B Cc D E p60: eer jis iaar esa eaters 1144%| 97 | 80 67%| 58 | 58 | 47 | 34%) 30 | 24 TAD 6 ec tincs tee tanietae ee 1144%4| 9514| 77 65 | 53 | 57 | 45%) 37%4| 3414} 28 TAAK Se guain sti rere winayeun viens 114%) 9744] 83 72 | 62%] 5944] 5014] 4214] 35 | 29 TIALS «5.5 sigs wise beeen a 114%} 97%4| 83 72 | 65%] 6544| 55 4544/ 39%! 32 TIAM. 53 g040% Geta neeye we 1144%4| 9544) 77 65 53 | 57 | 4544] 36%] 30 | 24 The origin destination method shows the rate in the table from point of origin to point of destination and is the usual method 151 APPLICATION, CONSTRUCTION AND INTERPRETATION OF TARIFFS LL 02 6 th $¢G ASP G9 ZaLL $6 lil FOs1 Ort see wee le ewes By) Tee et ee ee ee a ee ee ee eysnsny PLL OL 6g PP $S Ar gg SLL $6 *IIl SOe1 Orr ee es oe oe et ex) See ere ee eR Ee ee Ee eww 2 ee . susu1y GL |ALO [HOE ALP [HIS |ASp | Go |%42L | He |A%TIT|RKost| Rpt of fe dnorg pue “ey ‘eyuepyy GL |#19 | se] oF] 6F |Asr] go |%szz | Fe |ATITIH9sT OPT) PEPE FECES ER RRR ES S75 aTVPULy pues au0y GL %L9 oe Alp “qs Asr 09 BLL “26 601 BAzs1 SATFL 4 Si Be ee a ae om “ey ee ee ee ee ee a ee ee ee ee ee ee eee u0zeq os og og ce OF Ase CF ALG 219 As As6 “LOL mess alee 8 4 ew ‘mua’ ee ee ee ee ee ee a ae ere : eee eee , . O[[TAXOUSL 0s | 0S | 08 | Se] OF [Ase] se |HLzS |H29 [Kis (sve [ML0l] ct dnoig pue “nuay, ‘efooue}4eY4D Q ge | of 84] 2& WOUd . bate 2 Bla) at ol aty | ol ole |e | el t |e) oe om op Oey tee fe | oo AM SH'TIVSUTA S OL SGNNOd GHYCNNH wad ns $ ‘SLNGO NI SALVE NOILVNILSAC- NIDIXO Nt > is TRAFFIC MANAGEMI 152 %LL 1s | os log |%y |%z9 | os [Kez | 06 | orrlsazstlsort| Fer a jt so |AsL |ALS | og | ce |Ase | He | 09 | FL HIE | GOTI%ISUASET WSL Saya Se oe eS moystuuy | F 69 68 | FL |Ase |"Are | FS |HOP [499] FS |AIOUMSrT|*Tel] ser a l ¥g FL |*19 |H9s | 8a} FH | OF | Fo |%L9 |Kss] FE |%90T| FAT Mi , Be anes eriy Ne snoteury | ¢ 69 |*%1s | +. |%se |Are | FS [Sor 1499 | ¥8 |ATOT|MSIT|Ael] ect a rE =1%99 |%19 |%9s | 83] FF] OF | FS /%L9 |Hss | +6 |%OTl| Fr Vv , 2 eae NS Se eer Aueqry | 3 GL 6L | L |HA9E |Asr | 6S |ALF [Hoo |H%98 |ABOI| Ot|Asrr|*ATLT a ‘3 09 79 |A09 | o€ |(%9e | ob |AIF |] 29] o2 | $8 [%OL/*LTI OFT Vi! peep y ese Sai eeent ess Ay Bureqety | T oa S E gs | { (‘g put p ‘g soded 908 4811 10,7) 5 7B 'S ) sSurpuey seaty evjodiyo szeddg | * d }/wlaelatoltalvi[ol/s|slelalr | Fy] So e. (‘g pue % ‘g sosed : 2 |@ | ees ast 10g) sBurpuey ieary 2,34 elodIyoO JeMoT pue LT ge 18 ‘suoooueayeno ‘elootqoeledy : 9 > SLE ee Sees eTeqesrep he “2 eee wee et www eIOOT ae’ ed oe SANNOd GHUGNOH ANO Usa a = wa oC ‘SLNGO NI FAV SALVA ‘L469 ‘ON TITHVL ‘OD ‘I 'AD 'V BPD GOHLAN (SLNIOd NIDIYO) dNOUD APPLICATION, CONSTRUCTION AND INTERPRETATION OF TARIFFS 153 The group method is the reverse of origin-destination method in that the origin points are grouped, and placed under designations and the destination points are arranged alphabetically under similar arrange- ment of delivering carriers. Rates will be found under points of desti- nation showing rates which apply from various groups to that place. This method is practiced in southern tariffs to a considerable extent. Again tariff may be constructed that would show certain points of destination taking the same rates from one point of origin, rather than different rates as illustrated in the origin-destination method, and the rate may apply in either direction. At times there. may be groups not governed by the classification and thence we will have to look to the exceptions for the remainder of the classes. When commodities are classified as taking a certain percentage of a class rate, similar to Rule 25 and Rule 26 of the Official Classification, class rate tariffs governed by the classification of exception sheets containing such percentage rat- ings must show specifically the rates applicable under such rules just as if those rules were additional or lettered classes. In the handling of commodity rates, we must realize that these are specific rates to a particular commodity, and cannot be applied to analog- ous articles. The placing of a commodity rate upon an article, or char- acter of traffic, removes such article or traffic from the classification and class rates, between the points to which the commodity rate applies. When a commodity rate is named it is the only lawful rate on the speci- fied article between the points named, altho other rates may be lower unless the tariff contains an alternative clause. Commodity rates must be arranged in simple and systematic manner, showing cents or dollars per unit, with the specific minimum weight. The most simple arrange- ment is to show specific application to commodities and to rates from names of origin points to names of destination points. Another application may be to name the character of traffic such as bricks or blocks and then specifically name and describe the various kinds of commodities to apply the rates to. The third method of application is to make provision for other points than those named, to take the same rates or arbitraries, and show the routing destination. The fourth method is to name and group the points by divisions of the issuing carrier, and known as the group or blanket method. The fifth method applies the grouping arrangement to both the com- modities and the points of origin. The points of origin are indicated by letters and the commodity groups by numerals, in the extreme left hand column. : The sixth method is that in use east of the Mississippi and north of the Ohio known as group points of origin to destination, naming the rates from the group to specific points in other territories. The remaining method of handling commodity tariffs is to arrange the destinations in alphabetical order, and seems to be the most simple and interpretative, but is in disfavor because of preserving proper align- ment of rates under the fourth section. The stations of origin are grouped alphabetically, and the rates to which they apply are listed alphabetically with the rate basis given and then reference must be made to the rate 154 TRAFFIC MANAGEMENT table and determine the rate from any of the groups on the rate basis of destination. Thus if we were to name the different methods of rate construction for commodity rates we would have (1) Specific commodity and rate application, (2) General Commodity Basis, (3) Several Destinations, (4) Single Article and Group Destination Tariff, (5) Group Arrangement Commodity and Points of Origin, (6) Group Points of Origin to Destina- tion, (7) Alphabetical Order SPECIFIC COMMODITY AND RATE APPLICATION COMMODITY RATES—In Cents Per Hundred Pounds, Unless Otherwise Shown. Ad or Bey Classification: Governed by Classifica- BaPe tion shown in Note B, page 2. Ae z q Fao o S o.oo anita an aN ng Sos 2 A ; Boo (For Initial Line Routing, see pages 270 Be ES, es to 273, ine.) o oO OOO aa wi of a pas os ‘s! ace oe Index = Bé¢8 3a No. i | » a q aos a0 COMA Re < ea < ej o oO o o 6 3 > 6 TO a A a a 1 Aba Svan Madina ceeeneeee onan on Gian Ga 280 300 240 250 2 AOTIAny sepawas cs mes cong vehagegn Sy Ga, fieceseee | cee eeee 280 300 3 Alapaha. 6 icse4 saved yceyacsc eens va Ga, | ee eee | cece eee | cence ee | cr ceeee 4 APD STON js isisce teed oy sceseaui ah eonte a bad Ga. 310 340 310 340 5 Bremen esipcenewtapen he Pabteaweess Gr. 400 450 400 450 6 Bréwton: 4 i2gue es scuseond re Faweseae Ga, 220 220 220 220 7 Bridgeboro.c.c.569ne ss Sewn acawess ee Ga. 280 300 280 300 8 Bullochville ......... 0.0 sees eee eee Ga. | *370 *420 *370 *420. 9 Cenchat- ¢ swisek vasa watts sens ees Ga. 400 450 400 450 10 COVINGON vide csceee eg eset sae ee sees Ga. 300 330 300 330 155 APPLICATION, CONSTRUCTION AND INTERPRETATION OF TARIFFS “AY ‘d ‘N uo sjutod 0} Ajdde jou [[IM@ “$Y ‘d ‘N Uo sjurod wor A[dde jou [IM® “SM “d ‘N Yi uorjdeuu0s ur A[dde you [MO d “ a hc ate (Price =f a AGL AGL ASL ASL ASL ASL ay O[[TASBUCID]oayue oy Jo WYSIEw [e}0} ayy Jo yUD0 ram eft oe ree ee ee es AOL AOL AOL AOL AOL HL ry 77777 POOMTOAIOH/PE22KS Jou jfeys juewdrys 94} Ur pepnyour VEREgs- [Pewee 69 69 69 69 69 69 tees) quomBrerg eq ABUL yey} ‘oZU0Ig deiog to sseig deizog ‘aed eranen Gr, ietnances OM as ak I -dop deiog jo WY4SIeM peulquios eyT—z a30N so s9 go so G9 go ” smoqney *s[Uo ‘sasod secre foeeeee % 6R 267 %6F %6F A6r Aer yy) (Oot OBSeppuHp|-7nd Suryzpewer 1oy anjea Suraey [993g Jo uoAT S&8T paeeee foe eeee lp lp asp Lp lp Bp yy ot Teadery 410,q JO savaid 10 sdeios uo ae Sopey— J 940N en Ola oe Alb |Alb = |AIh |\ATE [ATE [ATR | yy tt ydesog|"" "7" SaT 000'0F Fus1em Wout Aero [eres “Al |A [KT [RTE [KTH |p fepresss+ ++ woysrmery/ arm ‘ary detog pue ‘(zg oj0N 90s) rod ‘aM a ‘O -dop desrog ‘(Z e40N 998) azuoIg deog ‘4 8J0N 908) sstag deIog q}IM speoT -18) PeXIWM UI ‘SSulMIMIAS oUIZ pues dnoip’*'*** sodeTTeM|Ssolq surg ‘ourz de1og ‘sjeoym, deiog % % % ALOMALOMALM |ALM |ALO |ALPM |ALPH ALFA gnory-ouepy,p meop|"(sertL seqqny yno wo Surpnyour) AlP© |\ATPO [Alb |ATh |ATH [RIb [Ah [ATH lgnoiy--- ss < : : z z z Z xy ModSOYWIeqqny derog ‘Iedeq oysem 10 derog SO [AS |e [ie ate [ee LR SIP payee en net ; ¢ Z er z 4) esnored| Peery deiog ‘(T 930N 908) ory derog APO |AlFO [ATP |HIP |RIb [RIP J|AIP JAP [eee . ‘ ‘ Z dno1y suvyods|‘ssey ‘ssupddiiq uot sta ‘edoy plo | o¢gt ALO ATO. Alb Alb AlP ane ue a dnorp**** qiodueaeq|‘ssutmmirys pes ‘ssoiq pvte'y ‘suz0zy name le yeerey ae oy ote aie we aie Fee : : “o'* qogkeg ad oo ‘s00H _Sseto ‘weRoIg detsaled [ate os “up AF Alp Alp Ap ATP Mory’* "eTTeEM eTreM|‘( PTO) ‘ssey 4ydua ee punog | punog | punog punog punog punog | punog punog 29M | ye | 88M qed. | 359M eH 259M cd * » "'' Syeyayg] ,, “°° Bu0se]|.......-- WPF UPUSUTTPE ueey' eypessueD| usem "= opeag] ZO’ PuPHTed (-9¢ ased “our 7 . 9 04 « 7 ° PeplAoid asimMiayyO se ydaoxe ‘sq ON] Jed sjued ul sayey dies jaceenee ated ) SULLIGOWWOO ao af CIp eBed ‘o[Z wey eas uorzeorjdde Zurynor 10,7) (‘g¢ pus 2e ‘9g saved ‘our ‘G] 0} 6 S2I0N 9eS ‘s}UIOd [eUOT}IpPpe 10,7) anv NAG M LEE SISVG ALIGOWMON IVAANTD MANAGEMENT TRAFFIC 156 sy eee mMotakeg vrosts drsssss [Hoe lhee |%oe |4ee |*Koe |*oe [epres quowjeg O9ZT eee (fee woe moe [Moe ioe IMoe lK%9e [AN Od 'd? WVa'0 LY LP LP LP LP L¥ LY LP es ts sa a ant ae bas ‘Ud d 0} s[dd’ 1 ECE, A se 83 83 83 4 83 83 ” DesepINO| ggt A AUS syugod wrosy Aydae Jou {HAR® een ee Jowneee ¥ rd FZ $B 3 #3 gg PTE es ydesor “64 ‘d ‘N Yq uorjoeuuo0d ur A[dde you [TM® ee a #2 #3 $2 #2 #3 3 Sete! BORreer “kno ‘sosodand Suryjews OSLT uu ‘dD -@1 10J ON[VA Butavy [ee}g 10 woay Fo saoetd 10 sdeios uo A[dde soyey—'eqon dno1y Sie ses. & OOeTTCM. ee . “sql 000‘0¢ qysTIOM a ae en - a le a a dnoiy suely,.P iNeop|wnururw ‘speolies ‘deios ‘jaeqg pue MOIT rao | FeO | 73 #3 id ¥8 #8 #3 nD aia paraet ¥© | ¥@ | *% $B ¥6 43 vB enome* 8? ee oda , Pe® | FeO | ¥3 id cd ¥3 Be) Tones Ga ndoue PLT Se ee All ae ¥B 5 ¥ ¥B 3 anne vane nie Re dvavace:! Natplasrcve, Ws ¥6 ye us Me ie dnoly'*eireM PITeA 0G SG FG FS FS 3 punog | punog | punog punog | punog | punog | punog | punog 380M qseq 459M {seg qseamM | yseq | qsem | yseq % ae sIpeyo 5 z CE args: USP CORGPUTIPE | ote gue ybea “ apreee| MO PMR pe chadeitee ‘paprAoid astmiayjo se ydaaxe “sq] 00, Jad sjueo ul sozey Shetn ace coe eah SUILIGOWNOO ae (lp eBed ‘01% uray was uoyvorjdde Zurynor 10,7) (se pus zg ‘9g sesed “our “G] 03 6 S2I0N Aas ‘s}UIod [eUOTTppe 10,7) anv NGA MLE ‘SNOILVNILS HA TVAEATS APPLICATION, CONSTRUCTION AND INTERPRETATION OF TARIFFS 157 SINGLE ARTICLE AND GROUP DESTINATION TARIFF RATES ON BILLETS, PIG IRON AND ARTICLES TAKING SAME RATES. (See Pages 4 and) 5 for List of Articles upon which Rates named below will apply:) TO sane Rates in Cents per he tions ton (net ot gross Destination: (Destinations) Pages and ; as rated) Index . designate: : : No. aati Pe peel Billets | Pig Iron Michigan Central Railroad 1280 | Atwood .......... ccc cece eee eens Mich 1285 | Gravel Pit ..........cc cece eee eee Mich 1290.) (Purdy see sean 4 sete smawnayes eohe Mich 1295 | Patterson (Almer) ................ Mich 1300 | Hutchinson ................00c000e Mich 1305.) Colling: saasinica mar nesadien dure guys Mich 1310 | Duroms xssa dots s Gewese cgake wee Mich , 2 to 220 480 460 1315 | Ashmore ............ cece eee cece Mich 1317 | Robinson ..............00 eee ee eee Mich 1320. | SBaeh® -sisey betaine alate anaes oaks Mich. 1322 | Halls Siding ..............2.-..005 Mich W329 |) PAGtONy sissies sis acs gen Pv bade Oe Meee eee Mich 1830 | Owendale ............... eee eee eee Mich, | J GROUP POINTS OF ORIGIN TO DESTINATION RATES ON BILLETS, PIG IRON AND ARTICLES TAKING SAME RATES. (See Pages 4 and 5 for List of Articles upon which Rates named below will apply.) FROM : TO Stations Rates in Cents per (Destinations) fae Gana? _ aa : fieslenated es Station ‘as below | Billets | Pig Iron Pittsburgh & West Virginia Railway ‘ 1 90 90 5 to 14 90. 90 10 |, Hopedale: wisi scevsdcavewsa es neees Ohio 15 to 35 110 90 37 to 55 130 110 57 to 202| 150 140 TRAFFIC MANAGEMENT 158 08 08 08 08 08 08 08 08 Ries nse MOLLY Avs APB APB APS lAPs APs APs APES pain ee dBsoplncC 82 SL BL 8L 82 SL 8 8L sae neers ydesos “ALI “”LQ |"*L9 “ALQ |"AL9 419 |HL9 [RLQ Uppy WOysTAory ee gp foes | ge feeeees | ogg freee | ge lamoag: +--+ egerreml git 82 git SL Sl+ 8h git 84 |dnorpeusty.p 1me09 €8 €8 €8 €8 &8 €8 €8 eg feprs cs Aory}’ %19 «6|%L9 «=|419 |*L9 |%19 |%19 [419 |%219 |dmorg'*---- AoO2SOTA] 419M |%19H |4L9M |AL9M 119M |\ALomM |%19@ |%19@ |dnorp’** °° esnore %L9 |HL9 |%*L9 [HL9 |%19 J|*RL9 |%19 |*%19 |dmorp':**': etexod, “so 61%s9 «61K%s9 «6|%9 «6«1KAB9 «61M «OHI HzO aye eae euoqyy “es |*%ec |*es |*os |*oes |%es |l%eo |%oeg feo: uoyeTpueg Aes §8|\%6s |e neg |e 6S “A6S “ec = yysea BINITeM| Apo Apo Ap AQ = |Ar9 A‘ AP "rg = |dnoiy’ ere ITEM 359M. seq 39M yseq - | - 89M sey 3S9M seq punog punog punog punog punog punog | punog punog . : ' a B eRe SUAS atest aed amaeen sor Puepiog (op oan ace "SQ 001 10d szuao g “AY W e ‘I ‘M UO sjulod wo1y pus 03 a3ey®@ “SqI QOT ted syueo gy “AY ‘ad iS BW ‘OD UUM uUOMoeUUOD UI s97RyY[y) "sqI 000‘0S 24YSIEM wNUTUTTY { ‘s[o1ivq 10 sZey ‘sqn} url paddiys aq os—e Apt Biogas lave, Say ee-9) pepraoid asIMI9T30 se ydeoxe “sq o00‘OF J4STOM WNWTUTU ‘spvo[ivd pexiIm Jo 4ysterys ‘dnsyeo ‘SSUIpPNd ‘AHL pesuepuop ‘sprarg ‘sdnog ‘esseyO pue Tuolvovp, poxed {(sjeou pa[taep 10 poyjod Sutpnpour) Sqeoy ‘soome ym ‘(Ysetz 10 payeio -dese ‘patip uey} ieqjo ‘paasoseid 10 pouues) saqqeyasoaqt puv symizz Syst Zia ‘poxog orem -WdT}IBE 10 SSvls ‘UI, UL ‘spooy pauUeO “peplAoid esimiayjO se ydeoxe ‘sq] OO, ted syues ul sezey (Ip e3ed ‘Q[Z waz eas uoryeordde Zuryno1 10,7) (86 pus 1g ‘9g Seded ‘our ‘G1 07 6 S9I0N das ‘syUIOd [eUOT}Ippe 10,7) aNvV ‘9 04 | SaJON aes ‘sazer dnory Sulye7 Su0lye4s 10,7) NGUMLAE SAILIGOWWOD 018 183. NIOTGO FO SLNIOd GNV ALIGOWWOO INSWSONVaAV dnouy 159 APPLICATION, CONSTRUCTION AND INTERPRETATION OF TARIFFS aieee yee % 29 CF Oe wt | ee at) os et) ee we | ee we |e ee ‘olqO CSF RR OOM EERE Re ee m0yuey Ll ees | pd the %so CP ea PSA e Sa|F ERS EEE eS awleeewel se aie LEERARDECA RE GOR EO RE Se Re orleQ 9 a ee ee gy egi- | we pee fe a} a ei] ee ate. haw e ew oe ates oe aa “lL Nees ee Se ee (puosaq I0j) yrodyooig G vee[ggl-e[ee [eee] gpl cults! galt (Beaute } eaten) gale gy | pipes ee ee eset etene eae rea eimeense |e ¥eot| ssl'--*|""*"|€zot| gs} se} ¢2/%o96] 62] 06/%32/%98]} 69] Sel cz] sel st) “oTmOT TT ouTeUOzoT[eqe| € to 1Bhegl srt stl Tosh |g | Ap, eae gol ARO |Mozl | Aoz “£I ee eee. ek ee ee eee ee puvlqsy z 38 “eal | gal: euler lSegal oe} aol ech Gale] oe | como ttt tc etter uoryy | T : i) TOT 19 (TOT TO |TOT TO (TOI! TO |OT TO | TOT) 10 (IOI) Io [Tor 10 [107] To OL & | M Z 2 6 8@ L 9 g t s+ 3 T V2IA ‘SIoqumyT dno1y Surye], syulog molz ‘GHULON SV LdGOXE ‘IHUUVA CUVGNVLS Ud SLNAO NI (pexoN, sv ydeoxM) sperzeg GLI ‘uMUTTUTTT peojrep ‘CHLON SV LdaOXd ‘STXUUVE CUVANVLS NI ‘SHOLVLOd NO SHLVA ALIGOWWOO JO TIAVL LNINGONVIIV TVOLLEEVHd TV 160 TRAFFIC MANAGEMENY XII. Routing. Tariffs of joint rates generally apply via certain routes established by the carriers parties to the tariff. Jn case no routing instructions are given, any of the routes of the carriers parties to the tariff are applic- able. A tariff may show the routing ordinarily and customarily to be used and may be, provided if from any cause shipments are sent via other junction points, but over the lines of carriers parties to the tariff the rates will apply. In the case that there are no routing instructions given, the shipper cannot be compelled to pay higher charges than those stated in the tariff. Routes may be designated by numbers and the rout- ing table may be a separate section of the tariff. In the table of rates, the route is shown with a number, and then reference must be made to the table to determine the lines over which the shipment must pass, and the junctions. Sometimes routing is merely given thru a certain junction as Chicago, but the routing instructions must be very closely followed in the explanation of the notes section. Tariff No. 2-A ROUT _NG. ROUTE { No. VIA THROUGH VIA THROUGH VIA 1 CPRR 1A NPRy Wallace 0-WR&NCO Harrison Cd’A&StITCo 1B SP&SRy Snake River NPRy Riparia CPRR 1¢ Cda’A&Pa’ORy ai d’Alene SIRy Spokane O-WR&NCo et. 1D SPCo. East Portland O-WR&NCo Riparia CPRR 1E PNTCo Sedro-Woolley NPRy Riparia CPRR THROUGH VIA THROUGH VIA Coeur d’Alene NPRy Joseph CPRR Riparia CPRR Thus the construction of a tariff must conform to the following: 1. Title Page. 2. Table of Contents. 3. Cancellations. 4. Participating Carriers and Concurrences. Index of Commodities. Territorial Application of Tariff. Explanation of Abbreviations. Exceptions to Classifications. Explanatory Notes. 10. Rules and Regulations. 11. Rate Tables. 12. Routing. SON GSN PART IV. CHAPTER IX. DEVELOPMENT OF THE TRANSPORTATION SERVICE. 1. Development of Equipment. Turnpike Period. Fast Freight Lines. Special Equipment. Refrigerator Car Stock cars Development Operation Stock Cars Origin Development Tank Cars Origin Use. ‘2. Comparison Railroad vs. Private Owned. Refrigerator. Stock Tank Miscellaneous 3. Relationship of Equipment to Service. Ordinary Special design. CHAPTER IX. Development of the Transportation Services, The transportation service performed by the railroads includes the carriage of freight, persons, mail and express necessary to the welfare of the country. It has been a creator of utilities, a developer of markets, an exploiter of natural resources, and a diffuser of population, intelli- gence and culture. In the early days of railroading, it was a common theory that the roadbed and the motive power should be furnished the carriers, and the cars should be owned by the shippers. The theories were an outgrowth of the system of turnpikes or the ‘‘public highway”’ theory, when horses were used for motive power. After the locomotives appeared the roads began building their own equipment, and by 1845 the change had been completed to railroad ownership. As our railway network grew, the large number of small independent lines that were but links in a great chain experienced great difficulties and delays in 162 ‘'RAFFIC MANAGEMENT freight destined to other lines. There was no through billing, nor car interchange, necessitating the transfer of each cargo at the end of one earrier’s line and reloading into another car to the end of that carrier’s line, and reloaded and unloaded until it reached its destination. In cer- tain instances the gauge was not standard, making impossible any inter- change of equipment. These conditions resulted in the establishment of fast freight lines and forwarding firms that made contracts with the carriers—railroads, canal companies, and wagon roads—for the through transportation of the goods. Such lines as Kasson’s Despatch, Great Western Despatch, Merchants Despatch, Union, National, Star, Diamond, Globe, and Empire came into existence. The most common arrangement was that the fast freight line should pay the railroad a certain sum per car, irrespective of the freight carried, and any amount that the car line received above that charge constituted its profits. The profits were so large on these lines that numerous roads made definite contracts for a certain percentage of the rate. The agitation against fast freight lines increased until the railroads began to acquire the lines and form new companies—co-operative and company lines. The co-operative lines such as ‘‘Purple,’’ ‘‘Orange,’’ ‘‘Blue,’’ ‘‘Red,’’ ‘‘ White,’’ were arrangements among interested roads to contribute certain equipment, the earnings being pro-rated among the members. These lines lost their importance as the process of consolidation proceeded, and company lines as bureaus or separate companies the stock of which is owned by the carriers, were organized. The Star Union line operating over the Pennsylvania road and the Pacific Fruit Express are illustrations of the bureau type, the former under the Pennsylvania lines, and the latter under the Harri- man lines, the Union Pacific System. The Merchants Despatch Com- pany, the stock of which is owned by the New York Central lines, is a form of company line. Our greatest number of fast freight lines operate from the Atlantic seaboard offering through routes from the west and south. The functions of these fast freight lines has come to be freight solicitors, trade marks, and accounting bureaus and sometimes refrig- erator car owners, soliciting all kinds of freight that is to move on fast time. The railroads, to insure regular and rapid handling of freight, find a thoroughly systematic organization necessary, and most railroads have adopted methods for moving certain goods more rapidly than others known as ‘‘time,’’ ‘‘preference,’’ or ‘‘fast freight,’’ as distinguished from ‘‘slow,’’ ‘‘ordinary,’’ or ‘‘dead.’’ Time freight is carried on special trains making twenty or more miles per hour while the slow freight averages ten or twelve miles per hour, and regular schedules and special arrangements are made to facilitate the movement of the time freight in the terminals and in billing. Care must be taken to distinguish the fast freight lines which are to handle all kinds of freight, as compared with ‘‘fast freight’’ which applies to certain commodities. Various fast freight systems have been established by the various roads, such as ‘*Red-ball’’ of the Atchison, Topeka & Santa Fe limited to specified classes of freight and general merchandise between red-ball stations; Great Northern ‘‘Red-ball’’ covers perishable products, less than ecar- load freight of certain kinds, and freight from Canadian roads; ‘‘mani- fest’’ freight of the Southern Railway on perishable products, merchan- dise, live stock, machinery and other specified articles; ‘‘red-ball’’ of the Rock Island on Asiatic freight, Pacific Coast freight, perishable DEVELOPMENT OF THE TRANSPORTATION SERVICE 163 freight, freight in bonds and mixed lots; ‘‘red and green’’ ball of the St. Louis and San Francisco railway applying on perishable and other specified articles; and ‘‘manifest’’ freight on the Erie railroad grouping freight according to classes. Specific reports are required on all cars on fast time or preference such as special waybills, set out records, pass- ing records, delayed car records, forwarded records and arrival reports. The fundamental reason for the establishment of fast freight lines we have seen was the necessity for some efficient method of handling through freight, and likewise the origin of special equipment, mostly privately owned was the demand of a ear of special design. The carriers moved all commodities in the regular railroad cars, but it was soon dis- covered that certain commodities as fruits, vegetables, fresh meats, dairy products, brewery products, oils, acids, pickles, syrups, sand, gravel, ores, lumber, cattle, sheep, hogs, poultry and other shipments, could be transported better in special cars. The railroads were slow in meeting the demands for improved vehicles, throwing the burden upon the ship- pers of furnishing the specialized equipment. It was a partial revival of the public highway theory under which the shipper furnished the carriage, but instead of exacting a toll for the privilege of providing a car, the carriers now compensate the owners for the privilege of hauling the cars. The first advance in special equipment was made in the construction of refrigerator cars. In the old days cattle moved from the Middle West to the East alive on foot, losing from 45 to 50% of their weight. Dressed meats could only be shipped a limited distance in cold weather, but with great risk as transportation methods were crude and uncertain. The salvation of the meat industry lay in the secret of how to ship dressed meats under some kind of cooling process, as the prairies of the West offered natural expansion, the cities of the East were calling for the meat, and the expense of shipping cattle was prohibitive. The invention of the refrigerator car was of many years duration after many experi- ments by Mr. Chandler of the Pennsylvania Railroad, J. B. Sutherland of Detroit, and Mr. Davis of Detroit. The first attempts were ordinary box ears fitted with platforms, with metal catch basin and heavy swing doors to keep the ice in place. Other attempts were to place the meat upon the ice, causing discoloration; to suspend the meat from the rafters of the car, the momentum causing wrecks; to refit the car with double sides and pack the interstices with sawdust, popularly called an ice box on wheels; and finally the true principle of ventilation, to have a current of air passing thru the bunker. The packers, such as Armour, Swift, Cudahy and Nelson Morris, asked the railroads to build such equipment for them, but the carriers answered, saying (1). the. expenditures in ordinary avenues were too great to justify them going into side issues; (2) that they did not wish to go to the expense of building equipment: which was in the nature of an experiment and only used part of the year, and (3) that the railroads were engaged in heavy traffic in live stock to the Atlantic seaboard, for which they owned a number of cars, and neither they nor the live stock interests wished to see this lucrative business curtailed by the dressed beef traffic. Consequently the pack- ers were required to build their own cars at a great cost for the sole purpose of carrying their own products, but when the profits became so large, the shippers cars were private car lines carrying products for 164 TraFFIC MANAGEMENT others as well. The refrigerator car has completely revolutionized the packing business in that it brought about the utilization of waste ma- terial in by-products allowing the packers to send better meats to the localities in competition with the local butchers. Great sums have been invested in refrigerator cars to carry perishables which require protec- tion from the vicissitudes of climate and from the germs of fermentation and putrefaction. The export trade in dressed meats has become an important business, thru the construction of cold storage compartments in ocean-going vessels, and the manufacture of artificial ice. The use of refrigerator cars was not restricted to the transportation of fresh meats, but with additional experiments, dairy products, fresh fruit, fresh vegetables, brewery products and fish. At an early date the carriers began building stock cars, although a number of individuals owned cattle cars, but were slow to accept improvements evolving upon private companies to provide special types of equipment. Finally after many attempts to secure railroad assist- ance, the private companies were obliged to build their own cattle cars ‘‘Pullman cars for cattle’’ fitted with springs, brakes, couplers, and individual stalls, with facilities for feeding and watering enroute. The important companies to enter this field were, Street Stable Co., American Live Stock Express, American Live Stock Transportation Co., Burton Car Co., Arms Palace Horse Car Co., Delaware and Lackawanna Live Stock Line, Doud Stock Car Co., and the Mather Stock Car Company. The number of cars, which are usually special cars used for transporting exhibition animals, is unimportant as compared to the number owned by the railroads, and we do not find the objections that arose with the refrigerator cars. Special live poultry and double-decked sheep and hog cars have been constructed for the carrying of poultry, sheep, hogs, and other small animals. The similar use of special equipment has accompanied the vast de- velopment of the petroleum and liquid industries. Ordinarily oil was shipped in barrels, which usually leaked, causing the cars to become saturated with oil, and liable to damages by fire. The logical way to ship oil is in large cylindrical tanks holding several hundred barrels of liquid, to carry the product direct from the reservoirs to the places of consumption. The refusal to build such cars on the part of the carriers, obligated the large shippers as the Standard Oil Company to organize their own lines and build their equipment. The largest tank line is the Union Tank Line, a subsidiary of the Standard Oil Co., owning 20,000 cars or more. The tank cars were advantageous to the large shippers in that the rate in tanks is lower than in barrels, and the rate only covers the oil itself, while in barrels the weight of the barrels is included in the charge. Tank line companies have been organized in a number of in- dustries; the cottonseed oil lines, the chemical companies, canning and preserving companies and the like. The demand for oil for motive power, of preserved goods as pickles and vinegars, of wines, of cottonseed oil, ammonia, and wines creates an additional demand for tank ears, and that in a number of cases the cars have been operated at a loss some of the time, which explains the lack of opposition to tank ears. The art of refrigeration has advanced surprisingly, but mostly in the art of mechanical refrigeration as found in cold storage warehouses. Fruit and produce stored in these warehouses under mechanical refrig- DEVELOPMENT OF THE TRANSPORTATION SERVICE 165 eration until time for shipment and this indirectly produces a beneficial effect upon the refrigerator car. In cold storage plants, ammonia gas is used and by means of careful insulation and by well constructed plants and efficient machinery it is possible to maintain a definite temperature for long periods after the initial heat of the stored product has been absorbed and removed. The only application of mechanical refrigera- tion to the refrigerator car up to the present time is the Baxter system— an automatic temperature control for refrigerator cars. This system is an ammonia absorption process of refrigerating and heating applic- able to all refrigerator cars, which operates two weeks continuously without attention, deriving its energy from a charcoal fire, fed by gravity from a magazine. This system is fire-proof, cannot explode or freeze, and there are no valves that require adjustment. It is claimed that this system will revolutionize the handling of perishable products, in that: 1. During the summer it is an automatic refrigerating plant. 2. During the winter it is an automatic heating system. 3. It automatically converts itself from one system to the other. 4. Fewer cars are required to handle the same volume of traffic, there being 6 or 8% revenue loading space gained. 5. It requires but one charge as contrasted with at least seven chargings of the iced car in the same length of time, increasing the daily mileage of the cars, reducing terminal delays. 6. The huge cost of ice and ice houses is abolished. 7. More cars can be handled with the same tonnage ratirgs of engine because the system weighs from 4000-6000 lbs. less per car than any icing system. 8. Deterioration through the brine drippings of refrigerator equip- ment on tracks and bridges eliminated. 9. The center of gravity of car considerably lowered, thus per- ceptibly reducing derailments on defective track. 10. The interior temperature ranging from 32 degrees to 55 degrees maintained absolutely by means of a specially designed thermostat. 11. It is the only system that creates a dry atmosphere, thus under low humidity assists in stopping the process of decomposition. 12. Tremendous reduction in operating cost, as charcoal consumed costs but seventy-five cents per day, compared to the average daily icing cost of $3.75 of the present method of ice refrigeration. The successful handling of perishable fruit necessitates some means of retarding or accelerating the ripening of fruits and the prevention of decay in meats, in order that the desired quality may be attained at the most favorable time and the condition maintained as long as possible. For the processes of decomposition, air and water are necessary, as these are the conditions of life of the harmful micro-organisms. By lowering the temperature these organisms are not killed, but greatly retarded in their activity. However, when the cooling is accompanied by drying in the air, their destructiveness is stopped. The ice system merely reduces the temperature, but the Baxter system controls the lowering of the mois- ture content along with temperature within the car regardless of the outside temperature. As liquid evaporates it absorbs heat from its surroundings, the amount depending upon the latent heat. The latent heat of ammonia is 555 B. T. U.’s per pound, which (excepting water) is the highest of any medium suitable for refrigeration purposes. Ammonia 166 TRAFFIC MANAGEMENT is also liquifiable at practical pressures, and upon expanding performs the work of refrigeration. In the Baxter process, there are four dis- tinct steps, whether for heating or refrigerating, (1) the generation of ammonia gas, (2) the condensation of the gas, (3) the expansion of the condensed gas from a liquid back to a gas, and (4) the absorption of the gas in water for regeneration. This system, although very practical, has been devised by the National Refrigerator Car Co., but the carriers hesi- tate to adopt it because of the great initial cost. There are over four hundred patents in the United States whose purpose has been the im- provement of the refrigerator car service, covering construction, ventila- tion, capacity and arrangements of ice tanks, and mechanical and chem- ical refrigeration. Only those patents have been adopted that give efficiency in refrigeration and adaptability to modern railroading. Any patent that delays the movement of cars or is beyond the skill of an ordinary brakeman to handle is strictly out of place. We can divide refrigerator cars according to construction into three classes: Namely, ordinary or plain, ventilator, and ice box ears. On the plain car the roof, sides and floor are built double, and the space is filled with felt or heavy paper so as to furnish perfect insula- tion. On the inside of an ordinary frame, we have first a three-eighths insulation, followed by a layer of hair felt or flax fibre and a layer of insulation paper, all covered by a seven-eighths lining. On the other side of the frame we have the same as on the inside, but outside of the frame we have sheeting in place of lining. The floors are so constructed that the water is drained to the center of the car into a drain pipe, to which is connected a drain trap which prevents air from entering. This kind of equipment has been used almost wholly upon shipments that require the ice to be placed directly upon the containers, as beer ship- ments. The ventilator cars are constructed the same as the plain cars, but have four ventilators which can be opened or closed, built in the roof of the car, two on each end of the car, but in opposite directions. Thus when the car is in motion there is a continual circulation of air, coming through the ventilators on one side and passing out of the other side. The Mackintosh ventilator used on Santa Fe cars, a V-shaped contriv- ance which can be opened to catch the air is a great improvement over using ice box cars with the hatches half way open, and besides the additional space taken up by an ice bin is utilized. The ice bin cars have ice boxes or bunkers about four feet wide at the ends of the cars, which extend from the top to within two to fifteen inches from the floor. The boxes are lined with galvanized iron to keep the moisture from the wood. These boxes are filled with ice from the top where there are two openings or hatches. Underneath these hatches there is a tight-fitting plug, which when forced into place, renders the passage of air from the outside practically impossible. Thus if a car is desired to run under ventilation, these plugs can be turned down so as to drop down into the bunkers, allowing the free passage of air. In this case then the hatches are left open at an angle of 45 degrees so as to catch air and force it into the car. These bunkers are partitioned off from the end of the car with openings, which allows the free circulation of air from all parts of the bunker to the rest of the air, known as the Bohn patent. Under each one of these bunkers is a catch basin for the DEVELOPMENT OF THD TRANSPORTATION SERVICE 167 melted ice and drain pipes carry the wastes through the bottom of the car into brine tanks. The average capacity of a bunker is about five tons of ice. Those that carry meats and dairy products have a smaller capacity, and this is the principal difference between a fruit car and a meat car. The ice capacity of the Northern Pacific refrigerators is about 10,000 lbs. of ice, while those of the Chicago, Milwaukee and St. Paul varies from 3870-14580 lbs. for chunk ice and 4300-16200 lbs. for finely crushed ice. The temperature in a refrigerator car falls to between 40 and 50 degrees Fahrenheit. The perishable fruit is usually loaded into the ears direct from the orchard, and its temperature approximates the tem- perature of the atmosphere sometimes as high as 95 degrees in the south and southwest, and the rapidity at which the temperature falls during transit depends upon the methods of packing and loading.. It may cool to 42 degrees in three days, and at the same time it may be 10 degrees cooler at the bottom than at the top. Meat is carried at 34-40 degrees because of the use of broken ice and ten per cent salt. Fruit in many cases is not loaded to capacity because the upper portions of the car being warmer accelerate deterioration. This is one of the complaints of the shipper in that the minimum capacity of the cars is increasing, and not more than 236 cases of berries can be loaded in a car and efficiently refrigerated. One solution to the problem has been the pre-cooling of freight, but the cost of the plant is so great that it falls upon the large associations of growers, car line companies or railroads. Another solu- tion of the problem is the cooling of the freight after it has been placed in the car by forcing cold air through an insulated tube from a cold storage warehouse, into the bunker, and the exhaust at the other end drawing the air out. It has not been found very efficient because it took forty hours to cool the fruit in the center of a package to 40 degrees Fahrenheit. To operate refrigerator cars, whether by private car lines or by railroads necessitates the placing of a system of icing houses along the route, ‘inspectors and administrative and accounting machinery. The Armour car lines is a good illustration of the quality of service furnished and demanded by the growers and shippers. Before the shipping season opens cars are assembled in California at points convenient to the shipping stations, many of the cars having come west empty or loaded with clean package freight. The car line company keeps an accurate trace of every car to know whether they are available for immediate use. The cars are thoroughly overhauled, cleaned and repaired and inspected. After inspection, it is iced at.a heavy expense and sent to the field to be loaded, and sometimes it must be re-iced before it begins its journey eastward. If the car takes the southern route, the cars are re-iced' and inspected by car line agents at Tucson, Arizona, El Paso, Texas, Ft. Worth, Texas, Kansas City, Mo., Davenport, Iowa, Chicago, Illinois, Galion, Ohio, Hor- nellsville, N. Y., and East Deerfield, Massachusetts. If the railroads run on slow time, extra icing stations are put on. This supervisory work is carried on by an elaborate system in the Chicago office and by traveling inspectors. The car line agents at each district point notify the agent ahead of the car, number, conditions, way-bill, ete., and in that way the car is kept continually under the eye of the carline association. When it reaches destination the car line inspector notes its condition and reports the details to the head office, thus insuring the shipper of good service, 168 TRAFFIC MANAGEMENT reducing the lability to fraud by the commission merchants. In case the grower learns that the market is glutted he can change his destina- tion to any point. Refrigerator cars require constant care and attention, and the carriers issue specific instructions as to the proper handling of these cars. The cars must be kept sweet and clean, because any satura- tion by offensive odors would render them unfit for the carriage of perishable products. Such products as hides, tallow, grease, limburger cheese, oil or empty oil barrels, bones or fertilizers, tar or tar paper, musical instruments, plated stoves, tin plate or other damageable goods are prohibited because of odors and dampness. The Armour car line office at Chicago is divided into its administrative and accounting departments, laying out the general policy, fixing the icing charges, adjusting claims, making settlements, recording movement of cars throughout the country, computing mileage, and making settlements with carriers for mileage charges. The operation of refrigerator cars or all private cars entail great expenses which must be adequately covered by mileage returns varying from 14¢ per mile to 2c per mile, either loaded or both loaded or empty. Special equipment, whether owned by the railroad or the private line company has completely revolutionized the economic and industrial history of some of our industries. Inasmuch as the private concerns built and improved the special equipment, and the railroads refused to furnish equipment, the private car companies can claim the benefits of the development of the meat-packing industry, the fruit and vegetable industries, and the oil products industry. The most important class in our development of industries is the refrigerator car, revolutionizing the livestock and dressed beef industries, and making possible the transporta- tion of fresh fruit, vegetables, and dairy products, developing certain sections of the country, which otherwise would have remained poor on account of their distance from the market. The refrigerator car changed the packing industry from local supply to grazing industry on the great plains, the slaughter near the source of supply, and the inauguration of the system of canning meats, and the scientific utilization of the by- products. It has brought about a spot cash market, the establishment of subsidiary markets, the increase in the value of farm lands and a better quality of meat and meat cattle. Fully as important a part has been played by the refrigerator car in the development of the fruit and vegetable industries. Before the advent of the car, it was a local in- dustry, but with the refrigeration cars, it is carried from the most remote sections, and instead of being a luxury it has become a staple. In no part of the country has the use of the refrigerator cars been of more general benefit than along the seacoast of the South Atlantic states. This region suffered tremendously from the ravages of the Civil War, the plantation buildings were burned, the cottonfields overgrown with briars and bushes; the rice fields drainage useless, and the negroes were lead- ing a shiftless life. The sections were drifting back into barbarism, until an impetus was given to the growing of perishable fruits and vegetables for northern markets. With the discovery of fossil phosphates, the necessary fertilizing material was obtained, allowing the reclamation of idle lands, and encouraged habits of industry. The trade in Florida became an exchange of beer and dressed meats for the winter resorts for the fruits and vegetables to be taken to the northern markets. This same history is retold in the fruit growing districts of Cali- DEVELOPMENT OF THE TRANSPORTATION SERVICE 169 fornia, Georgia, Michigan, Carolinas and New York. What would be the limits of the strawberry industry of Florida, Carolinas, Arkansas, Tennessee and Missouri, if the refrigerator had not come to its aid—only local supply. In close conjunction with the fruit industry, we find the development of vegetable growing on a commercial scale. The first truck farms were those operated near water transportation facilities as on the shores of the Chesapeake Bay, Long Island and Eastern Michigan. With the advent of the refrigerator car, the culture extended westward, until we have important sections along the Atlantic seaboard to Florida, the watermelon section of Georgia, the vegetable trucking near Mobile and New Orleans, the onions and early vegetables of Texas, the district from New Orleans to Chicago adjacent to the Illinois Central, vegetable dis- tricts of Arkansas, Iowa and Kansas, the Rockyford cantaloupe district of Colorado, the celery district of Michigan, and the great district of California. Among other products moved by refrigeration are butter, cheese, eggs, milk, dressed poultry, brewery products, bananas and pine- apples. The refrigerator car has had a marked effect upon the prices of commodities, creating greater stability, leveling prices throughout the country and raising generally the prices for the growers situated at a distance from the markets. The tank and stock ears have also exerted a significant influence upon the development of our industries. The tank cars converted the oil industry from a small enterprise into a large industry, opening up the oil fields of Pennsylvania, Ohio, West Virginia, Illinois, Oklahoma, California, Texas, Louisiana and Wyoming. The pickle business has been converted from a kitchen industry to a great commercial enterprise as the Heinz Pickle Works. Stock cars, besides their inestimable aid to the packing industry, encourage the production of finer cattle that ean be safely shipped and used for show and breeding purposes, hav- ing the same attention and care that they would have at their homes. They have reduced the shrinkage in weight and loss, providing feeding and watering facilities. Our special equipment as coal, coke, ores, logs, furniture, automobile, and other specially constructed cars have per- formed the same functions to their respective industries as the refrigera- tor, the tank and the stock cars, promoting the industry, increasing the standard of living, widening the markets, developing the land values, and providing greater economies in the utilization of wastes and by-products. The development of special equipment by private companies has been since the early eighties. due to the opposition of the railroad to their building and operation. The following table shows the growth of rail- road ownership: Refrigerator Stock Tank 1885) s.0 cies saree 990 43,900 —..... 1895) sesluwgenadsees 7,043 46,150 ..... 1905 ess iosiene wr wate 24,570 44,8938 — ..... DONT cesses ere 50,851 87,500 10,416 170 TraFFic MANAGEMENT The distribution of railroad owned refrigerator cars on Jan. 1, 1917, was among the following roads: Burlington Road ........ 2... 0 cece eee cece eee 2922 Chicago & Northwestern ........... 002s ee eeees 2319 Chicago, Milwaukee & St. Paul.................. 1613 Tinois: Central iy. csceiesnwseignadwanes coisa seud 4346 Pennsy lana: y.iescaceas eet eee kl set STS RA EES 1406 Great Northern ............. 0. ccc cece eee e cece 4296 New Lore Cena civvvaesbae eee deie ee seie ewer 7850 Northern Pacific ......... 0... ccc cece eee eee 4020 AV GTHOTS. 4.5.2.2 £5 Bion Sie Bolen oobi Senedd She ipo 32079 50851. The ownership of stock cars is so widely distributed that the total 87,004 cars apportioned amongst all of our railroads serves our purpose of comparison. The status of railroad owned tank cars on Jan. 1, 1917, was as follows: Pennsylvania Railroad ................22..-05- 470 Grand Trunk RY... 32-.c0 ois eae ete a ee RSs 124 Chicago & Northwestern .............202.00000- 115 Co BCS Otait woroue ern eeed eae 213 Atchison, Topeka & Santa Fe................... 2999 Internat’] & Great Northern................... 215 Kansas City Southern Ry. Co................... 185 ' Missouri, Kansas & Texas..................0005. 278 AUAOTHORS ici Pe god See eA aid A Be ela eee 5815 10416 Our tables show that the increase in refrigerator cars has been most noticeable since 1900, which marks the beginning of special refrigerator car divisions in the traffic department, and the organization of special companies within the railroad to handle special equipment. The rail- roads early took the field in stock cars, and the return received by the private companies was so low that there was little incentive to build such cars, allowing the development to be railroad owned. The opposite however is true in tank cars, for the returns were very remunerative, the power being the subsidiary lines of the large shippers such as Union Tank Line organized by the Standard Oil Co., and other large shippers, and the railroads were not called upon to furnish this type of equipment. DEVELOPMENT OF THE TRANSPORTATION SERVICE 171 The following tables will briefly show us the private ownership of special equipment : Stock Cars, January 1, 1917 Mhe Streets Co. segs iears wens sh isaieeke oes 20,110 Arms Palace Horse Car Co............-.--2+06- 3,480 Mather Horse and Stock Car................... 9,908 Swift Live Stock Express............ aiase Dict ane 4,700 Wilson Car Lines .............-0 2 cee eee eee eee 23 Doud Stock Car Co... 2.2... . cee eee eee 2,100 Indianapolis Abattoir Co........... safota nares 1 Interstate Stock Express .............-..-200.- 101 Kerns Live Stock Express..............---0000- 200 Lemac Carriers Co. ............0 cece eee eee 300 Live Poultry Transit Co...................-04. 1,302 Chicago Stock Express ..............0.-0200005 100 Cleveland Provision Car Co...........,...005.. 98 Consolidated Dressed Beef Co..............-..-- 30 Eastern Live Stock Express................-05. 60 Nagle Live Stock Express............... cae pea 50 N. Y. Butchers Dressed Meat Co................ 200 Union Stock Yards, Inc................2-02.005 100 Western Live Stock Express............ us isnes 3,900- 47,763 Refrigerator Cars, January 1, 1917 American Refrigerator Transit Company.......... 7,186 Dairy Shippers Despatch .................04. 1,500 St. Louis, So. Western Refr. Des.............. 500 Armour Car Lines— Armour Refrigerator Line .................. 23,000 Barbarossa Refrig. Line .................... 185 Holster-Columbus Assoc. Brew’s......... wesa 200 Fruit Growers Express.............2 000 cece cece ceeee Union Refrigerator Transit Company................... Merchants Desp. Transp. Company..................... Frisco Refrigerator Line ............... 000s eee e eee Santa Fe Refrig. Despatch Company................... Pacific Fruit Express Company............2-.0..000005 Cudahy Refrigerator Line ................. 000 eee cues Milwaukee Refrig. Transit and Car Company........... Wilson Car Lines ........... 00.0 cece eects Swift Refrigerator Line— Swift Refrig. Line ...................00000. 16,200 Swift and Company ................-000 eee 25 Union Meat Co. ....... 2-0 0c cece cee 40 Plankington Packing Company .............. 20 St. Louis Refrigerator Car Company................... Libby, MeNeil & Libby .............. 00. c eee eee Western Heater Despatech— Stark Heater Car Company.....................0- 9,186 23,385 18,000 82,000 8,500 2.500 10,848 13,220 4,852 625 2,200 172 TraFFic MANAGEMENT Refrigerator Cars—Continued Wells, Fargo Company Express................00 eevee 185 American EXpress ...........c0 eect eens ealendna pa bient 50 Cedar Rapids Refrigerator Line..................+4--- 232 Cudahy Milwaukee Refrigerator Line.................. 286 Lemp Refrigerator Company ............--e eee eee es 150 Mather Horse and Stock Car Company...............-.. 120 HJ, Heing Company -acc sauce tana ad eae eda aussi aes 486 Atlantic Seaboard Despatch ...........0. 00. cece eee ee 100 Beechnut Packing Company .................0e eee eeee 6 Car Association Refrigerator Line.............-.--000+5 50 Carstens Packing Company ................00 eee eees 3 The Cincinnati Refrigerator Express.................-- 175 Cleveland Provision Car Company...................5. 77 Consolidated Dressed Beef Company .................. 10 Jacob Dold Packing Company...............-220220005 1,000 Federal Refrigerator Despatch Company............... 200 Wm. Focke’s Sons Company ............... eee eee ees 3 Houstan Packing Company ..............-2.0eee ee eee 25 Independent Refrigerator Car Company................ 109 Indianapolis Abattoir Company ..............2.+.05048% 425 Jetter Brewing Company ..............cc eee eee eens 102 Kingan Refrigerator Line ................00 eee ee ee eee 1,175 Midwest Despatch ......... 0.0.0 cc ccc cee cena 700 Missouri River Despatch ............ 000. e cece eee ees 1,500 Mooney Refrigerator Line ..........--..0000e eee eee eee 5 Morrell Refrigerator Line ..............-.0e eee e eens 242 Morris and Company Refrigerator Line................ 4,047 Moseley Bros., Refrigerator: Express...........---...-. 30 Pittsburgh Provision and Packing Company............ 42 Polar Refrigerator Line ..............0 00 cece cece eee 2,000 Western Live Stock Express..............0c ccc eeeeees 6 White City Refrigerator Despatch .......... ee ee 70 Chas. Wolff Packing Company.................0000005 4 F. Schenk and Sons Company................00000000s 20 Storz Brewing Company ............ 000. cece cee eens 30 Decker Fresh Meat Express ........... 000 e ecu eceenues 20 Detroit Refrigerator Express ..............0 00000 e cues 30 134,508 Tank Cars January 1, 1917 American Steel and Wire Company..............-..... 143 Aetna Explosives Company .............. 000 eeeeeaes 216 U.S. Asphalt Refining Company ..................005. 296 E. I. DuPont De Nemours.& Company.................. 140 Hercules Powder Company ............2 ccc eeeeeeees 13 Atlas Powder Company ........... 0.00 cece ee cece ces 123 Pennsylvania Tank Line ............ 2... cee eee eens 2,433 SCE Gat a Ae 5 ics sraiesaann a nem ce aoa ae eR ; 495 Cudahy Oil Tank Line ........... 0.0... c ccc n eee 65 Union Tank Line Company.............-..---e eee eeee 22,500 DEVELOPMENT OF THE TRANSPORTATION SERVICE 173 Tank Cars—Continued Atlas Car Company” cis sseces See than ties Oakes - 1,200 Barrett & Company .......... 0: cece cece eee ee eee ens 890 American Extract Company Rds sa SCS ta ula gedlumeaaiei: 4 Jas. B. Berry’s Sons Company..............-02+008- ds 57 British American Oil Company ........... senscanasnasttans cuales 66 Brooks-Scanlon Company ............-.2e0eee eee ee 5 Butler Company Oil Refin. Company....... pacha pirate 80 Buttercup Oil and Car Company..................6.4-. 2,270 ‘Caddo Oil Refinery ........... 0... cece eee eee eee ee 70 The Caleo Chemical Company...............02eee ee eee 4 California Dispatch Line ................ 00. eee ee eee 110 Canfield Tank Line Company *................00e0eeee 78 Capital Refining Company ................0c cece cease 100 Carnegie Steel Company ................ 0 eee eee Ai 17 Carstens Packing Company ............... 0.000 e eee eee 4 Central Commercial Company ...........-..-..-eeeee 117 Central Refining COMPU os. Leases dengaagiaine 287 Champion Fibre Company:..............- ecards 4 ae evans 48 Cherry River Extract Company........- Fay checels ae de Neate seta cane 21 The Chilhowee Extract Company..................005. 31 Cleveland Cliffs Iron Company.................0000 eee 28 Columbia Chemical Company ............. Se re 9 Columbia Naval Stores Company...................--. 25 Commercial Car Line ............. 0.0 eee eee cece 164 Connewango Refining Company ................-..--- 45 Contact Process Company ................-e eee ee eeee 42 Continental Refining Company.................-2+-200- 50 Coopers Creek Chemical Company .................... 3 Cosden & Company ................0.5- ee ee 1,095 Craig Oil Company .......... 0... cece cece ene ee 172 Crew Levick Company ................000. Luiebew Geeks 156 Crystal Oil Works ..... dia Lips de pusbindig) eneiayalpadeday Suma aalestoaiy oe . B82 Cuban Molasses Company ................ cece eee eeees 75 Cushing Refining Company ................... aie te a care 150 Darling & Company ................06. re hiaeeiteh ded ie ay oe 10 The Diamond Gasoline Company ...............00000005 10 Jacob Dold Packing Company ...................0.005 95 Dow Chemical Company .............-.. cece eee eens 15 The Electric Smelting and Alum. Company............. 1 Elk Refining Company ....... Mes nes rection aid ies sake teasers ens 30 Emery Mfg. Company ........... 2... e cece eee ee eens 100 Emlenton Refining Company .................00 02a ee 48 Empire Oil Works ........ 22... cee e ee cece eee teenies 94 Falling Rock Connell Coal Company................... 16 ‘The Farmers Fertilizer Company ..............00ceeees 25 Fleischmann Transp. Company ...............000eeees 61 W. Forbes & Company ........... ccc cee cee cence ences 3 wloseph M. Fornaris & Company..............2...0005 2 Pranklin Tank Dine so .33 dango ds wee drei bas eae eee 25 Freedom Oil Works Company..........-...eceeeeeeaee 77 174 TRAFFIC MANAGEMENT Tank Cars—Continued North American Car Company.................05: Armour Tank Taine yvo.die eden tae kee bee wae 68 H. J. Heinz Company ............ cc cece eee eens Switt! Dank: GAN sca sie ek og bie dies gaat ns dara es Wilson Car Lines ......... 0.0... cece eee ee eens Barber Asphalt Paving Company ........... aeeued sé Crescent Tank Line .................----. Bi aur ar drat Gulf Refining Company ................2..-000005 The Texas Company. «0< NONRrOOW WR He DEVELOPMENT OF THE TRANSPORTATION SERVICE Tank Cars—Continued Freeport and Mexican Fuel Oil Corp................... French American Wine Company ................00005 Garrett Wine Company .......... 0... c eee eee eens Gateway Car Company ............. 00. c eee eee eee General Roofing Mfg. Company...............0.000 eee General Mfg. Company ............ 0.0. cece eee eens Georgia Pine Turp. Co. of N. Y...... 0.2.0 ee eee ee eee eee Germania Refining Company ..................0e esau L. C. Gillespie & Sons ........ 0. cee cee ene eee Gillican-Vizard Company .............--. cee cece eens Glenn Pool Tank Line ..............- 20. e eee eee eee eee Globe Soap Company ................ 2c eee eee ee eee ee Gyrasselli Chemical Company, Ltd...................... Gulf and Valley. Cotton Oil Company, Ltd.............. Headley Good Roads Company.............2-..-00005- John H. Heald & Company, Inc........2......2-200000- Houstan Packing Company ..................-..--005- ‘Huron Milling Company ................... Richa Suita Illinois Oil Company ............ bs Se Sek neal Illinois Steel Company Tank Line................. sin dee Illinois Zine Company Tank Line..............-..-000- Imperial Oil Company, Ltd............22.0..-....005. Independent Refining Company ..............2.000005 Marden Orth and Hastings Company.................. Martin Dennis Company ..................0 eee eee eee Merchants and Planters Oil Company. sat hale Sasa ne VR yee ‘Metzger Seed and Oil Company ...................+... Mexican Petroleum Corp. .................. seayrreiasd tees Michigan Alkali Company ........... pA cetera aps yeah Michigan Ammonia Works ...............0 eee ee eee! Michigan Tanning Extract Company................. ek Mid-co Gasoline. Company. .............-. pice uennmaks cee Midland Linseed Despatch .......... soSige getueVaniese bee. A. D. Miller’s Sons Company ..................-02000- Mineral Point Zinc Company .................. 000 eae Minnesota Linseed Oil Company ..........-..--..0000. Morrell Refrigerator Line ...................0. 00 000- Morris & Company Refrigerator Line .................. Nashville Refining Company ................-....204. The National Ammonia Company ...................-. National Carbon Company ............. 020 ce cece eens National Milling Company ............-....0ee eee eees National Oil Company ............. 0 cece eee e eens National Rosin Products Company ..................-- National Zine Company ........... 0. 0c cece eee eee New Jersey Zine Company ........... 00 ec e eee cence eee New York Butchers Dressed Meat Company............ North American Refining Company.............-....005 The Oak Extract Company ............ desundehiarimedndecs fds Niagara Alkali Company ........... 0. ccc eee ee eee eens 175 150 21 114 11 172 164 782 120 176 TRAFFIC MANAGEMENT Tank Cars—Continued Ohio Valley Refining Company ................02-e0ee Oil Products Corporation ............ 00 ccc eee eee eens Oil Seeds Company .......... 0. ccc cece eect e tees Orleans Chemical Company 33 daversa ease exw eS The Osage Gasoline Company ......-.......... B igdeane % The Paragon Refining Company ................0e0e- Peerless Refinery ‘Peerless Transit Company wrheshs tele era Ree ees COMPANY o.oo esc eie ieee ce ayeie ee gs Peet Brothers Manufacturing Company................ Penn, Salt Manu facturing Company..............-..-- Pensacola Tar and Turp. Company..................-- M. C. Peters Mill COMPANYasaslcies Silke heron ees The Petroleum Products Company..................-.. Philadelphia Quartz Co........ 0... cece eee eens Philippine Vegetable Oil Company, Inc................. Pierce Oil Corporation .............. 0... e eee ee eee Pittsburgh Oil Ref. Company................--.--2-00- Ponea Lub. Oil C OMPANY 25.86 accsieasaieaee see abe Ponea Refining Company .............-0--0 eee eee eee The Proctor & Gamble Transp. Company............... Producers Refining Company ................02-e0 eee Prudential Oil Corporation ............-...00 cece eee Purity Distilling Company ..... 0 ccc cece eee eee eens Indiahoma Refining Company ..:...........-.... ae Indian Refining Company .............-..2 cee eee eeeee International Agric. Corporation .................205: a International Refining Co. ................2. eee eee ee International Transit Company .................--206- Interstate Tank Car Corporation .................54. ae The Island Petroleum Company ..................20005 Jap: Rosé Tank Line «40.64 aase iaoas seewsowsed ess ox The Kansas Co-operative Tank Line............. ee Keith Car Company .......... 0.00 ccc e ccc ee eee Kentucky Refining Company ..................0.00008 Kingan Refrigerator Line ..............2.0.--0 ee eeeee Lautz Bros. & Company ........... 0.0. c eee cece eens Lehigh Coke ... Liquids Dispatch Line .................. 000 eee eee eee : London-Savannah Naval Stores Company.............. Louisiana Oil Refining Company ...................0.. Louisville Soap Company ............-..0e cee cee eaee Lutz & Schramm McCabe Chemical Company................0.200 cee eee Magnolia Cotton Oil Company 2.006608 ve ceeewiwsea recs Magnolia Petroleum Company .....................40. The Mann Bros. Company ..... bdndcelioahn edn ie Ren Gaeta Se Richfield Oil Company ............. 00.0 ccc e eee e eee Riverside Oil Company ............ 0.00 c cece e cece eee Robeson Process Company .............0c cece ener eceee Roby Tank Line 20 12 11 21 172 200 7,456 191 19 183 41 900 66 30 140 537 270 250 28 260 1,102 196 259 291 315 20 34 790 2,271 2,980 DEVELOPMENT OF THE TRANSPORTATION SERVICE Tank Cars—Continued Rosedale Refining Company ............. 000 cess eee Seudder Tank Line ............ 0... c cece eee eee es Seaboard By-Product Coke Company.................. D. M. Sears Company, Inc.................-00 00 eee eee Seneca Oil Works ..............-..20-- kg aio a scnc aan gates Sherbrooke Tank Line .............. 02. c cece eee eee Southern Cotton Oil Company ..... Robinia td md pacers ee Southern Extract Company ................0 20022 eee Southern Oil Corporation ............ 0... c cece ee ence Southern Refining and Mfg. Company.................. Southwestern Refining Company ..................005- A. E. Staley Mfg. Company...............-2.2002 2-0 ee The Sugar Land Mfg. Company........... bie Woes Superior Oil Works .......... 0... cc cee cece cee e ees Taylor Chemical Company ..............00cce cee eeees Taylor Lowenstein Company ..............00cceceeeee Tennessee Coal, Iron and R. R. Company................ Tennessee Copper Company ..............2..-00+eeeee F. W. Thurston Company ..............-02 cece eeaeee Titusville Oil Works ........... 0.0... ce eee cece een eas Trinity Cotton Oil Company ......................05- United Refining Company ..............0 0c cee eee eee Union Oil Company of California ..................04. Union Petroleum Company ...............-2c eee cece Valvoline Oil Works, Ltd............... 00. cece eee Vulcan Oil Refining Company....................0 000: John Re Walsh gcc. . seca cou eo ekeie ety heaeeewee dn Warner-Quinlan Asphalt Company ................... Warner Bros. Company ............. 0 cece eee eee eens Waverly Oil Works .......... 0... cece eee ees Webster Oil and Gasoline Company.................... Western Chemical Mfg. Company..................... Western Grain and Sugar Products Company........... West Florida Naval Stores Company.................. William Bros. Company of Detroit..................... Wood Products Company .............. 0 0c ecee eee eeee Zenith Tank Lime .......... 20... ce cee ete ees Fernwood Lumber Company ................00000ueee Michigan Chemical Works ................ eee ceeeeeee Michigan Carbon Works ................00- seen ee eiedes Miscellaneous Cars January 1, 1917 Alan Wood Iron and Steel Company................... American Steel and Wire Company.................... Solvay Process Company ............... Bite ete meeee Champlain Realty Company ..................0005 re Hercules Powder Company ................ cece ce ceees Western Heater Dispatch .......... 0.0... cece e cece ee Cudahy Refrigerator Line ............... 0c cece cee 50 118 133 200 200 200 178 TRAFFIC MANAGEMENT Miscellaneous Cars—Continued Kansas Chemical Mfg. Company ...............000000: Wells, Fargo Company .......... 00. c cece cee eee cence Armour Car Lines ...... Seift Refrigerator Line . Venice Transportation Company .........-....e0eeeees Standard Oil Company . Berwind-White Coal Mining Company ................. The Consolidation Coal Company...................+.- Wm. Graver Tank Works Atlantic Seaboard Dispatch ........... 00.000 cee eenee B. and S. Car Company. . _Baker-Whitely Coal Company .............-02.00eeeee Boomer Coal and Coke Company ..................-+.- Cherry Rivers Extract Company............... are neato Cleveland Provision Car Company..................05. Corona Coal and Iron Company..............00e0eeeee Dow Chemical Company Empire Oil Works .................. Bes tose smewes Express Car Line ....... General Electric Company .............. 0.00. c eee eee The Hegeler Zine Company ..... ere eee data edattads Mexican Petroleum Corporation ..................005- National Car Corporation Morris & Company Refrigerator Line................... Mosely Bros. Refrigerator Express....:.............-. New England Coal and Coke................2......2-. Menasha Woodenware Company ...... ghee Sai avedoea . New River and Pocahontas Construction Coal Co........ Pennsylvania Gas Coal Company................-.-... Quemahoning Coal Company ................ aa Moe hack Keystone Coal and Coke COMPANY cs veccenvedwwade nets Lackawanna Steel Company ..................ceeuee Southern Cotton Oil Company............... 0.000 e eee Joseph Stern & Sons .... J. W. Thompson ........ Two Rivers Wooden Ware Company................... Washington Coal and Coke Company......... gene neu Westinghouse Electric Mfg. Company................. Westinghouse Machine Company ..................... J. Te. Case visccsrtewsews Commercial Coal Mining Eastman Car Company .. Ellsworth Coal Line .... COnMBHNY Accs de ciennies cee Grand Central Terminal Implement Company........... Jamison Coal and Coke Company...................... Kissimmee Valley Construction Company............... Union Steel Company ... Wells-Higman Company 15 668 102 25 2,550 800 200 DEVELOPMENT OF THE TRANSPORTATION SERVICE 178 Recapitulation Railroad Kind Private Owned Refrigerator Cars ........... 0.0 e cece eee ees 134,508 50,851 Mak: ccd sie cec teres eee Ge Sir cod Gain Gant cad a pene 96,389 10,416 Stock aiievsere sowie aeew ere eae eaeewulees 47,763 87,504 Miscellaneous ............ 0.02. eee eee eee 18,630 2,100,000 297,290 2,248,771 The ownership of cars by shippers has given certain advantages in knowledge of competitors’ business, in influencing freight rates, in car distribution, and mileage allowances, coupled with the abuses of rebates, allowances, excessive refrigeration charges and an exclusive contract, there has been much agitation towards private ownership of these cars by shippers, and it seems finally there will be a divorce between the ship- pers and their cars. However, we have noted the advantages of private- owned cars in the development of the industries and the country, that they are justified economically for the equal distribution of equipment throughout the United States, and the giving of special service that it is the author’s opinion that private companies that are not shippers will be aided thru satisfactory mileage allowances in the conduct of their business. A great many remedies have been proposed and discussed for the solution of the private car problem. The most important proposi- tions that have been advanced have been: first, to form an equipment company or holding - company: to take over the private ears to be owned jointly by the railroads; second, to-permit the continuance of private ‘ownership but to place the cars on‘a per diem basis of rental payments instead of on. the mileage basis; third, to further apply regulation by the Interstate Commerce Commission ; and fourth, to abolish private cars altogether, and to require railroads to furnish their own equipment. The agitation against private cars has been brought about by the owners them- selves in the too free a use of their power in the procuring of lower rates, rebates and allowances, that regulation seems to be the proper solution of the problem, which is now being carried out by the Interstate Commerce Commission. State and national legislation developed early regarding the relations of the public and the shippers to the carriers,.even before the advent of the railroads. The unwritten law was at work early, and finally thru the force of judicial decisions the curtailments have become statutes, but our entire basis of law is the old English common law, from which we still interpret many of our decisions. Our statute is the ‘‘Act to Regu- late Commerce’’ with its amendments which we have previously dis- cussed, and the transportation service is defined and made ‘‘to include cars and other vehicles and all instrumentalities and facilities of ship- ment or carriage, irrespective of ownership or contract, expressed or implied, for the use thereof, and_all service in connection with the receipt, delivery, elevation and transfer in transit, ventilation, refrigeration, or icing, storage and handling of property transported. Property of a perishable nature requires a different service than non-perishable property, in the kind of equipment that is used, the speed with which the goods are sent to destination, and the safety which is 180 TRAFFIC MANAGEMENT necessitated. The railroads come to meet the problem in the furnishing of local and through service, or preference freight and slow freight, or fast freight line service. We can distinguish the local service as the distribution and pick up of local shipments from station to station, re- quiring greater expense in handling, greater expense on the equipment,— because of lack of maximum use—car is not loaded to capacity even if sufficient volume to allow room for freight handlers, and greater amount of switching is necessary. Through service is the terminal to terminal service, omitting the small stations, but must not be confused with through fast freight service, such as the consolidating of rush shipments of sea- sonable goods, which are moved at a greater rate of speed. Through service allows the merchant to advertise his goods in advance, even before their arrival, relieves him of carrying large stocks, and of paying high ex- press charges, but requires added expenses in the form of increased yards and terminals, a greater number of employees, larger freight loco- motives, roadbeds, tracks, automatic block signals, and modern equip- ment of large size and strength. Although the carrier is relieved of providing special equipment in that the private companies own a con- siderable part of their equipment, it is his duty to transport the freight in a safe and uninjured condition and if it professes to carry and to transport such property, it must provide suitable equipment. The competition of the carriers today is not in the matter of rates, but in the service of car supply, train movements and facilities for handling allowed. If the carrier professes to carry live stock, it must provide the proper care in transit and cars suitable to carry them to destination in the form and condition in which accepted. Automobiles require ears of extra large size, while fruits and vegetables require ice or ventilation, liquids as oils, pickles, syrups and beverages require special tank cars, and other articles may require gondola cars, dump ears, log cars, re- inforced flat cars. The furnishing of the equipment and the acceptance of the tonnage will require the carrier to furnish all the services which are necessary to the transportation of the product. If cattle are accepted for shipment, and the cars provided, the carrier would be required to furnish the chutes, yards, runways, and to water and feed the animals in transit, and provide the labor for loading and unloading. In refrig- eration facilities must be provided for icing, inspecting and ventilating cooled shipments, the setting of cars for loading and unloading, and the storage of property. Thus, if the carrier holds himself out to transport the articles, it will be required to furnish the equipment, if we carry out the commission’s procedure in the Parrafine Works case. This may become more important as the carriers provide themselves with the special equipment, which to a considerable extent is now owned by private companies. To carry out the letter of the law, the carriers would be compelled to furnish cars of suitable size, carrying capacity, and adaptable to the traffic purpose at all times, but the demands of the shippers can not be met in all cases as to car shortage, fluctuations in the demand, or equipment being off line, and the authorities have taken the sane view that it is not within its power to compel a carrier to enlarge his facilities or services, because the demand for cars depends entirely upon general business, crop, and climatic conditions. But there is no question whatsoever as to the power of the commission to jurisdict over cars and equipment already possessed by the carrier, and to prevent DEVELOPMENT OF THE TRANSPORTATION SERVICE 181 discriminations in the treatment of the shipments in the alloting of the ears. The use of private cars will not constitute the shipper a common carrier, nor will it allow different rates or special privileges. The re- sponsibility of the carrier with private cars in use on its line applies in the same manner as to foreign cars off the line of the owning carrier, for when the carrier accepts and uses for transportation cars owned by shippers it adopts them as its own for purposes of rates and carriage, and no different charges can be asked than to other shippers who use the carriers’ cars. The courts and the commission have been considerate in the application of the rules for the furnishing of the equipment and have not demanded that the carrier acquire equipment beyond his means and needs. ’ CHAPTER X. FUNDAMENTAL TRANSPORTATION SERVICE. 1. Transportation Service Fundamental. Secondary. Accessorial. 2. Car Equipment and Supply. Car Distribution. Interchange of Equipment. Code of Per Diem Rules. Code of Car Service Rules. M. C. B. Rules. Weighing Service. National Code with Variations. Loading and Unloading. CHAPTER X. Fundamental Transportation Service. When we speak of the transportation service of the carrier, we mean the service from the time of receipt until delivery of the ship- ment by the carrier, but where unusual amounts of switching or other services, the carrier may charge additional therefor. Thus we might say that the actual transportation was the fundamental service, the switching the secondary service, and any. privilege or allowance as ac- cessorial service. In addition to the actual transporting of the goods the carrier comes to the door of the industrial concern, maintains costly tracks and terminals for the convenience of the shippers and consignees.. and in addition may allow such privileges as milling in transit, fabrica- tion in transit, elevation, reconsignment and allowances which make the transportation service complete. The carriers under the act we have noted were required to furnish the transportation service, which is to include cars and other vehicles and all instrumentalities and facilities of shipment or carriage, irrespective of ownership or contract, express or implied, for the use thereof and all service in connection with the receipt, delivery, elevation, and transfer in transit, ventilation, refrigera- tion, or icing, storage and handling of property transported; but is left entirely with the carrier whether or not it will allow a transit privilege or service. However, if the privileges are allowed, they can- not be granted to one and denied to another shipper. A great many dis- eriminations have been discovered in the granting of privileges, uproot- ing a great deal of criticism and litigation, and has brought about the close supervision of the commission. To ice shipments to prevent them from deterioration is a part of the service, but to allow a shipper to FUNDAMENTAL TRANSPORTATION SERVICE 183 mill his grain while in transit is a privilege. The granting of special privileges is based entirely upon the promotion of commerce, in the cheapening of the cost of transportation and manufacture, and while the commission at first tried to outline certain rules and practices, it has now left the carriers free in the rules and regulations, but charges them with the strict adherence to the act. The effect of the law is merely to prohibit unjust discriminations and to furnish its service and provide facilities to all who apply at a reasonable rate and without discrimination. The authority of the commission does not refer to the condition of cars except in that they affect charges or unduly discriminative service, but it is the recognized duty of every carrier to furnish to the shipper the cars in proper condition to meet the shipper’s needs. The carrier cannot compel the shipper of ordinary traffic to repair and clean the equipment, but it operates under the law of negligence if the shipper places his freight in a car which he knows to be defective and will dam- age the goods. To properly carry out this function, the carrier must employ means to inspect the cars to free them from any foreign sub- stances, nails, breakings, splinters, and anything which might damage or contaminate the freight. To carry out these duties the carriers have car inspectors, who after examining the car, place a placard upon the car showing that the car is in condition to be loaded—that it is in good repair and will satisfy the usual and ordinary needs of the shippers. Car- riers cannot be compelled to prepare the shipments, for the loading; furnishing material and placing in the cars is an ‘additional service for which the carrier can receive compensation for. The usual custom is for the shipper to load the car and the consignee to unload, and there- fore the fittings used to protect the car must be supplied by the shipper, and placed, and in all open cars the carrier charges for the transporta- tion. Five hundred pounds is the reasonable allowance for standards, stakes, blocks and braces. Since it reduces the liability to damage re- ducing the crating to a minimum, it is a distinct advantage to the shipper as well. oe The matter of the establishment of through rates on shipments has come to the commission as one of its administrative duties. thru the act to. regulate commerce, which made it the duty of the carriers to establish through routes and to make reasonable rates thereto, making such rules and regulations as are necessary for the exchange, inter- ehange and return of cars used. In case the carriers refuse to make through rates, the commission can establish the rate, prescribe the mini- mum to be charged as well as the division of the rate. However, the use. of cars amongst the shippers does not allow the carriers the use of the tracks or terminal facilities of other carriers. The distribution of cars both home and foreign and the payment for the. foreign cars has been subject to many diseriminations in the past, but it is the aim: of the commission to free the distribution of cars from all traces of dis- crimination, especially during times of car shortage. Car shortages are caused by unusual increases of tonnage, seasonal bunching, inadequate terminal facilities, reconsignment privileges, inadequate motive power, use of cars as warehouses, foreign car appropriation, and unfair distribu- tion among shippers. The commission has gone into the subject of.car shortages in the past fifteen years and a number of possible solutions offered; the restriction of re-consignment privileges and demurrage 184 TRAFFIC MANAGEMENT charges, reciprocal demurrage, and car appropriation, but the commission has not adopted a plan but rather has tried to bring. about greater co- operation between the railroads and the shippers. Car shortages are not merely local matters, but territorial matters affecting large districts and many industries. It is the commission’s duty to-furnish through routes and routing and at the same time protect the interests of the shipper and the carrier alike. The formulation and enforcement of rules controlling and facilitating the distribution and use of cars has been difficult. The main problems in car distribution whether home or foreign cars is the procuration of a sufficient number of cars in time of prosperity and demand, and the release of foreign cars in times of little tonnage. One carrier has saved many thousands of dollars per month by releasing foreign cars from its line, and saving the per diem charges. The distribution of cars must be free from discrimination, and regular shippers are not entitled to preference over occasional shippers. The carrier must observe just and reasonable regulations, and the shippers must be just in their demands. Traffic varies so constantly that it is impossible to have a definite rule, and the proper test of distribution among. localities as well as shippers must be the amount of tonnage, and beyond this special systems of dis- tribution can be designed to meet the needs of distribution for that in- dustry. The coal, grain, fruit and lumber distribution have been the important problems in the past. It would neither be just nor equitable to distribute on the basis of the amount of equipment owned by the carrier, nor in the order of application. The commission allows a wide latitude to the carriers, but demands equality of treatment. In the coal industry a large number of cases have been decided by the commission all adhering to the basis of coal car allotment to the mines meeting the requirements and conditions of each individual field. The following methods of distribution have been brought up: (1) Physical plus Com- mercial Capacity, (2) Mine Capacity vs. Shipments, (3) Physical Capacity less Railway Fuel, (4) Hourly Method and (5) Coke Oven Basis. Under the physical plus commercial capacity method the two capacities were added and an average capacity taken. The mine capacity was con- sidered unfair to new mines with a restricted capacity, while under the physical capacity less railway fuel, the foreign fuel and private cars were not counted against daily allotment. Under the fourth method the total tonnage produced and shipped by the mine was divided by the number of hours the mine worked and multiplied by the number of hours in the recognized working day. Under the coke oven basis the distribu- tion was made on the number of coke ovens, which placed a premium on the erection of coke ovens, some of which were never used. The fol- lowing factors must be taken into account in the distribution of coal to mines: the number of mine ears, the working places, capacity, switch and tipple efficiency, number and character of mining machinery, haul- ing systems, number of miners and other employees; mine openings, miners’ houses and general management. Another fruitful field for dissension in the distribution of cars is the fruit field in California, where cars have been distributed on the basis of citrus fruits in the packing houses—‘‘house rule’’ or the amount of fruit on the trees ‘‘crop holding rule.’’ The apportionment of cars is in charge of the car service department, which receives its information as to cars from the Chief FUNDAMENTAL TRANSPORTATION SERVICE 185 Dispatchers, who in turn compile it from the telegraphic reports of agents. Besides furnishing cars, the distributor must seek to reduce empty car mileage, waste in the use of the cars, anticipate future demands, have available the kind of car necessary to ship varying products, secure re- turn of cars from foreign lines, and prevent cars remaining unnecessarily long in the repair shops. With the per diem system of payment for for- eign cars, there is a great need for statistics, which duty falls upon the car record office. The car record office usually under the transportation department, is in charge of a car accountant, who must keep detailed reports of the movement and location of home cars and foreign cars. The keeping of records for foreign cars involves the payment of per diem charges and a great many difficulties have arisen, resulting in the promulgation of three codes governing the interchange of freight cars, namely: Code of Per Diem Rules, Code of Car Service Rules, and Master Car Builders’ Rules. The Code of Per Diem Rules is an agreement between the subscribing railroads for the settlement of use of foreign cars. Practically all the railroads in United States are subscribers to the agreement and can only withdraw on three months’ notice. Formerly foreign cars were used on the mileage basis, and no restriction on their use as storage cars, which necessitated a per diem charge, which began at 20 cents per day and now is 90 cents. The charge is in fact a penalty, as it is not sufficient to earn a revenue, but merely to pay the interest on investment, and consequently many carriers in prosperous times are willing to confiscate a car and pay the per diem charges. We can only secure a comprehensive knowledge of the per diem rules, with a study of each rule. CODE OF PER DIEM RULES Governing Settlement for the Use of Freight Cars. 1. The rate for the use of freight cars shall be 90 cents per car per day, which shall be paid for every calendar day, and shall be known as the per diem rate, except that where per diem is not reported to car owner within four (4) months from the last day of the month in which it is earned, the rate shall be increased fifteen (15) cents per car per day. 2. Days shall be reckoned by subtracting the date of receipt from the date of delivery. The day of receipt shall be disregarded and pay- ment made for day of delivery. , A road receiving and delivering a car on the same date shall not pay the per diem for that day. Records of receipt and delivery under this rule shall be those obtained from the reports provided in Rule 9. 3. Freight cars must be handled as prescribed by Rules 1 to 5 in- elusive of the Code of Car Service Rules of the American Railroad As- sociation. 4. Each railroad, including ferry lines, shall be responsible to the car owner for amounts accruing for the use of a car at the established per diem rate, whether such car is in road or switching service. ' 5, An arbitrary amount for each car in switching service may be reclaimed by each individual switching line from the roads for which the service was performed. This amount shall be based upon the average number of days, not to exceed five, actually required in such switching 186 TRAFFIC MANAGEMENT service, to be determined annually by an examination of the records of each individual switching line by the roads directly interested for each local territory. No reclaim shall be allowed for an intermediate switching movement. No reclaim shall be allowed under this rule to a non-subscriber. 6. In case a subscriber delivers a car of another subscriber to a non- subscriber it shall pay to the owner an amount equal to the per diem accruing on the car while on such non-subscriber road. The owner will accept settlement for the use of the car only from the delivering sub- seriber, which shall make settlement with the non-subscriber. 7. When a car has been destroyed and reported under Section 111— Mechanical (M. C. B.) Rules the per diem shall cease from the date of notice to owner. 8. (a) When a car is detained awaiting the receipt of repair ma- terial, which under Section 111—Mechanical (M. C. B.) Rules must be obtained from the owner, the per diem shall cease from the date the necessary material is ordered from the owner until the date on which it is shipped in the manner prescribed by Section 111—Mechanical (M. C. B.) Rule 122, as evidenced by carrier’s shipping receipt. (b) When a ear is reported to its owner under Section 111—Me- chanical (M. C. B.) Rule 120*, per diem shall cease from date of such report. If owner authorizes the repair of such car, and no repair material is required from owner, per diem shall begin after repairs are completed, but in no ease to exceed 60 days from the date such authority is given. If repair material must be obtained from the owner under Section 111— Mechanical (M. C. B.) Rules, per diem shall begin after repairs are com- pleted, but in no case to exceed 60 days from date such authority is given, plus the number of days intervening between the date necessary material is ordered and the date on which material is shipped in the manner provided by Section 111—Mechanical (M. C. B.) Rule 122, as evidenced by carrier’s shipping receipt. (c) Under paragraphs (a) and (b), if more than one order for material is made, the first order only shall stop the per diem. 9. (a) The Interchange Reports shall be made for each calendar day on the prescribed form (B-1). Columns 2, 3, 4, 5 and 9 shall be filled. They shall close as of midnight and shall include all cars delivered on the date for which made. (b) Corrections to Interchange Reports shall be made on the pre- scribed form (Q) immediately upon the discovery of errors in reports which have already been forwarded to Car Service Officers; otherwise corrections to be made on all copies of Interchange Reports before for- warding. (ec) Both Interchange and Correction Reports shall be made in quadruplicate by the use of carbon paper, two copies for each road in- volved, and shall be numbered consecutively for each connecting line, commencing with the first of each month; a separate series of numbers to be used for each form of report. (d) The report shall be signed by the proper vepesentative of the delivering road and certified to by the proper representative of the receiving road after checking. The original with one copy shall be re- turned to the road making the report. FUNDAMENTAL TRANSPORTATION SERVICE 187 (e) Car Service Rule 6 governs the delivery of cars. The date and time of delivery of cars upon interchange tracks of connecting line shall, prima facie, be the date and time given by the delivering road. In cases where there are different standards of time at a junction, the time of the more easterly reckoning shall govern. 10. The Junction Report for each day shall be made to car owners on the prescribed form (d) or on the cut-up interchange slips, as prompt- ly as possible after the receipt of the Interchange Report for that day, but not later than the close of the second working day following the receipt of the Interchange Report. 11. (a) Within forty (40) days after the end of each calendar month, car owners shall be furnished with a Per Diem Report for that month, on the prescribed form (G), showing the number of days each car has been in service upon the road making the report. (b) Claim covering errors or omissions in Per Diem Reports shall be presented after four months and within seven months from the last day of the month in which the per diem was earned. This will not prevent the continuance of any case after the period named, if it has been pre- viously opened, even though the claim should eventually rest upon some road other than the one originally addressed, except that the privilege of continuance shall cease when claimant fails to return claim or present it to another road within a period of two months from the date such claim is last returned to the claimant. (c) Each claim shall be adjusted or handled in accordance with the provisions of O. M. 30 within 30 days after its receipt from claimant or another road. If not so adjusted or handled the claimant shall send to the delinquent road with its first or second Per Diem Report issued after expiration of the time limit of 30 days, a copy of each claim not so ad- justed or handled, and shall show on the summary of the Per Diem Re- port the number of such claims énclosed and the total number of days covered thereby. If claimant fails to send such copy in accordance with the provisions of this paragraph the privilege of continuance of claim shall cease. ‘ (d) The delinquent road shall adjust or handle each claim in accord- ance with the provisions of O. M. 30 within 30 days after receipt of the copy of claim referred to in paragraph (c). If it fails to do so, it shall allow the claim in full in the Per Diem Report next issued, follow- ing the expiration of the time limit of 30 days; otherwise the claimant may take credit for the full amount of such claim in its next Per Diem Report to the delinquent road. (e) When per diem has been reported to other than car owner, which fact is developed in the investigation of a claim for short per diem, the reporting road shall be responsible to car owner for per diem earned and shall have the privilege of continuing such claim for refund of per diem from the road to which it was thus incorrectly reported. When the per diem has been reported car owner under incorrect initial or number, which fact is developed in the investigation of a claim for short per diem, the reporting road shall have the right to transfer the allowance from the incorrect to the correct initial or number, as an offset to claim. (f) Six months after the effective date of this rule it shall be- 188 TRAFFIC MANAGEMENT come applicable to all unadjusted claims for per diem earned prior to March 1, 1920. 12. The settlement of amounts accruing for the use of cars shall be made monthly without regard to reclaims pending. 13. (a) Switching reclaim under Rule 5 shall be presented within three months from the last day of the month in which the per diem accrued, and shall be allowed as presented within 30 days after receipt. The road paying the reclaim may present a counter reclaim to adjust errors in the original reclaim statement, provided such counter reclaim is presented within two months from the last day of the month in which the original was received. The privilege of continuance of the counter reclaim shall cease when either road interested fails to return it to the other road within two months from the last day of the month in which it was last received, the delin- quent road to be responsible for the unadjusted amount. (b) Reclaim under Rule 15 shall be presented within six months from the last day of the month in which cars were delivered by the hold- ing road. The road receiving reclaim shall check and present exceptions to the claimant within four months from the last day of the month in which the reclaim was received and shall allow in the next open Per Diem Report the amount not covered by exceptions. The privilege of continuance of reclaim thereafter shall cease when either road interested fails to return it to the other within two months from the last day of the month in which it was last received, the delin- quent road to be responsible for the unadjusted amount. (c) Special reclaim shall be presented within twelve months from the last day of the month in which the per diem accrued. The road re- ceiving reclaim shall check and present exceptions to the claimant within four months from the last day of the month in which the reclaim was received and shall allow in the next gpen Per Diem Report the amount not covered by exceptions. ; The privilege of continuance of reclaim thereafter shall cease when either road interested fails to return it to the other within two months from the last day of the month in which it was last received, the delin- quent road to be responsible for the unadjusted amount. (d) The provisions of paragraphs (a), (b), or (c), will not prevent the continuance of any reclaim after the period named if it has been previously opened when the reclaim eventually rests upon some road other than the one originally addressed, except that the reclaim shall be pre- sented to such other road within two months from the last day of the month in which it was last received by claimant. Further handling shall be subject to the provisions of paragraphs (a), (b), and (ce). (e) If a road fails to adjust or handle a reclaim in accordance with this rule the claimant shall give notice thereof sufficient to establish its identity on the summary of its next Per Diem Report to the delinquent road, and if not adjusted or handled within thirty days thereafter may ‘take credit for the unadjusted amount of such reclaim in its next Per Diem Report to the delinquent road. (f) Reclaims shall be made by the designated officer of the road which pays the per diem to the designated officer of the road from which the allowance is reclaimed, unless specifically agreed by the interested FUNDAMENTAL TRANSPORTATION SERVICE 189 roads to permit presentation and acceptance of such reclaims by local representatives. 14. When a freight car is detained by reason of a railroad error, which prevents proper tender or delivery, prompt notice must be given and action taken by the holding road to secure the release of car, and the erring road will pay to the holding road an amount equal to the established per diem rate for the time such car is held. Claims under this rule to be made on the erring road within twelve months from the date succeeding that on which car is received. (See Rule 13, paragraph c.) NOTE—This rule applies only to cars of railroad ownership, includ- ing owner’s cars on owner’s tracks, but it does not apply to cars bunched in transit, nor cars detained account of weather interference. 15. (a) A road failing to receive promptly from a connection cars on which it has laid no embargo shall be responsible to the connection for the per diem on cars so held for delivery, including the home cars of such connection. (b): If such failure to receive shall continue for more ‘than three days, the delinquent line shall thereafter in addition be responsible for the per diem on all cars wherever in transit which are thus held back for delivery. (ec) It shall be the duty of the connection intending to reclaim to notify the delinquent line daily, prior to midnight, through the desig- nated transportation officer or in such manner as may be agreed upon locally, of the total number of cars so held for it, and on the following day furnish the initials and numbers of the cars. (d) When the hour at which the receiving road clears the inter- change track is so late that the delivering road cannot place on inter- change track before midnight, cars which it is holding for delivery, the receiving road shall be responsible for the per diem on such cars for the following day, subject to local agreement as to time required to make delivery. 16. (a) When a road gives notice that for any reason it cannot accept cars in any specified traffic, thereby laying an embargo, it should receive cars already loaded with such traffic on the date such notice is issued, and cars loaded within twenty-four (24) hours thereafter. If it does not receive such cars the road holding them may reclaim per diem under Rule 15 from the road laying the embargo for the number of days such cars are held, not exceeding the duration of the embargo. (b) Embargoes must be issued by the embargoing road in accord- ance with the provisions of the Embargo Regulations as approved by the American Railway Association. (c) Twenty-four hours after 11:59 P.M. on the date of the embargo a road must not load or reconsign cars in such traffic to the embargoing road. (d) An embargo may not be laid on empty cars returning home in accordance with the Car Service Rules. 17. To interpret these rules and to settle disputes arising under them an Arbitration Committee of five members shall be appointed by the General Committee, Section V—Trarisportation. Three members of the Arbitration Committee shall be a quorum. - In case any question or dispute arises under these rules it may be submitted to the Arbitration Committee through the General Seéretary 190 TRAFFIC MANAGEMENT of the Association in abstract. The ahstracts shall briefly set forth the points at issue and each party’s interpretation of the rules upon which its claim is based. The Arbitration Committee shall base its decisions upon the rules and the abstract submitted, and its decisions shall be final. Should one of the parties refuse to furnish the necessary information, the Arbitration Committee shall use its judgment as to whether it can prop- erly decide. All decisions shall be reported to the Association through the General Committee, Section V—Transportation. In case a question shall arise not covered by the rules the roads dis- agreeing may by mutual consent submit such questions to the Arbitration Committee. The General Committee, Section V—Transportation, may appoint a secretary for the Arbitration Committee, who shall be paid by the Asso- ciation. The other expenses of the Arbitration Committee shall be divided equally between each of the parties to the dispute and the Association. The minimum charge to each road shall be $10 payable in advance. The expenses shall be first paid by the Association, and then billed to the parties concerned by the treasurer of the Association. 18. These rules shall not apply to private cars or to cars of non- subscribers.* 19. The Executive Committee of the American Railroad Association shall appoint a commission on car service composed of a chairman and the requisite number of members, territorially representative, invested with plenary power to— (a) Supervise the application of Car Service and Per Diem Rules. (b) Suspend or permit departures from Car Service Rules 1 to 5, inclusive, except as provided in Rule 20. (c) Exempt when necessary, cars of any type, from the provisions of Car Service Rules 1 to 5, inclusive, and provide other regulations under which such cars shall be handled. (d) Transfer cars from one railroad or territory to another when mecessary to meet traffic conditions, with due regards to car ownership and requirements. (See Note.) (ec) Conduct investigations, including examination of car records as may be necessary to insure the observance of Car Service and Per Diem rules and of any orders issued by the Commission on Car Service, and in the event that they are unable to adjust such matters with the individual railroads, report all.the facts with a recommendation to the Executive Committee. (f) Obtain car location statements and other car performance sta- tistics as deemed necessary. (g) Take necessary action to bring about uniformity of ‘practice among railroads by the standardization of car distribution rules, in- cluding record and report forms. (h) Make recommendation to Executive Committee when in their opinion a change in the per diem rate is necessary or desirable. (i) To perform such other duties as may be assigned by the Execu- tive Committee. The headquarters of the commission provided for by this rule shall be Washington, D. C. 20. Departure from Car Service Rules 1 to 5, inclusive, affecting Canadian Railway cars on United States Railroads, or United States FUNDAMENTAL TRANSPORTATION SERVICE 191 Railroad cars on Canadian railways, shall be only by agreement as be- tween the American Railroad Association and the Railway Association of Canada. The Code of Car Service Rules was first adopted by the American Railway Association in October, 1900, and adopted by practically all of the leading American railroads in the United States to facilitate the return of foreign cars to their owners. These rules are disregarded in many cases in times of car shortage, as they wish to handle all possible tonnage even at the expense of paying considerable more per diem charges. The main purpose of the code is to regulate the return of the foreign cars, prescribing the method to be used and the reports required for its facilitation. A copy of the car service rules will not be amiss at this point. CODE OF CAR SERVICE RULES. 1. Home ears shall not be used for the movement of traffic beyond the limits of the home road when the use of other suitable cars under these rules is practicable. 2. Foreign cars at home on a direct connection must be forwarded to the home road, loaded or empty, or may be returned empty to the road from which last received loaded, if such road is a direct connection of the home road. Under this rule cars may be— (a) Loaded via any route so that the home road will participate in the freight rate, or (b) Moved locally in the direction of the home road, or (ec) Moved locally in an opposite direction from the home road, or delivered to a short line or a switching road, if to be loaded for delivery on or via the home road. 3. Foreign cars at home on other than direct connections must be forwarded to the home road loaded or empty. Under this rule cars may be— (a) Loaded via any route so that the home road will participate in the freight rate, or ; (b) Loaded in the direction of the home road, or (c) Moved locally in an opposite direction from the home road, or delivered to a short line or a switching road if to be loaded for delivery on or via the home road, or to a point in the direction of the home road beyond the road on which the cars are located, or (d) Delivered empty to a road forming a part of a direct route to the home road, but subject to equalization of interchange balances month- ly, by classes, at each junction point. In computing cars to determine the interchange balances, all cars interchanged during the preceding two months shall be counted, classified as open top or closed cars. NOTE.—Under this rule a road shall not be privileged to deliver to another road empty cars to avoid its responsibility in connection with return movement via a direct route of which it may form a part. 4. Empty cars may be short routed at a reciprocal rate of 5c per mile, plus bridge and terminal arbitraries, with a minimum of 100 miles for each road handling the car, the road requesting the service to pay the charges. 5. Ifa movement of traffic requires return of empties via a junction at which cars were delivered loaded, the delivering road may demand 192 TRAFFIC MANAGEMENT return of empty cars at such junction, except that cars offered to a home road for repairs, in accordance with Section 111—Mechanical (M. C. B.) Rules, must be accepted by owners at any junction point. NOTES.—(A) Car Service Rules 1 to 5, inclusive, do not apply to cars reconsigned with the original lading under duly filed and published tariffs. (B) All roads interchanging cars at a common point, or within switching limits over their own lines, or an intermediate line or lines, or a ear ferry or float within such limits, shall be considered direct con- nections under Rule 2. (C) The Executive Committee of the American Railroad Associa- tion shall decide as to roads which may be classified as ‘‘short line’’ roads under these rules. 6. Cars shall be considered as having been delivered to a connect- ing railroad when placed upon the track agreed upon and designated as the interchange track for such deliveries, accompanied or preceded by proper date for forwarding and to insure delivery, and accepted by the car inspector of the receiving road. Unless otherwise arranged between the roads concerned, the receiving road shall be responsible for the cars, contents and per diem after re- ceipt of the proper data* for forwarding and to insure delivery, and until they have been accepted by its inspector or returned to the delivering road. 7. When trains of one railroad use the tracks of another in avoiding washouts or other obstructions, unless other arrangements exist between the roads concerned, the detour shall be made under the terms of the detour contract approved by the association, which terms are made a part of this rule. The road for which the train is detoured shall pay the regular per diem (or mileage) to the owners of the cars in the train, including the road owning the track, if any of its cars shall be in the detoured train. All mileage charges shall be at actual distance over the route used. 8. The following rates for the use of passenger equipment shall be in force unless otherwise arranged between the roads concerned: FUNDAMENTAL TRANSPORTATION SERVICE 193 Section A. JOINT SERVICE RATES. These rates are to apply when the owners of the cars participate in the business and not when the cars are hired to other lines: BASIS OF RATE, ‘Rate per Mile Class of Cars— Seating Length of All of Actual Capacity Cars Capacities Distance PUnder 70 sssewsigieeeugd saa eaderes $0.03 Coaches. sen siklsdauleliee ayise eae 710 46:86 bce acrie aie see Saas s 04 Chair Cars soi.c sais ascent ease eeeds Oyer 86: (A bscietsdee Sealy wetes 05 TOUTSt~ accaciwnree ee ee SSeS PU RGatine eee Seeee Aad ewes JAM cggcesiin 03 Colonist: o..0 ese ene ce gett cadeaes DIMI co sede eae wens oe SE CBLG: So ades Sol ntegee mak erdrred [owe armAe eG Pea ROMER ee AUD seis oie 05 CUD: «careers pee eta acs at nebo sai Parlor «vsisaswesesesee seaweed Combined—Passenger and Bag- Under 60" i... . . ss ss 03 gage or Passenger..........6 fovceeeeeee 60’ and under 70’......... 04 Baggage and Mail.............. |70’and over... Reels 05 Under 60° si... .. ss ss 01% Bag Pee OF posal ts, tka oa deed tence OS i Sibiu tie 60’ and under 70’......... 02 TEX PROSS® oa. wiece. 6 where ecnws weg al sau 7O’and over... v wae ee 02% 3 Under 60’ —sW........ . ss 02 Baggage-Mail oe es 4 teks Sees i sgubiten anaes 60’ and under 70’......... 03 Baggage-Mail-Express .......... 70’and over... 04 Section B. PER DIEM RATES. These rates are to apply when cars are hired at other than mileage rates and when the owners of the cars do not participate in the business; but are subject, however, to agreement between the parties interested. BASIS OF RATE. Seating Length of All Per Diem Class of Cars— Capacity Cars Capacities Rate Wer. FO sei ciasciarecexioat el. .asane isnt aie $5.00 Coaches: sicsaieiaaseeak iesow yea TO PO%SG aaaaieeer seeds s¥eeksceex 7.00 Chair Cars .aac cased as tee on cee ts Over 86° @ssseessaedes seaecesca 8.00 PROUT ediud Seasead se sataueas tara tgoel ua Ede Sad sh oeeala: eueal andar Coe Sgutinae? wenn aeaka All...... 5.00 Colonist .............. i ste laaret ens Dining: wss2a96 cnn esses ote es | Under 60’ i... ss 5.00 NT Gs aahanc baie lie iat isis ¥dssh gant Hen avagasines. [yeas aeeeens 60’ and under 70’......... 7.00 OUD: sense sins tain aa aie Svs tenants Soa saiees 8 70’and over .......... 8.00 ‘Parlor vise $5 ap bien de waweGad Go ; Baggage .......0--eeee seen ees ] Under 60" i... 3.00 HIRPIOBS). cicie savas econo de aeerait ose ll phan lea apes 60’ and under 70’......... 4.00 Baggage-Express .........-..-++ t 70’and overs... . ss ss 5.00 Mail Storage ..............-6.. J P Under 60’ _............ 4.00 Baggage-Mail aie) s6 2 Havin: Sites hath Us acinar 60’ and under 70’......... 6.00 Baggage-Mail-Express .......... 70’and over .......... 7.00 Definition: ‘‘Length of Car’’ shall be outside measurement of ear body. 9. When a per diem rate is charged for the use of passenger equip- ment, as provided for in Rule 8, the total number of hours of all cars of the same class shall be calculated on a basis of 24 hours for each day, over the aggregate number of days of 24 hours each day and the charge 194 TRraFrFIC MANAGEMENY made accordingly; any fraction of a day over the aggregate number of days of 24 hours each to be counted as one day; it being understood that the minimum charge shall be one day for each car. When necessary to haul a car empty over the road owning it. or in- termediate roads for delivery to a borrowing road, unless otherwise arranged between the roads concerned, the borrowing road shall pay a reciprocal rate of 10 cents per mile for hauling the car, plus bridge and terminal arbitraries, to the point of connection with the borrowing road and return; the charge for the empty haul to be named to the borrowing road at the time the agreement to loan the car is made. 10. Each railroad shall adopt the ‘‘National Car Demurrage Rules”’ as approved by the American Railroad Association. 11. (a) All freight cars shall be light-weighted as follows, and shall be marked in accordance with M. C. B. rules with the following marks: (1) The light weight, which shall be the multiple of 100 pounds nearest the scale weight, except that when the scale weight indicates an even 50 pounds, the lower multiple shall be used. (2) Capacity in pounds. Cubical capacity except for flat and tank cars. (3) Station symbol. (4) Date of weighing, month and year. (b) Each new car must be weighed separately and marked at the car works, under the supervision of the owner’s inspector. The accuracy of the scales must be certified to by a railroad scale inspector appointed by the car owner. The provisions to be incorporated in the contract covering the pur- chase of the equipment. ‘ (ec) Wooden and steel underframe cars (except refrigerator cars) should be re-weighed and re-marked each year during the first two years the car is in service, and thereafter once every two years. All-steel ears and all refrigerator cars should be reweighed and remarked at least once every three years. This weighing should be done at any favor- able time during the year in which the car is due to be weighed, regard- less of the month in which the previous weight was obtained. This para- graph does not apply to tank cars. (d) When a car is materially changed by repairs, alterations or repainting, it should be reweighed and remarked. (See Paragraph (£) (8).) (ec) Any car without marking should be immediately weighed and marked. Any car (except tank cars) which has not been reweighed and remarked. If a car (except tank cars) is reweighed at any time and is found to have a variation of 300 pounds or more (for refrigerator cars, 500 pounds or more) between the marked and actual weight, it should be immediately remarked. (f) (1) When empty cars are received in yards for inspection, for defects or while empty cars are on shop tracks for repairs there should be selected the cars whose condition and whose date of last weigh- ing, etc., indicate that they should be reweighed and remarked. The number of gars selected will be regulated in accordance with facilities and traffic conditions. FUNDAMENTAL TRANSPORTATION SERVICE 195 (2) The initials and numbers of cars selected, also old lightweight marks, shall be reported to the weighmaster on the ‘prescribed blank. (3) Cars should then be cleaned and swept out under the super- vision of the yardmaster or someone especially designated. Cars should be dry and free from snow, ice, false floors, removable stakes, posts or anything else affecting the weight. (4) Missing parts, such as side or end doors, or parts peculiar to certain types of cars should be replaced and included in the marked weight. (5) Temporary double decks in stock cars should be removed before cars are weighed. (6) The old lightweight stencil marks should be entirely out with quick-drying paint. (7) Before cars are weighed the accuracy of scale must be regu- larly certified by the scale department, scale must be properly balanced, and free from interference and the weighmaster must know that cars are clean. (8) Cars should not be light-weighted during rain, snow, sleet and heavy winds; except that when cars have been materially changed by repairs, alterations or repainting they must be weighed even if it is necessary to do so under unfavorable weather conditions. (9) Cars should be light-weighted at rest, uncoupled and free at both ends. (10) The weights of the cars so obtained should be furnished immediately on the prescribed blank to the car marker, who will mark the cars as provided in paragraph (a). When desired any portion of the marks which will not be changed may be marked on the side of car before reweighing. (11) Complete reports of such re-weighing and re-marking should be forwarded on prescribed form (A) to the designated transportation and mechanical officers and a copy retained by the weighmaster. (g) When a car is re-marked the car owner should be notified of the old and of the new weights, with place and date. The proper officer to whom these reports should be made will be designated in the Official Railway Equipment Register. (h}) Whenever a weighmaster at a point not equipped for marking freight cars as provided in paragraph (e) ascertains, as per paragraph (f), the light-weight of a car which is not marked in accordance with this rule, he shall attach to the car the prescribed ‘‘Light Weight Card’’ with the light weight and send two copies of the card to the designated officer of the railroad on which the scale is located, one copy to be sent to the owner of the car. The presence of the ‘‘Light Weight Card’’ on the car shall be authority for remarking the car at the first available station. 12. The placing of advertisements or placards of any kind by ship- pers upon freight cars is prohibited. 13. When private tank cars are unloaded, the owner will issue in- structions for empty movements to the agent at point of unloading either direct or through consignee. The agent will bill each car to final destination, showing name of the consignee and full route, using standard form of Revenue Waybill: The word ‘‘consignee’’ in this connection 196 TraFFIcC MANAGEMENT signifies the party to whom the empty tank car is forwarded. (See Note L. 14. Unless otherwise agreed, the cost of transferring the lading of freight cars or rearrangement of lading at junction points shall be set- tled as follows: First—The delivering road shall pay cost of transfer or re-arrange- ment— (a) When transfer is due to defective equipment that is not safe to run according to M. C. B. Rules, except where the repairs can be made under load as per M. C. B. Rule 2. (b) When transfer or re-arrangement of load is due to contents being improperly loaded or overloaded, according to M. C. B. Rules, or to the Interstate Commerce Commission Regulations for the transportation of explosives and other dangerous articles by freight and by express, or when dimensions of the lading of open cars are in excess of the published clearances of any of the roads covered by the routing. (ec) When transfer is due to delivering line not. desiring its equip- ment to go beyond junction points. (d) When cars cannot pass the approved clearances of the American Railroad Association. Second—The receiving road shall pay cost of transfer or re-arrange- ment— (2) When cars cannot pass clearances, except as provided in para- graph (d), or when cars and lading exceed load limit or cannot be moved through on account of any other disability of receiving line. NOTE.—The word ‘‘cars’’ covers both closed and open cars, but not lading on open cars. The words ‘‘load limit’’ refer to the limits placed on bridges, tracks, etc., and not to car capacity. (f) When receiving road desires transfer to save cost of mileage or per diem. 15. Private freight cars must be marked with the full name of the owner and proper reporting symbol, or initials, and with the number of the car. Mileage settlements must be made with the owner as indicated by the marks on the car, and in accordance with the provisions of pub- lished tariffs. 16. Empty cars containing refuse must not be offered in interchange. The code of rules (M. C. B.) of the American Railway Association as revised at Atlantic City, N. J., June, 1920, effective November 1, 1920, govern the condition of and repairs to freight and passenger cars for the interchange of traffic. The purpose of the rules is to provide the same care to foreign cars that is provided to its own cars, and that each carrier is liable for damages thru unfair treatment, accident or improper repairs. Various reports are required for the recording of repairs charges, defect cards and repair cards all conforming to the regulations of the mechanical division of the American Railway Association (M. C. B.) Closely allied with car service is the weighing of cars and freight. In order to apply rates, it was necessary to assume some unit of weight or measurement being either pounds, hundred weight, ton, number, car- load, or train load, and the hundredweight has become to be the most com- monly accepted upon which most of our tariffs are constructed. It is the duty of the commission to see that charges are not unreasonable and discriminatory, and since inaccuracies of weight are reflected in the FUNDAMENTAL TRANSPORTATION SERVICE 197 charge, it is the duty of the commission to see that weights are recorded correctly. Just after the commission was formed, a great many com- plaints were reported as to inaccurate weight, false weight, inaccurate track scales and tare weights of cars, estimated weights and the dis- crepancies between origin and destination weight. As a result of these complaints the commission has made a very thorough investigation of these practices, and the results were appalling in that three-fourths of all track scales were found to be inaccurate both in design and installa- tion, and no means employed to test the scales. As far as the carrier was concerned these practices would offset one another on the law of averages, but to the shipper one’s loss would be another’s gain. The commission first called in representatives of scale manufacturers and track experts of the carriers to have detailed exhibits of proper scales and their installation. The first defect discovered was that the pit con- taining the scale was improperly constructed, allowing the scale to become wet and subject to varying temperatures. Binding at the edges occurred in a number of instances in that the platform, scale and the track were all combined, while still others were improperly installed, that the levers were not level, connections not plumb, or the check rods too tight. Although a physical inspection and testing of the scale would reveal rusting of equipment from dampness, binding at the edges or any defects in installation, the only inspection most of the scales received was a glance thru the crack in the platform. The proper method of test is a known weight,—a specially constructed test car weighed on a master scale tested by standard weights obtained from the bureau of standards —which will vary but little on any trip due to slight wear and tear, a different weight of oil used, etc. The carriers were to be commended on the spirit assumed when these matters were brought to their attention, as they were just as willing to conform to the law as the shippers and the commission, and they have taken steps to see that cars are properly weighed, and the scales properly installed and tested, to weigh within 50 pounds. Even tho the scale be correct, error may result from its operation, as cars may be weighed in motion passing slowly over the scales, weighed at rest, either coupled at one end or both, or they may be weighed individually at rest. Some carriers assert that there is practically no error in any of the methods of weighing, but if there is any force pulling either up or down, error will result, showing the fallacy of their contentions. Some cars are too short to be weighed coupled at both ends resulting in the incorrect weight, which practice must be condemned by the commission. Some carriers have constructed special scales provided with a mechanical hump to set the carg in motion at a uniform speed over the scale, the weight to be recorded by either the automatic or self-recording devices. The automatic device stamps upon the paper the recorded weight, the only requirement being the identifica- tion of the car and the weight, while the self-recording device, when the beam becomes balanced a lever must be engaged to record the weight. In the first method the proper identification is necessary while in the second the human element occurs, showing the necessity for competent men to operate the scales. It has been customary to place a man in charge of the scale who was being compensated for some injury regardless of his abilities. 198 TRAFFIC MANAGEMENT A number of errors creep in thru the stenciled tare weights of cars, as the net weight is determined by the subtraction of the stenciled tare from the gross weight. A large percentage of the stenciled tares are inaccurate, due to shrinkage, heavier or lighter repairs, presence of foreign matter, covered with snow or water-soaked and the ordinary wear and tear. The tare weight of the car should never vary more than 1000 lbs., but even at that it does not seem entirely free from discrim- ination if one shipper pays charges on a thousand pounds more than another shipper who uses the same car. In the weighing of grain, certain associations or bureaus provide weighmasters and scales, or the state or municipality may supervise the weighing, and the carriers are content to accept the elevator weights, while flour and grain products is shipped in bags containing a specific number of pounds, the weight being easily determined by counting the number of bags. In the sale of coal, the carrier’s weight being used, a great deal of trouble has arisen. The weight is usually taken from 50 to 100 miles from the mine, as but few mine owners have scales, and origin and destination weights differ be- cause of loss enroute due to pilferage, improper loading, and evaporation. In the case of washed coal, allowance is made for the evaporation some- times as high as 20%. Lumber is usually weighed at the nearest. track scale, and the freight charge computed on the recorded weight, even though green lumber may shrink in weight, or dry lumber absorb moist- ure and increase in weight. Snow and ice may accumulate on cars, con- siderably increasing the weight. To meet these problems of variance in weight, weighing and inspection bureaus have been organized by the carriers to see that carload freight is correctly weighed and supervised. These bureaus make special agreements with the shippers to assume the weight, but allowing the bureau the right to examine the books and rec- ords of the shipper, and making additional charges if due. The American Railway Association promulgated the National Code of Rules governing the weighing and reweighing of carload freight, which has been endorsed by the Interstate Commerce Commission and the Industrial Traffic League. COPY OF RULES WITH VARIATIONS Carloads: TABLE OF CONTENTS Page No. Cars may be Reweighed, when............. 0.0 .cc ccc ee eeu e ees 3 Charges for Weighing and Reweighing.....................4. 4,5 Information to be shown on Scale Record, Weight Certificate, Waybill, Freight Bill, ete. 2.0.2.2... . ce ccc cee eens 3 IN ORDER CAET OTA gree as tptin a Gad its Sa da. dpenevan aberane Hn laid wuuteersbonddeS tele tis 3 Supervision of Scales ........ 0.0... cece cc eee cette eee ence 2 Weight Agreements ...........0 00 cece cee cece eee e ees 5 Weights—By Whom Ascertained .................0005 En loavees 2 Weights—How Ascertained ............ 0.02 cece cece cece eee 2 Weights—Where Ascertained ........... 0000 cee cece cece eeees 3 Weights to Govern and Tolerance...............0 cece cece ees 3,4 Less Carloads: AWD IM “og Soa5d eed pendent obs triad ina coors Ske nd ssstemiey ar a cement r oe 6 The Rules provided herein will govern the weighing of all freight and do not change or amend the rules, minimum weight or estimated FUNDAMENTAL TRANSPORTATION SERVICE 199 weights, provided in Tariffs or the classification governing the Tariffs, as filed with the Interstate Commerce Commission and State Commissions. CARLOADS RULES AND REGULATIONS Supervision of Scales When weights obtained on railroad or private scales are used for the assessment of freight charges such scales shall be maintained, tested and operated in accordance with the Track Scale Specifications and Rules approved by The American Railway Association. Weights, by Whom Ascertained Weights should be ascertained by competent employes after proper instruction and under proper supervision. Weights, How Ascertained. (a) When track scale weights are used for the assessment of freight charges, weighing must be done by or under the supervision of the ecar- riers or their representatives or under properly supervised weight agree- ments. (b) Cars should be weighed at rest; free and uncoupled at each end. (ec) Cars loaded with long material extending from one car to an- other may be weighed coupled at rest. (d) When the actual tare of a car has been ascertained immediate- ly before loading, it shall be used in lieu of the marked tare, except as provided in Paragraph (e). (e) Ifa loaded car upon arrival at destination is weighed and the actual tare is ascertained after the entire lading of the car has been removed, including all packing and the debris resulting from that lading, it shall be used in lieu of the marked tare. If the car is reloaded by the consignee, actual tare obtained in like manner may be used. (f) The marked tare should be used to arrive at the net weight of the load, except as provided in Paragraphs (d) and (e) of this item. Weights, Where Ascertained—(See Note.) (a) All freight in carloads, except which under the provisions of the Tariff governing is not subject to the weight basis, will be weighed at forwarding station when track scales are provided. If track scales are not located at forwarding station, notation will be made on inside and outside of waybills ‘‘ Weight at........... ,’ naming first scale station through which the shipment will pass, unless the same is destined to a scale station, in which case forwarding agent will note on billing, ‘‘To be weighed at destination.’’ (See Note.) (b) When carloads are not handled from, to or through a track seale station, they will be waybilled and charged according to the marked capacity of the car, except in cases where it is possible to obtain the actual weight, when the latter will govern, subject to the established mini- mums. All cases of overloading to be reported to the General Super- intendent. (c) In case of carload freight arriving at destination, where no track scales are provided, not having been weighed at shipping point, or NOTE.— Ore, Concentrates and Slimes, see Item 35, Paragraph (h). 200 TRAFFIC MANAGEMENT’ at some intermediate weighing station, the facts should be reported by letter to the General Freight Agent, and should it not be possible to determine the actual weight, the General Freight Agent should be wired for instructions. (d) Track scales are located at the following named stations: Seattle ....... Wash. Bridal Veil ..... Ore. Walla Walla...Wash. Argo ......... oe The Dalles .... ‘‘ Colfax ........ ae Tacoma ....... ee Pendleton ..... me Tekoa ........ oe Cosmopolis .... ‘‘ La Grande .... ‘ Enaville ........ Ida. Centralia ..... is Baker ........ oe Wallace ....... ‘ Vancouver... ‘‘ Huntington .... “‘ Gem ....... se, Portland ....... Ore. North Yakima..Wash Spokane ...... ‘Wash. Albina ........ a (e) Carload shipments of Hay, Grain and Grain Products, when waybilled ‘‘Subject to State Weighing,’’ need not be weighed. When Cars May Be Re-weighed. (a) When the lading has been transferred en route, where car has met with an accident, or where for other reasons there is evidence of loss in transit, the carriers will, when practicable, reweigh the car. (b) Carload freight may also be reweighed en route or at destina- tion for the information of the interested carriers and to test the accuracy of the previous weighings. (See Item 35.) (c) When request is made by consignor or consignee for the re- weighing of any car, such reweighing will be done, whenever practicable, the car to be weighed again if necessary, subject to Item 40. Notification. Upon request the consignor will be furnished with the gross, tare and net weights and all changes made therein. Information to Be Shown on Scale Record, Weight Certificate Waybill, Freight Bill, Etc. (a) A record should be kept at each track scale showing the gross. tare (whether actual or stenciled), and net weight; the date and time of weighing; the condition of the weather ; when actual tare is, used, esti- mated amount of debris in the car. (b) The point at which car is weighed and the gross, tare and net weights will be noted in ink or indelible pencil on regular waybill and slip-bill or card-bill. When actual tare is used instead of marked tare it should be so specified (see Item 10). The method of ascertaining the weight should also be specified as Railroad Scale, Weighing Bureau, Ship- pers’, Tariff, Classification or Agreement Weight. This information must also be shown on transfers to connecting line, on correction sheets when issued, carried on waybills to destination, and shown on freight bills. (¢) When track scales are equipped with registering or recording device and sticker form of scale tickets is used, said tickets may be used in same manner as provided above, and if space is provided thereon, the information shown in Paragraph (a) will be added. (d) Where side cards are provided for the purpose, weights should be endorsed thereon. FUNDAMENTAL TRANSPORTATION SERVICE 201 (e) In case Agent at point of origin receives request from consignor for the result of weighing or reweighing, proper notation should be made on billing accompanying the car to destination. (See Item 25.) (f) Where weights are obtained for billing purposes under weight agreements, which do not provide for use of the gross and tare weights, the gross and tare weights need not be shown as provided in Paragraphs (b), (e) and (d). Weights to Govern and *Tolerance. (a) ‘Where carload freight, the weight of which is not subject to change from its inherent nature is check-weighed or reweighed en route or at destination, no correction will be made in the billed weight except as provided below: (b) If the difference between the original net weight and the weight obtained by reweighing does not exceed the tolerance provided in this rule, the first weight will not be changed. If such difference exceeds the tolerance, the car should be weighed a third time if practicable. If the third weighing confirms the original weight within the tolerance, no change shall be made. Where the original weight cannot be applied as above, the lower of the second or third weights shall be used where the difference between the second and third weights does not exceed the tolerance. (c) In deciding between weights obtained on track scales as to which is the more correct, all of the conditions under which the several weighings were done must be taken into consideration, including the class of scale, condition, how recently tested, the manner of weighing, whether car was at rest or in motion, coupled or uncoupled, actual or stenciled tare used, the time of weighing, weather conditions and the reliability of the weigher, giving precedence to that weight obtained under the best conditions. (d) The consignor or consignee shall be permitted to show the actual weight of any carload shipment either by means of shipper’s authenti- cated invoice or by weighing the entire load on platform scales. or by so weighing a proper portion of uniform or standard weight articles (not less than ten (10) per cent of the lading), weighing to be performed under supervision of the carrier; provided such total weight includes all block- ing, packing and debris resulting from the lading in question. This actual weight will be used to determine freight charges (subject to weight agree- ments if applicable) provided the difference in weight exceeds the tol- erance. , (e) The tolerance shall be one per cent (1%) of the lading, with a minimum of 500 pounds, on all carload freight, including coal and coke, except, that when ashes, cinders, clay, dolomite, ganister, gravel, mill- seale, ore, sand, slag, all stone (not cut), and similar bulk freight, brick and soft drain tile are loaded in open cars, the tolerance shall be one per cent (1%) of the lading with a minimum of 1,000 pounds. (See Note.) *Definition of Tolerance.—The difference in weights due to variation in seales or weighing which may be permitted without correction of the billed weight. NOTE.—Tolerance on Coal and Coke does not include difference in weight due to loss of moisture by evaporation, etc., which shall be deter- mined and published in initial carrier’s tariffs. 202 TraFFic MANAGEMENT (f) Weights of commodities subject to shrinkage in weight from their inherent nature, properly obtained at or near point of origin, should not be changed, except as provided for in the Tariffs of the carriers law- fully on file with Interstate Commerce and State Commissions. If obvious error is discovered, each case should be dealt with upon its individual merits and report made to the originating carrier with all the facts. (g) Forest products, from their inherent nature, are subject to both shrinkage in weight and increase in weight, therefore, weights properly obtained at or near points of origin, should not be changed, except as otherwise specifically provided for in the Tariffs of the carriers. If obvious error is discovered, each case shall be dealt with upon its indi- vidual merits and report made to the originating carrier with all the facts. (h) Destination weights will govern for Ore, Concentrates and Slimes, except as follows: The following instructions will govern the weighing and check-weigh- ing of Ore, Slimes and Concentrates originating on the Wallace Branch, and moving off that line, either via Tekoa, Wash., or Wallace, Ida. (1) On shipments of ore, track scaled by shippers, originating at ‘Wallace, Ida., or points east, moving via Tekoa, Wash., cars should be weighed at Wallace, Ida., and should not be reweighed unless the dif- ference between the shipper’s weight and Transcontinental Freight Bureau weight exceeds 500 lbs. in the case of Crude Ore, and 1,000 lbs. in the case of Slimes and Concentrates. If these variations are exceeded, a second check weight should be secured at Tekoa, Wash. (2) On shipments of Ore, track scaled by shippers, originating west of Wallace, Ida., moving via Tekoa, Wash., cars should be weighed at Tekoa, Wash., and should not be reweighed unless the difference between the shipper’s weight and Transcontinental Freight Bureau weight ex- ceeds 500 lbs. in the case of Crude Ore, and 1,000 lbs. in the case of Slimes and Concentrates. If these variations are exceeded, a second check weight should be secured at La Grande, Ore. (3) On shipments of Ore, track scaled by shippers, originating on Murray Branch, moving via Tekoa, Wash., cars should be weighed at Enaville, Ida., and should not be reweighed unless the difference between the shipper’s weight and Transcontinental Freight Bureau weight exceeds 500 Ibs. in the case of Crude Ore, and 1,000 lbs. in the case of Slimes and Concentrates. If these variations are exceeded, a second check weight should be secured at Tekoa, Wash. (4) In case shippers weights for shipments referred to in Para- graphs (1), (2) and (3) are based on estimates, or on any basis other than actual scale weights, two weights will be secured en route; in the case of Ore which can be initially weighed at Wallace, Ida., cheek weigh- ing will be performed at Tekoa, Wash., and on Ore initially weighed at Tekoa, Wash., check weighing will be performed at La Grande, Ore. (5) On shipments of Ore originating at Kellogg-Wardner, Ida., and points east thereof moving via Wallace, Ida., and Northern Pacific Ry., no weights will be taken. On Ore originating at Sweeney, Ida., for which rates are provided in O.-W. R. & N. Tariff No. 50-M, I. C. C. No. 365, supplements thereto and reissues thereof, weight will be obtained at Wallace, Ida., before delivered to the Northern Pacific Ry. (6) In billing cars which have not been track scaled by shippers, car capacity weight should be used and notation made on waybills FUNDAMENTAL TRANSPORTATION SERVICE 2038 ‘‘Weigh en route,’’ except in the case of cars billed from track scale stations, when actual weights should be used. In billing cars at shipper’s scale weight, notation ‘‘Shipper’s Scale Weight’’ should be made opposite the entry of the weight in the weight column of the waybill, but the gross and tare used to arrive at this net weight should not be shown on the waybill. (7) For ears billed at shipper’s scale weight no information as to any check weights will be shown on waybills. Check weighing will be performed, as instructed above, and if the first check weight does not confirm the shipper’s scale weight, notation ‘‘Reweigh at............. should be made on waybill, station designated above for the second check weighing being shown in this notation. (8) For cars billed at weights other than shipper’s scale weight, the usual practice should be followed by weighmasters in connection with the check weighing, i. e., if the check weight confirms the first weight the O. K. stamp should be applied without the weight figures, while if the second weight does not confirm the first weight, check weight stamp with the weight figures shown therein should be applied, and notation made on waybill that car is to be again check weighed, station at which this check weighing is to be done to be indicated in this notation. Charges for Weighing and Reweighing (a) When weights are obtained for the assessment of freight charges, no charge will be made by the carrier for the service. (b) When a car is weighed or reweighed, either empty or loaded, at request of either consignor or consignee, the service and charges will be in accordance with conditions named below, subject to the rules and carload minimum weights prescribed in tariffs and classifications. (c) When a shipper or consignee requests that a car containing a commodity which is not subject to shrinkage from its inherent nature be reweighed, this service, wherever practicable, will be performed by the carrier without charge, provided such reweighing discloses error in the billed weight of more than the tolerance provided in Item 35. When a car contains a commodity which is subject to shrinkage from its inherent nature, no charge will be made if the billed weight is changed as per Item 35, Paragraph (f). (d) When a loaded car is weighed or reweighed at the request of consignor or consignee, the charge for such service shall be $2.50 for railroad company’s scales and $1.50 for private scales, which charges shall include the weighing of the empty car. ; (e) When inbound freight is weighed or reweighed by a switching line (not participating in the freight rate) the above charges will be assessed, regardless of any variation in weights, and will be in addition to the regular switching charge. If no changé is made in billed weight the charge will be against the party or road requesting weighing; when change is made in billed weight the charge will be made by the switching line against the delivering road. (f) When carload shipments which are provided for in classifica- tion and tariffs at fixed or estimated weights are reweighed at the request of consignor or consignee, the above charges will be assessed regardless of any variation in weight. 204 TRAFFIC MANAGEMENT (g) When carload shipments are billed at minimum carload weight and are reweighed on request of consignor or consignee, the above charges will be assessed unless the variation in the weight increases the freight charges. Weight Agreements. (a) When shipper’s weights of property are accepted and applied by the carriers under weight agreements, properly supervised, such weights should be designated in the prescribed manner on waybills, ship- ping tickets, bills of lading, or weight certificates (see Item 30, Para- graph (b), and the property should not be reweighed except as provided in Item 20. Proper supervision means checking of the records of the shipper by the authorized representative of the carrier to verify the weights and descriptions furnished, and the weighing of a sufficient number of cars for verification. (b) When investigation, through examination of the shippers’ rec- ords or by reweighing, discloses error in weights or description shown on original billing the charges shall be adjusted to the proper basis, and notice of such change shall in all cases be transmitted to the interested carriers or their representatives. (c) Forms of weight agreement suitable to the character of the business tendered for transportation shall embrace the following general principles and copies thereof shall. be filed with the Interstate Commerce Commission. The agreements shall be in writing, and provide that: (1) The shipper shall report and certify correct gross weights (ex- cept where estimated weights are provided in tariff or classifications), and correct description of commodities on shipping tickets, bills of lading or weight certificates and correct gross, tare and net weights when ob- tained on track scales, where such weights are used for billing purposes. (2) The shipper shall allow the authorized representatives of the carrier to inspect the original weight sheets, books, invoices and records necessary to verify the weights and description of the commoditiés certi- fied in the shipping tickets, bills of lading or weight certificate. (3) ‘The shipper shall promptly pay to the authorized representative of the carrier, bills for all undercharges resulting from the certification ‘of incorrect weights or improper description. _ (4) When weights of uniform or standard weight. articles are based .upon averages, the shipper shall give prompt. notice to the authorized representative of the carrier when any change is made in the package or material used which will affect. the weight arrived, at by use of ‘the average. (5) -The shipper hall keep in good eine chatienseeead all scales used in determining weights and have track scales tested, main- tained and operated in accordance with the Track Scale Specifications and Rules approved by The American Railway Association and shall allow the authorized representative of the carrier to inspect and'test them. (6) The eae ney be cancelled by ten: oe notice in. writing to either party. : c £ fy (7) All shiphmmate mandle under the» agreement: ‘will “be. subject : to rates and charges prescribed by. velassifications, tariffs or rules: of the carriers interested. BOP ge eee oe . FUNDAMENTAL TRANSPORTATION SERVICE 205 INTERSTATE COMMERCE COMMISSION National Code of Rules Governing the Weighing and Reweighing of Carload Freight. The American Railway Association has adopted the Code of Rules Governing the Weighing and Reweighing of Carload Freight reported by its weighing committee, and recommends that it be made generally ap- plicable on interstate traffic. These rules have been considered and ap- proved by the National Industrial Traffic League. The Interstate Com- merce Commission, recognizing the great benefits to be derived from uni- formity in weighing and reweighing rules, is desirous of lending its influ- ence to the movement. The Commission, therefore, endorses the Rules Gov- erning the Weighing and Reweighing of Carload Freight adopted by The American Railway Association and recommends that they be made effec- tive on interstate transportation throughout the country. This action, of course, is subject to the right and duty of the Com- mission to inquire into the legality or reasonableness of any rule or rules which may be made the subject of complaint. By the Commission. GEORGE B. McGINTY, (Seal) Secretary. Washington, D. C., June 9, 1914. LESS CARLOADS Weighing—Less Carloads Forwarding Agents will be held responsible for the correct weight of less than carload freight as shown on their waybills. Each consign: ment must be carefully weighed and billed accordingly; the following notations should be placed at the top of the weight column: (1) ‘‘Weighed,’’ when weighed. (2) ‘‘Not. Weighed,’’ when not weighed. (3) ‘‘Classification Weight,’’ when such weight: is used. (4) ‘‘Tariff Weight’’ when such weight is used. Destination Agents should not weigh freight covered by local and interline received waybills bearing notation ‘‘Weighed’’ unless there may be a reason to believe the weight is incorrect; in such cases the freight should be reweighed and waybill.corrected accordingly. If way- bill bears notation ‘‘Not Weighed,’’ if the weight is not authorized by ‘*Classification’’ or ‘‘Tariff,’’ or if waybill does not bear any notation, the shipment should be weighed by destination agent and waybill cor- rected accordingly. The word ‘‘Weighed’’ should be written in red ink at the top of the weight column, indicating shipment weighed at destination station. Shipments forwarded from a non-agency station will be weighed by agent at destination. Shipments forwarded from a non-agency station destined to a non-agency station will be weighed at first agency station en route. The New Orleans and the Southern Weighing Associations have representatives at New Orleans supervising the weighing of bananas. It would be impossible to weigh bananas at destination, and as the fruit is unloaded from the boats onto fast express trains, the cars are first weighed empty and again after the fruit is loaded. The difference in 206 TRAFFIC MANAGEMENT weight due to shrinkage, between origin and destination points is set at 1000 lbs. tolerance. The commission allows the use of estimated weights when actual weights not easily obtainable, but they should be closely related to the actual weight, only determined after a very careful in- vestigation, the estimated weight however being published in a tariff. Such articles as cotton, vegetables, oil, lumber, gravel and sand, have been given estimated weights, but these commodities are either put up in standard containers or a uniform standard for measurement, the actual experience basis allowing the use of estimated weights, expediting the service and reducing the labor and expense of shipment. In examining the classification schedules, we shall find certain mini- mum carload weights prescribed for commodities of varying densities. This allows the carriers reasonable utilization of their equipment, and is not based on the fact that the quantity is offered for shipment in car- load lots, but upon the fact that the cost of the service to the carrier is less than on the less than carload lots. The commission does not counte- nance the wholesale application of this principle to train loads because it would give monopolies to the large shippers. The carload rate must be based on the justice of the demand, that the demands of commerce will be better served, but the proper relation must exist between the carload and the less than carload rate, all in accordance with the public interest and meeting the transportation and commercial necessities. In estab- lishing these minimum weights, each case must be considered on its merits, and no mathematically correct ratio can be determined, as the ratio depends upon the cost of the service; the terminal requirements and facilities, and the public interest. It is not necessary at this point to go into the detail of the minimum weights as prescribed in the classifica- tion rules, but to state that the shipper may order a car to suit his purposes under Rule 34, and if the carrier is unable to furnish the size ordered, a larger car or two small cars can be furnished at the ordered minimum. If the carrier restricts the loading capacity to an amount less than the prescribed minimum weight, the actual weight will be used. Both the shippers and the carriers realize that the transportation must provide a fair load to the carrier, and still conform to the purchase and sale requirements of that commodity according to the usage and customs in effect in the trade. If the carrier should prescribe certain rules which conflict with the legally published tariff minimum, the tariff will govern, as for instance, if the mechanical department should prescribe that cars loaded for the first time shall not be loaded to more than three-quarters capacity, and this should conflict with the tariff, the rule would be waived. The carrier and the shipper have recognized the assistance of each other in the proper determination of the minimum weight; as one being the seller of the service and the other the purchaser, there is no reason for hostility. ; Ordinarily carload freight is loaded and unloaded by the shipper. while less than carload freight is loaded and unloaded by the carriers’ employees passing through the freight house. As the loading or unload- ing affects the value of the service to the shipper, the commission has jurisdiction, and is not interested in whether the carriers furnishes the service or not; but in case they do furnish the service, no discriminations may be shown to any shipper. Such commodities as coal, iron, grain and lumber are usually loaded and unloaded by the shipper and consignee FUNDAMENTAL TRANSPORTATION SERVICE 207 whether they are in bulk or in packages, for the shipper can better load these goods than the carrier’s employees. In large cities, handling a great volume of fresh fruits and vegetables, the carrier may have the packages counted into and out of the car, providing a place for sorting the packages and delivering them to their respective owners on the platform, and may make a charge therefor if they wish. The only restriction that the commission prescribes is that the carrier provide the same service to all alike. If the carrier wishes it may provide loading and unloading facilities beyond the usual receiving, transporting and delivering of freight under the same conditions to all shippers alike; however, the carrier can not be compelled to furnish a loading shed for perishable fruit or facilities to meet the special requirements of a single shipper. Each carrier prescribes certain loading rules, but at any time that they conflict with the published tariff they are inoperative. CHAPTER XI. SECONDARY AND ACCESSORIAL SERVICES. 1. Secondary Services. Switching Terminal and Tunnel Service Lighterage and Floatage Trap and Ferry Car Service Drayage and Cartage. Reconsignment. Warehousing. Demurrage Track Storage Storage. Industrial and Tap Lines. 2. Accessorial Services. Transit Privileges. Grain Lumber Steel Cattle Cotton. Terminal and Transfer Facilities. Allowances Dunnage Elevation Leakage Shrinkage Lining of Cars Cooperage Spotting Staking Grain Doors Floor Racks Cleaning and Disinfecting Stoves and Caretakers Peddlar Car Service Return of Empties Yardage Wharfage. CHAPTER XI. Secondary and Accessorial Services. Cars must be moved from one track to another or set for loading purposes at team tracks, sidings, or freight houses, for making up or breaking up trains, and interchanging cars thru terminals. Usually no charge is made for switching an empty car to the track for loading, nor SECONDARY AND ACCESSORIAL SERVICES 209. removing an empty car from the public team track or from the industrial track after unloading. Every large city has a terminal of assembling and classification yards, stock facilities, elevators, warehouses, depots, storage, team and industrial tracks, connecting and interchange tracks—terminals as New York, Chicago, San Francisco, St. Louis, Pittsburgh, Baltimore, Boston, St. Paul, Minneapolis, Kansas City, and others. Many times these terminals are operated by a terminal company, although not wholly successful; co-ordination is brought about thru the various lines owning pro rata stock holdings. Interline switching is the movement of loaded cars from or to an industry or factory upon a private track to a con- necting line; yard switching is the movement of the loaded car from a spur or side track of the carrier to another spur or siding within the same yard; and industrial switching is the movement from a spur or siding of a carrier to another spur track siding, yard or terminal of the same carrier. When the carrier provides switching service there can be no discrimination between the various consignees. The switching service may be affected by various factors: If the load enroute should be trans- ferred from one to two cars, the consignee would only be obliged to pay the charges on one car; if the cars are to be reconsigned, but before reconsignment they are placed on the tracks for delivery, charges will be made for the switching; if cars are delivered to private tracks a con- siderable distance from the line charges will be made for the service; if carriers have reciprocal switching agreements, the charges are absorbed in the rate; if the delivery on a public team track, no charge can be made, and trap, ferry or lighterage service usually absorbed in the rate. Trap and'ferry car service has become very important in the last few years, in that it allows the collection of less than carload freight at con- centrating points for through service, allowing the carriers to compete with one another where otherwise it would have gone over one line. The shipper, if he must resort to drayage of less than carload shipments, will haul them to the nearest station, while under the trap service, he may distribute his tonnage to a number of carriers if he wishes. It is of great advantage to shippers in that it allows the loading of carload and less than carload shipments from the same storehouse, permitting the location of the factory and the warehouse a considerable distance from the station. The great mail order houses were quick to avail themselves of this service, as a great deal of their business is direct from producer to consumer. Terminal and tunnel service has a decided effect upon the switching service, such as the Chicago Tunnel Co., a common carrier, which supplies stations, industries and commercial plants, with collec- tion and distribution service, making certain charges on local service, and receiving a part of the through rate on outgoing shipments. On the Great Lakes and at some of our rivers and harbors—Detroit, New York, Boston, and San Franciseo—car ferries and lighters are maintained as a part of the through service, practically absorbing. the switching charge. The carriers define their lighterage limits within which goods will be lightered free and outside of these limits a definite charge is made. Lighterage differs from floatage in that the lading only is transferred, while under floatage the car and the lading both are transferred. Our best illustration of lighterage is across New York Harbor, North River, East River, Harlem River and New York Bay, having the most complete and greatest system of wharves, docks, piers, barges, ferries, and lighters 210 TRAFFIC MANAGEMENT in the world with definite regulations promulgated for the lighterage of certain commodities free, and others at definite charges. Lighterage charges are under the authority of the commission in that it is a value to the shipper which may allow discriminations to be practiced. Under the act to regulate commerce, carriers are required to provide switch connections upon the written request of any lateral branch line of rail- road, or any shipper tendering interstate traffic, if it is reasonably practical, can be installed and maintained with safety, and will furnish sufficient business to justify its construction and maintenance. There can be no question that the commission has power to compel location of switches and that they may exercise this authority in compliance with the law to promote through traffic, and at any time that the state or local laws interfere the federal statute takes precedence. The commis- sion is only interested in the switching as it affects the value of the service to the shipper and the consignee, that there is no discrimination, and that the interchange of traffic will be facilitated, while to the carrier it is a broad term covering all movements of equipment. Reconsignment is a service to the shippers grown out of commercial conditions allowing the change of destination, or a change in the name of the consignee or both. Reconsignment should be distinguished from re- shipment as every consignee has the right to reship goods without re- moval from the car, while reconsignment is a privilege that is allowed under the tariffs of forwarding the goods to a point other than the original destination without removal from the car on the through rate from initial point to final destination. Diversion is ordinarily the change in destination of the shipment before arrival, at the original billed station while reconsignment is the change to other destination after it has reached the billed destination. The commission has not taken a hostile view towards reconsignments if they are within reasonable limits and beneficial to the shippers as well as the carriers. The reason for recon- signment is that the combination of rates is higher than the through rate and the shipper prefers to forward his shipment under the through rate, and pay the carrier a certain charge for making the change. The carrier makes a distinction in its charges, for if cars are diverted while in transit before reaching a definite point, no charge is made, but if they are reconsigned after reaching the originally billed destination a charge is made for either changes in destination, routing or consignee. Under the commission’s rulings the charge must be reasonable, filed in tariff form with the commission, although they may be in the form of circulars. Various questions on reconsignment have come before the commission for hearing and decision and it has been found that recon- signment can not be given a retroactive effect, that it is a privilege, optional with the carrier, that the carrier may demand reasonable com- pensation, and that the carriers may provide reconsignment privileges to refused or damaged shipments. In regard to returned and damaged shipments the carrier should be careful that the damaged shipments are refused without examination. The rule usually allows that if goods are open to inspection, they must be refused at that time, but if in closed packages, the consignee must return them to the carrier within ten days. In summing up the privilege of reconsignment, the carrier has the right to allow reconsignment and may limit the use of the privilege to certain hours after delivery, may limit the number of reconsignments, but it SECONDARY AND ACCESSORIAL SERVICES 211 must publish this privilege in its tariffs, not allowing. discriminations in the privileges, but above all is entitled to charge for the service if it wishes to. Demurrage or car service is the charging of a rental per day for the detention of a car beyond a certain specified free time for loading or unloading, providing a penalty to the shipper who does not promptly re- lease the equipment for its journey to the consignee; a rental to the consignee who fails to remove the shipment, and a return to the carrier, who is kept from making revenue on the cars. Demurrage has been a matter of contention for a number of years, and the commission has made extensive investigations, shippers and carriers alike have fought bitterly, and the final outcome of it all has been the compilation of the ‘‘National Code of Demurrage Rules.’’ Demurrage is not a new term to the rail- roads, as they borrowed the practice from the maritime people in which the vessel was delayed and the payment was made for it. The use of demurrage, which has now come to mean the charge only, was due to the shippers who retained their goods in the car until they were ready to use them, and the carriers could not be expected to furnish warehouses for all of its consignees. Consignees many times kept the coal in the car until it was actually sold or consumed in the furnaces, and to combat these abuses a penalty was imposed in the form of a charge called demurrage or car service. Demurrage then covers storage, rental and a penalty. If the consignee fails to unload promptly, the carrier must store the goods either in its cars or in its warehouse, performing a service which should be compensated for. The railroad serves the public as a common carrier, and to be able to properly perform its functions it must have its cars released promptly by the shippers and consignees. The commission has held the demurrage to be part compensation to the carrier for the detention service and in part a penalty to secure the release of equipment and tracks. Since demurrage is an incidental part of the transportation service, it properly falls within the jurisdiction of the commission as the term transportation means all services in connection with the receipt, delivery, elevation, and transfer in transit, ventilation, refrigeration, or icing, storage and handling of property transported. The demurrage charges on interstate traffic have become a federal matter instead of a state regulation, governed under the constitutional powers of congress. The commission, however, does not prescribe the rules, but it must see that the rules and regulations are just, and non-discrimina- tory, and therefore it has approved the national code. Demurrage charges must be published, filed and posted under the regulations of the commis- sion. There are three methods of computing or imposing demurrage charges: (1) Straight demurrage, (2) average demurrage, (3) reciprocal demurrage. Under the straight plan no allowance is made to the shipper who releases the equipment before the free time, and charges are col- lected per day for detention of cars for loading or unloading. The pur- pose of the plan is to penalize the detention of the car. Under the average plan an average of time for the releases before free time has expired, and the detentions beyond free time; in other words, free time is granted to the consignee rather than to the car as in the straight plan. If cars are released within the first twenty-four hours of free time.a credit of one day will be allowed, and a debit of one day will be charged for every car retained for each twenty-four hours or fraction thereof. But in no 212 TRAFFIC MANAGEMENT case shall more than one day’s credit be allowed on any one car, and in no case shall more than four days’ eredit be allowed in cancellations of debits accruing on any one car. A charge of $5 per car per day is made after four debits have accrued. At the end of the month the credits will be deducted from the debits and $2 charged for remaining debits if any, but no credits are paid for by the railroad, nor shall they be considered the next month. Reciprocal demurrage is an attempt to balance the delinquencies of the carriers and the shippers thru reciprocal penalties. For the delay in placing a car for loading or unloading, the carrier forfeits a certain sum to the shipper or receiver, the same as for undue detention before loading or unloading. In practice the reciprocal plan has worked satisfactorily, and it seems that the higher the demur- rage charges, the greater the car service efficiency. Various practices have sprung up, such as weather interference allowances, industrial rule allowing analysis of certain commodities; both leading to gross abuses, but the uniform code which was prescribed by The American Railway Association known as ‘‘National Car Demurrage Rules and Charges,”’ issued by J. E. Fairbanks, Agent, 431 South Dearborn St., Chicago, IIL, has been recommended by the commission, and is proving very successful. NATIONAL CAR DEMURRAGE RULES AND CHARGES Cars Subject to Rules. Note—The disposition at point of detention determines the purpose for which a ear is held and the rule applicable thereto, except where there is a specific tariff provision to the contrary. Section A—Cars of either railroad or private ownership, held for or by consignors or consignees for loading, unloading, forwarding directions or for any other purpose (including cars held for loading company ma- terial unless the loading is done by the railroad for which the material is intended and on its tracks) are subject to these demurrage rules, except as provided in Section B. Section B.—The following cars are not subject to these demurrage rules: 1. Cars under load with company material for use of and consigned to the railroad in whose possession the cars are held. 2. Cars under load with live stock. This exemption does not in- clude cars held for or by shippers for loading live stock.- Live poultry will not be considered as live stock. _ 3. Empty cars placed for loading coal at coal mines, coal mine sidings, coal washers, or coke at coke ovens and such cars under load with coal, at such mines, mine sidings or coal washers, or with coke at coke ovens. This exemption applies only at mines, coal washers and ovens which are subject to car distribution rules in lieu of demurrage rules. 4. (a) Private cars on private tracks when the ownership of the ear and track is the same. Note.—Private cars while held under constructive placement for delivery upon the tracks of their owners are subject to demurrage charges after expiration of forty- eight hours’ free time. (See Rules 5 and 9.) d DEFINITIONS. Private Car.—A car having other than railroad ownership. A lease of a car is equivalent to ownership. Private cars must have the full name of the owner or lessee SECONDARY AND. ACCESSORIAL SERVICES 2138 painted or stenciled thereon or must be boarded with full name of owner or lessee. If mame of lessee is painted, stenciled or boarded on ear then the car is exempt from demurrage for the lessee only. If name of lessee isi not painted, stenciled or boarded on car then the car is exempt from demurrage for the owner only. Private Track.—A track outside of carrier’s right of way, yard, and terminals, and of which the carrier does not own either the rails, ties, roadbed, or right of way; or a track or a portion of a track which is devoted to the purposes of its user either by lease or written agreement. (b) Empty private cars stored on railroad or private tracks, in- cluding such cars sent by the owner to a shipper for loading, provided the cars have not been placed or tendered for loading on the orders of a shipper. (See Rule 6, Section D.) Free Time Allowed. Section A.—Forty-eight ‘hours’ (two days) free time will be Ce for loading or unloading all commodities. (See Rule 2, Section B, Para- graph 4.) “LOADING”? includes the furnishing of forwarding directions on outbound ears. ““‘UNLOADING”’ includes: (a) Surrender of bill of lading on shipments billed ‘‘to order.’ (b) Payment of lawful freight charges when required prior to delivery of the car. (c) Furnishing of a ‘‘turn-over’’ order (an order for delivery to another party) after car has been placed for delivery and no additional movement of the car is made. When the same car is both unloaded and reloaded, each transaction will be treated as independent of the other. This’ will also apply to industries performing their own switching service, in which case the industry must notify the carrier date and time car was unloaded. When a car held for loading or unloading is moved by railroad or private power to another point in the same yard or industry to complete loading or unloading, only forty-eight hours’ free time will be allowed, except that when the railroad makes a charge for such movement the time incident thereto shall not be computed against the car. (See Rule 7, Note 2.) Note.—If a’ consignee wishes his car held at any break-up yard or a hold- -yard ‘before notificatidn ‘and placement, such car will be subject to demurrage. That is to say, the time held:in the break-up yard/ will be included within the 48 hours of free time. If he wishes to exempt his car from the imposition of demurrage he must either, by general orders given to the carrier or by. specific orders as to incoming freight, notify the earrier of the track upon which he wishes his freight placed, in which event ‘he will have the full 48 hours freq time froin the time when the ‘placement Zs ‘made’upon the track designated. This ‘‘Note’’ will Bpply except: when in “eonsinet with Rule 2, Section B, paragraph 1. Section B.—Twenty-four hours’ (one aay) free time will be sitaweds - (4. When cars are held'for reconsignment, diversion or reshipment, or held in transit on order of consignor, consignee or owner, oP Pal | «+ Note.—This will not apply to: cars subject to Rule 2; Section B, paragraph 3. The term ‘‘diversion’’ or'‘‘reconsignment”’ will be applied ‘as ‘de- ‘fined in the reconsignment tariffs of this railroad, except that under this rule when a car is placed for delivery at destination’ a ‘‘turnover’’ (or order for-delivery to another party):which does not involvejan: additional movement of the car is nbdt-a reconsignment. (See Rule -2;-Section A.) |: 214 TRAFFIC MANAGEMENT A reshipment is the making of a new contract by which under a new rate the original lading, without being unloaded, is forwarded in the same car to another destination. 2. When ears, destined for delivery to or for forwarding by a con- necting line, are held under tariff regulations for surrender of bill of lading or payment of lawful freight charges. 3. When ears are held in transit and placed for inspection or grad- ing, including reconsignment or other disposition orders. At stations where grain and hay must be inspected or graded, the consignee agreeing with the carrier in writing for file at the station, to accept the bulletining of the cars as due and adequate notice of arrival, the bulletins must be posted by 9:00 a. m. of each day, showing the previous twenty-four (24) hours’ receipts, and the free time (twenty-four hours) is to be ecaleu- lated from the first 7:00 a. m. thereafter. Where there is no agreement for bulletining of cars, the free time must be calculated from the first 7:00 a. m. after the day on which notice of arrival is sent or given to the consignee. Exception:—At Chicago, Ill., and Kansas City, Kan.-Mo.: On all grain held in transit, subject to Federal or State inspection, and on seeds (field or grass), grain screenings or seed screenings, held in transit, sub- ject to recognized official inspection, free time for disposition will expire at 6:00 p m. of the day that inspection is reported by the inspection authorities on or before 11:00 a. m. No additional free time will be allowed for reinspection or appeal. The bulletin form of notice may be used in lieu of written notice of arrival to the consignee. Exception :—At St. Paul, Minneapolis, Minnesota Transfer, Camden Place, Duluth, West Duluth, Minn.; Superior, Superior East End, Central Ave. (Superior), Allouez or Itasca, Wis.: On all grain subject to Federal or State grain inspection received on or before 8:30 a. m., and upon which notice of arrival is given by 9:00 a. m., disposition shall be given not later than 4:00 p. m., the same day, provided inspection is reported to the office of the Federal or State Grain Inspector before 11:00 a.m. When a reinspection is called before disposition is given, one day additional free time will be allowed, provided Local Freight Agent is notified of the call on day of inspection and a change in grade is allowed by the Federal or State Inspector. If no change in grade is allowed demurrage will be assessed, provided disposition is not furnished before 5:00 p. m. of the day car is first inspected. On all cars loaded with grain and in- spected (if for inspection) prior to 6:00 p. m., disposition must be given not later than 4:00 p. m. the following day,. excepting that where re- inspection or appeal is called, and the grade is changed by Federal or State Inspector or Appeal Board, one additional day of free time shall be allowed. : 4, Except as otherwise provided in Rule 2, Section A, when cars are held to complete loading, or to partly unload. Note.—When a car held for unloading is partly unloaded and partly reloaded, 48 hours’ free time will be allowed for the entird transaction. 5. On ears containing freight in bond for Customs entry and Gov- ernment inspection. Section C.—Cars containing freight for trans-shipment to vessel will be allowed such free time at the port as may be provided in the tariffs SECONDARY AND ACCESSORIAL SERVICES 215 of the individual carriers lawfully on file with the Interstate Commerce Commission. Computing Time. Note.—In computing time, Sundays and legal holidays (National, State, and Municipal), but not half holidays, will be excluded, except as otherwise provided in Section A of Rule 9. When a legal holiday falls on Sunday the following Monday will be excluded. Section A.—On cars held for loading, time will be computed from the first 7:00 a. m. after placement on public-delivery tracks and without notice of placement, but if not placed within 24 hours after 7:00 a. m. of the day for which ordered, time will be computed from 7:00 a. m. after the day on which notice of placement is sent or given to consignor. (See Rule 6—Cars for Loading.) Section B.—1. On cars held for orders, surrender of bill of lading or payment of freight charges, whether such cars have been placed in position to unload or not, time will be computed from the first 7:00 a. m. after the day on which notice of arrival is sent or given to the consignee or party entitled to receive same. (See Rule 4—Notification. ) Note.—The time between receipt of order and placement of car (not to include the time attributable to the act or neglect of consignor or consignee) will be deducted from the total detention to the car. 2. Orders for disposition or reconsignment, when mailed, wired or otherwise transmitted by the reconsignor to agent of the carrier at point where cars are held, or to the agent of any carrier named in the bill of lading contract or participating in the transportation transaction, unless otherwise provided by tariff, will release cars at 7:00 a. m. of the date such orders are received by any such agent, provided they are sent or given prior to the date received. Such orders mailed, wired or otherwise transmitted and received the same date, will release cars at the hour the orders are received by any such agent. Date of mailing to be determined by the postmark. Note.— When order releasing a car.is sent to this railroad by U. S. mail and the order is not received by the addressee, the car shall be considered released as of the date the order should have been delivered, provided proof is,furnished by the claim- ant that the order was deposited in the U. S. mail properly stamped and addressed on the date claimed. Section C.—1. On cars held for unloading, except as otherwise pro- vided in Section B, Paragraph 1, of this rule, time will be computed from the first 7:00 a. m. afer placement on public-delivery tracks, and after the day on which notice of arrival is sent or given to consignee or party entitled to receive same. If car is not placed within 24 hours after notice of arrival has been sent or given, time will be computed from the first 7:00 a. m. after the day on which notice of placement has been sent or given to the consignee or party entitled to receive same. (See Rule 4, Sections A and D.) 2. On cars subject to Rule 5, Section B, Paragraph 2, time will be computed from the first 7:00 a. m. after the day on which notice, as re- quired by Rule 5, Section B, Paragraph 1, is sent or given to the consignee or party entitled to receive same. Section D.—On cars to be delivered on other-than-public-delivery tracks, time will be computed from the first 7:00 a. m. after actual or con- 216 TRAFFIC MANAGEMENT structive placement on such tracks. Time computed from actual place- ment on cars placed at exactly 7:00 a. m. will begin at the same 7:00 a. m.; actual placement to be determined by the precise time the engine cuts loose. (See Rule 4, Section C, and Rules 5 and 6.) Note 1.—‘‘ Actual Placement’’ is made when a ear is placed in an accessible position for loading or unloading or at a point previously designated by the consignor or consignee. If such placing is prevented from any cause attributable to consignor or consignee and ear is placed on the private or other-than-public-delivery track serv- ing the consignor or consignee, it shall be considered constructively placed, without notice. Note 2.—Any railroad track or portion thereof assigned for individual use will be treated as ‘‘other-than-public-delivery track.’’ Section E.—On cars to be delivered on interchange tracks of in- dustrial plants performing the switching service for themselves or other parties, time will be computed from the first 7:00 a. m. after actual or constructive placement on such interchange tracks until return to the same or another interchange track. Time computed from the actual place- ment on cars placed at exactly 7:00 a. m. will begin at the same 7:00 a. m.; actual placement to be determined by the precise time the engine cuts loose. (See Rule 4, Section C, and Rules 5 and 6.) Cars returned loaded will not be recorded released until necessary billing instructions are furnished. Note.—Where two or more parties take delivery from the same interchange track, or where the railroad company uses the'interchange track for other cars, or where the interchange track is not adjacent to the plant and the industry uses the railroad’s tracks to reach same, a note of placement shall be sent or given to the consignee and time will be computed from the first 7:00 A. M. thereafter. Notification. Section A.—Notice of arrival shall be sent or given consignee or party entitled to receive same by this railroad’s agent in writing or, in lieu thereof, as otherwise agreed to in writing by this railroad and con- signee, within twenty-four hours after arrival of car and billing at des- tination, such notice to contain car initials and number, point of ship- ment, contents and if transferred in transit, the initial and number of original car. When address of consignee does not appear on billing, and is not known, the notice of arrival must be deposited in United States mail enclosed in a stamped envelope bearing return address, same to be preserved on file if returned. An impression copy shall be retained, and when notice is sent or given on a postal card the impression shall be of both sides. (See Rule 3, Sections B and C.) In case a car subject to Rule 3, Section C, is not placed on public-delivery track within twenty- four hours after notice of arrival has been sent or given, notice of place- ment shall be sent or given to consignee. Note.— When owner requests that original point of shipment be omitted on re- consigned cars, this information shall not be shown on notice of arrival at destination. Section B.—When cars are ordered stopped in transit notice shall be sent. or given the party ordering the cars stopped upon arrival of cars ‘at point of ‘stoppage. Section C.—Delivery of ‘cars upon other-than-public-delivery tracks or upon industrial intérchange tracks, or written notice sent or given to consignee or party entitled to receive same, of readiness to so “deliver, will constitute notification to consignee. (See Rule 8, Section D, Para- graph 1 (b). SECONDARY AND ACCESSORIAL SERVICES 217 Section D.—In all cases where any part of the contents of a car has been removed by. the consignee prior to the sending or giving of required notice, such removal shall be considered as notice of arrival. Section E.—1. When carload freight is refused at destination, notice of such refusal shall, within 24 hours thereafter, be sent by wire to con- signor, when known, at his expense, or when not known, to agent at point of shipment, who shall be required promptly to notify the shipper if known. 2. (a) When unclaimed perishable carload freight has not been disposed of within two days from the first 7:00 a. m. after the day on which notice of arrival has been sent or given to consignee, notice to that effect shall be sent by wire as provided in Paragraph 1 of this section. (b) When other carload freight is unclaimed within five days from the first 7:00 a. m. after the day on which notice of arrival has been sent or given to the consignee, a notice to that effect shall be sent by wire as provided in Paragraph 1 of this section. (See Rule 8, Section D, Paragraph 4.) Placing Cars for Unloading. Note.—Under this rule the time of movement between hold point and destina- tion, and any other time for which the railroad is responsible will not be computed against the consignee. Section A.—1. When delivery of a car consigned or ordered to an industrial interchange track or to other-than-a-public-delivery track can- not be made on account of the inability of the consignee to receive it, or because of any other condition attributable to the consignee, such car will be held at destination or, if it cannot reasonably be accommodated there, at the nearest available hold point, and written notice that the car is held and that this railroad is unable to deliver will be sent or given to the consignee. This will be considered constructive placement. (See Rule 3, Sections D and E.) 2. Ona car to be delivered to a switching line for final delivery and which consignee located on switching line is unable to receive and which for that reason the switching: line is unable to receive from this railroad, notice will be sent or given the switching line showing point of ship- ment, car initials and numbers, contents and consignee and if transferred in transit the initials and number of the original car. 3. When this railroad is the switching line and, under conditions set ’ forth in Paragraph 1, is unable to receive cars from a connecting line at destination for delivery within switching limits, upon receipt of notice from connecting line it will notify the consignee and put such cars under constructive placement. (See Rule 4, Section C.) Section B.—1. When delivery cannot be made on specially desig- nated public-delivery tracks, on account of such tracks being fully oc- cupied, or from other causes beyond the control of this railroad, notice shall be sent or given the consignee in writing or, in lieu thereof, as otherwise agreed to in writing that delivery. will be made at the nearest available point to the consignee, naming the point. Such delivery shall be made unless the consignee shall before delivery indicate a preferred available point, in which case the preferred delivery will be made. 2. In the event consignee or party entitled to receive shipment serves notice upon this railroad of refusal to accept delivery at the point 218 TRAFFIC MANAGEMENT named in notice sent or given in accordance with Paragraph 1, the car will be held awaiting opportunity to deliver on the specially designated track, subject to Rule 3, Section C, Paragraph 2. Cars for Loading. Section A.—Cars for loading will be considered placed when such cars are actually placed or held on orders of the consignor. In the latter case the agent must send or give the consignor written notice of all cars which he has been unable to place because of condition of the other-than- public-delivery track or because of other conditions attributable to the consignor. This will be considered constructive placement. (See Rule 3, Sections D and E.) Section B.—When empty cars placed on orders are not used in trans- portation service, demurrage will be charged from the first 7:00 a. m. after actual or constructive placement until released, with no free time allowance. Section C.—1. Cars received from a switching line and held by this railroad for forwarding directions are subject to demurrage charges from the first 7:00 a. m. after they are received, until proper forwarding directions are furnished, with no free time allowance and without notice, except that cars received between 4:00 p. m. and 7:00 a. m. will not be subject to demurrage if forwarding directions are received prior to the following 12 noon. 2. Private cars which have been loaded on the tracks of their owners, received from such tracks and held by this railroad for forwarding direc- tions, are subject to demurrage charges from the first 7:00 a. m. after they are received until proper forwarding directions are furnished, with no free time allowance and without notice. Section D.—If an empty car is appropriated without being ordered, __ it shall be considered as having been ordered and actually placed at the time so appropriated. If not loaded outbound, such car is subject to Section B of this rule. Demurrage Charges. Section A.—On cars not subject to Rule 9 (Average Agreement) : After the expiration of free time allowed, the following charges per car per day, or fraction of a day, will be made until car is released: For each of the first four days, $2. For each succeeding day, $5. Section B.—The charges on cars subject to average agreement are set forth in Rule 9. Note 1—When through no fault of the consignor or consignee, the lading of a ear is transferred’ by a carrier into two}or more cars or when two small cars are fur- nished by a carrier in lieu of one large car ordered by the shipper, demurrage will be charged as for one car, only, as long as any of such cars are detained beyond the free time. Note 2.—When a car contains two or more minimum carload shipments consigned to more than one consignee at the same station, demurrage will be charged the same as if the shipments had been received in separate cars and each: consignee will be allowed a total free time of 48 hours (2 days) for unloading, free of interference by the other consignee or consignees. (See Item 2, page 17 hereof for additional detention charges.) Claims. No demurrage charges shall be collected under these rules for de- tention of cars through causes named below. Demurrage charges assessed SECONDARY AND ACCESSORIAL SERVICES 219 or collected under such conditions shall be promptly canceled or refunded by this railroad. Causes. Section A.— Weather interference. Note.—A consignor or consignee shall not be absolved from demurrage under Section ‘A of this rule if, considering the character of the freight, others similarly situated and under the same conditions reasonably could and did load or unload cars during the same period of time. 1. When the condition of the weather during any part of the pre- scribed free time (or the adjusted free time provided for in Section B of this rule) is such as to make it impossible for men or teams to work at loading or unloading, or impossible to place freight in cars, or move it from cars, without serious injury to the freight, or when, because of high water or snow drifts (see note) it is impossible, during the pre- scribed free time, to get to the cars for loading or unloading, the free time will be extended until a total of forty-eight hours (or twenty-four hours on cars subject to Rule 2, Section B, Paragraph 4) free from such interference shall have been allowed. No additional time will be allowed unless claim, stating fully the conditions which prevented loading or unloading within the free time, is presented in writing to this railroad’s agent within thirty days after the date on which demurrage bill is ren- dered. Note.—The extension of free time on account of high water or snow drifts shall apply to other-than-public-delivery tracks only where there is disability of this railroad. 2. When the lading is frozen while in transit so as to require more than forty-eight hours to remove it from the car, the total time actually expended by consignee in heating, thawing, or loosening and removing it will be considered as free time, but no allowance will be made for detention during the time that no effort is made to unload. This rule will not apply to shipments which are tendered in a condition to unload. Under this rule, consignee shall not be entitled to additional time unless. within the prescribed free time, he shall serve upon the railroad’s agent a written statement that the lading was frozen when tendered. 38. No allowance on account of weather interference shall be made on cars subject to Rule 6, Section B. Section B.—Bunching. 1. Cars for loading—When, by reason of delay or irregularity in filling orders, cars are bunched and placed for loading in accumulated numbers in excess of daily placing as ordered, the shipper shall be al- lowed such free time for loading as he would have been entitled to had the cars been placed for loading as ordered. 2. Cars for unloading or reconsigning.—When, as the result of the act or neglect of any carrier, cars originating at the same point or at intermediate points, moving via the same route and destined for one con- signee, at one point, are bunched at originating point, in transit or at destination, and delivered by this railroad in accumulated numbers in excess of daily shipments, the consignee shall be allowed’ such free time as he would have been entitled to had the cars not been bunched, but when any car is released before the expiration of such free time, the free ‘time on the next car will be computed from the first 7:00 a. m. following such release; provided, however, no allowance will be made unless claim 220 TRAFFIC MANAGEMENT is presented in writing to this railroad’s agent within thirty days after the date on which demurrage bill is rendered and supported by state- ment showing date and point of shipment of each car. Section C.—Demand of overcharge. When this railroad’s agent de- mands the payment of transportation charges in excess of tariff authority. Section D.—Delayed or improper notice by this railroad. 1. (a) When notice of arrival does not contain all the information specified in Rule 4, Section A, consignee shall not have the right to call in question the sufficiency of such notice, unless within the prescribed free time, he shall serve upon this railroad’s agent a written statement of the omitted information required, in which event the time between receipt of such statement and the furnishing of the omitted information will not be computed against the consignee. (b) When the consignee makes request in writing for the name of the consignor, point of shipment and (or), if transferred in transit, the initials and number of the original car, to enable him to identify the shipment in a car placed or tendered for delivery on other-than-public- delivery track, such information will be furnished, but consignee shall not be entitled to additional free time unless such request has been served on this railroad’s agent within the prescribed free time, in which event the time between receipt of the request and compliance therewith will not be computed against the consignee. (See Rule 4, Section A, Note.) 2. When claim is made that a mailed notice has been delayed, post- mark thereon shall be accepted as indicating the date of the notice. 3. When a notice is mailed by this railroad on Sunday, a legal holiday, or after 3:00 p. m. on other days (as evidenced by the postmark thereon) consignee shall be allowed five hours’ additional free time pro- vided he shall send or give to this railroad’s agent, within the first twenty- four hours of free time, written advice that the notice had not been received until after the free time had begun to run; in case of failure on the part of consignee so to advise this railroad’s agent, no additional free time shall be allowed. 4. In case of failure by this railroad to send notice in accordance with the provisions of Rule 4, Section H, the consignor shall not be held liable for demurrage charges between the date the notice should have been sent and the date it was actually sent. Section E.—Error of any railroad which prevents proper tender or delivery. | 1. Under this rule demurrage will be charged on the basis of the amount that would have accrued but for such error. This also applies in the case of constructively placed cars being ‘‘run-around”’ by actually placing recent arrivals ahead of previous arrivals, but allowance will only be made on cars subject to Rule 9, Average Agreement, that are held beyond the fourth debit day. _ Section F.—Delay by U. S. Customs. Such additional free time shall be allowed as has been lost through such delay. Average Agreement. ‘When the following agreement has been entered into, the charge for detention of cars, on all cars subject to demurrage, held for loading or unloading, shall be computed on the basis of the average time of detention SECONDARY AND ACCESSORIAL SERVICES 221 to all such cars released during each calendar month; such average deten- tion and charge to be computed as follows: Section A.—One credit will be allowed for each car, released within the first twenty-four (24) hours of free time. After the expiration of forty-eight (48) hours’ free time, one debit per car per day, or fraction of a day, will be charged for each of the first four days. In no case shall more than one credit be allowed on any one car, and in no case shall more than four credits be applied in cancellation of debits accruing on any one car. When a car has accrued four debits a charge of $5 per car per day, or fraction of a day, will be made for all subsequent deten- tion and will apply on all subsequent Sundays and legal holidays, includ- ing a Sunday or holiday immediately following the day on which the fourth debit begins to run. Section B.—Credits earned on cars held for loading shall not be used in offsetting debits accruing on ears held for unloading nor shall credits earned on cars held for unloading be used in offsetting debits accruing on cars held for loading. Section C.—Credits cannot be earned by private cars subject to Rule 1, Section B, Paragraph 4 (a), but debits charged on such private cars while under constructive placement may be offset by credits earned on other cars. Section D.—At the end of the calendar month, the total number of credits will be deducted from the total number of debits and $2 per debit © will be charged for the remainder. If the credits equal or exceed the debits no charge will be made for the detention of the cars and no pay- ment will be made by this railroad on account of such excess of credits; nor shall the credits in excess of the debits of any one month be con- sidered in computing the average detention for another month. Section E.—A party who enters into this average agreement shall not be entitled to include therein cars subject to Rule 2, Section B, nor shall he be entitled to cancellation or refund of demurrage charges under Sec- tion A, Paragraph 1, or Section B of Rule 8. Section F.—A party who enters into this average agreement may be required to give sufficient security to this railroad for the payment of balances against him at the end of each month. Section G.—An average agreement must include all cars loaded or unloaded within the jurisdiction of the same station, except that when desired separate agreements may be entered into for "each plant or yard within the jurisdiction of the same station, but in no case can the cars loaded or unloaded within the jurisdiction of two or more stations be combined in one average agreement, nor shall the cars loaded or un- loaded by more than one consignor or consignee be combined in one average agreement, except that cars consigned, reconsigned, or ordered to a public elevator, warehouse or cotton compress serving various parties may be combined in one average agreement. Agreement. parc aot eneate tare chs te halter tatn came ecnee era Gnane Railroad. Being fully acquainted with the terms, conditions, and effect of the average basis for settling for detention to cars as set forth i BID alse nay Me being the car demurrage rules governing at all stations and sidings on the lines of said railroad, except as shown in said tariff, and being desir- 222 TRAFFIC MANAGEMENT ous of availing (myself or ourselves) of this alternate method of settle- ment (I or we) do expressly agree to and with the......... Railroad that with respect to all cars which may, during the continuance of this agree- ment, be handled for (my or our) account at........... (Station) (I or we) will fully observe and comply with all the terms and conditions of said rules as they are now published or may hereafter be lawfully modi- fied by duly published tariffs, and will make prompt payment of all demurrage charges accruing thereunder in accordance with the average basis as therein established or as hereafter lawfully modified by duly published tariffs. This agreement to be effective on and after the............ day of asblvandandensee alerts 19...., and to continue until termination by written notice from either party to the other, which notice shall become effective on the first day of the month succeeding that in which it is given. Approved and accepted............... ,19...., by and on behalf of the above-named railroad by.............0..-00- In the handling of private cars, considerable difficulty has arisen as to the charging of demurrage since the car is neither on the tracks of the carrier, and is not being paid for when standing idle. The attitude of the commission in such cases is that when the cars are upon the tracks of the carrier, although not owned by the carrier, demurrage can be collected. Derrick and construction cars are not ordinarily subject to demurrage charges when they are owned or leased by a contractor doing work on the lines of the carrier or when standing upon storage tracks, as the charges must be given explicitly in the tariffs. Several cases have arisen in which controversy among carriers and shippers have caused demurrage charges, and the settled opinion is that such demur- rage is not lawful, and the delivering carrier must collect the charges, but the shipper is entitled to a claim for refund. Certain factors may operate to waive demurrage, such as shipment transferred into two cars, effect of flood or act of God; special circumstance, sale of freight for transportation charge not sufficient to pay demurrage, bunching of cars in transit, and embargoes. Other cases have come before the commission in which they did not allow demurrage as charges on refused shipments, demurrage on estray shipments, demurrage on f. o. b. shipments, strikes, tender of check in payment of freight charges against which a new order issued because of financial disturbances, cars held for reconsignment; terms of lease or contract, and unfiled tariffs. We notice in this treatise that the commission is primarily interested in the publication of these charges in lawfully filed tariffs, that the charges must be reasonable, and non-discriminatory, and has left the carrying out of the work to the carriers thru the national code of demurrage rules. Some railroads at special points in addition to demurrage charges, collect track storage charges, as a special penalty to meet unusual condi- tions. These charges are not assessed by demurrage bureaus, but by the individual carriers, because some dealers who sold direct from the cars were able to pay the demurrage charges, because it was their place of business, causing congestion in the freight yard. Such charges are usually assessed against fruit and vegetables, and in some places against all commodities except coal and coke, and have been upheld by the com- mission as legitimate charges to prevent the abuse of cars and terminal facilities. SECONDARY AND ACCESSORIAL SERVICES 223 A transit privilege is the moving of a commodity from point of origin to a point of manufacture, there manufactured and the product forwarded on to ultimate destination on the through rate from point of origin to ultimate destination of the raw material. Transit privileges cover the milling, manufacturing, and grading in transit and many other processes thru which the articles pass between the raw stage and the manufactured stage. Grain, including wheat, buckwheat, corn, kaffir corn, rye, oats, and barley may be stopped in transit and such privileges applied as: Change of consignee, change of destination, change of ownership, bleach- ing, cleaning, milling, mixing, clipping, drying, elevation, repacking, sacking, shelling, storing, grading, inspection, malting, manufacturing, storing and weighing. Logs are transported from the forests to a milling point, milled into lumber and forwarded to destination, the lumber being yarded, unloaded, sorted, graded, creosoted, and dried. Cotton may be stopped to be compressed, live stock to be grazed, to test the markets, graded or resorted. Steel may be stopped to be punched, cut or fabri- cated. In fact the illustrations could be multiplied, cottonseed, oil cake, corn products, oatmeal, lumber products and many other articles included, showing the application of special transit privileges to certain com- modities, which have been very beneficial in the diffuston of business, and the lowering of the transportation charge, and are countenanced by the commission because of the universal practice and beneficient qualities. It is clear that transit rates can only be accorded those commodities that move at the same or nearly the same rates, such as wheat and flour, where the rates are practically the same. The carrier may or may not accord these privileges, but when it is once accorded it comes under the authority and caution must be taken to keep it from being discriminatory. It is entirely the right of the carrier to allow a privilege of milling a product in transit and forwarding the milled product under the through rate in effect on the grain from the point of origin to the ultimate destination, but the charges must be published in legally constructed tariffs on file with the commission and non-discriminatory. Hides may be stopped in transit to be salted, which must not be confused with the salting neces- sary to the preservation of the property, which is a part of the trans- portation service and not a privilege. The milling in transit privilege has been given the greatest development, and the theory under which it operates is that the raw material pays the local rate into the point of manufacture, and when the manufactured product goes forward it is transported on the rate which would be applicable to that product had it originated at the point where the material was received for transporta- tion, and whatever amount had been paid in was adjusted in the rate. There are a number of arrangements for taking care of milling in transit, rates varying with different articles and under different conditions. There is a limit to the number of products which can be included in the list of those that move at the raw material rate, but one or two products can not be singled out and the transit rate withheld. A new innovation has been the application of reshipping rates from some of the primary markets, as St. Louis or Kansas City, in which a certain rate applies re- gardless of the points of origin of the traffic. The difficulty under the transit rate is that the miller must ship a certain percentage as flour and the remainder offal, while under the reshipping rate he can send his flour 224 TRAFFIC MANAGEMENT to one point and the offal to another. The solution of the transit problem would be to allow the substitution of tonnage, which would allow the interior miller to compete with those at the primary markets. Lumber has been allowed certain transit privileges, but it is under the same strict rules regarding substitution of tonnage as grain. These privileges are in the nature of dressing of lumber, milling, sawing, grad- ing, sorting, creosoting or burnetizing, drying or yarding. The usual length of time permitted is one year, but in the creosoting eighteen months has been held to be reasonable. Carriers concede the privilege to shippers of special commodities in certain sections to partially load a car at one point and move it to an intermediate point and complete the load, then forwarding the car on the through rate. This must not be confused with the right of stoppage in transit, which the consignor has in the case of the consignee’s bankruptcy before the goods reach him. Hogs may be stopped in transit to be sorted, and reconsigned, fed, and sheep and cattle may be stopped to be grazed, or await market privileges. Because of a great number of substitutions of transit and non-transit articles, the commission has been very strict in the observance of the substitution rule—grain was allowed billing in transit after disposed of, movement of transit and non-transit articles in same car, transit was used after the expired time limit, products of one grain substituted for another, illegal use of surplus billing, movement out pound for pound without any allowance for offal were some of the grievances. The commission pro- mulgated certain rules for the carriers to adequately police the privileges; that certificates of the character of all grain in the transit house, that daily reports be furnished, that paid expense bills to be deposited, that billing shall prescribe sufficiently the commodity upon which the priv- ilege is allowed, that outbound billing have full reference to the inbound billing, that the privilege be limited to one year, and that there shall be deducted an arbitrary loss in process of milling of certain percentages. It seems that the kind for kind rule is the only fair, just and reasonable rule to apply to transit cases. Transit privileges although open to dis- crimination have become important factors in the commercial develop- ment of the country, allowing certain sections to compete in various industries, which otherwise would have been impossible, and because of their great value, and being in force at the time of the effect of the legis- lative enactments, the commission hag continued the use because the overthrow would seriously hamper industries which have been built upon that basis. Storage is a warehouse service performed by the carrier of freight in transit and at destinations where delivery cannot be effected by the carrier. This service is under the control of the commission and has be- come a part of the carrier’s duty because of the legal responsibility placed upon it by the act. The carrier in the transportation service is under the common law liability while after the receipt of the goods at destination at the end of a defined period he becomes liable only as ware- houseman. This fact has caused the railroads to build extensive ware- houses, and to make agreements with private warehouses for the ship- ments that remain in their possession. The railroad company is under no obligation to store the freight, as the freight depot is not a public storage warehouse, as it is only designed to handle the current business. The purpose of storage is to enable the carrier to clear his depots for the SECONDARY AND ACCESSORIAL SERVICES 225 expeditious handling of current business, and the charges should be higher than those of the public warehouse. The carrier has the right to charge for the storage service or may provide it free to attract traffic to its lines, but it must do so without discrimination. Since storage services are under the regulation of the commission, the regulations and charges must be published, filed and posted. If grain remains in a warehouse longer than the prescribed ten days necessary for grading, cleaning, and clipping known as elevation, storage accrues and the carrier may collect. Storage charges begin to accrue only after the goods are legally tendered to the consignee, thus if the marks on the shipments are so obliterated thru negligence of carrier that the property can not be identified, the consignee is under no obligation to assume them and therefore no charges can accrue. Carriers may allow free storage as is illustrated in salt shipments at Chicago. The consignee cannot be held for storage accrued because of fault of the carrier in failing to forward notice of arrival to consignee, or misrouting by carrier. A number of commodities such as agricultural implements, farm wagons, and apples are sometimes given storage in transit privilege. Implements are billed from the factory to the storage point, placed in a warehouse and at a later date forwarded to final destination, and the through rate from point of origin to destina- tion is protected. Various rules are adhered to in the use of this priv- ilege in that the shipper must signify at the time of shipment that it will be reforwarded, that original expense bill must be surrendered at storage point for cancellation, and that the limit of storage period is twelve months. Apples are shipped to storage points, placed in cold storage, and then forwarded to final destination on the through rate protected. The carrier however makes a charge for the storage in addi- tion to the through rate. Carriers may provide charges for the transfer service, but if so, these charges must be published in a tariff, filed and posted so the shipper may be informed of the exact charges. The transfer services and facili- ties are not a part of the transportation service, as ruled by the com- mission, and under the joint rate the transfer by the carrier to another car must be made at the expense of the carrier. If special facilities are provided for the transportation of certain commodities they become a part of the transportation service, such as stock pens, chutes, and slatted cars for the transportation of live stock. The carrier is obliged to pro- vide necessary means for receiving the live stock and for its delivery. In the handling of heavy equipment and articles, the carriers many times provide special loading and unloading facilities such as derricks and traveling cranes, and if they are accessorial to the transportation service a charge may be made for them. In the past these facilities have been furnished free so as to build up the ecarrier’s traffic. Carriers may move cars within the confines of industrial plants on industrial tracks, and in such cases it becomes a plant facility, while to other plants it may only act as a common carrier. Sometimes cars are delivered from one to seven miles away from the main track of the carrier, and the question arises before the commission whether this is a plant service, or a common carrier service. Plant service is usually a private service, performed by the motive power of the plant, performed in the interests of particular shippers, and the test is whether there is a bona fide holding out coupled with the ability to carry for hire. If 226 TRaFFIC MANAGEMENT the service is a plant line service the trunk line carriers cannot law- fully compensate the shipper or the incorporated plant railroad for the use of its tracks or for the switching of the shipper’s cars over them with its own motive power. The trunk line by performing some unnecessary service as picking up cars within the plant, and delivering cars to points within the plant may make a charge therefor if they wish. Carriers do not perform the services of cartage and drayage except under certain conditions of maintaining a through rate, wrong delivery or as an ac- cessorial service. Likewise the carrier may if it wishes levy a charge for the spotting of cars on industrial tracks at the factory door, but it has performed this service gratuitously in the past. Reasonable efforts must be made by the carrier to provide adequate terminal facilities, as classification yards, gravity yards, storage yards and houses, freight houses, elevators, loading and unloading machinery, cranes, derricks, fruit and hay sheds, special platforms and other facilities. The condi- tions of each locality determine the kind of facilities that are needed at that station, and the commission has the power to remedy inadequacy of terminals and may even dictate their location. An embargo is a remedy resorted to by the carrier to refuse traffic because of some conditions beyond its control, as the act of God, the public enemy, or extraordinary congestion of traffic, thru an order direct- ing connecting lines not to forward traffic of particular classes or all deliveries. The embargo may be against cars leaving the tracks and if so, the commission does not look upon it with favor since it does not keep the routes of through traffic open allowing through and joint rates. If the act or omission is traceable to the carrier, the embargo is not lawful. In order to meet the conditions imposed by embargoes, commission allows short notice tariffs. In the last, fifteen years, tap lines and industrial lines have become important. The spurs leading into the forests are now known as logging roads and from the mill or the company town to the trunk line as main or tap lines. The commission has made several investigations as to what determines the character of the line. These tap lines are usually operated by a subsidiary company which first hauled logs and then other com- modities, finally sharing in the through rate. The question immediately arises as to whether or not these roads are common carriers. The com- mission quotes that if these roads are merely a device to secure an al- lowance, a partition of the revenue should not be allowed, but if rates are made direct from the mill, and the road is recognized as a common earrier, allowances should be made. These roads are either common carriers or plant facilities. In case it is a plant facility, and an allow- ance is made, it amounts to a rebate,-but if the road is a common carrier holding itself out to the public, regardless of whether its prime pur- pose is the furnishing of transportation facilities for the lumber company, it is entitled to receive allowances of the through rates. As soon as the tap lines establish themselves as common carriers, they must recognize their obligations as such in the submitting of reports, construction of tariffs, accounting procedure, hours of service, safety appliance acts, and other duties and obligations imposed by the commission. Then as com- mon carriers they can not render free transportation to the mill or the proprietary company, because that would be discrimination. In case a trunk line connecting with the tap line issued a milling in transit rate, SECONDARY AND ACCESSORIAL SERVICES 227 it could not be established unless it pursued the same course with the forests along its lines. The commission classifies industrial railroads into six groups: (1) those having a general merchandise and commodity traffic besides that of the controlling industries, (2) those lines extending from lumber mills to junctions of the trunk line carriers, the ownership vested in the lumber companies, (3) incorporated industrial lines of a plant facility nature performing an internal plant switching service, (4) those resembling lumber tap lines but haul commodities other than lumber, (5) industrial plant tracks, (6) industrial plant tracks not dedicated to public use, the right to use being controlled by the industry. The main problem in industrial roads is to see whether they are common carriers, and if they meet the requirements of the commission, before allowance out of the through rate can be made. Allowances may be rendered to shippers for lawful services rendered or facilities furnished, which it is the carrier’s duty to render or supply. The allowance may assume the form of a specific sum, a credit against the freight charge, a weight reduction, mileage credits, or included in the rate, but the charge must be reasonable, not to exceed the actual cost of the service. The carrier has the right to make such allowances as dunnage, elevation, leakage, shrinkage, lining of cars, cooperage, spotting, staking, grain doors, lighterage, compression, ete., but the commission has the authority to see that they are reasonable. Shipments of lumber— including logs, barks, cordwood, ties, lath, telephone poles, timbers, fin- ished lumber,—iron pipe and tubes, cars, engines, boilers, dynamos, pumps, farm machinery, all require special loading, staking and binding. A large portion of this traffic moves in box cars, but since open cars can be more conveniently loaded, with less expense and to a greater capacity, it is preferable to ship these articles on open cars. Experiments are being tried with permanent staking, but are unsuccessful as yet. Gondola cars are a special type of large capacity cars to transport coal, coke, ores, brick, and commodities which do not deteriorate from weather ex- posure. The shipper does the loading and since he is the most capable to stake the load, the carriers allow 500 lbs. for racks, stakes, and blocks furnished by shippers on flat gondola.cars, but this dunnage is not allowed in box ears. To load certain commodities such as grain, grain doors or bulkheads are needed. Grain doors retain the load in the car while bulkheads divide the car into bins. Certain allowances are made for the furnish- ing of these doors by the shippers, but the amounts must be reasonable. If cars are lined to protect the shipment as refrigerator cars felt paper lined to protect the shipment from severe cold, or cattle cars lined with paper to protect machinery from weather, allowances may be granted if they are published in the tariffs. Allowances may be made for floor racks in refrigerator cars, car mileage of private cars, shrinkage in weight of live stock, transfers, and elevation in reasonable amounts. Elevation may be of two kinds—transportation elevation, the passing of grain thru the elevator for the purpose of transferring it from ear to- car and obtaining its weight under the free storage time—and commercial elevation—processes of cleaning, mixing, clipping, drying, known as the merchandising elevation in contrast to transportation elevation, a necessary part of the service. Commercial elevation is not a lawful allowance. If the shipper makes necessary repairs to the car, he cannot 228 TRAFFIC MANAGEMENT be compensated for by the carrier, because the carrier was obliged to furnish a car which was usable, and the shipper should have rejected it. In the shipment of livestock it is necessary at times to have the car cleaned and disinfected, to comply with federal or legislative enactments, which is charged for by the carrier. If the cattle are affected with a contagious disease, they may be stopped in transit for the purpose of dipping and disinfecting, chargeable to the shipper. Carriers at times may furnish bedding for livestock, or it may be charged for at the pleas- ure of the carrier or stock yards company. Hay, straw, sawdust, excel- sior or other preservative may be used to protect shipments from freezing, as for instance in beer shipment allowances of 2,000 lbs. were made. In the shipment of potatoes, stoves and caretaker usually needed, re- ceiving free transportation. Certain carriers provide peddlar car service to packers allowing certain quantities to be unloaded along the line, the carrier’s employees doing the unloading. Some tariffs make provisions for the return of empty containers, as ale, beer, tonic, mineral water or phosphate waters, drums or cylinders used in the transportation of acids, gas, ammonia, alcohols, cocoanut oils, cottonseed oils, linseed oils, pickles, vinegars, molasses, turpentines, wines, and pickles, and empty bags and sacks. On cattle going to stock yards there is usually a yardage charge when unloaded and confined. If freight is handled by water carriers at the wharf, the charges are known as wharfage, and if this freight had been reconsigned with an incident back haul, there would be additional charges assessed on the mileage basis to cover the addition] mileage due to the reconsignment. CHAPTER XII. TRAFFIC ADMINISTRATION 1. Railroad Organization Evolution of Organization Corporate Organization Capitalization Business Organization Railroad Departments. 2. Railroad Traffic Department Organization Duties Vice-President, Traffic Manager and General Freight Agent Operation Traffic Department Solicitation of Freight Industrial and Land Departments Loeation of Industries . Development of Markets Procuration of Raw Materials. 3. Industrial Traffic Departments and Traffic Associations Duties Industrial Traffic Manager Tariffs and Rates Preparation of Freight Tracing, Routing and Handling Claims Complaints to the Commission Special Traffic Representatives. CHAPTER XII. Traffic Administration It is interesting to trace the development of our transportation sys- tems from the prehistoric ages to our achievements of modern civilization —the domestication of a large variety of animals and the application of motive power to the vehicles of carriage. Commercial development has demanded improved means of transportation, perfecting many devices for the utilization of nature’s forces, and out of it has developed our modern system of railroads, colossal structures with almost perfect organ- izations. Vast sums of money have been invested in our railways—rights of way, rails, equipment,.road-bed, stations, yards, depots, structures, bridges, viaducts, physical structures, telegraph, signal towers, and ferries—for the development of commercial, political, social and govern- mental activities. To operate such giant enterprises distinct and efficient organizations must be maintained, necessitating the corporation form of organization. To undertake the projection of hazardous adventures through undeveloped sections an organization must be used which will 230 TRAFFIC MANAGEMENT allow restricted liability. Railroads are either built by promoters or capitalists, and before the securing of a charter from the legislature extensive investigations are made as to the cost of construction, operating and traffic arrangements, development of territory and natural resources, available rights with adequate terminal and yard locations, dock and wharfage facilities, traffic flows, market competition, water competition, distribution of population, conditions of enfranchisement and many minor factors essential to the proper commercial location. If the preliminary investigations present satisfactory and encouraging returns, the first step will be the securing of the charter usually under the general or specific incorporation law of the state. With meeting the requirements as to stock subscriptions, residential requirements, payment of fees, ete., the incorporation papers are filed, and the state issues a charter authoriz- ing the building of the road along the specified route with the right to exercise the power of eminent domain if necessary. Thus the prelim- inaries of incorporating and the securing of the charter completed, the next step is the financing. The public must be interested in the project to give donations of land, subscribe to bonds, donate convict labor (south- ern states), popular subscription to stock and to secure the underwriting of a bank or syndicate. Public excitement is always at high tension, the chambers of commerce clamoring for railroads, and speculation be- comes rampant, teaching us to be cautious and conservative. The con- struction of the road under either a construction organization or a con- tracting company is begun, and with our steam shovels, borers, dumps and gigantic machines, engineering feats are accomplished which fifty years ago were considered impossible. The securities of the corporation may be in the following forms: 1. Stock— Common Preferred. 2. Bonds— Mortgage Bonds Terminal Equipment Blanket Income Refunding Prior Car Trust. Debenture Bonds. Since the early days of consolidation in 1870-1880, corporate integra- tion has seemed the order of the day. Some of the consolidations were effected through strategic methods, thru rate wars, thru interlocking directorates and absorption. Corporate properties were brought together thru holding companies, corporate federation, amalgamations, and merg- ers. Co-industrial affiliation between railway companies, express and steamship companies, funding institutions, and industrial corporations determine in a large measure the financial and industrial affairs of our railways. Several illustrations of the grouping of railroads by owner- ships shows the trend of our consolidation movement: TraFFic ADMINISTRATION 231 Vanderbilt Group New York Central Lake Erie & Western New York, Chicago and St. Louis Pittsburgh & Lake Erie Michigan Central Chicago, Indiana & Southern Cleveland, Cincinnati, Chicago & St. Louis Toledo & Ohio Central Chicago & Northwestern Western Maryland Chicago, St. Paul, Minneapolis & Omaha Boston & Albany. Fremont, Elkhorn & Missouri Valley Harriman Group Union Pacific San Pedro, Los Angeles & Salt Lake Oregon Short Line Illinois Central Oregon-Washington R. R. & Nav. Co. Baltimore & Ohio System. Southern Pacific System Delaware & Hudson Hill Group Chicago, Burlington & Quincy Colorado Southern Burlington & Missouri River Spokane, Portland & Seattle Great Northern Oregon Electric Northern Pacific Oregon Trunk. Morgan Group Atlantie Coast Line Southern Cincinnati, New Orleans & Texas Pacific Erie Louisville & Nashville Pere Marquette . Mobile & Ohio Chicago Great Western. Most of our railway directors hold directorates in many companies, as the directors of the New York Central hold from two to sixteen direc- torships in various railway companies. Likewise we have inter-corporate holdings in industrial and commercial concerns—the partners of J. P. Morgan control several thousand directorships in various corporations and their subsidiaries, extending the sphere of influence thru partnerships and syndicate associates, financial institutions and many commercial and industrial concerns. The corporate organization of a railroad is usually classed into (1) stockholders, (2) directors, (3) officers. The stockholders are the body politic and are presumed to exercise control over the corporation thru the directors elected by them, at a duly called stockholders’ meeting, adopt by-laws for their conduct, and the directors in turn elect the officers. The officers usually consist of the president, who acts as the chief executive, several vice-presidents, acting usually as heads of divi- sions or departments, a treasurer and a secretary. Subordinate officers are usually appointed by their superiors subject to the approval of the executive committee or the general officer. As to the business organization of a railroad, it is questionable which is the most satisfactory, the departmental or the divisional type. Under the departmental type of organization the working organization is spread over the entire system, the superintendent of transportation, the chief engineer and the superintendent of motive power are given full authority in their respective fields, the final authority converging upon the general manager, while under the divisional type a number of different units of management, known as divisions, each complete in itself, are created. The divisional type proceeds on the theory that economy will result from maintaining the advantages of small organization in the large organiza- tion with local autonomy, as illustrated by the Pennsylvania system, the Union Pacific and Erie systems. The departmental type gives full con- trol to an expert in his field with a spreading organization under the general manager as illustrated by the New York Central. 8 L Vv N a Vv a 7 a ( s10}oadsut [BUsIg g saoI0j HOCLy, S19}SBUIpso SIOVUISUS TOTSLAT 2 peor t AIT uemai0j espiig | ‘oqo | sreqoyedsiq: ueumyoyIag f JoYSeUIUIeL], smelg | JoySBUIpIe x seai0j doyg TRAFFIC MANAGEMENT SddIO} HOV, { “970 UsUIYO}IAG SMOID) “oye ‘USUI O}IMG Malo UaUISUISU f sa010j3 doyg | 232 ‘ojo ‘siequed iva 1oqysByy wemeloj asnoypunoy SOTUBYIOUT 10488 JL 2 pus doyg Ss : a a Vv a N Vv L 8 TIVNOISIAIG 10yoedsul [BuszIg JayseupBoy IOBUTZUS WOTSTAIC, uewWe10j esplig } syuesy u01783g | srayoyedsiq: “qdns uoIslAIq Si1e{SBUIpse x SI9{SBULUTBL], SOUIZU JO USUISIO} PBOY SOUBYIOUL 1o}SB I] ‘oye ‘silequad189 10488 \ weulel0j asnoypunols pus doyg IVINGWNLYVdaa aaiaity Rie iereremienane asthe Bad seoulsue Jory JeseUBUL [BIBUEs pus yuepiserg JeMod eATjOUL Jo JUepuUozUTIedNg Jeoulsue Jory | soseueul [Bi0ues pus juepiselg quepuequiredns [e1euer) raMod aATZOUL JO quepuequedng 233 TraFFic ADMINISTRATION ydeizefey yUepuszutedng SUOISTAIp "ydng—Ausqyy jo yyhos “ydns [e1ouer) SiostAsedns [eus1G—ioourgzue [eusig uor}ez10dsueI} JesVuVU [eloueF yuUBySISSy 7 i Aueqry jo sem SuotstaIpradng { quepuezutsodns [Braue W0198}10dsueIy YYSIeIJ Jo UepuequIJedng ABM JO GOUBUSJUIVUL JesUISUG O11709]9 JUepUEzULIedNs [eieuer) UOISTATp O14}09]9 JUepuSzUTIedNg SlesulzUe Ye4s [etoedg | WOT}JON.ASUOD jo JeaUISU dagaulsue [eusig Jesulsue Jaro, quetmeAoId I au0Z UWOT}ORIY O11}99]9 JO JeVUIZUA JOIYD ASM Jo aoUBUEZUIeUL Jo Je9UISUy } (ABM jo couvueqUIsyy) SAB JO COUBTATUIB] qUeiIMo UO UOISLAIp o1730e]9 “9dns [eleuar) JesVUCUL [BIOUT YUL ISIESY Heys [eroedg SUOl}B]S4 OI[QNg—JoseuVULr [eseues yuvysiesy 810}8A9TO JO JUepUayUTIadng | Sel1Iej JO JUepuszurIedng queulyledep oulieu Jeseusy uoljzeiedo Jo JUepuezUTIedng | % JeSBUBU YUBYSISSY UOISIAIP BIuBApASUUeg } | UOISTATP "O PM “A SOTUBYDOUL 10}Se WOISIAIp U1948Bqy Jamod oArj0ur jo JUapuoyutedng WOISTAIP 010}80\, ‘dW "qdns worstaig 1oyoadsut 19 [e1euer) UOISIAIp us9]s0Mq | 9098 ZuI[JOI jo yuapuojzursedng UOISIAIp Us199seq Jep[iNg Teo 1e4ySeUI UOISIATG sdlAdes ZuIUIp Jo JUapuazuTedng 9q081}00—) pus sot98I48}G9—JeFBUeTT 09 UTYSISSY Jedeaye104s [e1euer) quese Zulseyoind [e1euor) Jesvusul [e19Ue3 pu yUuepiseid oot, Azauryosur puv 4004s Bur[jor aeasod eatjour ‘ydns [e1ouer) qUepIseid edt IoTUey ‘Ud a UAALIY NOSGAH F IVALNAOD HUOA MUN AHL JO NOILLVZINVOUO DNILVUddO IVLNAWLYVdaa sored U00 [8090 ‘1d —quepiseid aot s]uese IassUBI.—S}UBzsIS8s PUB ATBIOING TraFFIc MANAGEMENT 234 J@oUTSUe WOISTATCT royovedsep yoryD 194SBUI UBL], OTUBYOeUL Jase Jgoulsue UOISTATCT seyoyedsep Jory JOASVUL UBL, syUaUIEsINGsIp Jo JOWpNy | AOVIPNy quepiseid OTyeI4 JO IOPTPNY Sola pIIGL . Joyseuseg qeryseg) qaInssai], ydvise[ey yUepuazuTIEdNg S180 ZUIUIP JUepUayUTIEdNg siadeeye10}gG—jUeze Sutseyoin g I9aUIZUS [BOIUBYIIPL raMod eAT}OUI S}UepUszUiJedns yuBysISsY f JoMod 9AT}OUr quepuoezutiedng quepiseid yoop Sip pus eury ywoqurveys quepuojulsedns [e10ues “4S8sV sjyUepueyUliedns WOTSTAIC, mo1y83J0dsues} jUapusyaiedng quede uurepo [etoedg Aes Jo soUBUSWUTEUT JesUIsU quoepuejyutiedns yUeysISsSy yoop Arp pus url yeoqureays quepuejutiedns [eicues “4ssV syUapusyutiedns UOIsTAI u0ry2}10dsues} JUepuUEyATIEdNg quese ulrepo [e1oedg ABA JO QOUBTOJUIVUL JOOUISUG quopuejyutiedns 4UBySISSY (MOISIAIC, OLIG) JUTE Ke *sA0U10998 [81001 r9aUIsUe OSplig qeUISue JoIyo JURySISSy quese [e1cuer) queudinbo 3urzsog ‘ydng quese [eilouer) queurdmbe surysog “ydng *gA9u.1099%8 [BO0'T (O1yO) JuEFe xU9 ‘SAoTI0}7B [BOO] ‘CUU ap 2) Jasunod [B1euer) S UWOISTAIp OT AQU1IO}}~S [B1IdUA: IStAIp O1YO—S I 3) quese o3e23eq [B10uer) s}Ue3e Jesuessed UOISTAIC, quaurziedep Jeduesseg—s}uese [Breuer quese Joduessed Uleys8e [BIOUer) syuese aya UsIEIOT quod 49048 GATT queysisse pus yu0ze s]Ue38 [B10Uer) qysteqj [e1euern) syuese FY Blof UOISTATT quede WITe]O JYSIELT quade yy Ste1} YO04s CATT quese Wy steI} ATLA g}UeZ8 [B.10U85) quode JYSIe1} [BIOUeL) gyUesB YY SIOIJ WOTSTATC, JosVUBU sul] ‘_@ ‘SN quese 4YZ1e1] UB10I0,F quode wire[o yYSIeI 7 que8e 748181] Use}se9 [esouer) raoutsue joryO @01A puoveg (TOIsLATp O1YO) JeseusU [e1euer) (WOISTATP OL) JZBUCUI [BIOUST) jesunog [sieuer) IOzOI[OS [B1eUEX) quese YYBIeIj [BOD que sisse pus yuSss sesuessed [B10uey quepisaid OOIA 4ST quezsisse pus JOZBUBUL OTYRI} FY S01} U18}59 “4888 pute JosBUBUT oles} U18Se ‘MIUA AHL JO NOILVZINVOUO TVNOISIAIG queprselg \ 81030011 \ s1ap[oy{I07g Trarric ADMINISTRATION 285 From the organization viewpoint the work of a railroad falls into four divisions, namely: executive, operating, engineering, and traffic, while from the working viewpoint into seven distinct parts: (1) the traffic department which originates the business, (2) the operating department which moves the freight, (3) the civil engineering department which controls the track, roadbed, bridges, tunnels and stations, (4) the me- chanical engineering department which handles the locomotives and cars, (5) the financial department which is responsible for the collec- tion and disbursement of all funds, (6) the law department which handles all claims, suits and questions of law, and (7) the purchasing depart- ment which does the buying. There may be several additional depart- ments depending upon the size of the organizations, such as insurance department, industrial, pension, and real estate departments. The execu- tive and statistical forces are spoken of as departments, are more con- cerned with the entire administration than with but one branch. The executive department, composed of the directors and the presi- dent, is charged with the administration and operation of the entire corporation and its property. The president must be a man of vision, scope, of sober judgment; a man among men, with a knowledge of men; and a statesman, as the prosperity of the road depends very largely upon the president and his administrative policy. The legal department has always been an important department, pass- ing upon legal documents, handling claims for losses, protecting the vested rights of the carrier, defending against claims and suits for dam- ages to persons killed and injured, to property, to crops, and legislative matters and rate investigations. The financial department has two primary officers, the treasurer and the auditor, and the controller who co-ordinates the work of the two. This department does not execute new financing, which is handled by the president and the directors with the approval of the stockholders. The treasurer is in charge of the funds, and the auditor the accounts. The comptroller, when his office is authorized, safeguards the transmis- sion of funds, supervises the audit of tickets, way bills and station ac- counts. The purchasing department buys all the supplies and materials used in operation, maintenance and repair, keeping in touch with production, prices, quantities, thru elaborate systems of contracts and bids. The civil engineering department concerns itself with the construc- tion, maintenance and operation of new construction work or extensions. The mechanical engineering department has charge of the locomotives and cars, constantly keeping the equipment in repair, and designing new equipment. The operating department controls the train movement and the operations incident thereto, supervising the movement of all trains, work- ing in close conjunction with the traffic department. The department of railway statistics must provide the clinical ther- mometers of the transportation service, collecting all data to show com- prehensively the conditions of the service and to increase the efficiency of the service. The traffic department is the medium thru which the public come in contact with the railroad, securing the traffic for transportation and arranging with the operating department for its movement. The exist- 236 TRAFFIC MANAGEMENT ence of the entire transportation machinery rests upon the solicitation of freight, and the responsibility for increased tonnage rests solely upon the traffic department. The traffic department is shouldered with the responsibility of classifying freight, prescribing the condition of carriage, routing, transfer, storage and handling, loading and unloading, besides all the detail incident to the receipt, carriage and delivery of traffic. To fully perform the intricate and complex detail of solicitation and ship- ment a ‘‘live wire’’ organization is required, which will stimulate com- merce, knowing conditions of the industries and business, keeping in touch with market prices and conditions, increasing the production and con- sumption of various' goods. In the last fifteen years the traffic depart- ment has been called upon to furnish data, information and statistics regarding transportation affairs for government investigations, even necessitating special experts to procure the data. In our large railway systems, the traffic department is usually under a vice-president, as are some of the other departments—operation, main- tenance, legal, treasury, accounting, purchasing, real estate, and pensions. From the list of vice-presidents, a successor to the president is usnally drawn, and the vice-president of the traffic department because of his experience is usually in a favorable light. The vice-president in charge of traffic must be a man of broad vision, executive ability, keen per- ception, good judgment and extensive knowledge. The majority of traffic men have gained their experience in the school of hard knocks, ‘‘experience,’’ knowing all of the different positions under them and the qualifications necessary for the fulfillment of the position. In his deal- ings with his subordinates, who should be selected because of their capability and experience, he must secure their co-operation and good- will, adopting the same attitude towards them as he would have the superiors adopt towards him, and above all not tolerating petty gossip. : O36 SOHHMNwWHARS FO BS BO OS Soh ee C2 St NObwyubParm bie DS DO Coo RR, OU SOS i MOWONINARORS Commodity— Tons Apples: «ssionuideoreas 110,808 Milch cows .......... 76,500 Horses ........... Boar 72,158 Oats: acietccaevs tee es 55,680 Other cattle ......... 31,750 Maryland, 2,208,682 Tons Commodity— Tons COrny 5.55. og 9 ss oe 764,400 FAY oy. g.8 Niece Sea 8 552,000 Winter wheat ....... 344,250 Potatoes ............ 180,000 FOTS6S: wc cei tes 97,470 APDPIOS: ic scies ad te ets 60,600 Other cattle ......... 33,500 Sweet potatoes ...... 31,160 Swine: .... 0s eee on 29,100 Peaches ............. 24,375 Oats: os cecsae asa nas ees 23,312 Massachusetts, 1,141,746 Tons _ Commodity— Tons TAY ai aasancv asst sh astaads 732,000 Potatoes ............ 131,100 Milch cows .......... 69,300 Apples ...........0.. 52,464 COPD. 6.24 dae casemate 40,320 Horses ........ 45s ay! & 35,910 Wood pulp .......... 30,802 Other cattle ......... 24,250 Michigan, 9,672,677 Tons Commodity— Tons BY ead éhace 4 bas ae 3,837,000 Potatoes ............ 1,077,300 Corn ......... Megan 1,053,500 Oats: i 34 huseiee eed 892,800 Sugar beets ......... 461,721 Winter wheat ....... 456,300 HOPrseS) 26 sence nega and 442,000 Milch cows .......... 393,300 Other cattle ......... 188,000 FRY ©. apes eo: srigier sig. whanasaiay gant 133,672 SHOCD: 2.6 ssecesaca Adie boosie 125,190 SWINE? 6 66 wide goss ae where 102,900 Beans) 205.55: 0 sscaneectays 98,820 Minnesota, 13,119,206 Tons Commodity— Tons TAAY™ acest wasoaiy oe oieed 3,022,000 COPD: fase needs seckes.ae 2,570,400 Oats? Guichen segs ea des 1,923,200 Spring wheat ........ 1,502,750 Potatoes ............ 1,008,000 Barley® a isisie iss shi: aia vas 826,200 HIOPSES .sncce eae aes 613,600 Milch cows .......... 597,600 Other cattle ......... 385,000 RYC> Saat cd shale aoe 188,048 SWINE! co cicdin cate atin 168,075 Wood pulp .......... 140,353 APPENDIX Pt rt Et be po ie 90 COrHWR OP DD Pct. 64.2 NNWW PS EPA OAH Pet. 40.0 11.1 11.0 Mississippi, 4,375,744 Tons Commodity— Tons COre 3-38 84 EO 2,173,174 LAY sacs is aindict nee etn 438,000 Cottonseed oil ....... 402,000 Milch cows .......... 228,600 Cotton: 2... cada ees 226,250 Other cattle ........ 161,000 Sweet potatoes ...... 149,175 VANE, ala hice ai aguetlte ees 142,650 Mules) -asdscetee en cose 132,624 HOPS ei: vancaewiea aa 110,880 Oats ses eeuieneanicn nad 91,200 RESIN. aie ee aon a tw ies 37,315 Potatoes ...... teseuen 3 35,100 Missouri, 8,784,826 Tons Commodity— Tons Hay sdengewiegtea awd ois 3,657,000 OBtS ibe gi bo see a theese 947,200 Winter wheat ....... 867,510 Corn, 5 sivas GeO aes eee 676,200 HOPS@S: i352 sides ies tate os 582,400 Other cattle ......... 445,500 Milch cows .......... .409,500 Swine ...se.0es eeu: 353,100 Potatoes ............ 284,490 Apples: seid wien ws es 187,632 Mules: sae saxvcwscataw es 186,069 Montana, 2,985,462 Commodity— Tons HAY? rs cise atu ede snd 1,063,000 HOTSES ease ie vein stoa s 326,370 Spring wheat ........ 302,940 Other cattle ......... 245,000 Winter wheat ....... 235,950 Oats oss tisiessieteace 217,600 SNEED saiies xcs esate 197,925 POUtGGS .ceasvcwadus 102,450 Milch cows .......... 80,550 Flaxseed ............ 48,972 TALIS? win pani dena sedadianecanent 32,400 Nebraska, 14,489,000 Commodity— Tons COPD. 6. Ws ssc enes es 6,985,440 Hay inciscaues onesies 2,544,000 OBS! ihaisct 3 Sec aia bee 1,847,104 Other cattle ......... 700,750 HOMseS' wa ss vive icaees 657,723 Potatoes ............ 374,850 Milch cows ......... 316,350 SWING 2% cage eas dese 315,000 Winter -wheat ...... 214,000 Spring wheat ........ 199,800 Barley’ 22i%ist0nbe ns 135,456 Nevada, 1,116,467 Tons Commodity— Tons HAY! gctors ce ese oS 693,000 Other cattle ......... 129,250 SHEED iiscddvewne sees 105,950 Potatoes ..........-. 66,810 HIOPSeS. aw aieiig we ae 45,000 Spring wheat ....... 31,080 Milch cows ......... 12,600 SohaohbmrAvdbd Re oohy & Ste DODD COR ROT I HOt He WOMHane PENS OU Seed Sl Hana nwwod Pet. ows bo 1 G0 Com Prey CRUD NAMeS 334 TRAFFIC MANAGEMENT New Hampshire, 1,173,006 Tons Commodity— Tons Pct. Hay” 2 dineiaenen dues 680,000 58.0 Wood pulp .......... 257,045 22.0 Potatoes ............ 70,620 6.0 Milch cows ......... 45,000 4.0 Horses; 40242540425 H08 28,575 2.4 CORN, oe csshuietes sienna du ein 26,880 2.3 Apples .......... saris 24,840 2.1 Other cattle ......... 17,750 1.5 OBtS) isc spel ba uinelnaG sae 10,336 1.0 New Jersey, 1,751,981 Tons Commodity— Tons Pct. GY paca cess sees 508,000 29.0 COPD pgeeiaw cuss hams a 349,272 20.0 Potatoes ............ 335,160 19.2 SHEED oones cs aaceve wee 100,690 6.0 Sweet Potatoes ..... 77,760 4.4 Milch cows .......... 68,400 3.9 HOYSES ose cg ince eecsis 54,900 3.1 Winter wheat ....... 50,730 2.9 Apples! . sisicca verve as 48,984 2.8 Oats. esis gent ho dc aes 40,800 2.3 RYO seecas Pe ecuele 35,728 2.0 PS@ACHES 242 ds bend eves 21,775 1.2 Other cattle ......... 18,500 1.0 New Mexico, 1,467,227 Tons Commodity— Tons Pet. Hay ..... dices Ae od SG 384,000 26.2 Other cattle ......... 294,750 20.1 Sheep ..... eee ere 203,705 13.9 HIOFseS) ws es gars ee Gx ot 140,080 10.0 Grain sorghum ...... 98,280 6.7 COPD, 4. waren deed bane 95,200 6.5 Winter wheat ....... 40,200 2.8 Milch cows .......... 39,600 2.7 POUIIGES: 64 4saa vee 38,280 2.6 Spring wheat ....... 37,260 2.5 Oats x enesscnhes i303 Saleen eens 11,389,000 2.7 HorseS ........-..05 7,245,000 12.4 Other cattle ........ 10,752,000 2.5 Conn. e.55 ad eee eee re 5,160,000 8.8 Hay: sotac20s Betas a9 8,824,000 2.1 Potatoes .........--- 4,871,000 8.8 Oats: aso s nae Mieauinen 7,140,000 1.7 Other cattle ......... 2,248,000 3.8 Winter wheat ....... 6,271,000 1.5 Apples ..........0005 2,000,000 3.5 Potatoes ............ 5,778,000 1.3 Swine .............0. 1,664,000 2.8 Sweet Potatoes ..... 4,224,000 1.0 Delaware, $29,521,000 California, $608,765,000 Commodity— Value Pct. Commodity— Value Pct. CORN > wiiadesxaeas ies $10,948,000 37.0 HAY: ale iiwakeeneeee $92,160,000 15.5 | Winter wheat ........ 4,497,000 15.2 OV AN BOS: svi s sie eine ca 78,771,000 13.0 FLOSS) saipiese taney ens cahs 3,132,000 10.6 Other cattle ......... 62,332,000 10.2 Milch cows ........++ 2,408,000 8.1 Beans ......... seaoies 47,952,000 7.8 Hay’ jcsc quis cece cies 2,009,000 6.8 Parley 404 es nncdee gee 46,980,000 7.7 POAOCS «cas kcevsde ne 1,606,000 5.4 Horses .........e000% 45,864,000 7.5 Swine ...........000 1,088,000 3.7 Commodity— Value Peaches ............ $ 808,000 Mules: wciicsos ese sews 690,000 Other cattle ......... 670,000 Sweet potatoes ...... 670,000 Apples .............. 495,000 Florida, $117,712,000 Commodity— Value COrml. csvivs tages cewes $16,800,000 : SWING os. ie ee usd So aes 14,575,000 3 Other cattle ......... 14,272,000 3 Oranges ......0.05.65 13,952,000 11.9 Cotton .............. 9,559,000 8.1 FIOLS6S)ivaec soe baaas 7,874,000 6.7 ROSIN 5 ss we yecde-asac 7,050,000 6.0 Milch cows .......... 6,063,000 5.0 MULES: niga dace erie od 5,676,000 4.8 Potatoes ............. 4,664,000 3.9 Turpentine .......... 4,251,000 3.6 Sweet potatoes ...... 4,025,000 3.4 Peanuts ............. 3,776,000 3.2 Tobacco ............. 1,994,000 1.7 Georgia, $676,859,000 Commodity— Value Cotton ............. $271,283,000 40.1 COLD. ga sncoseiwel ea nee 115,200,000 17.0 Cottonseed oil ..... 64,915,000 9.6 Mules .............. 60,454,000 9.0 Swine ......... ~-.-. 40,107,000 6.0 Horses: e22 ine es a nce 18,850,000 2.8 Milch cows ......... 15,466,000 2.3 Peanuts ............ 15,096,000 2.2 Oy eczecietine ieee oye 12,240,000 1.8 Sweet potatoes ..... 12,206,000 1.8 Other cattle ........ 11,113,000 1.7 Oats) aaliveblsas sec ews 10,296,000 1.5 Peaches ............ 9,000,000 1.3 Winter wheat ....... 6,015,000 1.0 Idaho, $192,466,000 Commodity— Value 3 Sheep and wool ..... $42,587,000 . TRAY esocins tana a euecd ed toanle 34,800,000 < FIOMS@S sone xe dus is aes 25,542,000 ‘i Other cattle ......... 17,949,000 9.4 Spring wheat ........ 17,257,000 9.0 Winter wheat ....... 10,647,000 5.6 Milch cows .......... 8,572,000 4.4 Oats: .hsincecec ie ee ees 7,315,000 3.8 BAGIOY a gic hesunes dara 44,743,000 MUIES kisi scsias acon 27,328,000 Hay wevcatighensss ee 25,740,000 SWING. a ayes seoncce 24,882,000 Milch cows ......... 20,691,000 Winter wheat ....... 19,080,000 Other cattle ........ 19,209,000 Sheep and wool ..... 14,224,000 Potatoes ........... 9,408,000° APDIES siacccewsvees 8,353,000 Oats adsc sae ss tenses 6,126,000 339 P oO Pee eS ono woeot Pet. Re oo Rb o S00 Pete be eigen Ol 0a SCAMS IRS to Fee ea iC CO! bet CNwwWoan Pei Se Ott 1 Go SOnAweS ann PE bw pin To Mo POOH D WR Mapes 340 Louisiana, $319,242,000 Commodity— Value Cotton: asics geeatcs ae akin $85,270,000 COMM wsisacd Seranevha Geode 47,304,000 RICCO es ortew thes wansers exeei 34,675,000 Sugar cane .......... 29,591,000 SWine ag iied eis e.cts eaeas 21,325,000 N68 «ca cc chavs casey 19,251,000 TAOTECS - xp uaswcusa wey 2 19,251,000 Cottonseed oil ....... 16,767,000 Milch cows .........- 12,600,000 Other cattle ......... 10,500,000 Sweet Fotatoes ...... 5,094,000 ay. caine esae aes ee 4,576,000 Potatoes: sg. eesevci es 2,944,000 ROSIN seidcessecheavaed decd 2,904,000 Maine, $121,311,000 Commodity— Value Wood pulp .......... $38,902,000 Potatoes 2. .c8eencaas 24,375,000 TAGS. oon died od ea eee 18,759,000 Horses s.004%sea80ca% 17,767,000 Milch cows .......... 9,454,000 Other cattle ......... 3,125,000 Oats sacvevecuweees ans 2,958,000 SWIM. .ncvsaeselienee 2,300,000 COP. sc yas sateenien exes 1,603,000 Sheep and wool ...... 1,532,000 Maryland, $135,316,000 Commodity— Value COL naicnwessannaw ee $38,220,000 Winter wheat ........ 23,753,000 HOPS6S casacixcannaes 17,442,000 SY eek eee Se ES oe RS 10,985,000 Milch cows .......... 10,614,000 Potatoes ............ 7,140,000 Swine ......... eee 6,208,000 Tobacco «seicss gus ces 4,519,000 Other cattle ......... 4,025,000 MULES: css iaieree wanid-eas 3,100,000 Sheep and wool ..... 2,293,000 AUPICS —. WAANAAS OPS Texas, $1,287,155,000 Commodity— Value Cotton 24 ai easness see $417,238,000 32.4 Other cattle ........ 178,713,000 13.9 COM. ea dasvaen o4ee 126,753,000 9.9 FIOESOS 5. isa sieeosaas aii scars 93,324,000 7.3 Cottonseed oil ...... 92,737,000 7.2 Mules: «ssa gscea es es 86,456,000 6.7 Milch cows ......... 64,038,000 5.0 SWING: cawceusan ages 43,259,000 3.4 Winter wheat ....... 34,020,000 2.6 Oats sac cnccemang 2 30,381,000 2.4 Grain sorghum ..... 28,794,000 2.2 Peanuts «224 0.00008 26,760,000 2.1 Sheep and wool...... 16,410,000 1.3 RiGee esd poutdia's ashe . 12,420,000 1.0 Utah, $122,407,000 Commodity— Value Pet Sheep and wool....... $31,824,000 26.0 LAY. 2's aco Ss ahaa tis 19,050,000 15.6 Other cattle ......... 14,239,000 11.6 HOrses assciasesaee,as 12,905,000 10.6 Beet sugar .......... 10,039,000 8.2 Spring wheat ........ 6,052,000 4.9 Milch cows ............ 5,551,000 4.5 Sugar beets .......... 4,903,000 4.0 Winter wheat ........ 3,987,000 3.2 Oats wiaessa gs wenn ve 3,740,000 3.0 Potatoes ............. 3,391,000 2.8 SWINE: tind gauaros wnieas 2,040,000 1.7 Barley” aes sipenes ine’ 1,465,000 1.2 Vermont, $76,369,000 Commodity— Value TRAY? sep cwinare & cones $18,596,000 ‘ Milch cows .......... 17,562,000 : HOrsesS: s.¢c0s4¢0d00% 12,816,000 ; Other cattle ......... 4,420,000 5.8 Potatoes ............ 4,200,000 5.5 Wood pulp ........... 4,121,000 5.4 CORD? csescivede dora th aabass 3,738,000 4.9 SWING! cosy Pecans 2,664,000 3.5 Oats exes sesessees see 2,509,000 3.3 Apples .............. 1,671,000 2.2 Maple sugar ......... 1,567,000 2.0 Sheep and wool....... 1,230,000 1.6 Virginia, $343,876,000 Commodity— Value COPD, 2. iias ec ecneesasn ae $86,751,000 25.3 HOTseS: ai6 sia esa es 37,960,000 11.6 Tobacco i. versivavsad 34,318,000 10.0 Winter wheat ....... 33,696,000 9.8 BY: ea eae neigh Bare aie a 24,516,000 7.0 Potatoes ............ 21,656,000 6.3 Milch cows .......... 17,344,000 5.0 Other cattle ......... 15,455,000 4.5 SWINE! 4. scdeie wieccsv-awial os 15,360,000 4.4 Peanuts ...........4. 10,395,000 3.0 ADDPIeS” «sasauegereees 10,000,000 3.0 Mules ...........+065 8,320,000 2.4 Sheep and wool....... 7,208,000 2.1 Sweet potatoes ...... 4,576,000 1.3 OAS Vicscciiig penne eee 4,360,000 1.3 1.0 Wood pulp ........... 3,297,000 APPENDIX Washington, $219,371,000 Commodity— Value LAY? iat d.ccayesens coun Sos $35,560,000 Spring wheat ........ 35,435,000 HOrses) 2.00. gacieaae eae 33,372,000 APPLES: sess sow cies cous 21,656,000 Winter wheat ........ 20,956,000 Milch cows .......... 15,648,000 OBS) cs Sea wtidtene 9,106,000 Potatoes ............. 9,085,000 Other cattle ......... 8,512,000 Sheep and wool....... 7,535,000 Barley is a6vssos ss hax 5,670,000 SWING: .iea eeteene. 5,660,000 Wood pulp ........... 3,093,000 COP: a osieencswax ether 2,458,000 MUIGS* sais caved Gee's 2,223,000 West Virginia, $162,957,000 Commodity— Value COrm. sé. sags sv aeees we $40,800,000 FAY? 28.2 2 aye to cwe Helene 21,163,000 HOPs@S 2.66544 Hassan 20,776,000 Other cattle ......... 14,280,000 Milch cows .......... 13,108,000 Winter wheat ........ 9,570,000 Sheep and wool....... 8,411,000 Potatoes ............ 8,349,000 Apples ............-. 7,000,000 SWING: ssiecadi cased ede 6,752,000 Oats’ sake au ea saroeee 2,666,000 Wood pulp .......... 2,378,000 TODRCCO s.scis. veasigins es 2,350,000 Buckwheat .......... 1,503,000 Wisconsin, $623,676,000 Commodity— Value Milch cows ......... $113,750,000 HOPSES) ij dare. 4 oata-ore 82,836,000 Hay cx mesecgeessows > 79,494,000 CORDS esa Ss cece che wee 68,779,000 Oats fate Coawe nes eans 65,340,000 Swine cc05¢vass wees 45,024,000 Other cattle ........ 39,932,000 Potatoes ........... 31,498,000 Barley woes eae ca wes 23,808,000 Wood pulp .......... 19,795,000 RVC fe scsesauase teaeaenncesesa 12,819,000 TODACCO a6 eis cas ssc odvaneasonae 711,908 Wyoming, 11,037,319 Mineral Product— Tonnage Coal) wets sie ci wees de 8,575,619 Petroleum ........... 1,795,736 Tron ore ...........4- 609,107 Value, $28,662,225 Mineral Product— Value COal, cacassosscwaeees $16,593,283 Petroleum .......... 11,047,876 Copper ............. 553,605 DISTRIBUTION BY STATES OF THE ESTIMATED TONNAGE OF MINERAL PRODUCTS IN THE UNITED STATES, 1917 Number Pct. of State— of Tons Pennsylvania ........ 363,284,136 WlinOis; 33... een ss 110,900,700 West Virginia ....... 95,303,392 Ohio: oui eee bees ecu: 71,700,153 Minnesota .......... 54,266,547 Indiana ............. 41,861,552 Alabama ..........+- 37,926,439 Kentucky ........... 31,741,470 Michigan ........... 31,264,907 California ........... 29,432,000 Oklahoma ........... 28,496,849 New York ........... 19,498,057 Kansas. sscsesasnices ¢ 17,583,946 Virginia ............ 15,855,568 Colorado ...........- 14,833,119 TOWas secesie yak ane vee 13,804,765 Wisconsin .......... 12,489,145 TEXAS: 202s daneeg ee ves 12,147,512 Missouri ............ 11,517,741 Wyoming ........... 11,037,319 Tennessee .......... 10,217,976 Maryland ........... 8,764,688 New Jersey .....-.... 8,017,268 Massachusetts ....... 6,732,766 U.S. 32.7 10.0 8.6 6.4 4.9 3.7 3.4 2.9 2.8 2.7 2.6 1.7 1.6 1.4 1.3 1.2 1.1 11 1.1 1.0 9 8 7 6 Number Pct. of State— of Tons Washington ......... 5,765,860 MOntANA. «eee ken edea 5,328,589 Utah, seigeidese ta dies 5,125,390 New Mexico ......... 4,838,735 North Carolina ...... 3,987,770 Louisiana ........... 3,817,860 Arkansas ........... 3,811,732 Florida, 2:1 800 s2ée%% 3,061,103 New Hampshire ..... 2,980,108 Vermont ............ 2,935,860 Georgia ............. 1,884,618 Nebraska ........... 1,730,982 Connecticut ......... 1,712,136 Mississippi .......... 1,414,048 OFeZOn: cece s ewes 1,341,544 Maine: sev cusk esas 1,244,381 North Dakota ....... 796,298 Arizona ............. 713,217 South Carolina ...... 399,241 South Dakota ....... 323,997 Vda scsiacsecsarees ares 248,240 Delaware ........... 218,622 Rhode Island ........ 187,206 Nevada ............- 164,250 U.S. RPRHHP HENNY BHYwWwHdDBRR TE APPENDIX 353 DISTRIBUTION BY PRINCIPAL COMMODITIES OF ESTIMATED TONNAGE OF MINERAL PRODUCTS IN UNITED STATES, 1917 Metallic Minerals No. of Pct. of Commidities— Tons U.S. JTOR OFG: 40a gs pases 93,710,766 8.2 Pig’ iron, «cescsvssevcs 47,879,557 4.2 Manganiferous ore... 1,065,160 Copper: eocccesa2 ee hos 933,060 Ferroalloys ......... 786,186 Bauxite: 300 ue csees. 705,175 Tread “see 'swedesweuess 540,000 Manganese ore....... 142,600 Chromic iron ore..... 54,219 Antimonial lead...... 18,646 Tungsten ore........ 6,144 Antimony ........... 5,119 DIVER aussdans go nsce t.0% 2,989 Quicksilver .......... 1,348 Nickel .............. 402 Titanium ore ........ 206 Gold. site enc deceenees 2 169 TMB \ sine - Ghee Giese 90 Cadium: 2c cic vend ees 10 Platinum ............ 1 145,851,927 48.6 Nonmetallic Minerals No. of Pct. of Commodities— Tons U.S. Coal (bit.) .......... 551,790,563 12.8 Coal (anth.) ......... 110,084,505 10.0 StONe .4ccoudacsaes we 85,000,000 7.5 Sand) a5 40 ceearc anes os 76,410,775 6.7 Petroleum .......... 67,063,120 5.9 COKe 2s2en Syhcaem sae 55,606,828 4.9 Commodities— Cement Salt Lime Phosphate rock Raw clay ............ Gypsum Sulphuric acid Natural gas and gasoline Asphalt Pyrite Magnesite (crude)... Fluorspar Bargtes (crude)...... Mineral waters ...... Tale and soapstone... Silica (quartz) Feldspar Mineral paints ....... Borax Talc (fibrous) Fuller’s earth........ Pumice Potash Emery Graphite Arsenious oxide...... Garnet Mica Asbestos Bromine No. of Pct. of Tons U.S. 18,268,586 1.6 6,978,177 3,786,364 3,204,515 3,113,884 2,696,226 1,455,257 871,536 782,713 573,700 316,838 218,828 206,888 187,157 144,177 142,673 141,924 140,636 108,875 74,671 72,870 35,293 32,573 17,135 8,638 6,151 4,995 3,469 1,683 447 989,552,670 87.2 354 TRAFFIC MANAGEMENT DISTRIBUTION BY PRINCIPAL COMMODITIES OF ESTIMATED VALUATION OF MINERAL PRODUCTS IN THE UNITED STATES IN 1917. Metallic Pet. of Commodities— Valuation U.S.A. Pig iron .......... $1,053,785,975 19.0 Copper ........... 514,911,000 9.3 Iron ore .......... 238,260,444 4.3 ANC! a o.si0 nd ee eae 119,258,000 2.1 L6ad. aauie when wenn 99,000,000 1.8 Ferroalloys ....... 83,843,724 1.6 Gold: asscaccews kee 83,750,700 1.6 SilWer we eiaceyensas 59,078,100 1.0 Aluminum ........ 45,882,000 8 Tungsten ore ..... 6,783,000 aA Manganiferous ore. 5,154,000 wl Platinum ......... 4,023,757 Quicksilver ....... 3,786,675 Antimonial lead... 3,781,560 Manganese ore.... 3,220,000 Bauxite ........... 3,119,058 Antimony ......... 2,152,386 Chromic iron ore.. 1,049,400 Uranium minerals... 617;000 NICK]! s sieiios See aden 331,556 Cadmum ......... 305,097 TN, sactcatanteenton 111,000 Titanium ore ...... 32,960 Totals: sesesneyes $2,330,085,006 42.3 Nonmetallic Pet. of Commodities— Valuation U.S.A. Coal (bit.) ........ $1,249,272,837 22.0 Petroleum ........ 522,635,213 9.4 CORE oo u03 8G 298,243,017 5.4 Coal (anth.) ...... Clay products ..... Natural gas ....:.. 283,650,723 5.1 248,023,368 4.5 140,000,000 2.5 Cement ........... 123,210,458 2.2 Stone. .cscccsexies 82,215,671 1.5 Natural gas and gasoline ........ 40,188,956 7 Sand «:s.cc2caec% 35,313,447 6 Mineral paints .,.. 26,972,137 5 Pct. of Commodities— Valuation U.S.A. i eT _. $23,807,877 4 Salto i cicermuslet acai eee 19,940,442 4 Sulphuric acid..... 16,890,545 3 Potash .......... 14,000,000 3 Gypsum .......... 10,495,343 2 Asphalt ........... 8,470,615 2 Raw clay ......... 8,042,546 2 Phosphate rock.... 7,771,084 1 Slate: ng 2t ox cae Serrindd « Oia me dats 33 Mz ©: B; Rules gases naen is cae ceases 196 Mechanical Engineering Dept...... 235 MGLCUEY: 6 sccotacwniawlndagda deems ne 36 Metal and Precious Articles....... 87 Michigan Freight Association..... 59 Middle States Freight Association. 59 Minimum Charges .............. 92-93 Minimum Weights ... .95-96-97, 100-101 Minerals | 2 csnc.6 epee sss ce ens ses 36 Mississippi Valley Frt. Ass’n...... 59 National Car Demurrage Rules. 212-222 Necessity for Classification....... 68 INGSCEM © iie’s foreleg ance a Relate eee 95 New England Freight Association.. 55 New England Plateau............. 18 New England Rates............... 115 IN: On dT: BON Ae eres dae eee 94 OatS: ccs cseaatasey sheiias sehen 28 Official Classification ............ 68 Ohio Coal Traffic..............6.- 61 Operating Department ............ 235 Origin of Commerce.............. 7 Ozark Plateau wis esa 48 ence ons eo eed 7 Pacivie: Ava: sos scans cele e-acsiniss a we 25 Pacific Coast Rates............... 121 Pacific Frt. Bureau Terr.......... 60 Participating Carriers ............ 82 Peanuts sidvisecworeese