i t CORNELL UNIVERSITY LIBRARY HE2123 .ASriMr"" ^''"" '''^mm&m}WSSS'f.Ml°!}. .rates and th olin 3 1924 032 483 467 #1 Cornell University Library The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924032483467 UNITED STATES TARIFF COMMISSION WASHINGTON PREFERENTIAL TRANSPORTATION RATES AND THEIR RELATION TO IMPORT AND EXPORT TRAFFIC OF THE UNITED STATES WASHINGTON GOVERNMENT PRINTING OFFICE 1922 :"\ .- UNITED STATES TARIFF COMMISSION. Office: Eishth and E Streets NW., Washineton, D. C. COMMISSIONERS. Thomas Walkej! Page, Chairman. Thomas O. Marvin, Vice Chairman. David J. Levi'is. William S. Culbertson. Edward P. Costigan. William Burgess. John F. Bethune, Secretary. rh. / ^ , S. _ -ti^"- <- fj' '- ' 1 ■• ' > v.'i r-Ct sn ADDITIONAL COPIES OF THIS PUBLICATION MAT BE PEOOURED FKaM THE SUPERINTENDENT OF DOCUMENTS GOVERNMENT PBINTING OFFICE WASHINGTON, D. C. AT 35 CENTS PER COPY LETTER OF TRANSMITTAL. United States Tariff Commission, Washington, D. C, October 31, 1921. Td the Congress of the United States : The United States Tariff Commission has the honor to transmit herewith a report on preferential transportation rates, and their re- lation to the import and export traffic of the United States, pursuant to section 704, of Title VII, of the act of September 8, 1916. The body of the report is divided into Part I, Preferential Trans- portation Rates; Part II, Raihoad Import and Export Rates; and Part III, History of Export and Import Rates. Very respectfully, Thomas Walker Page, Chairman. 3 CONTENTS. Page. Summary and conclusions 9 Part I. Preferential Transportation Rates and Their Relation to Tariff Duties. Introduction — Scope and method 17 Import and export railroad rates in the United States: Equalization of ports and routes 18 Import rate structures 20 Export rate structures 25 Relation between inland and ocean rate structures 28 Railroad import and export rates for purposes other than port and route equalization 30 Import differentials and the neutralization of import duties 32 Summary 33 Brief history of export and import rates: Export rates 35 Import rates 38 Summary of export and import railroad freight-rate policies of foreign countries: Introduction 41 Germany 1: 42 France." 43 Belgium 44 The Netherlands 44 Italy 44 The British Empire: Canada 45 Australia 45 South Africa 45 Great Britain 46 Brief account of ocean freight-rate control by foreign Governments: Japan 47 Germany 47 Austria-Hungary 48 France 48 Spain 49 - The British Empire: Great Britain 49 Canada 49 South Africa 50 Australia 50 Norway 50 Denmark 50 Conclusions 51 Part II. Railroad Import and Export Rates and the Equalization of Ports. Chapter I. General principles and methods 53 II. Import rates from North Atlantic ports to central western destina- tions 61 III. Import rates from Gulf ports to central western destinations 96 IV. Import rates from South Atlantic ports to Central West 104 V. Import rates from Pacific coast ports to the Central West 106 VI. Import rates from Gulf and South Atlantic ports to interior southern destinations 114 VII. Export rates from Central West to the North Atlantic ports 119 5 6 CONTENTS. Page. Chapter VIII. Export rates from Central West to Gulf ports - - - - - - - - -. - ^"^^ IX. Export rates from central western points to the South Atlantic seaboard . . ...-.-..--.-------------"* Xoo X. Export rates from central western, eastern, and southern points to the Pacific coast seaboard -. - - - - - 1'^° XI. Export rates from interior southern points to Atlantic and Gull ports : - - ■ ■ ^°' XII. The relation between ocean steamship rates and railroad ex- port and import rates ■ ■'-' ' XIII. Kailroad import and export rates for purposes other than port and route equalization 232 XIV. Import differentials and the neutralization of import duties ... 241 Part III. History of Export and Import Rates. Introduction 279 Export rates 280 Import rates 298 Export and import rates during the war 313 Present situation 314 Bibliography 316 Kate Tables. Table 1. Railroad class rates on imported traffic from competitive Atlantic and Gidf ports to central western destinations 63 2. Railroad rates on imported traffic from competitive Atlantic and Gulf ports to central western destinations 80 3. Railroad rates on imported traffic from competitive North American ports to central western destinations 107 4. Railroad rates on imported traffic from competitive Gulf and South Atlantic ports to interior points in southern territory 115 5. Railroad class rates on exported traffic to competitive Atlantic and Gulf ports 121 6. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points (all rail) 130 7. Railroad commodity rates on export traffic from Chicago and Cin- cinnati to Pacific, Gulf, and Atlantic ports (all rail) 161 8. Railroad export rates from interior southern points to South Atlantic and Gulf ports 169 9. Railroad export rates on traffic destined to Cuba 173 10. Ocean freight rates of the Holland-American line from North Atlantic ports to Rotterdam and Amsterdam 184 11. Ocean freight rates of the Hamburg-American line from United States North Atlantic ports to European ports in 1913 188 12. Ocean freight rates to Liverpool from North American ports in 1913 and 1920 191 13. Ocean freight rates to Gothenberg from United States ports in 1920. . 196 14. Ocean freight rates to Antwerp from United States ports in 1913 and 1920 197 15. Ocean freight rates to Kingston, Jamaica, from United States ports in 1913 and 1920 204 16. Ocean freight rates to Buenos Aires from United States ports in 1920 . . 20S 17. Ocean freight rates to Iquique, Chile, from North American ports in 1913 and 1920 212 18. Ocean freight rates to Shanghai, China, in 1913 and 1920 217 19. Ocean freight rates to Singapore from United States ports in 1920 222 20. Ocean freight rates from Liverpool, Hamburg, and other foreign ports to designated United States and Canadian ports on articles specified, June, 1913, and June, 1921 225 21. Customs duties compared with differences between domestic carload rates and import carload rates by rail from various ports to interior domestic points 244 22. Customs duties compared with differences between domestic carload rates by rail from New Orleans and carload import rates from Gulf ports to various interior points 257 COlfTTENTS. 7 Page. Table 23. Customs duties compared with differences between domestic carload rates and import carload rates by rail from various Gulf and Atlantic ports to the Central West 258 24. Differences by which standard all-rail import rates are less than domestic class rates per hundred pounds from Atlantic and Gulf ports to the Central West 261 25. Customs duties compared with differences between domestic carload rates at San Francisco and import carload rates at Pacific coast ports by rail 264 26. Customs duties compared with differences between domestic carload rates and import carload rates by rail from various Gulf and South Atlantic ports to interior southern points with reference to certain commodities 265 27. Differences by which carload domestic rates exceed export com- modity rates by rail from central western points to selected North Atlantic and Gulf ports, in cents per hundred pounds 272 28. Differences by which domestic class rates exceed export class rates by rail from central western points to Atlantic and Gulf ports, in cents per hundred pounds 276 29. Differences by which domestic carload rates at San Francisco exceed export carload rates by rail at Pacific coast ports, in cents per hun- dred pounds 277 Illustrations. Map 1. Railroad Freight Traffic Association territories 61 2. Map showing rates on first-class import traffic in cents per hundred pounds from Atlantic and Gulf ports to Chicago and Cincinnati 97 3. Map showing rates on imported tin in bars, blocks, pigs, or slabs, in cents per hundred pounds, from Pacific, Atlantic, and Gulf ports to Chicago 107 4. Map showing rates on imported nitrate of soda in cents per ton of 2,000 pounds, to interior southern points from South Atlantic and Gulf ports 115 SUMMARY AND CONCLUSIONS. The commission begs to submit to the Congress the following summary and conclusions : Preferential transportation rates exist and, in the absence of counterbalancing circumstances, tend to neutralize the country's customs tariffs when transportation charges by rail or water, or both, on imported articles are reduced below such charges for like domestic articles. The same result may follow when, in the country of export, the transportation charges for exported articles are reduced below such rates for similar articles for domestic use. This investigation was conducted by the commission to ascertain to what degree, if any, such transportation preferences obtain with relation to trade of the United States, and to derelop the history and motives in the instances which might be found. The conclusions reached with respect to railway rates upon imported articles as com- pared with rates upon domestic products between the ports of im- portation and the principal destination or distributing domestic centers are as follows : From North Atlantic ports." — On import traffic from North Atlantic ports there are now no special rail import rates in existence, the regular domestic rates being applied for import traffic. The two exceptions to this rule are: (1) From Portland, Me., via the Grand Trunk, special class and commodity rates are quoted on imports. (2) From Norfolk, Va., certain commodities receive special import rates on shipments to interior southern points. As in the case of export rates, eastern Canadian ports are permitted special import class and commodity rates by rail on shipments to central western points. From South Atlantic -ports. — From the South Atlantic ports special rail import rates are quoted on some commodities when consigned to interior southern points. On shipments to specified locations in the Central West practically all the rail import rates on the South Atlantic seaboard apply from Savannah and are limited according to the foreign origin of the traffic. From Gulf ports. — Special import class and commodity rates by rail are in effect from Gulf ports on shipments to central western destinations. These rates likewise vary according to the foreign points of origin of the traffic. On some specified commodities and on class traffic special import rates by rail are quoted on shipments to designated interior southern points. From Pacific coast ports. — From Pacific coast ports special import rates by rail are quoted on many commodities, and the rates are the same to practically all points east of Colorado, Wyoming, New Mexico, and the Dakotas, including some points in these States. In all cases » See note on page 15. 10 SUMMARY AND CONCLUSIONS. the foreign countries of origin must be stated in order that the import rates may apply. These special commodity rates are primarily designed to enable the Pacific ports and transcontinental railroads to compete with the Atlantic and GuU ports and with the inland carriers serving these rival ports. It is evident that no import rates, rates lower than the domestic rail rates, are at present applicable at the basic rate ports of the North Atlantic seaboard, and that the lower import rail rates in effect before their cancellation in 1918 applied to but a limited number of commodities. Those now in effect from Portland, Me., and the eastern Canadian, South Atlantic, Gulf and Pacific coast ports to interior southern destinations, with possible individual exceptions were established primarily for the purpose of commercially equalizing competitive ports and inland transportation routes. It is important to bear in mind that lower rail rates for imports than for domestic articles which go no further than to equalize the ports at which they apply with basic rate ports, at which lower rail rates for imports than for domestic articles do not obtain, do not affect or neutralize the domestic tariff pohcy. For example, a shipment of cotton textiles from Manchester to Chicago by way of New York moves from New York to Chicago at the domestic rate. Another shipment of Man- chester cotton goods of the same quality received at Chicago via New Orleans moves from New Orleans to Chicago on a rail rate for imports which is lower than the domestic rate from New York by an amount sufficient to make possible such shipment via New Orleans. The two shipments of cotton goods being of identical quality and the importer having paid the same customs duty and substantially the same com- bined ocean and rail charges from Manchester to Chicago, are sold to the importers' customers at a uniform price. The prices paid by the ultimate consumer or the importer, who individually or jointly bear the cost of both the import duty and the transportation charges so far as they are borne in the United States, result regardless of the port at which the goods entered, and the rail rates for imports appli- cable at New Orleans do not lessen the duties imposed by the Govern- ment. Moreover, the quantity of Manchester cotton goods received by the Chicago importer is no larger than if the special rail rates were not in effect at New Orleans, for in the absence of such rates the importer's orders would be filled by way of the North Atlantic ports or other ports from which the domestic rail freight rates are lower than the domestic rates in effect at New Orleans. The eff'ect of import rates established to bring about commercial equahzation of ports and routes is to divide the now of import traffic among the several rival seaboard ports so that all of it will not move through the ports having the lowest domestic freight rates. It is m-ged that the ports having special rail rates for imports are thus enabled to handle a share of the import trade of the interior, the railroads serving them enhance their traffic, and interior importers and consumers are relieved from the danger of the frequent conges- tion, delays, and irregular deliveries which would probably ensue if all imported products were shipped through the few ports at which the more favorable domestic rates apply. Meanwhile, the Govern- ment's tariff policy remains intact. SUMMARY AND CONCLUSIONS. 11 EXISTING IMPORT RATE DIFFERENTIALS. With these general principles in mind, the difference between rail import and domestic rates may be computed without leading to erroneous comparisons with customs duties. The import rail rate differentials listed in the accompanying rate tables are not presented as any indication that rail import rates neutralize customs duties, but as a measure of the extent to which rail rates for imports are reduced at various ports, below their domestic freight rates, to enable such ports to share in the import trade of the interior. The differen- tials neutralize shipping costs in the interest of particular ports and routes. They do not neutralize the effect of tariff duties when the differentials do not go beyond the point of equalizing such ports and routes with rival ports and routes having no special rail rates for imports. Experience will show whether or not the disturbance of established port relationships resulting from the horizontal railroad rate advance of August 26, 1920, will cause an abnormal flow of imports through the South Atlantic, Gulf, and Pacific ports relative to the ^'olume of imports handled at the North Atlantic ports. .Should such result occur then the import rates in effect at the former ports might in the future tend to have a neutralizing effect upon import duties. An examination of rate tables 20 to 25 will show that the general percentage rate advance automatically widened the difference between rail rates for imports and domestic rates at the South Atlantic, Gulf, and Pacific ports, and the rate structures analyzed indicate that the general rate increase also widened the difference between the railroad rates for imports in effect at these ports and the domestic rates applicable to imports at the basic rate ports of the North Atlantic seaboard. As the fundamental purpose of existing rail import rates is port and route equalization, the dis- turbance of established relationships under railroad rate practices should prove to be but temporary. The chairman of the Western Trimk-Line Committee, for example, writes that "it is the purpose of the carriers to make the necessary revision, as soon as possible, which will restore the old relationship. It will be some time before this work is accomphshed, but we will now proceed to that end." ^ Rate table 21 shows the difference between domestic and import rail rates on a group of imported commodities shipped through the North Atlantic, eastern Canadian, South Atlantic, and Gulf ports to Pittsburgh, Cleveland, Cincinnati, Chicago, Louisville, St. Louis, Kansas City, and St. Paul. It also shows whether the commodities are on the free list or subject to customs duties, and in the latter in- stance, the rate of duty imposed and such duty converted into the actual or approximate number of cents per hundred pounds. The following significant facts may be noted in connection with this table : (1) Differences between domestic and import rail rates, obtain at Montreal, Quebec, Halifax, St. John, Portland via the Grand Trunk, Savannah, Key West, Pensacola, Mobile, and New Orleans, but not at Boston, New York, Philadelphia, Baltimore, and Norfolk. (2) These differences at the ports at which lower rail import rates apply are radically different and vary widely at different interior 1 Letter ol Oct. 13, 1920. 12 SUMMARY AND CONCLUSIONS. destinations. The apparent discrepancies are apparently du« to the fact that these rail iniport rates were not made to discriminate against domestic products, but to equalize commercially the various ports involved. The rail import rates were made with reference to the domestic rates of the basic North Atlantic ports, regardless of the differences which would result between the rail import and do- mestic rates in effect at the eastern Canadian, South Atlantic and Gulf ports. The specific differences in cents per hundred pounds between rail import and domestic rates applicable at a giveii port such as New Orleans, therefore, were largely accidental in that they represent the difference between rail import rates, established with reference to the rates in effect at the North Atlantic ports, and do- mestic Tates which were established in accordance with conditions obtaining in the domestic traffic of New Orleans. The purpose in making a special rate for imports at a given port is not to place the rate a fixed number of cents below the domestic rate but to adjust the port and its inland routes on a competitive basis with their rival ports. Indeed, it will be noted in several instances that the rail import rate is higher than the corresponding domestic rate. Table 22 also compares the customs duties of the act of 1913 on an extensive group of commodities with the differences between the domestic and import rail rates in effect at New Orleans on import traffic moving to Chicago, Cincinnati, Louisville, Cleveland, Pitts- burgh, Kansas City, St. Louis, and St. Paul. Table No. 2.3 similarly shows the customs duties and import rail rate differentials applicable on a different list of free and dutiable commodities shipped from North Atlantic, South Atlantic, and Gulf ports to Chicago and Cincinnati. Table No. 24 contains the rail import class rate differentials applica- ble on imported traffic moving from North Atlantic, South Atlantic, and Gulf ports to central western destinations. Typical Pacific coast rail import rate differentials are computed in rate table No. 25, which shows the differences between the domestic commodity rates applicable at San Francisco and the special import rates in effect at Pacific coast ports on a substantial list of free and dutiable commodities of the kind commonly shipped from the Far East and Australasia to Chicago, Cincinnati, and New York. The table also contains the customs duties imposed on such of these com- modities as are not on the free list and further emphasizes the lack of any fixed relationship between rail import rates and customs duties. Table No. 26 similarly compares customs duties with the import rate differentials obtaining in case of various imported commodities shipped from South Atlantic and Gulf ports to interior southern des- tinations. EXPORT RATES. The rail export rate structures have been analyzed and the relation between railroad export rates and ocean rates traced. They indi- cate that the fundamental principle of port and route equalization also governs the great majority of the railroad export rates now in effect at the ports; also that most of the export rates applicable from interior southern points to the North Atlantic ports were established for the same purpose, and that the only export rates now in effect from the Central West to the pivotal or basic North Atlantic ports south of Boston are those on grain and flour." a See note page 15. SUMMARY AND CONCLUSIONS. 13 The export rate differentials computed in tables 27, 28, and 29 will serve the purpose of comparison with the import differentials com- puted in tables 21 to 25. It will be noticed that the rail export differentials are easily as large as the import differentials; and that, as in the import trade, export differentials obtain in case of central western traffic moving through eastern Canadian, South Atlantic, Gulf, and Pacific ports but, with the specific exception of grain and flour exports, not at New York, Philadelphia, Baltimore, and Nor- folk. Boston is the only North Atlantic port having special export rates by rail without at the same time having special import rates in the trade of the Central West, and this variation is due to the fact that the westbound domestic rail rates of Boston are the same as those of New York while the eastbound domestic rates of the two rival ports differ. To enable Boston to compete in the export trade of the Central West it was found necessary to apply the eastbound domestic rates of New York as special export rates to Boston and these rates are lower than the eastbound domestic rates to Boston by the amounts shown in Tables 27 and 28. The tables, moreover, indicate that, as in the import trade, the export differ- entials of the ports at which export rates apply are not uniform or fixed amounts below the prevailmg domestic rates in effect at these ports, but vary at different ports and interior points in a way that would seem highly erratic were it not for the fact that both export and import rates are made primarily to commercially equalize com- petitive ports and rival inland carriers. Import and export rate structures differ in detail because the competitive conditions in the import and export trades are not identical in all respects, and because the domestic rate structures applicable at the ports in opposite directions are not the same. With respect to preferences in the export transportation rates of foreign countries the commission's limited investigations have not so far disclosed substantial or intentional evasion of this country's tariff laws. The same inquiry has been conducted to ascertain to what extent, if at all, preferential railway export rates in force in the United States are designed to neutralize the protective tariffs of other countries. The commission's findings on this branch of the subject are as follows : (a) To North Atlantic ports, but few special rates for export are quoted. (b) To South Atlantic ports, special export class and commodity rates are quoted on traffic from the Central West, Ohio, and Missis- sippi River points and interior southern points. Restrictions as to ports to which rates apply are in effect and some rates apply only on traffic for Cuba. (c) To Gulf ports, many special class and commodity rates are quoted on export traffic from central western and southern points. Foreign countries to which the goods must be destined in order that the rates might apply, are specified in the tariffs. (d) To Pacific coast ports, special export commodity rates are blanketed from specified points or States in the United States on traffic destined to designated foreign countries. 14 SUMMARY AND CONCLUSIONS. CONCLUSIONS. The existing import and export railroad rates in the United States have been estabhshed and are maintained primarily for the purpose of equalizing the commercial advantages of rival ports and of the alternative routes over which the foreign trade of the United States is carried. Broadly speaking, the concessions made in import and export rates are intended to place the main ports and the three main seaboards of the United States upon a workaole basis of competition. The rail carriers in the United States, as well as the rival ports and trade routes, are interested in the general distribution of the import and export traffic among the three seaboards and the many gateways by which the foreign trade of the United States may move. The transportation interests of the carriers and the commercial activities of producers, traders, and seaboard cities have common concern in bringing about a satisfactory distribution of the foreign trade. The present import and export rates represent the compromises and adjustments resulting from competitive forces that have been operative for many years. This fact is shown by the history of the rates and by the analysis contained in this report of the forces that have brought about the concessions that have been made in the rail- road rates applying to traffic carried in the foreign trade. It does not appear that the existing reduced railroad rates on imports at the Grulf and Pacific coast ports are intended to offset in whole or in part the duties imposed by the customs tariff. There is indeed no actual connection between the special transportation rates accorded imported goods by the railroads of the United States and the tariff duties on imports. The commission's report shows that some of the concessions in the import rates are less than the amount of the tariff duties on the articles in question. Other rate concessions exceed the duties, and although the customs duty on a particular product is uniform at aU points, the railroad import rates on which it moves to the interior vary widely at different ports and interior destinations. The tariff duties and the concessions in the railroad's rates on imports bear little if any relation to each other, since the underlying reason for making concessions in import rates is not to overcome tariff duties, but to adjust railroad charges with reference to rates on like commodities handled by carriers serving rival ports. The rail export and import rates applying at the Gulf are adiusted with rela- tion to the domestic rates applying to and from North Atlantic ports. Import and export rates at the Pacific ports are also adjusted pri- marily with reference to the rates applying to and from North Atlantic ports. Changes in customs duties in the past have not affected import railroad rates, and presumably will not affect them in the future. In several countries concessions in railroad rates on exports are made in the interest of foreign trade. More often the railroad rate reductions apply only to a few commodities, while sometimes the concessions are made on exports generally. Countries especially interested in the development of an export trade have tended to favor that trade to some extent by concessions in rail rates, although Great Britain, a country of the first rank in commerce, has for geographical SUMMARY AND CONCLUSIONS. 15 reasons not found it necessary to make many concessions in railroad rates to facilitate export trade. In most countries the railroad rates on imports are the same as the rates on like commodities of domestic origin, but there are instances of higher rail rates on imports imposed for the purpose of aiding domestic industry. Such instances are not numerous and are a relatively imimportant feature of the international trade policy of foreign countries. There is but little governmental control exercised over ocean rates as a condition of grants of subventions or subsidies. This policy has been more favored by Japan than by any other country, but japan is apparently working away from ship subsidies, and presumably from the policy of Government control of ocean rates by means of such grants to shipping. Preferential ocean rates resulting from Government control are not of much significance at the present time. It is to be added by way of caution that wherever the word " equal- ize" is used with reference to import and export rates to the diflFerent ports it should be read as meaning "commercially equalize" and not as implying that the rates at the different ports are actually equal or as implying equality in any particular of traffic phenomena. Rather it is intended to suggest that competitive adjustments have taken place as between the railways serving the affected ports, or the like ocean carriers, which give the shipper alternative ports as gateways for his imports or his exports. In the conduct of this investigation and preparation of the report the commission has had the services of Dr. Emory R. Johnson, Dr. Grover G. Huebner, Mr. Roland L. Kramer, Mr. Walter J. McComb, and Mr. George H. Parater. Note. — The export, import, and domestic railroad rates specifically referred to or charted in the commission's report were checked during the year 1920. Some of these rates have probably been changed between this date and the date of the printing of the report, as it is known that many freight rates have been readjusted since the genera] rate advance of August 26, 1920, and a few additional import and export rates have probably been established since 1920. It is, however, not believed that such readjustments in any way change the principles and conclusions reached in the report. PART I. PREFERENTIAL TRANSPORTATION RATES AND THEIR RE- LATION TO TARIFF DUTIES. INTRODUCTION SCOPE AND METHOD. By section 704 of the act of September 8, 1916, providing for the estabhshment of the Tariff Commission, the commission is given "power to investigate the tariff relations between the United States and foreign countries * * * and preferential transportation rates." ^ This report is made in pursuance of the instructions of the commission acting under authority of that statute. Shortly after the investigation was begun to secure the data for the preparation of this report, another statute was enacted by Con- gress that has given added signifiance to the data and conclusions embodied in this report. The merchant marine act approved Jime 5, 1920, provides in section 28 that no common carrier shall charge, collect, or receive for transportation, subject to the interstate com- merce act, any lower rate on imported or exported comraodities than is charged for the same kind of property transported whoUy in do- mestic trade, unless the vessel transporting the property on the ocean is documented under the laws of the United States. The law applies also to charges for the transportation of passengers leaving or entering the United States. The statute, however, provides that when the United States Shipping Board is of the opinion that the shipping facilities or the number of vessels imder the American flag at any port are insufficient to handle the traffic, it may request the Interstate Commerce Commission to suspend the enforcement of the provisions of this section of the merchant marine act untU such time as the Shipping Board is of the opinion that the facilities of American shipping are adequate.^ 2 Sec. 704 of the act of Sept. 8, 1916, is as follows: "That the commission shall have power to investigate the tarifE relations between the United States and foreign countries, commercial treaties, preferential provisions, economic alliances, the elTect ol export bounties and preferential transportation rates, the volume of importations compared with domestic production and consumption, and conditions, causes, and effects relating to competition of foreign industries with those of the United States, including dumping and cost of production." 3Sec. 28 of the merchant marine act ofl920 is as follows" "That no common carrier shall charge, collect, or receive, for transportation subject to the interstate commerce act, of persons or property, under any joint rate, fare, or charge, or under any export, import, or other proportional rate, fare, or charge, which is based in whole or in part on the fact that the persons or property affected thereby is to be transported to, or has has been transported from, any port in a possession or dependency of the United States, or in a foreign country, by a carrier by water in foreign commerce, any lower rate, fare, or charge than that charged, col- lected, or received by it for the transportation of persons, or of a like kind of property, for the same distance in the same direction, and over the same route, in connection with commerce wholly within the United States, unless the vessel so transporting such persons or property is, or unless it was at the time of such transportation by water, documented under the laws of the United States. Whenever the board is of the opinion, however, that adequate shipping facilities to or from any port in a possession or dependency of the United States or a foreign country are not afforded by vessels so documented, it shall certify this fact to the Interstate Commerce Commission, and the commission may, by order, suspend the operation of the pro- visions of this section with respect to the rates, fares, and charges for the transportation by rail of persons and property transported from, or to be transported to, such ports, for such length of time and under such terms and conditions as it may prescribe in such order, or in any order supplemental thereto. Such suspen- sion of operation of the provisions of this section may be terminated by order of the commission whenever the board is of the opinion that adequate shipping facilities by such vessels to such ports are afforded and shall so certify to the commission." 77036—22 2 17 18 UNITED STATES TAEIFF COMMISSION. The Interstate Commerce Commission, acting upon the facts certified to it by the Shipping Board, has twice suspended the en- forcement of section 28 of the merchant-marine act of 1920, and in consequence the special import and export rates estabhshed by rail- roads in the United States have been apphed without reference to the flag of the vessels transporting the goods upon the ocean. J. he possibility that special railroad import and export rates on the railroads of the United States may be limited to commodities carried in American vessels makes it important to determine whether such "preferential transportation rates" are necessary or of advantage to the foreign trade of the United States, and whether they do or do not have an important relationship to duties on imports. The major portion of this report is devoted to setting forth the facts as to the special rates granted imports and exports by the railroads of the United States. The report and the rate tables set forth in detail what these special railroad rates are. The reasons why these rates have been granted by the railroads are stated, and the relation of such rates to the development of the foreign trade of the United States and to tariff duties is considered. In order to show fully why the railroads in the United States have granted special rates on certain exports and imports, the history of these rates is set forth briefly in Part I of the report and more at length in Part III. This historical statement gives the background of the special railroad rates and makes clear their relation to railroad traffic development and to the competition of rival ports and sea- boards with each other. By putting these special transportation rates in their historical setting their past and present significance can be more clearly presented. The report also gives the more important facts regarding the prac- tice prevailing in representative foreign countries as regards special railroad rates on imports and exports and concerning preferential ocean rates on the vessels of lines receiving Government subsidies or subventions. The facts regarding foreign countries are presented more briefly than are the data regarding the practice in the United States. IMPORT AND EXPORT RAILROAD RATES IN THE UNITED STATES.^ COMMERCIAL EQUALIZATION OF PaRTS AND ROUTES BY IMPORT AND EXPORT RATES. A detailed study has been made of the special import and export rates in force on the railroads in the United States. These rates were compiled, and from the compilation a series of tables presenting the more important rates was prepared. Those tables are too detailed to include in Part I of the report but are presented in full in Part II. The more important facts made evident by the com- Eilation and tabulation of these special import and export rates are ere set forth. The most important fact established by this study of import and export rates is that such special rates are established by the railroads to equalize the commercial advantages of rival ports, and to put the several inland transportation routes upon an alternative or com- petitive basis. The railroads in the Umted States have been led to a Se enote on page 16. PBEFERENTIAX, TBANSPORTATION KATES. 19 establish these special rates on imports and exports both because of the desire of the carriers to develop traffic and because of the efforts of thg commercial interests of the several ports to secure a satisfactory share of the foreign trade of the United States. The rail carriers have been interested in the development of traffic. The ports have sought to increase the volmne of foreign trade handled through their several gateways. The rival ports and the competitive seaboards of the United States have for several reasons sought to bring about port equaliza- tion by means of railroad rates on imports and exports lower than those on commodities shipped only within the country, and these reasons have seemed both to the railroad carriers and to the Inter- state Commerce Commission to justify the practice that has pre- vailed in granting such rates. The rivalry of the seaboard cities is more intensive and is wider in scope, as regards the import and export trade, than it is as regards the domestic commerce. The competition is for the large volume of traffic moving inbound and outbound between foreign countries and the great interior of the country. As this traffic is free to move by many routes and has many gateways, the competition is necessarily keen. Furthermore, this is a competition in which the rival railroad carriers are involved along with the rival ports served by the carriers. Railroad compe- tition is more intense in the foreign than in the domestic trade. This competition also involves ocean carriers for the reason that port and route equalization in the import and export trade depends upon the amount of the through rate each way between the interior of the United States and foreign countries. The rates affecting port and route equalization are thus subject both to the competition of railroads and the rivalry of ocean carriers. Two general methods or plans have been followed in establishing special import and export railroad rates for the purpose of port and route equalization. Up to the time that the special import and export railroad rates were temporarily canceled by the Director General of Railroads in the summer of 1918, the adjustment of these rates as between the Atlantic, Gulf, and Pacific seaboards, and as among rival ports, had developed under the pressure of competitive circumstances; and, while a fairly definite relationship between the seaboards and among the ports had been established, no definite rule had been followed in working out the adjustment; but when the Director General reestablished import and export rates, after they had been canceled for a short time, the rule generally followed in determining these rates was to apply the domestic rates to and from a pivotal or key port and to reestablish the rate relationship that had previously existed between the key port and its rivals. Under this plan, certain ports, which are usually those having the lowest do- mestic rate, do not enjoy any special import or export rates, while the ports associated with the key port and which have higher rates than the key port, as regards domestic traffic, are given the key port's domestic rates on import and export traffic. For example, New- Orleans is the key port of the Gulf. It has lower rates on domestic traffic than most other Gulf ports, but the other Gulf ports have on export and import traffic New Orleans' domestic rate. It is sometimes the case that the key or pivotal port selected does not have the lowest domestic fate on all commodities, and in some 20 UNITED STATES TARIFF COMMISSION. instances the export and import rate established at the key port differs from the domestic rate. These are a variation from the general rule made to meet exceptional conditions. The rule of pivotal or key port adjustment is not yet universal. The former practice of adjusting rates as between seaboards and as among rival ports by differentials, enough lower than the domestic rates to place ports and routes upon a basis of effective competition, is still followed. How the foregoing principles and practices are followed in estab- lishing import and export railroad rates will be indicated by the following description of import and export railroad rate structures. IMPORT RATE STRUCTURES. The principal import rate structures - are those applying to such commodities as receive special railroad rates, (1) from the North Atlantic ports to the Central West, (2) from the Gulf ports to the Central West, (3) from the South Atlantic ports to the Central West, (4) from the Pacific coast ports to the Central West, the East, and the South, and (5) from the Gulf and South Atlantic ports to interior destination in the South. 1. The special import rates applying upon traffic at the North Atlantic ports from Virginia to Canada are particularly important because the railroad carriers serving these ports handle far more import traffic than is handled by the carriers over any other routes over which imports move. Moreover, the rates to the Central West from the North Atlantic ports are the basis upon which other import rate structures are built. The rates from the North Atlantic ports are practically the foundation of the entire structure of import rates. At the present time there are no special import rates different from domestic rates from the ports of New York, Philadelphia, or Balti- more to the Central West."^ These ports do not need to have special import rates for the reason that the domestic rates of these ports are taken as the basis or starting point for the establishment of import rates at other ports. Prior to the cancellation of all import rates by the Railroad Administration June 24, 1918, import rates upon a limited number of commodities were in force at New York, Phila- delphia, and Baltimore, but when shortly thereafter import rates were reestablished by the Railroad Administration, those that had been m force at New York, Philadelphia, and Baltimore were not restored, and m consequence the domestic rates now apply on import traffic through those ports. As among the three ports, the New York rates are basic, Phila- delphia and Baltimore having differentials under New York both for domestic and import traffic. Boston also has rates based upon -New York. This relationship of the main North Atlantic ports is the result of the adjustment of the seaboard differentials that have long existed. .^.^]^^ rates apphcable on import traffic to the Central West from the North Atlantic ports other than New York, Philadelphia, and Bal- timore bear a definite relationship to the rates from the three main < Import rates are more fully discussed in Chapters II to VI of Part II and tvnical rato. =,.> t . f v. ' and compared in Tables 1 to 4 thereto attached. »**'■" v i oi t-art ii, ana typical rates are set forth o See note on page 15. PEEFERENTIAL TEANSPORTATION RATES. ' 21 ports. Definite port relationships liave .been established. The prin- cipal adjustments are as follows: • The railroad rates from Norfolk and Newport News to some central western points are the same as the ocean-rail rates from Baltimore, while to other points they differ by varying amounts, and, as in the case of Baltimore, they are the same for domestic and import traffic. Westbound rates from Boston are made strictly with reference to those from New York. Except to destinations located in the eastern part of Central Freight Association territory, the rates via standard all-rail lines are, with few exceptions, the same as the rates in effect from New York, and since this equalization of the two ports applies also in case of domestic traffic, no special import rates are now in effect from Boston to the Central West. The rates from Boston to the Central West via differential routes are not maintained at the New York rate level. They are higher than the New York rates by differentials varying for different classes of traffic, but they apply alike to import and domestic shipments. It follows that from the Mrginia ports to Boston definite port relationships between North Atlantic ports are maintained by means of fixed differentials or com- plete unification of westbound rates, but these port relationships are the same for import as for domestic traffic and no import rates to the Central West are now in effect. Northward from Boston every important ocean port has been granted special import rates to the Central West, differing widely in many instances from the domestic rates currently in effect at these ports. Imports moving .from Portland, Me., to the Central West via the Grand Trunk System are carried on import rates which, before the general rate advance of August 26, 1920, were the same as the westbound all-rail rates from Baltimore, and since then they have been generally below the Baltimore rate level by differentials varying for different kinds of traffic, due to the manner in which the rates were increased on that date. Other inland carriers serving Portland do not publish special import rates, but apply the Boston westbound rates to both import and domestic shipments. All the larger eastern Canadian ports have special import rates to central western destinations in the United States, and they bear a definite relationship to the westbound rates of Baltimore. Under the established rate structure in effect before the temporary dis- ruption accompanying the rate advance of August 26, 1920, many of the import commodity rates from Montreal, Quebec, St. John, and West St. John to points beyond Pittsburgh or Cleveland were the same as the domestic westbound rates in effect at Baltimore. The import class rates from St. John and West St. John were also on the Baltimore rate basis; and those from Quebec and Montreal were on this basis in case of shipments to central western points east of 91 per cent territory, but on a somewhat lower level to points further west although placed on the Baltimore level during the sum- mer of 1920 prior to August 26. Those from Halifax were, and still are, generally established at a differential of 1 cent per 100 pounds above the import rates of St. John and West St. John. Since the rate advance of August 26, 1920, the import class and commodity rates from Montreal, Quebec, St. John, and West St. John are generally somewhat below the Baltimore rate level, due to the manner in which the rates were increased on that date, but continue to bear 22 UNITED STATES TAEIFF COMMISSION. a close relationship to the domestic westbound rates of this pivotal North Atlantic port. * The following concise explanation of the reasons for the special import rates at Canadian ports is given in chapter 2 of Part II : The dominant motive behind the import rates at the eastern Canadian ports is the desire of these ports and of the railroad lines serving them to share in the import trade of the central western section of the United States. They are the competitors of the North Atlantic ports of the United States and the inland carriers which serve them, and they maintain import rates to the Central West of the United States so as to make this competition possible. They are handicapped by a geographical location which results in more circuitous routes. Montreal and Quebec, moreover, are so located as to require ocean carriers to navigate many miles of river; and Halifax, St. John, and West St. John, as well as Montreal and Quebec, are handicapped by severe winter seasons. The competitive conditions influencing import and domestic traffic at the Canadian ports are so different that the foreign products destined to the Central West in the United States through these ports are transported at import rates while Canadian products are required to pay- domestic rates which are fixed at a very much higher level, which vary widely for different Canadian pouts, and result in an entirely difierent relationship between Canadian ports and the North Atlantic ports of the United States. So far as inland rates are concerned, the Canadian ports are, subjecl to certain exceptions, placed on, or nearly on, a par with Baltimore, where the domestif westbound rates are maintained at a lower level than at New York, Boston, oi Philadelphia. 2. The railroads serving the Gulf ports have also seen fit to rees- tablish special import rates to the Central West for the express pur- pose of equalizing the various Gulf ports with each other and with the ports of the north Atlantic seaboard.^ The same import rates to the Central West are generally applied from all the Gulf ports, Pensacola, Fla., to Galveston, Tex. There are various exceptions to this general blanketing of Gulf ports in import tariffs, but the degree of uniformity attained is in sharp contrast with the many variations in rates governing domestic traffic shipped to the Central West from the Gulf of Mexico. Key West and Port Tampa are placed on a higher rate level than other Gulf ports in the import trade of the Central West. The import rates applicable on Cuban traffic from these ports are established at certain differentials over the rates published from the "Gulf ports" so as to substantially align the combined ocean-rail rates from Cuba to the Central West through all the ports located on the Gulf and take into account the lower level of ocean rates normally maintained from liavana to Key West and Port Tampa than to the so-called ''Gulf ports." Most of the import rates in effect from the Gulf ports to the Central West are based directly upon the rates at which imports are carried from either New York or Baltimore, for the purpose of the inland carriers is not only to equalize the Gulf ports in their competition with each other, but to substantially equalize them as competitors of the JNorth Atlantic seaboard m the import trade of the Central West. As the extent to which such competition depends upon rail- road rates varies for import traffic received from different foreign countries the import rates of the Gulf ports have been adiusted accordingly. ■' The rates applying at Gulf ports on imports received from Eurone and Africa were, until the rate advance of August 26, 1920 adiusted m accordance with an arbitration award of 1907 under which th<' import rates from the Gulf ports w ere established at fixed differentials i'v^lT'^ important import raUroad rates in force from the Gulf ports are set forth in Tables 1 prefeeentiaIj teanspobtation rates. 23 varying from 6 to 18 cents per 100 pounds for different classes of traffic below the westbound standard all-rail rates in effect at New York. The railroad import rates from the Gulf ports to the Central West on traffic imported from Asia, Australia, New Zealand, the Philippine Islands, and on much of the traffic imported from Central and South America were, until August 25, 1920, maintained at the New York west- bound rate level without deduction of differentials, the inland car- riers believing that, in view of relative ocean rates, distances and freight services, the Gulf ports were not in these trades entitled to railroad import rates lower than the rates in effect at New York. A third group of Gulf import rates applies to traffic imported to the Central West from countries other than those previously listed, such as the West Indies and Mexico, and to a portion of the traffic received from Central and South America. These import rates were established at the Baltimore westbound rate basis. As the general rate advance of August 26, 1920, increased the westbound rates of New York and Baltimore 40 per cent and the import rates from the Gulf ports to the Central West 33 J per cent, these established port relationships have at least temporarily been disrupted. The Gulf ports now enjoy a differential under the North Atlantic ports in case of the import traffic received from countries other than Europe and Africa, and their differential below New York in the European and African import trades was automatically widened. 3. The import rates from Savannah, Ga., to the Central West were also established for the primary purpose of equalizing this South Atlantic port and the inland carriers serving it with the North Atlantic ports and eastern trunk lines. Before the general rate advance of August 26, 1920, gave Savannah a slight rate advantage they were the same as the westbound domestic rates of Baltimore. The gen- eral commodity and class import rates of Savannah are limited to traffic imported from Europe, Africa, and Asia, and the import rates on nitrate of soda apply on traffic imported from foreign countries and noncontiguous possessions other than Cuba, Porto Kico, the Philippine Islands, Europe, Asia, and Africa. 4. Much import traffic received from Asia, the Philippine Islands, Australia, New Zealand, and the Fiji Islands, and when specifically shown in individual rate items from other oceanic islands and from Central and South America, Mexico, and the Hawaiian Islands, via the Pacific coast ports of the United States and Canada, moves from the Pacific seaboard to central western, southern, and eastern des- tinations on special import commodity rates designed fundamentally to enable these ports and the transcontinental railroads to compete with the Atlantic and Gulf ports and the carriers serving these ports in the import trade conducted with the countries of the Pacific Ocean, and also to equalize the Pacific coast ports in so far as they compete with each other. These special import commodity rates are uniform from all Pacific coast ports from San Diego to Prince Rupert. They were, moreover, until recently blanketed to practically all points east of Colorado, Wyoming, New Mexico, and the Dakotas, and in- cluding some points located in these States. Some of them are still blanketed to all of these destinations, but others are now lower to Chicago territory and points located farther west than to destinations located east of Chicago territory. These special import rates are substantiallv lower than the eastbound domestic transcontinental 24 UNITED STATES TARIFF COMMISSION. freight rates, but they are considerably higher than the rates at which import traffic received from the Pacific are carried to the Central West from the Atlantic and Gulf seaboards. As is stated m Part II, the import rates from the Pacific seaboard "do not equalize the Pacific ports with their Atlantic and Gulf rivals so far as mland rates only are concerned; such equalization is not necessary because the ocean freights from the foreign countries in question to the Pacific coast ports are usually lower than those from the same countries to eastern ports. The import commodity rates of the transcontinental railroads tend to equalize the through charges — rail and ocean — although the resulting port relationships are not exact. No estab- lished differentials are applied. In a way, however, the domestic westbound rates of the North Atlantic ports are recognized as basic and pivotal." When these Pacific coast import rates were revised in 1919, the Director General of Railroads gave as the reason the desire to "more nearly equalize the shipping routes via the Atlantic and Gulf ports." Unless this equalization of ports and inland transportation routes by means of import rates is borne in mind, the wide dififerences between import and domestic rates from the Pacific coast ports to the Central West, East, and South may result in a misunderstanding. The wide difference between the domestic rates from San Francisco and the import rates from all Pacific coast ports to Chicago and New York on some 21 tabulated commodities, for example, recently caused the publication of the following statement: "* * * From this table it will be seen that the Orient has the benefit of a highly desirable differential, enabling the exporters there to underbid our own people to an extent that makes competition impossible." ^ The import rates referred to in this statement are those on antimony, burlap bagging, bamboo fiber, bamboo shades, beans (not vegetable), brooms, 1. c. 1., vegetable oils, crude camphor, chinaware, glassware, coconut (desiccated), dried eggs, fiber jute, preserved fish, canned meats, rugs, screens, tia, toys, copra, and peanuts. It should be noted in the first place that all but a very few of these commodities are of a kind which are not produced on tlie Pacific coast for domestic shipment to the Central West, East, or South, and that the domestic rates with which these import rates are compared are largely paper rates. Some of the Pacific coast import rates, however, apidy to imported commodities of the kmd that are also produced m the Pacific coast States. It should be noted, in the second place, therefore, that the difference between import rates apphcable on products imported via the Pacific seaboard from the Orient and Australasia and domestic rates which are not merely paper rates, such as those on preserved fish and hides, in no way gives the oriental exporter a differential which makes competition impossible on the part of the domestic pro- ducers of the West. The relatively low import rates are granted by the transcontiaental railroads so that all of the oriental and Austral- asian import trade of the Central West, East, and South will not move through the Atlantic and Gulf ports. Their import rates cause some of it to flow through the Pacific coast ports and thence overland via the transcontinental railroads. If their import rates were abol- 8 Statement by Congressman James A. Frear in The Protectionist. PREFERENTIAL TRANSPORTATION RATES. 25 ished the central western, eastern, and southern importer would not discontmue importing preserved fish, hides, etc. from the countries of the Pacific Ocean; he would merely route his entire import trade via the Atlantic and Gulf ports. The competition between foreign products of the Orient and Australasia and the domestic products of the far Western States, so far as it depends upon freight rates, depends primarily upon the ocean rates from the foreign ports of the Pacific to the Atlantic and Gulf seaboard of the United States and the railroad rates from these seaboards to interior destinations rather than upon the difference between import and domestic railroad rates in effect at Pacific coast ports. If the transcontinental rail- roads were prevented from granting special import rates to certain foreign commodities, they, as well as the Pacific ports, would probably lose the greater part of the import traffic now shipped overland to the Central West, East, and South, but the domestic producers of the Pacific coast would still need to compete against the foreign products imported from the countries of the Pacific by way of the Atlantic and Gulf ports. 5. Southern railroads have established a considerable number of import commodity rates on imported traffic moving from Gulf and South Atlantic ports to interior points in southern territory. These rates have been established to equalize the ports or to maintain competitive port relationships. Competitive adjustments as to rates are quite generally established among the GuK ports in so far as they compete with each other and between the Gulf and South Atlantic ports in so far as they are competitors. Definite relationships be- tween Gulf and South Atlantic ports are necessary only as regards such foreign products as may be imported either by way of the Gulf or the South Atlantic ports. Import commodity rates to interior southern points are usually, although not invariably, uniform from New Orleans, GuKport, Mobile, and Pensacola, and they are in most, although not all, instances based upon the lowest domestic rates in effect from any one of these ports. Those from Key West are usually maintained at a differential over the "Gulf port" or Jacksonville rates; and most of these from South Atlantic ports to interior southern destinations were made by uniformly applying at all of these ports from Charleston to Jacksonville the domestic rates of one of them serving as a key or pivotal port, or by adjusting them with reference to the rates applicable at the GuK ports. The import rates, from Wilmington, N. C, to in- terior southern points in turn are either the same as, or are closely related to, those in effect at the South Atlantic ports, Charleston to Jacksonville, inclusive; and those in effect at Norfolk, Va., are either the same as, or are differentials higher than, the rates from Wil- mington, N. C. EXPORT RATE STRUOTUEES. Definite port relationships, similar to those established in the im- port trade, have been created by means of export freight rates. Export rate structures ' may be explained by describing export rates (1) from the Central West to the North Atlantic ports, (2) from the Central West to the Gulf ports, (3) from the Central West to the ' Export rates are more fully discussed in Chapters 7 to 9 ot Part II, and typical rates are set forth in Tables 5 to 9. 26 UNITED STATES TARIFF COMMISSION. South Atlantic ports, (4) from the Central West, East, and South to the Pacific ports, (5) from interior southern points to the Gulf and South Atlantic ports, and (6) from interior southern points to North Atlantic ports. "■ 1. As in the unport trade the North Atlantic ports have always been basic or .pivotal in determining export freight rates from the Central West to other seaboards. The rates from the Central West to New York, Philadelphia, and Baltimore, moreover, govern the rates at which exports move from the Central West to other North Atlantic ports ; and, as in the import trade. New York is the dominant rate center, because the eastbound domestic rates of Philadelphia and Baltimore are maintained at fixed differential below the New York rate level. A limited number of export rates have applied from the Central West to New York, Philadelphia, and Baltimore in the past, but at the present time the only central western exports moving on export rates to these ports are grain and flour to New York and grain to Philadelphia. These export rates are based upon the domestic rates to Baltimore, at which port export grain and flour are governed by domestic rates." The rate relationship between these pivotal ports and other North Atlantic ports may be briefly indicated. Central western exports move to Norfolk from a few exceptional points on export rates, but from most central western points all shipments to Norfolk are gov- erned by domestic rates which are the same as the domestic rates to Baltimore except from points located in the eastern portion of Cen- tral Freight Association territory. All central western exports, on the contrary, move to Boston on export class and commodity rates which are equal to the rates currently in effect to New York. The domestic rates to Boston are maintained at fixed differentials above those to New York because it has not -been necessary to equalize these ports in their purely domestic trade, but as both ports are but ocean gateways in the export trade of the Central West, the railroad rates in effect at New York are applied as export rates at Boston. The Grand Trunk system also places Portland, Me., on the New York and Boston export rate basis, and the railroads serving the Eastern Canadian ports apply export rates from the Central West based directly upon the domestic rates in effect to either New York or Philadelphia. The established rate structure places the export rates to Montreal on the Philadelphia basis; those to Quebec, St. John and West St. John on the New York basis; and those to Halifax on the Quebec or St. John basis plus a differential of 1 cent per 100 pounds. At present the application of the Philadelphia or New York eastbound rates as export rates at the eastern Canadian ports, except from Cleveland, Pittsburgh, and other points in the eastern portion of Central Freight Association territory is the gen- eral rate policy, subject to slight variations, and it is the intention of the carriers, on the reissue of their tariffs, to reestablish the stand- ard port relationships m full. . ^;^,^n^i'^ ^"^^ ^''P'''"* traffic movmg from central western points to the Gulf ports is governed by special class or commodity export rates which generally place the ports from Pensacola to Galveston or from Pensacola to New Orleans, on a uniform rate basis and align them with either New York or Baltimore. Some of these Gulf export rates apply on export traffic des tined to all foreign countries; " See note on page 15. ' ■ PREFERENTIAL TRANSPORTATION RATES. 2? some only on traffic destined to Europe and Africa; to countries other than Europe and Africa, to Europe, Asia, Africa, Australia, New Zealand, and the Philippine Islands; to countries other than Europe, Asia, Africa, Australia, and New Zealand; or to Cuba via Key West, Tampa, and Port Tampa. Some of these export rates were made by applying the domestic rates to one of the Gulf ports as the export rates to the others or by adopting such domestic rates as the basis for export rates at rival Gulf ports ; and in order to main- tain proper rate relationships between different central western points, the export rates applicable from one point were for competi- tive reasons also applied from another point or were used as the basis for the export rates in effect from such points to the Gulf ports. The majority of the export rates from the Central West to the Gulf of Mexico were, however, adjusted so as to align the Gulf ports with their North Atlantic rivals. Under the established rate struc- ture maintained before the rate advance of August 26, 1920, some of them were the same as the railroad rates in effect to New York; others were the same as those in effect to Baltimore; and some differed slightly from the New York or Baltimore rates, but were based upon them. This standard alignment or equalization of the Gulf and North Atlantic ports was rather seriously disturbed when the general rate advance order of the Interstate Commerce Commission automati- cally resulted in a differential in favor of the Gulf ports. It was stated by the chairman of the western trunk line committee in Octo- ber, 1920, that "it is the purpose of the carriers to make the neces- sary revision as soon as possible which will restore the old relation- ship," but this has not thus far been accomplished." 3. Export class and commodity rates have been established to the South Atlantic seaboard from Ohio and Mississippi River points and from many points in the Central West. "The same principle of port equalization which adjusted the export rates of the eastern Canadian ports, of Boston and Portland and of the Gulf ports with reference to the rates in effect at the North Atlantic ports — New York to Norfolk — is responsible for thg" establishment of export class and commodity rates from central western points to the South Atlantic ports. They were systematically aligned with the rates on export traffic moving through rival North Atlantic and Gulf ports, and the Eailroad Administration gave as its purpose the need to 'distribute the export traffic in a reasonable way among all ports' or ' to distribute the movement of the traffic for the advantage of all interests.'"" These South Atlantic export rates, which, subject to certain exceptions, are uniform to all South Atlantic ports, are now some- what lower than the North Atlantic eastbound rate level because of the application of different percentage increases on August 26, 1920; but before the established rate structure was disturbed the export rates from the Ohio River crossings and St. Louis to the South Atlantic seaboards were, in most instances, the same as the rates from these points to either Baltimore or Norfolk, and those from Central Freight Association territory beyond the Ohio were generally the same as the rates currently in effect to New York. ' See Part II, chapter 9. » See note on page 15. 28 UNITED STATES TARIFF COMMISSION. 4. What was formerly stated with reference to import rates from Pacific coast ports to central western, eastern, and southern pomts applies to the export trade. Much export traffic destined to or beyond Yohohama, Kobe, Nagosaki, Moji, Shanghai, Hongkong, Manila, India, Sydney, Suva, the Fiji Islands, Auckland, and Well- ington via the Pacific coast ports is governed by special export commodity rates which are uniform to all ports from San Diego to Prince Rupert and were revised by the Railroad Administration to "more nearly equalize the shipping routes via the Atlantic and Gulf ports." ' The reason announced for the further revision of the export rates from Chicago territory and points ^located further west to the Pacific coast by the transcontinental railroads follow-, ing the general rate advance of August 26, 1920, was a desire to accomplish a still closer alignment of the Pacific coast ports with the Atlantic and Gulf ports in their trade with Australasian and oriental markets. 5. The reasons for port and route equalization also account for most of the export rates on traffic shipped from interior southern points to Atlantic and Gulf ports. Most of the export rates from interior southern points to South Atlantic and Gulf ports, and to those ports on traffic destined to Cuba were made by adjusting them with reference to the domestic rates in effect at some South Atlantic or Gulf port serving as a key or pivotal point. Many of the export rates are uniform to all South Atlantic ports; those to the Gulf ports, except the ports of Texas, are similarly uniform in many instances; and the export rates on some commodities are uniform to both seaboards. Variations from this general plan of port equalization are fully described in chapter 11 of Part II. As there stated, "The principle of port equalization also dominates nearly all of the export rates from interior southern points to North Atlantic ports. In some instances they bring about a closer align- ment with the South Atlantic ports and Norfolk, Va., than obtains in domestic commerce, and in others they equalize the North At- lantic ports in their competition with each other or bring about a distinctively export relationship between them." RELATION BETWEEN INLAND AND OCEAN RATE STRUCTURE. The extent of port and route equahzation accomplished by means of railroad import and export rates becomes even more evident when they are compared with the freight rates of the ocean steamship lines serving the various ports in the foreign trade.^" Import and export traffic moves to and from interior points on combination ocean-rail or rail-ocean rates, and rate equalization therefore depends upon ocean freights as well as upon railroad rates. An examination of outbound and inbound steamship line freights discloses ocean-rate structures which bear a close relationship to the railroad-rate struc- tures referred to above. This relationship is not at all times exact however, and complete port equalization is not attained because of the following reasons: (1) Ocean-line rates fluctuate more freely than railroad rates; they are subject to varying degrees of public control, s Director General W. D. Hines, Annual Report of 1919 (Division of Trafflcl naee 'S '« Details as to ocean steamship rates and their relation to railroad export and iirmnVt rnt„= , ,„ in Chapter 12 of Part II and in Tables 10 to 20. ^ import rates are presented PREFERENTIAL TBANSPORTATION RATES. 29 and are for the most part made by different companies or agencies. (2) The charter rates of tramp vessels fluctuate even more freely than the freight rates of the steamship lines. (3) Port and terminal charges which are a factor in the equalization of ports and routes, especially such as are not absorbed by the carriers, are not uniform at the various ocean ports of the United States and Canada. (4) Port equalization depends not only upon inland and ocean rates and terminal charges, but also upon available transportation services. Exporters and importers are interested in their ability to make regular and prompt dehveries as well as in transportation costs, and railroad import and export rates tend to reflect differences in ocean services as well as differences in ocean rates. The relationship between inland and ocean rate structures is less precise at present than it was in the past, but a substantial twofold relationship still obtains in the relation between rail and ocean-line rates via rival ports all of which are located on the same seaboard, and the relation between rail and ocean-line rates via rival ports located on different seaboards. In making this investigation and report the rates reported by various steamship companies and steamship agents as of June, 1913, have been adopted as typical of prewar conditions, and those reported by steamship companies, steamship agents, and the United States Shipping Board as of June, 1920 and 1921, have been accepted as indicative of port relationships obtaining in these years. The relative ocean-line rates in effect at the various North Atlantic ports in June, 1913, bore a close relationship to the inland rates between the Central West and these ports, the ports having lower railroad rates generally having higher steamship-line rates, and those having imiform inland rates generally having uniform ocean-line freights. In June, 1920, this close relationship no longer obtained. The general policy of the Shipping Board was to blanket the North Atlantic ports, and this policy, while equalizing the ports so far as ocean-line freights are concerned, disturbed the former relationship maintained between rail and ocean rates at the North Atlantic ports. The June, 1920, rates reported by some of the individual lines varied from the Shipping Board tariffs, but such variations were not in accord with the North Atlantic port differentials governing railroad rates from, the Central West. Steamship-line rates at the various GuK ports, in so far as they were reported, were quite generally in accord with export and import rate structures, both in June, 1913, and June, 1920. Ocean rates, as well as export and import rail rates, generally place all or most of the Gulf ports from Pensacola to New Orleans or Pensacola to Galveston on a uniform rate basis. The general extent of uniformity in rates between the various Pacific coast ports and Australasian and oriental ports in June, 1920, as well as in June, 1913, was also in marked agreement with the policy of blanketing export and import railroad rates to and from the entire Pacific seaboard, San Diego to Prince Rupert. Comparison between rival ports located on different seaboards shows a substantial, although not an exact, relationship between the railroad rates governing exports shipped from the Central West to the ports and the ocean line rates from these ports to foreign ports of entry, with a view to maintaining approximately uniform combined 30 UNITED STATES TARIFF COMMISSION. rail-ocean rates via different seaboards. The following generaliza- tion is taken from chapter 12 of Part II: The relationship between inland and o^ean rate, applicable at ports located o^^^ different seaboards is as clearly established as that o'^^^'^'^'S^iV'^rts^^iot^nica ^ located on the same seaboard. Indeed the rate ^jelationshp between ^hemrtn Atlantic and rival seaboards is more clearly defined than any that is now mammM^ between the various North Atlantic ports The de=ire to enualize ma «enem way the combined rail and ocean rates to and from the Central ^e^t by waj ot the mrtn and South Atlantic, Gulf, and Pacific seaboards is borne out by a compari.on ol tne rail and ocean rates prevailing during June of 1913 and ly/u. RAILROAD IMPORT AND EXPORT RATES FOR PURPOSES OTHER THAN PORT AND ROUTE EQUALIZATION. Import and export freight rates made for the purpose of equahzing routes and ports have no purpose to discrimmate between foreign and domestic traffic. Their estabhshment is indeed a necessity, un- less it should be decided that different principles should govern rate- making in foreign trade than control m domestic commerce. With- out import and export rates at some of the ports and seaboards through import and export trafhc would concentrate at the pivotal ports of the North Atlantic seaboard and on the eastern trunk-lme railroads, causing line and terminal congestion. . . In addition to bringing about port and route equalization, import and export rates may be intended to meet international competition to offset protective import duties, to protect or promote home industries and domestic commerce, or to promote the American merchant marine. • The facts ascertained in this investigation show that — The number of export rates eetablished primarily to meet foreign competition or to promote the foreign trade of the United States has never been large, and there have been more instances of such rates in the pa^t than there are at the present time. Any expert rates applicable at New York, Philadelphia, and Baltimore warrant scrutiny because the^e ports are basic in the fixing of the export rates at other North Atlantic ports and at the South Atlantic, Gulf, and Pacific coa=t ports in the export trade of the Central West. The great majoritv of the export rates which have been established at the latter ports were adjusted directly with reference to the domestic rates of New York, Philadelphia, or Baltimore for the purpose of port and route equalization. AVhen, therefore, the railroads servins; the pivotal North Atlantic- ])orts establish special export rates the motives influencing them are likely to be different. '^ But the number of export and import rates in effect at these North Atlantic ports since the practice of taking percentages of fluctuating through rail-ocean rates was abandoned has always been small. All of the import and export rates which have at various times been in effect at these ports have by no means been established primarily to meet international competition. Some of them were the direct result of the rivalry of the North Atlantic ports and of the eastern trunk lines. The existence of definite relationships between the North Atlantic ports and those located on rival seaboards, moreover, make it clear that, in the making of the import and export rates in effect between the latter and the Central West, international competition has thus far been distinctly subordinate to the competition of rival transpor- tation routes and ports. Deliberate discrimination between foreign " See chap. 13 of Part II. PREFERENTIAL TRANSPORTATION RATES. 31 and domestic traffic to meet international competition or to promote foreign trade is exceptional at the present time. Nor is there much, if any, evidence that the import rates now in effect were made to neutralize protective import duties. The evidence upon which this conclusion is based is presented in chapter 13 and Tables 21 to 26 of Part II. The following is a summary of the evi- dence: When import rates were reestablished after their general cancella- tion in 1918, the larger railroads were being operated under the control of the Government, and freight rate charges, domestic and import, were controlled directly by the Federal Railroad Administration. It is not likely that a branch of the Government would fix railroad import rates with intent to nullify the commercial policy of the country expressed by Congress in the tariff act of October 3, 1913, nor has any evidence been found that import rates were established by the Railroad Administration with such intent. The rate files of the Division of Traffic and of the Division of Public Service of the Railroad Administration state many specific import rate bases and in many instances contain statements of the reasons why particular import rates were requested and why they were established. No trace of a desire to nullify the effect of pro- tective import duties was found. The fifteenth section applications to the Interstate Commerce Com- mission covering import rates of non-Federal lines in so far as such rates advanced, likewise, disclose no evidence that the purpose of import rates is to neutralize customs duties. The import rates now in effect are with few exceptions based directly upon those established while all the larger roads were under the control of the Government. The import rates then put into effect have been raised as a result of the general rate increase author- ized by the Interstate Commerce Commission for the purpcse of enhancing the companies' revenues in accordance with the provisions of the transportation act of 1920. Investigations made by the Interstate Commerce Commission in the past when the carriers initiated import rates have not borne out the suggestions that the primary purpose of the rates was to defeat the protective tariff laws. In the import rate case decided by the commission in 1891, the competition between foreign and American producers and the conflict between import rates and import duties is referred to, but the latter is not given as the reason why import rates were established. The United States Supreme Court, moreover, when reviewing this decision in 1896 made the following statement: Our reading of the interstate commerce act does not disclose any purpose or inten- tion on the part of Congress to thereby reinforce the provisions of the tariff laws. These laws differ wholly in their objects from the laws to regulate commerce. Their main purpose is to collect revenues with which to meet the expenditures of the Gov- ernment, and those of their provisions whereby Congress seeks to adjust rates so as to protect America,n manufacturers and producers from competition by foreign low- priced labor, operate equally in all parts of the country. The Interstate Commerce Commission's report mad = to the Senate In the Matter of Rates on Import and Domestic Trafli.', in 1903 cites various instances where import rates partially neutralize the effect of protective import duties, but its discussion of the reasons why import rates are made is limited to "the commercial necessities of the coun- 32 UNITED STATES TAEIFF COMMISSION". try's business," to port rivalry and railroad competition, to the need for return cargoes for railroad and steamship lines, and the depend- ence of the export trade upon the purchase of imported commodities. In its Pittsburgh Plate Glass Co. decision of 1908, the commission described how the imports of foreign plate glass increased as a result of import rates even though imported foreign plate glass was subject to protective customs duties, but it cited the "more intense competi- tion to which the transportation of imports is subject " rather than the existence of import duties as the reason why the railroads established import rates. In the past as at the present time railroad import rates were and are now extended as freely to commodities on the tariff free list as to those subject to low or high import duties. The import differen- tials or differences between import and domestic rates, moreover, are equally as wide in the one case as in the other. No grouping of commodities into free and dutiable articles is made when railroad import rates are established. Whether the differential in a given instance is large or small, and whether a given commodity is granted import rates or is moved on domestic rates does not depend upon its status in the tariff laws, but upon the competitive and commercial exigencies previously referred to. In various foreign countries where State ownership and protection of railroads obtain, particularly in South Africa, import rates have been adopted as a means of protecting or promoting home industries and domestic commerce. Import rates in such instances are higher than domestic rates and supplement rather than neutralize protective customs duties. The import rate tables contained in Part II reveal various instances in the United States where import rates are higher than the domestic rates currently in effect, but the purpose of such import rates is not to protect home industries or discriminate in favor of domestic traffic. In some instances the discrepancy is said to be due to an oversight in omitting from the carriers' tariffs a clause establishing the domestic rates as maxima, and in others it is the result of the general practice of equalizing ports by means of uniform import rates. Section 28 of the merchant marine act of June 5, 1920, contains the most recently suggested function of raiboad import and export rates. It limits then application in the overseas foreign trade to traffic received or shipped in vessels documented under the flag of the United States. The import and export rates now in effect were not made with a view to promoting the American merchant marine, and the operation of section 28 has thus far been suspended by the Shipping Board and Interstate Commerce Commission, but should It become operative it may influence the making of import and export rates in the future. IMPORT DIFFERENTIALS AND THE NEUTRALIZATION OP IMPORT DUTIES. Although the import rates now in effect were not made for the purpose of neutralizing the protective import duties of the Govern- ment the question arises as to whether they do not in effect neutralize such duties to the extent that import rates are lower than domestic rates. PREFEEENTIAX, TEANSPOKTATION KATES. 33 In chapter 14 and Tables 21 to 26 of Part II where many import differentials are computed, the following conclusion is reached: Import rates, which go no further than to render some porta alternatives for other ports from which basic rates apply, and which accomplish no more than to commer- cially equalize the several inland transportation routes over which imports move, do not disrupt or neutralize the protective tariff policy of the Government. A ship- ment of cotton textiles from Manchester to Chicago by way of New York, for example, moves from New York to Chicago at a domestic rate, and when cleared through the customs house the importer pays the full import duty. Another shipment of Man- chester cotton goods of the same quality received at Chicago via New Orleans moves from New Orleans to Chicago on an import rate which is lower than the domestic rate from New York by an amount sufficient to make possible the New Orleans ship- ment, and the importer is again required to pay the full legal import duty. The two shipments of cotton goods being of identical quality and the importer having paid the same customs duty and substantially the same through or combined ocean- rail charges from Manchester to Chicago, are sold to the importers' customers at a uniform price. The prices paid by the ultimate consumer or the importer, who individually or jointly bear the cost of both the import duty and the transportation charges, in so far as they are borne in the United States, are made regardless of the port at which the cotton goods entered, and the import rates applicable at New Orleans do not relieve them from the protection imposed by the Government. The quantity of Manchester cotton goods received by the Chicago importer, moreover, is no larger than if the import rates were not in effect at New Orleans, for in their absence his orders would be filled by way of the North Atlantic ports or other ports at which freight rates are lower than the domestic rates in effect at New Orleans. The effect of import rates established to bring about port and route ec|ualization is to divide the flow of import traffic among the several rival ports and seaboards so that all of it vnll not move through the ports ha\-ing the lowest domestic freight rates. The ports having import rates are enabled to handle a share of the import trade of the interior, the railroads serving them enhance their traffic, and interior importers and consumers are relieved from the danger of the frequent congestion, delays, and irregu- lar deliveries which would probably ensue if all imported products were shipped through the few ports at which the more favorable domestic rates apply; but the Gov- ernment's protecti^-e tariff policy remains intact. The import differentials set forth in chapter 14 and Tables 21 to 26 of Part II are presented not as a measure of tariff neutral- ization, but as a measure of the extent to which import freight rates are reduced at certain ports relative to their domestic rates for the purpose of enabling such ports to share in the foreign trade of the interior. The differentials neutralize shipping costs in the interest of particular ports and thus create alternative routes. They do not neutralize the effect of tarifi' protection except when they go beyond the point'of equalizing such ports and routes with rival ports and routes having no import rates; or, when on temporary occasions rate fluctuations cause the ocean and rail rates of the ^•arious ports to be out of line. Experience will show whether or not the disturbance of establiehed port relationships resulting from the horizontal railroad rate advance of -Vugust 26, 1 920, -will cause an abnormal flow of im- ports through the South Atlantic, Gulf, and Ta^ific ports relative to the volume of imports handled at the North Atlantic ports. Should such result occur, then the import rates in effect at the former may possibly have a neutralizing effect upon import duties in the future. As the fundamental purpose of existing import rates is port and route equalization, the disturbance of established relationships may prove to be but temporary. SUMMARY. An examination of the present « differences between domestic and import freight rates governing shipments to the Central West, and also the import differentials obtaining before the general rate advance of August 26, 1920, discloses the following significant facts: o See note on page 15. 77036—22— — 3 34 UNITED STATES TARIFF COMMISSION. (1) Import differentials, i. e., import rates which are lower than domestic rates, obtain at the eastern Canadian ports, at Portland, Me., at Savannah, Ga., and at the Gulf and Pacific coast ports, but not at New York, Philadelphia, Baltimore, and Norfolk. (2) The import rate differentials of the ports where irnport rates apply vary widely at different ports and interior destinations. The specific differences in cents per 100 pounds at different ports are largely accidental because the import rates at a given port were adjusted not with reference to the domestic rates in effect at such port, but with reference to the freight rates in effect at the basic North Atlantic ports where import rates are at present governed by domestic rates. No effort has been made to maintain the imjiort rates of any port at an agreed number of cents below its domestic rates. (3) Import differentials bear no fixed relationship to import duties. Some of them are less than the import duties and others exceed them, and, although the customs duty on a particular product is uniform at all points, the railroad import rates on which it moves to the interior vary widely at different ports and interior desti- nations. The lack of a fixed relationship is again due to the underlying purpose for which imports rates are established. They are not made by deducting the amount of the import duty from the domestic freight rates, but by adjusting them with reference to the railroad rates in effect at rival ports. This is the reason, moreover, why a change in customs duties is not followed by a readjustment of railroad import rates. The established import rate adjustment as between the North Atlantic ports and the Gulf ports in case of import, traffic received from Europe and Africa, for example, was adopted in 1907, and remained in effect even though the Dingley Tariff Act was dis- placed by the Payne-Aldrich Act, and this in turn by the Underwood Tariff Act of 1913. The rate relationship between these ports was temporarily changed when general rate advances were effected in 1915 and 1918 ouly to be restablished. It was again dis- turbed by the general rate advance of August 26, 1920, perhaps temporarily, the dis- turbance, however, being in no way attributable to customs duties. (4) Many commodities which are on the tariff free list are granted special import freight rates, and the differences between tiie domestic and import rates on such commodities are equally as wide as the import differentials applicable to dutiable products, and they are equally as variable at different ports and interior destinations. The export rate differentials (Part II, Tables 27 to 29) when conipared with import differentials, show a marked degree of similarity even though exports are obviously not established to neutralize the protective customs duties of the United States Govern- ment. Analysis of the differences between export and domestic rates indicates that as m the import trade, the export differentials at ports at which export rates apply are not uniform or fixed amounts below the prevailing domestic rates in eflfect at these points, but vary at different ports and interior points in a way that would seem aston- ishing and highly erratic were it not for the knowledge that both export and import rates are made primarily to commercially equalize competitive ports and rival inland carriers. Import and export rate structures differ m detail because the competitive conditions in the import and export trades are not identical m all respects, and because the domestic rate structures applicable at the ports in opposite directions are not the same. ^^ PREFERENTIAL TRANSPORTATION RATES. 35 BRIEF HISTORY OF EXPORT AND IMPORT RATES.'^ The reasons for the present existence of export and import railroad rates on the railroads in the United States will be made clearer by a brief account of the origin of the rates and of the forces that have caused them to be maintained. It will be seen that the early reasons for the granting of these rates were the competition of the carriers, the efforts of producers and traders to increase their trade abroad, and the struggle of rival ports and seaboards to obtain as large a share as possible of the total foreign trade. Out of these competitive condi- tions has evolved an adjustment of export and import rates whose primary purpose is to bring about a fair distribution of the foreign trade, first, as among the rival ports of each coast and, second, as among Atlantic, Gulf, and Pacific seaboards. EXPORT RATES. Prior to the time when export railroad rates were quoted there grew up the practice on the part of the inland carriers of quoting through rates from interior points in the United States to specified foreign destinations. The portion of this through rate which accrued to the railroad was frequently less than the freight contemporaneously charged for domestic traffic. In this respect the Grand Trunk Rail- way Co. was the pioneer because of the contractual obligations it was under to place a stipulated tonnage at the disposal of the ocean vessels which plied to the ports of Portland, Me., and Montreal. It soon became necessary for American railroads to adopt similar prac- tices if they desired to secure a share of the export business. The necessity of making rates which would enable competing railroads and the ports served by them to share in the foreign business of the United States is the fundamental factor underlying export and im- port rates. Certain commodities, for which this competition was most keen, were the first to secure special export rates. Cotton, grain, and tobacco were among the earliest commodities to be so favored. The question of North Atlantic port differentials is closely allied to the general problem of export and import rates. These differ- entials were for the purpose of fixing the relationship between the competing North Atlantic ports, so that the sum of the agreed inland rate and the ocean rate from a particular American port to a European port would be approximately equal to the total rate through any of the North Atlantic ports. With the exception of short periods in 1876 and 1880, these differentials were expressed by fixed differences in the rates. In 1869 Baltimore was given a differential on grain of 10 cents per 100 pounds below the New York rates; in 1876 this was reduced to 5 cents and was extended to low-class traffic, while on the first three classes a differential of 10 cents was fixed. In 1870 Boston was given th^ New York domestic rate on exports. In 1877 a final agreement was made reducing Baltimore's differential to 3 cents and granting to Philadelphia a 2-cent differential below New York rates. Because competitive ocean factors were not recognized in this agree- ment, the New York lines withdrew in 1880, and in 1882 all the trunk lines agreed to refer the matter to an advisory commission fqr arbi- 12 For a more detailed account, consult "History of Import ami Export Rates," Part HI of this report. 36 UNITED STATES TABIFF COMMISSION. tration. This commission was composed of Allen G. Thurman (chair- man), E. B. Washburne, and Thomas M. Cooley. It was recom- mended by this body that the existing mland tariffs be observed, except to Portland and Boston, in which case the mland proportion of the through rate, when through arrangements with connectmg ocean carriers might exist, should not be less than the rate from the same points of origin to New York. Likewise it was suggested that the payment of rebates on goods shipped locally to Boston and after- wards exported should be discontinued. The latter recommendation led to an appeal on the part of the railroads serving Boston to the Interstate Commerce Commission for permission to continue this practice.*^ The commission held that these rebates were for the purpose of equalizing the port of Boston with New York, and were in no respect within the prohibitory sec- tion of the act to regulate commerce. Late in the year 1887 attempts were again made to quote through rates to foreign ports the same through all North Atlantic ports. The ocean carriers immediately raised their rates, forcing, the rail- roads to accept a much smaller porportion as the inland charge. For this reason the plan was abandoned and through rates were made by adding the current ocean rate to the established inland rate. Because of discriminations in and complaints of export rates, the Interstate Commerce Commission, on March 8, 1888, issued a general order requiring the publication of all raOroad export rates, whether separately quoted or a proportion of the through rate. On April 18 the New York Produce Exchange filed a petition with the Interstate Commerce Commission alleging discriminations against New York exporters and also averring that the carriers had refused to obey the order of March 8. This case was the first important proceeding involving export rates and interesting facts were disclosed in the testimony. It was stated that ever since 1877 the established rates had not been maintained for more than 30 days and that discrepancies between rates for ex- ported goods and for domestic merchandise were frequently apparent, notwithstanding the fact that both shipments were to the same port and of identical traffic. The commission therefore ordered that dis- criminations in favor of export traffic should cease. Eight years after this ruhng the Supreme Court in the Import Rate case instructed the commission to take into consideration com- petitive conditions in the foreign trade as circumstances which war- rant a railroad to charge lower rates for export than for domestic traffic. Consequently in 1897 when the commission was appealed to by the New York Produce Exchange to correct the discrimination against New York by reason of the export differentials granted to Philadel- phia and Baitunore, the commission decided that in the light of the ruling m the Import Eate case this practice was justifiable and legal." Again m 1899 when the legality of quoting a lower rate for export than for sunilar domestic shipments to Boston was questioned, the same rulmg was applied, an^ the disparity between the rates was declared to be legal. ^^ "In the matter of the Export Trade of Boston 1 ICC 24 fl8S7i " New York Produce Exchange ». B.& O. R. H. 81 C C 2U isKembleu. B, & A.B. E.Co.etal., 81. C. C, lio. ' ' PEEFEEENTIAL TEANSPOETATION KATES. 37 Actual export rates which were early quoted were disclosed in an investigation of the commission in 1899,^* and they show an interesting connection with the decision of the Supreme Court in the Import Rate case. Either pending or subsequent to the decision in the latter case, many more export rates were quoted by the railroads than had pre- viously been the case. On the route from Kansas City, Mo., to New Orleans, special rates were quoted on grain for export, these rates showing a large reduction since 1896 ; the roads from Kansas City to Galveston also quoted their first special export rates on these products early in 1896, with the exception of two short periods during 1890 and 1891; the lines from Chicago to New York published their first export rates on grain late in 1896, at which time the roads from the Mississippi River to New York also promulgated their first special rates on this traffic, wlule on the Minneapolis-New York route various export rates on grain were quoted in 1899, these being the ffi'st special rates quoted on this business via this route with the exception of short periods in 1890 to 1892. Export rates via Mobile and Pensa- cola were practically in effect by reason of a rebate granted on goods when actually exported and on which the full domestic rates had been paid. The commission failed to discountenance this practice t^cause it held that the rail rate is, in essence, a division of the through rate to a foreign destination, and that this through rate was subject to unrestrained water competition. The investigation of the United States Industrial Commission, as reported in 1901, reflected the complaints of shippers because of numerous special rail rates on exports, but the railroads defended the practice by showing the existence of competitive conditions. Evi- dence was presented during these hearings to show that very low rates qn export cotton goods from New England to the Orient via Pacific coast ports were quoted by the railroads. In 1904 the question of North Atlantic port differentials was again investigated by the commission " to ascertain whether or not any imfair advantages were given any particular port by reason thereof. It was decided that the established differentials were not prejudicial to any ports and that they were the most satisfactory method of equitably distributing the export business among the competing ports. The extent to which the roads connecting the Gulf ports with the Central West had quoted export rates on grain was shown by tables presented at the hearings before the Committee on Interstate Cona- merce of the United States Senate in 1905. The rates quoted via these routes were lower than via the eastern trunk lines, showing the advantages which the former possessed in the trans-Mississippi grain trade. Prior to the enactment of the Hepburn law in 1906 the lines to the Pacific coast had quoted through rates to foreign destinations, the rail carriers accepting an agreed and, due to steamship competition, a varying, proportion of the through rate. As the act of 1906 com- pelled the filing of all railroad tariffs this practice had to be dis- continued, because the charge for the rail haul could not legally be '» In the Matter of Eelative Rates upon Export and Domestic TrafBc in Grain and Oram Products and of the Publication of larifFs Relating to tuch Traffic, 8 I. C. C, 214. " In the matter of differential freight rates to and from North Atlantic ports, 11 1. C. C, 13. 38 UNITED STATES TARIFF COMMISSION. a varying amount. By 1910, however, special export rates were quoted on a lari^e list of commodities shipped via Vancouver m con- nection with the Canadian lines. On cotton and cotton Imters only did the American roads quote export rates. At that date numerous special rates on export traffic were m effect via Gull ports Aside from the situation created by the differential arrangement, but lew export rates were quoted to North Atlantic ports. New York interests in 1912 again attacked the legahty and reason- ableness of the port differentials,'* but the Commission again declared that they were fair and just to all parties concerned. It further recommended that differentials on grain should be one-half the ordinary differentials. In the supplemental hearing of the case '° it was ordered that the flour differentials should be no greater than 2 cents and 1 cent to Baltimore and Philadelphia, respectively; and the differentials on iron articles were also fixed. In 1916, due to the unsettled condition of ocean freight rates, the transcontinental lines ceased the publication of ocean rates^ which were for information only in" connection with their rail rates, the sum being an approximate through rate to foreign destinationa, and quoted the rail rates only. During the war export rates to certain ports were canceled, and by amended orders of the Director General of Railroads the rates to such ports were modified so that previous port relationships might be maintained. At the present time the situation of export rates is briefly as follows : (a) To North Atlantic ports but few special rates are quoted. (&) To South Atlantic ports export class and commodity rates are quoted on traffic from the Central West, Ohio, and Mississippi River points and interior southern points. Restrictions as to ports to which rates apply are in effect and some rates apply only on traffic for Cuba. (c) To Gulf ports, many class and commodity rates are quoted on export traffic from central western and southern points. Foreign countries to which the goods must be destined in order that the rates might apply, are specified in the tariffs. (d) To Pacific coast ports export commodity rates are blanketed from specified ppints or States in the United States on traffic destined to stipulated foreign countries. IMPORT RATES. Special rail rates on import traffic grew up in the same manner as rail export rates — i. e., by arrangements between the steamships and the railroads whereby the latter received an agreed proportion of the through rate from a foreign country, and which proportion was con- stantly fluctuating in amount. The inland proportion thus received frequently was less than the established tariff on domestic shipments of similar traffic. This practice was generally begun about 1883, although the Grand Trunk Railway granted special rates on import traffic as early as 1857. The usual method followed was to place n Chamber of Commerce of the State ol New York et al. v. New York Central & Hudson TiiVor -p tj Co. etal,24t. CO., 55. . .tviver k. k. 19 IbiJ., 24 r.C. C.,674. PREFERENTIAL TRANSPORTATION RATES. 39 agents in foreign countries to enable the steamship lines to quote a through rate to an interior destination in the United States. This practice was adopted not only by the eastern trunk lines, but also by the roads serving the Gulf and Pacific coast ports and probably at an earlier period. In all instances, however, the railroads usually secured a lower rate for hauling import traffic than for similar domestic merchandise. Under these conditions complaints of unjust discrimination were soon made by shippers of local traffic. Consequently the Interstate Commerce Commission on March 23, 1889, issued an order requiring that all imported traffic should be carried at the inland tariff covering other freights. Obedience to this order would obviously affect seriously the existing method of handling import traffic, and 11 roads refused to heed the order. Shortly thereafter the New York Board of Trade and Transportation appealed to the Commission for relief against the discrimmations practiced by the Pennsylvania Railroad Co. ia charging less for import than for similar domestic traffic, and also to compel obedience to the order of the Commission. This case, which was later appealed to the Supreme Court, is known as "The Import Rate Case" and decided the legal status of both import and export rates. ^^ Practically all the railroads and the com- mercial interests in the import traffic were involved in the proceeding. The commercial interests claimed that the acceptance by the rail- roads of a less sum as the rail rate on import traffic than was charged for similar domestic traffic was an undue discrimination and conse- quently illegal. On the other hand, the railroads, in justifying this Eractice, contended that competitive conditions in the steamship usiness made necessary the quoting of special rates on import traffic, and that by this method each section of the United States was en- abled to share in the import business. The commission rejected the explanations of the carriers and ruled that the order of March 23, 1889, should stand. Several roads, including the Texas cS; Pacific Railway Co., still refused to accede to the orders of the commission. Suit was then brought by the latter in the United States circuit court for the en- forcement of the order. Both the circuit court and the circuit court of appeals sustained the commission, but the Supreme Court, on March 30, 1896, reversed the decision.^' It held that the practice of the railroad in accepting as the pro- portion of a through rate from a foreign point less than was contem- poraneously charged on domestic traffic did not constitute an unjust discrimination within the meaning of the act to regulate commerce, and that the competitive factors in the steamship business were cir- cumstances and conditions which render this practice necessary and legal. To be prohibited from charging low rates on import traffic, the railroads would be unable to secure any of this business, and this condition Was declared by the Supreme Court to be entirely without the meaning and intention of the act. Following this decision, railroads were legally permitted to quote lower rates on exports and imports than on domestic traffic. Com- petitive factors, however, frequently caused the import rates to »» New York Board of Trade and Traasportation Co. et al. v.P.R. R. et al., 4 1. C. C, 447. " Texas & Paoiflc Ry. Co. v. I. C. C, 182 0. S., 197, Import Rate Case. 40 UNITED STATES TAKIFF COMMISSION. fluctuate widely, and in 1901 the lines serving North Atlantic and eastern Canadian ports formed an import rate committee, wmcn succeeded, for a time, in steadying import rates via these routes On the Pacific coast, according to evidence presented before the United States Industrial Commission in 1901, the railroads secured a hxed percentage of whatever through rate the steamships might be able to charge. _^ . , p, „ j. n. In compliance with a resolution of the United btates benate, the Interstate Commerce Commission submitted a report upon import traffic February 28, 1903. Both import class and commodity rates were reported as being in effect from North Atlantic ports. Phila- delphia and Baltimore were receiving the usual differential of 2 cents and 3 cents, respectively, below the New York rates, while, on class traffic only, the lines from Boston and Portland charged fixed differ- entials below the New York rates, the commodity tariffs from these ports being the same as from New York. Via Pacific coast ports no import rates were reported as being in effect, and from New Orleans and Mobile some special commodity rates on import traffic were quoted. As to the method of quoting through import rates, of which the railroads accepted an agreed proportion, it was reported that they were quoted either by agents who worked on a commission basis or by the steamship lines. In cases where the rail import rates had been published it was stated that the railroad's proportion had to be such sum. Testimony before the Senate Committee on Interstate Commerce, in 1904-05, tended to show that very little business was carried by the railroads at reduced import rates. Evidence of discrimination, because of such rates, was brought before the Interstate Commerce Commission in 1905 by the Pitts- burgh Plate Glass Co., but in this case the commission held that the movement of import traffic was not a "like service" to that of similar domestic shipments. Wide discrepancies between import and domes- tic rates on the Illinois Central route from New Orleans to Chicago were among the complaints in the case. The roads serving the Gulf ports from the Central West had begun to compete actively with the eastern trunk lines for import traffic about 1901. Controversies arose between the two parties as to an equitable method of quoting rates, so that each port interested would secure a fair share of the import traffic. Finally in 1907 it was agreed to submit the matter to arbitration, Percy R. Todd and Stuart R. Knott being appointed as arbitrators. After considering the arguments of both parties, it was recommended by them that the Gulf lines use differentials of 18,18,12,8,6,and6 cents on the first six classes, respectively, below the standard New York-Chicago rates; and on commodity traffic, that these class differentials be appHed as nearly as possible. This arrangement was to apply on traffic to specified points in the Central West only. The import rate situation in 1910 was, briefly stated, that from Gulf and Pacific coast ports, numerous import rates were quoted, while on traffic passing through the North Atlantic ports, a limited number of commodities were favored by special rates. Another disturbance in import rates was created in 1909 when the Boston roads precipitated a rate war by reducing their import rates. PREFERENTIAL TKANSPORTATION RATES. 41 A temporary ruling was issued by the commission whereby import rates from Philadelphia, Baltimore, and Boston were made the same as the Baltimore rates, while New York rates were maintained. Shortly afterwards New York interests claimed an unjust discrimina- tion against the port of New York and by the final decision of the commission the import differentials of Baltimore and Philadelphia were made the same as provided by the domestic arrangement, and the Boston rates were ordered to be no lower than the rates from New York. During the war import rates were effected in the same manner as export rates. The present situation of import rates is briefly as follows : (a) From North Atlantic ports," import rates are quoted only from Portland via the Grand Trunk and from Norfolk on certain commodi- ties shipped to specified points in the South. (6) From South Atlantic ports, certain commodities are favored with import rates, restrictions as to countries of origin, ports at which they apply, and points of destination being imposed. (c) From Gulf ports, import class and commodity rates are quoted to southern and central western points, with restrictions as to foreign countries of origin. (d) From Pacific coast ports, import commodity rates on specified commodities are blanketed to many parts of the United States, with restrictions as to foreign countries of origin. SUMMARY OF THE EXPORT AND IMPORT RAILROAD FREIGHT RATE POLICIES OF FOREIGN COUNTRIES. INTRODUCTION. A study has been made of the export and import railroad freight rate pohcies of nine countiies: Germany, France, Belgium, the Netherlands, Italy, the British Empire (Canada, Australia, South Africa, and England). The studv is only summarized here. The causes leading to the establishment of lower rates on exported and imported articles than on similar articles of domestic trade vary with different coun.tries, but one or more of the following causes will account for the special rates: (a) Rivalry of the ports; (6) efforts to develop national industries; (c) measures taken to widen foreign markets; (d) plans for increasing the traffic carried by the national railroads. The methods followed in reducing the railroad rates on exports and imports were by granting lower Hat rates between various points of origin and the seaports or by fixing a lower rate per ton-miJe, or by placing exports and imports in a lower class than is given similar domestic articles. The reasons for the particular policy followed and the methods employed in each particular country are briefly summarized in dis- cussion of each selected country. The import rate policies of the selected countries seem to have been more uniform than the export rate policies. The rates applied to the import traffic have usually been the same as tnose applied on domestic traffic although in a limited number of instances reduced rates have been applied to a few imported articles which did not compete with any articles of domestic production . In many cases, however, in which the imports " See note on page 15. 42 UNITED STATES TARIFF COMMISSION. competed with home products, the rates have been higher. The higher rate has been apphed either by charging a higher class rate or a higher rate per ton per unit of distance. , . The various countries usually have not discriminated m their practice of charging the import trafhc higher rates. Ihe higher rate on import traffic has been applied on all import trafhc, regard- less of the nationahty. An exception to this general rule was the practice of the Prussian state railways of assigning American pine to the same classification as the more valuable species of lumber, such as ebony, teak, and walnut, were assigned. At the same time, Swedish pine was granted a much lower rate. A number of selected shipments show a difference in favor of the Swedish lumber of about 40 per cent of the rate charged on the American lumber. Classification of articles may often conceal a discrimination against imported articles and occasionally a country may favor one foreign country a,t the expense of other foreign countries, in a desire to develop traffic between the home country and some particular foreign nation. The poUcies of the railroads, in respect to the rates on import traffic have been influenced in some countries by laws prohibiting either lower rates or different treatment for imported articles than for those of domestic origin when the service furnished is the same or is similar in character. The data for this report were collected during the year 1920, and it was found that in some countries the laws or practices that had prevailed before being temporarily suspended or changed because of the war had not been reenacted or resumed. The present period is one of transition in policy. For the most part the rate policies that had been developed before the recent war are the ones here described. They probably represent permanent tendencies more truly than the temporary ones now prevailing. GERMANY. Keduced railroad rates on exports and imports were granted in Germany prior to the outbreak of the European war as a means of developing exporting and importing centers, export markets, and in- dustrial activities within the country. The policj' of Germany in pro- moting the exportation of her large and increasing surplus of manu- factured articles was said to have been influenced by the lack of colo- nies that were sufficiently developed to require manufactured articles. Germany sought to develop trade both in foreign countries and in the colonies of foreign countries. The export and import rates granted were lower than the regular domestic rates by varying amounts. Special rates on export shipments were usually granted irrespective of nationalit}- of the vessel conveying the traffic to its oversea desti- nation. It has been the policy of Germany both to increase foreign markets for articles of German manufacture and to secure traf&c for the various State-owned railroads. Export rates and some import rates were made low enough to cause traffic to move over the German railroads to or from German ports instead of being carried over for- eign railroads or by foreign inland water transportation to or from a foreign port. Holding traffic to the German railroads also benefited the German merchant ma.rine. Especially low export rates on coal PEBFERENTIAl, TRANSPORTATION RATES. 43 were made to enable German coal to compete with the product oi English mines. German trade was aided by granting low special through rail-ocean rates to foreign destinations. These rates applied on goods moving from the interior to Hamburg and to Bremen for export to the Levant and also on shipments to south Africa and east Africa via Hamburg. In order to obtain the low rates the shipments had to be made on through bills of lading via the German Levant Line for the Levant destinations and via the German south Africa Line for east and south African destinations. These through rail-ocean rates were of advantage both to those shipping to theLevant and east and south Africa and also to the steam- ship lines which were assured of traffic without the onerous condi- tions usually attached to grants of ship subsidies, bounties, and sub- ventions. The effect of these rail and ocean rates upon the competi- tion of the German State railroads with those of near-by countries serving shorter routes must have been considerable. The secrecy maintained regarding German trade practices makes it difficult to ascertain whether special through rail and ocean rates were granted over other routes than those serving the Levant and east African trades. It is probable that special concessions were made when necessary to meet foreign compfetition. On the 1st of February, 1921, the representative of the United States Department of Commerce in Germany, Mr. Howard W. Adams, transmitted the following statement regarding the present policy in Germany as regards special rates on imports and exports : Extreme difficulty is encountered in procuring information in Germany which one can stamp as an actual fact, which situation is brought about by postwar conditions existing there. With respect to this particular inquiry there is not, so far as I have been able to ascertain through various channels of inquiry, any difference, in the export and import rates at present in effect on the railroads of this country. FRANCE. The railroad rates in France on export and import traffic have been influenced by the rivalry of the various western European ports. Traffic to the port of Havre, for example, from various points of origin has the option of moving by railroads serving Amsterdam and Rotterdam, Antwerp, and even Hamburg and Bremen. The under- lying reason for reducing the rates on exports and imports has been to hold the traffic to the French railroads and to the French ports, but the policy has been of some advantage to the French merchant marine. The concessions granted export traffic over similar domestic traffic have been less per ton-mile in France than in Germany. Examina- tion of the export rates in effect on the French railroads disclosed concessions amounting to 18 to 52 per cent of the domestic rates. France has gradually withdrawn most of the rates which were lower for import traffic than for like domestic traffic. Special through rail and ocean rates have been granted as an aid in developing the French steamship lines and in promoting the French foreign trade, but the lower rates have not been restricted to specified steamship lines and to particular trades. The rates quoted by the 44 UNITED STATES TAKIFF COMMISSION. French railroads have been filed as prescribed by law. They have not been secret and have been but little lower than rates on domestic traffic. BELGIUM. In determining its export and import railroad freight rate policy Belgium has considered the development of its industries and its national commerce of greater importance than the securing of profits from the operation of the State railroads. The political boundaries of Belgium and the location of its industries have influenced its general railroad policy. The manufacturing industries are concen- trated in the south of Belgium, in and around Charleroi and Mons, and in the southeast at Liege, and the State administration of the Belgian railways has fixed export freight rates so as to enable partic- ular industries to be carried on with profit. International port rivalry has also influenced the export and import rates. Concessions in favor of the export rates have amounted to as much as 43 per cent of the rates on similar goods moving in domestic traffic. Some imports have been granted lower rates than similar domestic goods, but the concessions in rates on export traffic have been greater than accorded import traffic. THE NETHERLANDS. Since there is scarcely a village in the populous portions of the Netherlands that can not be reached by water, the railroads are not able to compete with the waterways for all the traffic offered. The railroads carry only a minor share of the total traffic offered for transportation and the rates are fixed as low as possible. Prior to the European war reduced export and import rates were granted and reduced rates were also applied to shipments moving to the sea- ports of Rotterdam and Amsterdam on goods for domestic con- sumption. At the present time export and import rates have been elimmated and all traffic moves at the regular domestic tariffs. ITALY. The export and import rate policy of Italv has been influenced by geographical causes and by the location of the agricultural and other industries of the country. Owing to the large number of seaports, long hauls by rail are exceptional and are mainly for export shipments of fruits and other farm products moving from the south of Italy to countries beyond the Alps. The concessions granted upon such traffic depend entirely upon the arrangements made between the Italian railroads and raflroads of the importing countries. The con- cessions granted m favor of oversea export traffic were made prior to the European war m accordance with a distance scale. For dis- tances up to 50 kflometers the local rate was reduced 5 per cent, rf the bcS rate''''''' ^°° kilometers the reduction was 25 per cent The import railroad rate policy of Italy has been intended to sup- plement the protection afforded by the customs tariffs. The applS- tion of reduced railroad rates has been prohibited upon all imported articles except agricultural machmery and artificial Tanures These PEEFESENTIAL TEANSPORTATION RATES. 45 two exceptions were made for the purpose of increasing farm prod- ucts and enlarging exports to the northern European countries. The import and export rate concessions were withdrawn upon the outbreak of the European War, but it has been reported that concessions are to be given rates on articles destii ed for export by sea, and the reduced rates will apply whether the commodities are carried to their final destination by Italian steamship lines or by those of other countries. No change is contemplated in the rates on goods imported into Italy by sea. THE BRITISH EMPIRE. Canada. — In Canada the policy as to export and import rates is influenced by the competition of the Canadian railroads with those in the United States. As the greater portion of the exports of Canada leave the countrj- by Montreal in the east and Vancouver in the west, there is less port rivalry than in the United States. The Board of Railway Commissioners of Canada have given the Canadian railroads power to make special export rates within cer- tain limitations as to unjust discrimination. Where such special rates have been in operation and then withdrawn by the railroad, the board of railway commissioners has from time to time ordered their reestablishment and at other times it has prevented their discontinuance. The board of railway commissioners and the Canadian courts have justified lower rates on imported trafiic than on like domestic traffic on the principle that the rates had to be lower or this traffic would move to American ports and over the American railroads, and that the lower rates help to offset the disadvantage brought about by higher marine insurance charges applying on the Mon- treal route than on the routes to and from the American ports. Australia. — The railroads of Australia have given a few selected articles lower classffication when destined for export than when for consumption within the Commonwealth. In other instances the exported articles have been given a refund of .50 per cent of the fuU regular rate charged on the domestic traffic. The port rivalry existing between the various ports of Australia has led to the estab- lishment of lower rates from certain points of origin for the purpose of attracting the traffic away from a nearer port. The railroads have placed many imported articles in a higher class than that to which like articles of domestic origin are assigned. The aim is to afford protection to the manufacturers of Australia, but the railroads probably are also influenced by a desire to increase manufactures in the Commonwealth and thus to secure more back- haul traffic from the seaboard to the interior of the country. South Africa. — Unique traffic conditions prevail in South Africa. Long-distance hauls are necessary because tne few principal centers of population are widely scattered. The policy of the State rail- ways has been to encourage agriculture and industrial expansion and to afford opportimities for the opening up of districts where development has been retarded by distance from markets. The railways have granted lower rates to articles moving to the seaports for export than are accorded the same and similar articles moving in domestic traffic. The concession may take the form of a 46 UNITED STATES TARIFF COMMISSION. lower ton-mile rate basis or of a reduced fixed rate between desig- nated points of origin and destination. The articles on which the lower rates are applied include a wide range of agricultural products and rags, ores, and minerals. The refined ores are charged the same rates as the base-metal ores. A reduced export rate is granted on South African coal moving to the Union ports and to Lourenco. Marques for shipment as cargo to oversea destinat on. The railwav administration of the South African railways has, adhered to the policy of charging higher rates on imported articles than on similar articles of domestic origin. Great Briiain.'-T\\e insular position of Great Britain frees the country from the kind of railway competition that exists among the nations of western Europe. The competition of the railroads is with the carriers by water. Inasmuch as the average haul of the railroads is short and the freight rates are made with reference to water competition, special reductions for export traffic are not always possible. Ex'port rates have been in effect from the manufacturing district around Bradford to the ports of Manchester, Hull, Middlesboro, Liverpool, New Castle, London, Bristol, and Southampton. The principal commodities on which export rates are granted are such staples as woolen goods, textile fabrics, hardware, machinery, iron, and steel. The difference between the domestic and the export rates is not determined by a general rule. Each case receives sepa- rate consideration in making rates. The main reason for the fixing of lowet rates on export traffic seems to be that it is usually shipped in larger quantities. There is also some competition for the traffic among the various ports of England. Export rates from London to Cardiff are granted on tea,. linen, silk goods, and a limited number of other articles presumably for the purpose of securing a railroad haul for some London export shipments. The railway and canal traffic act of 1888 which prohibited preferen- tial rates is claimed to have deterred the railroads from according imports lower rates than are charged similar domestic articles. However this may be, it has not been the practice of the rail carriers; to make concessions in import rates. During the European War various committees were appointed in England to study ' after-war problems. " Among such committees was the departmental committee of the British Board of Trade on shipping and shipbuilding industries after the war. It made an exhaustive study of the situation and in its final report it referred to export railroad rates, and to the influence of the railways in develop- ing the export trade of England. The committee was of the opmion that the English railways might with favorable result grant lower rates on traffic intended for export, especially if such traffic is moved m large consignments. The committee likewise favored concerted action on the part of the railroads and steamship lines in making niore elastic rates so as to aid the British exporter to meet State- aided foreign competition in important markets PEEFEEENTIAL TEANSPORTATION RATES. 47 BRIEF ACCOUNT OF OCEAN FREIGHT RATE CONTROL BY FOREIGN GOVERNMENTS. Ocean freight rates have been to some extent controlled b}' pro- visions of laws granting shipping bounties, subsidies, and subventions. The subsidy laws of Japan, Germany, Austria-Hungary, France, Spain, the British Empire (Great Britain, Canada, South Africa, and Australia), Norwaj', and Denmark have been studied. The data here presented refer in most instances to the practice that preceded the Great War. During the war Government control over freight rates was assumed as a necessary war-time measure, and it has not been possible to obtain full details as to the removal of such control or the reestablishment of old contracts. The present is a period during which permanent policies for the future are being worked out. JAPAN. Japan has controlled, or reserved the right to determine, the freight rates of companies that receive direct financial aid from the Govern- ment. This policy is based upon the principle that the granting of subsidies carries with it the right of supervision and regulation. In 1896 Japan adopted a liberal policy of aiding its merchant marine, the aid being given without providing for control over the ocean freight rates on the lines aided; but the ocean lines subsidy law, effective January 1, 1910, reserved to the Government control over ocean freight rates. Authority, which was complete, was vested ia the minister of communications. The minister of communications was given the power to pass upon all freight charges of the subsidized lines and to require rates to be reduced on specified kinds of cargo. The minister could also designate the ports of call, the routes, and the number of sailings, and specify the number of days allowed for each voyage and the manner of paying subsidies. Profit and loss statements and reports on the condition of the steamship lines must be furnished according to his directions. The fact that the Japanese shippers were able, in the period of acute shortage of shipping accommodations during the European War, to secure cargo space on the subsidized steamers, even at times to the exclusion of shippers of other nationalities, was due to the provision requiring that the Japanese shippers and the Japanese trade be given preference at all times over other shippers and over articles of foreign origin. The rates charged on the subsidized lines were usually much lower than those prevailing in the open market. Rates in the open market were largely the result of supply and demand, while Government-fixed rates were usually less flexible and frequently varied from the rates prevailing in the open market. GERMANY. Germany has granted a limited number of ship subsidies, but before the recent war the subsidies were reduced. The Government has exercised little Control over the ocean freight rates charged by the companies aided. A limited amount of control was provided for in the contract with the North German Lloyd by requiring equal ocean freight rates as between Hamburg and Bremen. Another instance 48 UNITED STATES TARIFF COMMISSION. of control is found in the through rail and ocean rate arrangements oi the Government railroads with the German Levant and the German East Africa lines. Certain through rail and ocean rates were estab- lished on traffic moving via Hamburg and Bremen to designated ports in the Levant and in East and South Africa. A division of the through rail and ocean rates was worked out on a uniform basis, whereby the railroad received an agreed amount regardless of the overseas destination. Mr. Howard W. Adams, above quoted, reports in his statement transmitted the 1st of February, 1921, "that there are practically no German steamship lines engaged in trade at the present time, and my investigation did not develop the fact that the present Govern- ment has any plan for granting subsidies or subventions to those lines which are attempting to regain some of their prewar trade." This would indicate that there is at present no control exercised by the Government over ocean rates as a condition of granting State aid to steamship companies. AUSTEIA-IIUNGARY. The control over ocean freight rates exercised by the Kingdom of Austria was limited to the subsidized lines. The provisions of the contract of the Government with the Austrian Lloyd March 16, 1907, which was to remain in effect until January 1, 1922, gave the minister of commerce power to make any change in the rates submitted for approval. In a former contract of July 25, 1891, between the same parties the minister had been granted only power of approval of ocean freight rates. The Government, both in 1S91 and 1907, was given representation on the board of directors, but the Government's influence upon the affairs of the company was slight. At the present time the Republic of Austria, as it was established at the end of the European war, does not possess any ports nor does it control any steamship lines. In Hungary the policy adopted was practically the same as that of Austria. The provisions of the postal subvention contracts with the Royal Hungarian Ocean Navigation Co. called for governmental approval of all ocean freight rates and for governmental representa- tion on the board of directors. FRANCE . Since 1881 France has granted direct aid to its national shipping interests by means of construction, repair, and navigation bounties, hut ocean freight rates have not been controlled as a condition of granting such financial assistance. In the contracts for the carriage of the mails by the French steamship companies the Government has assumed a limited amount of control over ocean freight rates. In the Corsican contract, for example, provision was made for fixing the maximum limit of the freight rates. In the contract with the Compagnie des Messageries Mari times the Government has pro- hibited the company from charging lower rates on imports reex- ported than on similar goods origin at^no; in France and consio-ned to the same oversea destination. The companv retained the pSwer of iixmg Its own rates and fares until the outbreak of the European PKEFBBENTIAX, TRANSPORTATION RATES. 49 war, but the Government required quarterly reports of the rates and fares in effect. SPAIN. Direct bounties to sliipping interests were not granted by Spain until June 14, 1909. The law of that year provided for the payment of bounties for the construction, operation, and navigation of ships. The bounties paid for navigation were of two classes — general and special. Under the special navigation bounties a distinction was made between the payments for specified routes with designated ports of call and payments for specified routes without any pro- visions as to the ports of call. The payment of the special navigation bounties for maintaining services over specified routes with fixed ports of call was made contingent upon a certain degree of conti'ol over freight rates and services. The provision of the law of 1909 with respect to this control included governmental approval of all freight rates before they were made effective and of preferential treatment of foreign merchandise at all ports of embarkation. There is no evidence of Government control of freight rates as a con- dition of special navigation bounties for maintaining services over specified routes without designated ports of call or as a condition of the payment of general navigation bounties. By a royal decree promulgated on January 30, 1916, the financial aid granted to Spanish shipping interests under the law of 1909 was temporarily suspended. THE BRITISH EMPIRE. Great Britain. — Great Britain, partly to bring the colonies into closer communication with the home country and partly for the pro- motion of industry and trade, has granted liberal postal subventions. The payments have been for the regular conveyance of mails over specified routes upon fast steamers so constructed as to be convertible into auxiliary cruisers in case of war. Great Britain has not granted construction or navigation bounties. The only instance of Government control over ocean freight rates Erior to the war was that provided for in the agreement of July, 1903, etween the Admiralty, the board of trade, postmaster general, and the Cunard Steamship Co. The Cunard Steamship Co. obligated itself not "to unduly raise the freight charges for the carriage of goods in any of its services," ^^ and not to give undue preference in favor of subjects of any other nations as against British subjects. Canada. — The example set by Great Britain in granting liberal postal subventions as a form of direct financial assistance to the national shipping interests has been followed by the Dominion of Canada. Postal subvention contracts are in force for services be- tween Canada and Great Britain and for services to Australia, New Zealand, and the Union of vSouth Africa. The subsidy paid is made conditional upon the governmental con- trol over rates, and this is provided for by the inclusion of a provision '^ Copy of agreement ol July 3-Cd 1703 London, art. 5, sees, i and 5. 77036—22 4 48 UNITED STATES TARIFF COMMISSION". of control is found in the through rail and ocean rate arrangements of the Government railroads with the German Levant and the German East Africa lines. Certain through rail and ocean rates were estab- lished on traffic moving via Hamburg and Bremen to designated ports in the Levant and in East and South Africa. A division of the through rail and ocean rates was worked out on a uniform basis, whereby the railroad received an agreed amount regardless of the overseas destination. Mr. Howard W. Adams, above quoted, reports in his statement transmitted the 1st of February, 1921, "that there are practically no German steamship lines engaged in trade at the present time, and my investigation did not develop the fact that the present Govern- ment has any plan for granting subsidies or subventions to those lines which are attempting to regain some of their prewar trade." This would indicate that there is at present no control exercised by the Government over ocean rates as a condition of granting State aid to steamship companies. AUSTEIA-nUNGAEY. The control over ocean freight rates exercised by the Kingdom of Austria was limited to the subsidized lines. The provisions of the oontract of the Government with the Austrian Lloyd March 16, 1907, which was to remain in effect until January 1, 1922, gave the minister of commerce power to make any change in the rates submitted for approval. In a former contract of July 25, 1891, between the same parties the minister had been granted only power of approval of ocean freight rates. The Government, both in 1S91 and 1907, was given representation on the board of directors, but the Government's influence upon the affairs of the company was slight. At the present time the Republic of Austria, as it was established at the end of the European war, does not possess an}- ports nor does it control any steamship lines. In Hungary the policy adopted was practically the same as that of Austria. The provisions of the postal subvention contracts with the Royal Hungarian Ocean Navigation Co. called for governmental approval of all ocean freight rates and for governmental representa- tion on the board of directors. FEAXCE. Since 1881 France has granted direct aid to its national shipping interests by means of construction, repair, and navigation bounties, hut ocean freight rates have not been controlled as a condition of granting such financial assistance. In the contracts for the carriage of the mails by the French steamship companies the Government has assumed a limited amount of control over ocean freight rates. In the Corsican contract, for example, provision was made for fbcing the maximum limit of the freight rates. In the contract with the Compagnie des Messageries Mari times the Government has pro- hibited the company from charging lower rates on imports reex- ported than on similar goods originating in France and consigned to the same oversea destination. The company retained the power of fixing its own rates and fares until the outbreak of the European PREFERENTIAL TRANSPORTATION RATES. 49 war, but the Government required quarterly reports of the rates and fares in effect. SPAIN. Direct bounties to shipping interests were not granted by Spain until June 14, 1909. The law of that year provided for the payment of bounties for the construction, operation, and navigation of ships. The bounties paid for navigation were of two classes — general and special. Under the special navigation bounties a distinction was made between the payments for specified routes with designated ports of call and payments for specified routes without any pro- visions as to the ports of call. The payment of the special navigation bounties for maintaining services over specified routes with fixed ports of call was made contingent upon a certain degree of control over freight rates and services. The provision of the law of 1909 with respect to this control included governmental approval of all freight rates before they were made effective and of preferential treatment of foreign merchandise at all ports of embarkation. There is no evidence of Government control of freight rates as a con- dition of special navigation bounties for maintaining services over specified routes without designated ports of call or as a condition of the payment of general navigation bounties. By a royal decree promulgated on January 30, 1916, the financial aid granted to Spanish shipping interests under the law of 1909 was temporarily suspended. THE BRITISH EMPIRE. Great Britain. — Great Britain, partly to bring the colonies into closer communication with the home country and partly for the pro- motion of industry and trade, has granted liberal postal subventions. The payments have been for the regular conveyance of mails over specified routes upon fast steamers so constructed as to be convertible into auxiliary cruisers in case of war. Great Britain has not granted construction or navigation bounties. The only instance of Government control over ocean freight rates Erior to the war was that provided for in the agreement of July, 1903, etween the Admiralty, the board of trade, postmaster general, and the Cunard Steamship Co. The Cunard Steamship Co. obligated itself not "to unduly raise the freight charges for the carriage of goods in any of its services," ^" and not to give undue preference in favor of subjects of any other nations as against British subjects. Canada. — The example set by Great Britain in granting liberal postal subventions as a form of direct financial assistance to the national shipping interests has been followed by the Dominion of Canada. Postal subvention contracts are in force for services be- tween Canada and Great Britain and for services to Australia, New Zealand, and the Union of South Africa. The subsidy paid is made conditional upon the governmental con- trol over rates, and this is provided for by the inclusion of a provision '' Copy of agreement of July 3-Cd 1703 London, art. 5, sees. 4 and 5. 77036—22 4 50 UNITED STATES TARIFF COMMISSION". common to all mail subvention contracts entered into by the post- master general. No installment of the subsidy is payable unless the provisions and stipulations as to freight and rates have been carried out to the satisfaction of the minister of trade and commerce. The freight rates to be charged are to be approved by the minister, and he is granted the power to fix the maximum rates between the different ports of call on both east and west bound trips on any article or class of goods. The rates offered for approval may not discriminate, either directly or indirectly, against Canadian merchants or shippers, who shall always have precedence for their freight and goods over all other merchants and shippers. Soutlh Africa. — The Government of the Union of South Africa entered into a 10-year contract with the Union Castle Mail Steamship Co. in 1903 for the transportation of the mails between vSouthampton and Cape Town. Concurrent arrangements were also made whereby the steamship company agreed to the fixing of the maximum freight rates for certain classes of export traffic, such as fruits and other Dominion produce. Australia. — Control over the ocean freight rates by the Common- wealth of Australia was limited to that contained in a provision of the contract made in 1907 between the postmaster general of the Com- monwealth and the Orient Steamship Co. This provision stipulated that "freights were not to exceed one-half penny per pound for butter and 60 shillings per ton for fruit." ^^ NORWAY. In order to provide adequate means of communication between the several parts of the Kingcfom, Norway has paid subsidies since 1876, While the Norwegian Government exercises a large measure of con- trol over the subsidized lines, the regulation of the freight rates is but slight. The general condition to which the subsidized lines are sub- jected is that the "routes are determined according to practical prin- ciples with adequate rates." ^^ In some of the contracts between the steamship companies and the Norwegian Government, the control of the ocean freight rates is more pronounced. In the contract providing for a subsidized service from Christiana to Cuba, Mexico, and the Gulf ports of the United .States, the freight rates must be moderate and must be approved by the department of public works; the rates must be so fixed that the ordi- nary ports of call are placed on a parity, and the steamships may not quote reduced freight rates at foreign ports in Europe on such articles as are also produced in Norway. DENMARK. Denmark paid subsidies for many years to the United Steamship Co. of Copenhagen for the operation of a regular steamship service between Esbjerg, Denmark, and Grimsby and Parkeston, England. The agreement provided for a reduction of 20 per cent in rates on all farm products. These reduced rates were compensated for partially M Government Aid to Merchant Shipping, p. 72, Special Agent Series No. 119, Bureau ot Foreim and Domestic Commerce, Department of Commerce, Washlngtcn.D. C 1916 uieau ouoieign auu 2< Annual Keport of the Conmiissionerot Navigation, 1909, p. 241. PEEFEEENTIAL, TBAN'SPORTATION RATES. 51 by the payment of the bounties and partially by the reimbursement ot the wharfage dues at Esbjerg. At the close of the fiscal year 1911-12 Denmark discontinued the payment of these subsidies in order to avoid a countermove on the part of the English Government. It was thought that England might regard the payment of such subsidies as an attempt on the part of the Danish Government to give the Danish exporters an advantage over the British colonial products entering the English markets. CONCLUSIONS. The existing import and export railroad rates in the United States have been established and are maintained primarily for the purpose of equalizing the commercial' advantages of rival ports and of the alternative routes over which the foreign trade of the United States is carried. Broadly speaking, the concessions made in import and export rates are intended to place the main ports and the three main seaboards of the United States upon a workable basis of competition. The rail carriers in the United States, as well as the rival ports and trade routes, are interested in the general distribution of the import and export traffic among the three seaboards and the many gateways by which the foreign trade of the United States may move. The transportation interests of the carriers and the commercial activities of producers, traders, and seaboard cities have common concern in bringing about a satisfactory distribution of the foreign trade. The present import and export rates represent the compromises and adjustments resulting from competitive forces that have been operative for many years. Thjs fact is clearly shown by the history of the rates and by the analysis contained in this report of the forces that have brought about the concessions that have been made in the railroad rates appljdng to traffic carried in the foreign trade. There is no evidence that the existing reduced railroad rates on imports at the Gulf and Pacific coast ports are intended to offset in whole or in part the duties imposed by the customs tariff. There is, indeed, no apparent connection between the special transportation rates accorded imported goods by the railroads of the United States and the tariff duties on imports. As has been explained in this report, some of the concessions in the import rates are less than the amount of the tariff duties on the articles in question. Other rate concessions exceed the duties, and, although the customs duty on a particular product is uniform at all points, the railroad import rates on which it moves to the interior vary widely at different ports and interior destinations. The tariff duties and the concessions in the railroad's rate on imports bear little if any relation to each other, because of the fact that the underlying reason for making concessions in import rates is not to overcome tariff duties but to adjust railroad charges with reference to rates on like commodities handled by carriers serving rival ports. The export and import rates applying at the GuK are adjusted with relation to the domestic rates applying to and from North Atlantic ports. Import and export rates at the Pacific ports are also adjusted primarily with reference to the rates applying to and from North Atlantic ports. Changes in customs duties in the past have not af- fected import railroad rates, and presumably will not in the future. 52 UNITED STATES TARIFF COMMISSIOISr. In several countries concessions in railroad rates on exports are made in the interest of foreign trade. More often the railroad rate reductions apply only to a few commodities, while sometimes the concessions are made on exports generally. Countries especially inter- ested in the development of an export trade have tended to favor that trade to some extent by concessions in rail rates, although Great Britain, a country of the first rank in commerce, has for geographical reasons not found it necessary to make many concessions in railroad rates to facilitate the export trade. In most countries the railroad rates on imports are the same as the rates on like commodities of domestic origin, but there are in- stances of the imposition of higher rail rates on imports imposed for the purpose of aiding domestic industry. Such instances are not numerous and are a relatively unimportant feature of the interna- tional trade policy of foreign countries. There is but little governmental control exercised over ocean rates as a condition of grants of subventions or subsidies. This policy has been more favored by Japan than by any other country, but Japan is apparently working away from ship subsidies and presumably from the policy of Government control of ocean rates by means of such grants to shipping. Preferential ocean rates resulting from Govern- ment control are not of much significance at the present time. PART II. RAILROAD IMPORT AND EXPORT RATES AND THE EQUALIZATION OF PORTS." Chapter I. GENERAL PRINCIPLES AND METHODS. A special railroad import or export rate is in general due to one of two causes, a desire to build up the foreign trade of the United States or the necessity of equalizing rates through different rival ports so that all ports and available inland routes may share in the available foreign trade. These purposes are fundamentally different. Import or export rates made primarily to promote the foreign trade constitute a deliberate discrimination in favor of foreign trade as such. Should import and export rates of this type be generally established in the United States they would exert a widespread influence upon the country's commercial policy. Such rates would be justifiable or not, according to whether the accepted policy of the United States is to encourage or discourage the import and export trade; and, if the former, whether or not railroad rates shall be utilized as a trade- promoting method to the extent of discriminating against domestic traffic. Import and export rates designed primarily to equalize rival ports and inland routes would not constitute a distinctive part of a foreign trade policy of the United States. On putting them into effect the carriers but apply a principle which permeates all of the great domestic rate structures, and which has been generally approved by the Interstate Commerce Commission and the United States Railroad Administration alike for domestic and import or export rates. The rate-making principle referred to is that railroad freight tariffs shall be so adjusted as to enable competitive producing districts, shipping points, markets, or transportation routes to do business without unreasonable freight rate handicaps. The fixing of established relationships between rival ports by means of export or import railroad rates does not differ in principle from the establishment of relationships between such ports by means of domestic freight rates in so far as they compete as domestic markets or as points of domestic distribution. The application of the same principle in both the domestic and foreign trade, however, results in different port relationships, because the factors and forces influencing the ports are not identical in the domestic and foreign trade: (a) The rivalry of the ports is usually more intense and wider in scope in the export or import trade than in domestic commerce. The exports or imports of the Central West, for example, may, if transportation charges and facilities permit, flow through any one o See note on page 15. 53 54 UNITED STATES TARIFF COMMISSION. of the larger North Atlantic ports in quantities limited only by the volume of foreign trade conducted by the Central West. Each one of these ports desires all the foreign trade it can get. It means employment and profit for its entire foreign trade organization, in- cludhig the steamship lines and railroads serving the port; its truck- ing and lighterage companies; its banks, marine msurance com- panies and insurance brokers; its freight forwarders, freight brokers and ship brokers; its stevedores, towage companies, pilots, dry docks, ship supply merchants, and bunker coal concerns; its customs brokers and customhouse organization; its export and import com- mission houses, merchants, and brokers. The volume of domestic trade handled between the Central West and the same ports, on the contrary and finite aside from transportation charges and available facilities, is influenced to a large extent by the amount of production and consumption within the limited domestic district served by each port. New York and Boston, for example, are rivals for the domestic eastbound trade in that both require large quantities of central western products for consumption in New York and Boston, re- spectively, or for redistribution to other domestic markets, some of which are supplied from either of these ports. The carriers, with the approval of the Interstate Commerce Commission, have fixed the domestic rates from the Central West to Boston at established differentials above the domestic rates to New York because the greater distance to Boston warrants somewhat higher rates and the rivalry between the two ports, as domestic markets and distributing points for central western products, has not made it necessary to wholly equalize their eastbound rates. In the export trade, however, the rivalry of New York and Boston is not governed by limited markets in and relatively near each port, but by a desire to handle a maximum share of the entire export trade of the Central West. In order to enable Boston to compete with New York in this export trade the railroads have equalized the eastbound rates to Boston and New York on export traffic. It was necessary to abandon the usual domestic eastbound differentials of Boston above New York in the export trade unless the ocean carriers serving Boston were willing to adjust their outbound freights below those appHcable at New York to such an extent as to place Boston on a competitive basis. It is clear that the reason why the rates to Boston on export traffic are lower than those on domestic traffic is not primarily to promote the export trade of the Central West, but to equahze Boston with New York, so that both ports, and the inland carriers serving each, may share in the handling of this trade. The eastbound rates of New York and Boston are cited merely as examples of the varying influence exerted upon domestic and export or import rates by the greater rivalry obtaining between ports in the foreign as compared with the domestic trade. Both of these ports must compete against the other North Atlantic ports from Norfolk and Newport News to Montreal for the foreign trade of the Central West. They must compete against the South Atlantic ports from Wilmmgton, N. C, to Jacksonville; against the Gulf ports from Key West to Galveston; and against the Pacific coast ports from San Diego to Prince Rupert. In so far as their rivalry is greater m the foreign than in the domestic trade, export and import railroad PBEFEBBNTIAL TRANSPORTATION RATES. 55 rates have been applied at many of these ports to bring about a degree of equahzation quite unnecessary in the domestic trade flow- ing between the ports of the United States or Canada and the Central West. The rivalry between the South Atlantic and Gulf ports for the import and export trade of interior southern points is similarly re- sponsible for the great majority of the import and export rates applicable at these ports in the case of their southern traffic. Import and export rates are used to equalize the ports in whole or in part, so all may share in the foreign trade of the interior. (b) The competition of the inland carriers serving the ports is closely connected with the rivalry of the ports as such. The four general groups of rival ports — North Atlantic, South Atlantic, GuK, and Pacific — are for the most part served by different railroads or other inland carriers, all of which desire to share in the foreign trade of the interior. At many central western points this foreign trade flows through any one of a wide range of ports provided the inland carriers serving the ports adjust their rates in such a way that the through charges between interior points in the United States and foreign destinations or sources of supply do not raise traffic barriers against particular ports. The lines serving the South Atlantic, Gulf and Pacific ports are quite willing to grant import and export rates to and from the Central West because they wish to share in this foreign trade traffic with the North Atlantic ports. Port and route equalization is their dominant motive. They do not discriminate against domestic trade as such; they discriminate in favor of import and export freight at particular ports so that all of it will not move via the inland carriers serving the North Atlantic seaboard. The railroads connecting the South Atlantic ports with the in- terior southern points are similarly for the most part different lines than those serving the GuK ports. The prime motive behind most of their import and export rates is to attract to their particular lines such import and export traffic as may move through South Atlantic or Gulf ports, provided their rates are not too far apart. They have, consequently, equalized many of their rates on import and export commodities to a degree not necessary in order to share in the purely domestic traffic. Several of the eastern trunk lines serve more than one North At- lantic port, but most of them are rather definitely allied to particular ports. Port rivalry and the competition of the inland carriers serv- ing the North Atlantic ports work hand in hand in the establishment of rate relationships which aim to enable each port and the inland carriers serving it to compete for the import and export freight traffic of the interior. New York, Philadelphia, Baltimore, Norfolk, and Newport News are so located with respect to the Central West and have a domestic rate structure so ad,]usted that they have in the past usually been able to compete with each other and with the ports located to the north and south without resorting to more than a limited number of import and export rates. At present" iio import rates to the Central West apply at these ports and their export rates on central western traffic apply to but few commodities. Export traffic shipped to -Boston, however, moves on export rates because the domestic rates to Boston from the Central West are higher than those to New York, and each of the ports farther north — a See note on page 15. 56 UNITED STATES TAEIFF COMMISSION. Portland, Halifax, St. John, West St. John, Quebec, and Montreal- have been granted export and import rates that bear a fixed relation- ship to the prevailing rates applicable at New York, Philadelphia, or Baltimore. Should the existing differentials in favor of rival ports, particularly the heavy differentials now granted to Gulf ports, greatly reduce the relative volume of export and import traffic usually handled at the North Atlantic ports, prompt action may be expected on the part of the latter and the lines serving them to narrow such differentials either by bringing about an increase in the export and import rates applicable at rival ports or by granting more import and export rates to New York, Philadelphia, and Baltimore. (c) A third reason why different port relationships result, although the same principle of equalization governs both domestic and import or export traffic, is that ocean freight rates are always an important factor in the overseas trade. Port equalization in the foreign trade, as far as charges are concerned, is not attained unless the through freight charges between foreign ports and points in the interior of the United States are equalized at the various American ports. Com- plete port equalization depends not only on the inland freight rates to or from the rival ports of the United States and Canada, but also on the ocean freights to or from these ports, and to a less extent on cargo charges such as cartage, lighterage, and wharfage, in so far as they may not be included in inland or ocean freight rates, and on marine insurance charges payable by exporters and importers. Indeed, port equalization in the foreign trade is not always accom- plished by equalizing through-freight charges, for differences in ocean transportation services may handicap one port in its competition with another. It is mainly because inland and ocean freight rates are for the most part made by different carriers that complete equalization of through- freight charges is not obtained. A few of the ocean steamship lines are operated by railroad companies, but the great majority of them are operated by separate steamship companies or steamship agents. Their rates fluctuate and they do not regularly meet the railroads in conference. Both the steamship lines and the railroads are interested in moving imports and exports through the particular ports served by them; both are concerned with the through charges between foreign ports and the interior American points and in the establishment of port relationships ; but each is willing that the other should do what- ever equalization is necessary. The result is that ocean rates at different ports are adjusted in a general way with reference to existing railroad rates and vice versa; a substantial degree of equalization is obtained, but it is by no means complete and is not always strictly maintained. Theoretically "any difference which exists from the viewpoint of ocean mileage as a disability should be taken care of entirely as between the ocean lines," ^ but in practice the ocean lines may fail to take care of such disability m full, and the railroads serving particular ports may find it necessary to take this into consideration in fixing their import or export rates. When the, Gulf import differentials on traffic originatmg in Europe, Africa, and Asia, for example, were established in 1907 the eastern railroads contended that equalization „wl„TJ^°n °/, ^*f «/" ^^"Toads, Oct. 22, 1907, in conference of Eastern and Gulf Railroads with reference to Gulf port diflerentiils m tlie import trade. PEEFEKENTIAL TEANSPOKTATION RATES. 57 would be attained by placing Gulf ports on the Baltimore basis, the class rates from Baltimore being 8, 8, 3, 3, 3, and 3 cents per 100 pounds lower than those applicable from New York. The Gulf rail lines, however, contended for differentials of 17, 14, 12, 8, 7, and 6 cents below the Baltimore rates on classified import traflic, largely because of higher inbound ocean rates at the Gulf ports; and the arbitrators selected to decide the issue decided upon class rate differ- entials of 18, 18, 12, 8, 6, and 6 cents ^ below the New York rate basis. There is no evidence that in establishing these differentials, which governed the import rates applicable from Gulf ports to Chicago in case of traffic originating in Europe and Africa until they were dis- rupted by the general railroad rate advance effective August 26, 1920^ the arbitrators of 1907 were in any way moved by a desire to promote the import trade of the United States as such or to discriminate against domestic commerce. They were concerned entirely with establishing such a relationship between Gulf and North Atlantic ports as would enable the former to share in the existing import trade of the Central West. Various general methods or plans are applied in establishing import and export rates with a view to equalizing competitive ports. (1) The most general method applied by the United States Rail- road Administration when it authorized the reestablishment of import and export rates was to apply the existing domestic rates to and from a so-called pivotal or key port, but to preserve the relationship existing between the various competitive ports on June 24, 1918, i. e., retain the relationship existing before the director general had ordered the cancellation of import and export rates. Wherever this plan was applied it follows that no import or export rates apply at the pivotal or key port in case of a given commodity, and that the domestic rates of this port are applied at the other ports as import or export rates,_or are the basis for such rates at the other ports. Each of the ports, however, retains its own domestic rates, which are higher than the import rates except at the key port where the domestic and import or export rates are identical. The port having the lowest domestic rate is usually selected as the key or pivotal port in the application of this general plan. When rates were established in accordance with this rule by the Railroad Administration for Federal lines they were also approved by the Interstate Commerce Commis- sion for lines which were not under Federal control. The application of this rule is most common in case of import or export rates applicable at ports all of which are within the same general traffic district. The export rates on fertilizer material from the inland cities of Atlanta, Macon, and Birmingham to the Gulf ports, for example, are the domestic rates to Mobile, serving as the pivotal port. The import rate on asphalt from Gulf ports to interior points of the South are likewise, with certain exceptions, made by using the Mobile domestic rates as the basis. Imported pyrites move from the Gulf ports to southern points such as Chattanooga and Atlanta on import rates determined by applying the domestic rates from Mobile with June 24 relationships continued from other ports. The export rates on wheat and grain products and flour from central western points to the North Atlantic ports are based upon the domes- 2 These differentials later applied only to import trafliic originating in E urope and Afri 58 UNITED STATES TARIFF COMMISSION. tic rates to Baltimore, at which port the export and domestic rates are identical." Many additional examples of the quite general application of this method of establishing import and export rates will be cited in sub- sequent chapters in which existing rate adjustments are analyzed. The domestic rate at a key port is either applied as the import rate at a whole group of competitive ports or it is taken as the basis or starting point, and the import rates from other ports are established with reference to it by adding differentials. The fact that no import or export rate applies at the key port or that it is the same as the domestic rate is again indicative of the fundamental desire to equalize the ports rather than to discriminate against domestic commerce. (2) A second method which has been adopted in establishing import and export rates for the purpose of equalizing ports is the application of fixed differentials to the rates applicable to import or export traffic at some selected key or pivotal port or the general adoption of the actual key port rate without adding or deducting a differential. This method differs from the first-mentioned plan in that the key or pivotal port is not necessarily the port having the lowest domestic rate, and also in that the key or pivotal port is not limited to domestic rates. The import rates from the Gulf to many central western points on traffic originating in Europe or Africa are, as was stated above, established at fixed differentials below the westbound rates from New York; and those on traffic originating in Asia, Australia, New Zea- land, and the Philippine Islands, and on some traffic originating in Central and South America, were generally the same as the New York rates until this relationship was disturbed by the general rate advance of August 26, 1920. The long-established relationship be- tween the Gulf and North Atlantic ports on traffic originating in countries other than Europe, Africa, Asia, Australia, New Zealand and the Philippines was to fix the import rates of the former with relation to the rates from Baltimore. It was but recently that some of the traffic originating in Central and South America was included in the Gulf import tariffs governing traffic originating in Asia, Australia, New Zealand, and the Philippines. The export rates to the North Atlantic ports, including Boston and points north, also illustrates this method of equalizing ports. The export rates from Chicago to Boston are the same as the prevailing domestic or export rates to New York; so also were those via the Grand Trunk to Port- land, Me., and those to Quebec, St. John, and West St. John until the recent disturbance of established rate structures. The export rate from Chicago to Montreal, with few exceptions, is based upon the domestic or export rates to Philadelphia, and export rates from Chicago to Halifax have generally been made by adding 1 cent per 100 pounds to the New York domestic or export rates. At present only a few export rates apply at New York and Philadelphia, but more export rates have applied at these ports in the past, and their present export rate on grain, grain products, and flour indicate that the key ports govermng the export rates effective at Boston, Portland, and eastern Canadian ports are not limited to domestic rates. In some instances the export rates to New York or PailadaipAia are the basis, while in others their domestic rates govern. " See note on page 15. PREFERENTIAL, a?RANSPOETATION RATES. 59 (3) Some of the import or export rates which are designed to equalize ports are not«estabHshed in accordance with any definite plans such as those defined above, but are merely reduced sufficiently to enable certain ports and inland carriers to compete more efl^ec- tively with their rivals. The import and export commodity rates applicable at the Pacific ports are not made by generally applying the domestic rates of some pivotal Pacific port; indeed such pro- cedure would be ineffectual because the transcontinental domestic rates to and from the various Pacific ports differ but slightly, and the lowest domestic rate in case of any given commodity would, if applied to import or export traffic at all the Pacific ports, be of little assistance to these ports in their competition with the ports of the Atlantic and Gulf seaboards. Nor are their import and export rates based upon the domestic or import and export rates applicable at any of the Atlantic and Gulf ports by the application of any definite system of differentials. The import and export rates between the Pacific ports and points in the Central West, East, and South are special rates applicable to selected lists of commodities originating in or destined to various foreign countries of the Pacific Ocean. They bear no specific relationship to the rates applicable at rival Atlantic and Gulf ports, yet the files of the Railroad Adminis- tration indicate that the dominant reason why they were reestablished after having been canceled in 191S was to enable the Pacific ports and the transcontinental railroads serving them to more effectively com- pete against their eastern and southern rivals. The more detailed analysis contained in subsequent chapters refers to other import and export rates which are likewise established to substantially equalize Eorts without, however, resulting in any precise relationship of the ind referred to in Nos. (1) and (2) above. As the great majority of the import and export rates now in effect in the United States are designed to equalize ports or to establish workable port relationships, whatever problems are connected with them are greatly simplified. So long as it is deemed desirable that all ports and the inland routes serving them should be permitted to share in the import and export trade of interior points, it naturally becomes necessary to apply import and export freight rates at some of the ports. Few may be needed at the pivotal or key port in a given competitive district, but the revenue needs of the railroads serving the others do not permit them to handle their entire traffic, domestic as well as foreign, at the relatively low rates which com- petition with rival ports and inland routes imposes upon their import and export traffic. Even the pivotal ports may require export and import rates for purposes of port equalization should those to and from rival ports result in unreasonable handicaps which are not removed by adjusting all rates with reference to the domestic rates of the former. Import and export rates designed primarily to promote the foreign trade of the United States by discrimination agamst domestic commerce are the exception rather than the general rule. The present situation is well summarized in the 1919 annual report of the Director General of Railroads as follows: "The restoration of more nearly normal commercial conditions, the larger number of American ships available for foreign trade, and the continued con- 60 UNITED STATES TARIFF COMMISSIOlfr, gestion at many ports soon demonstrated the necessity' of equalizing- the rate bases to and from certain territories. and ports so as to dis- tribute the movement of the traffic for the advantage of all interests. Among the changes or revisions made are: The revision of both import and export rates via Pacific coast ports more nearly to equal- ize the shipping routes via the Atlantic and Gulf ports and the pub- lication of revised export rates from points in central territory to the South Atlantic and Gulf ports better to distribute export traffic." It is significant that the United States Government itself reestab- lished import and export rates while the railroads were under Federal control and that its principal purpose was port equalization. Chapter II. BMPOKT RATES FROM NORTH ATLANTIC PORTS TO CENTRAL WESTERN DESTINATIONS. " In analyzing the port relationships which have been created by means of import freight rates the principal rate structures may be grouped as follows: (1) From North Atlantic ports to the Central West; (2) from Gulf ports to the Central West; (3) from South Atlantic ports to the Central West; (4) from Pacific ports to the Central West, East, and South; and (5) from Gulf and South Atlantic ports to interior southern points. The North Atlantic ports handling import traffic destined to central-western points include all of the large ports from Norfolk and Newport News to Montreal. The Central West, to which the import traffic here under consideration is destined, roughly, lies north of the Ohio Kiver and extends from Pittsburgh and Buffalo ■westward to the Rocky Mountains. It embraces the regions usually known as Central Freight Association territory and western trunk- line territory. It does not, however, include the region to the south of the Ohio River and east of the Mississippi, nor the region known as southwestern territory which lies west of the Mississippi River and south of western trunk-line territory. The inland carriers which operate between the North Atlantic ports and the Central West handle more import traffic than any other ^oup of inland routes, and their rates from the ports which they serve are basic in that nearly all the import rates to the Central West from other seaboards are made with reference to them. When the North Atlantic ports as a group, moreover, are analyzed it becomes manifest that the westbound rates applicable to imports entering New York, Philadelphia, and Biiltimore are of controlling importance so far as the import rates in effect at other North Atlantic ports are concerned. As the rates from Philadelphia and Baltimore to the Central West are established at fixed differentials below those from New York the pivotal position of New York becomes apparent. ■ At present no import rates to the Central West are in effect at New York, Baltimore, Philadelphia, Norfolk, or Newport News, import and domestic traffic both moving on domestic rates. The last of the limited number of import commodity rates applicable to central- wrestern imports at these ports before the railroads were placed under Federal control were canceled by Order No. 28 of the director general, effective June 25, 1918. While many import rates have since been restored at other ports, this has not been the case at the North Atlantic ports south of Portland, Me. Instead, an effort was made to generally equalize the import rates of other ports with reference to the domestic westbound rates of New York, Philadelphia, or Balti- more. Since these ports are pivotal in the central-western trade, it "Was not necessary to apply import rates at them for purposes of port a See note on page 15. 61 62 UNITED STATES TARIFF COMMISSION. equalization. Indeed the general tendenc}^ for some years has been. to reduce rather than increase the number of import rates at these ports. The domestic westbound class rates which apply to irnports moving from New York to Cleveland, Pittsburgh, Cincinnati, Chicago, Louisville, St. Louis, Kansas City, and St. Paul are charted in Table No. 1. The routes available to the various inland destinations differ largely because of their geographical location. There are in many instances not only standard ail-rail routes, but diii'erential all-rail routes over which lower rates apply; rail-and-lake or rail-lake- and-rail routes, the rates of which are still lower; and canal-and-lake and canal-lake-and-rail routes by way of which imports may be delivered at minimum freight rates. There are also ocean-and-rail routes over which imports may be shipped from central ports to inland destinations at rates usually equal to those in effect on the differen- tial all-rail routes. The table contains both the rates now in effect and those charged before the general advance of August 26, 1920. The westbound domestic rates applicable to imports moving through Philadelphia are determined by deducting the following fixed differentials from the westbound domestic rates of New York: Class 12 3 4 5 6 Gents per 100 pounds '. . . . 6 6 2 2 2 2 These differentials are deducted from the standard westbound all-rail class rates of New York to arrive at westbound all-rail class rates of Philadelphia; and from the westbound rail-and-lake or rail- lake-and-rail class rates of New York via like lines other than the Canada Atlantic Transit Co., to arrive at the westbound rail-and-lake or rail-lake-and-rail class rates of Philadelphia. They do not at present govern the westbound ocean-rail class rates of Philadelphia, which are less than the corresponding rates of New York by amounts varying for different destinations. The port relationship between New York and Baltimore is similarly established by means of fixed port differentials. The westbound class rates of the all-rail and the rail-and-lake or rail-lake-and-rail routes of Baltimore to most destinations are determined by deduct- ing the following port differentials from the corresponding rates of New York: t'la^^ 1 2 3 4 .5 6 Cent ^ per 100 pounds 8 8 3 3 3 3 Baltimore's westbound ocean-rail class rates before the recent rate advance generally were below those of New York by the follow- ing amounts: Class -^ 2 3 4 5 6 Cents per 100 pounds 6 6 12 12 Since August 26, 1920 these ocean-rail differentials vary somewhat and are generally somewhat wider than formerlv. PEEFEBENTIAL TEANSPOKTATION RATES. Rate Table No. 1. 68 Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations. [Rates in cents per 100 pounds,] From— NEW YORK. standard all rail ■ Differential aU rail Rail and lake; or rail, lake, and rail' Canal and lake; or canal, lake, and rail* Ocean and rail BOSTON. Standard all rail i Differential all rail * Rail and lake; or rail, lake. and rail * Rail, canal, and lake; or rail, canal, lake, and rail i . Ocean and rail i PHILADELPHIA.. standard all rail * Rail and lake; or rail, lake, and rail * Ocean and rail BAITIMOEE. standard all rail ' Rail and lake; or rail, lake, and rail ' Ocean and rail NORFOLK. Standard all rail ' . Ocean and raili... PORTLAND. Standard all rail ' Diflerential all rail i Via Grand Trunk ' Rail and lake; or rail, lake, and rail * Ocean and rail i Rail, canal, and lake; rail, canal, lake, and rail i AllraU' Rail, canal, and lake; rail, canal, lake, and rail ST. JOHN AND WEST ST. JOHN AUrail' Rail, canal, and lake; rail, canal, lake, and raU QUEBEC. Allrail3 Rail, canal, and lake; rail, canal, lake, and rail To Cleveland. Present rate. 6 112 112 112 91 112 106 99 (') 104 97 117 117 112 112 101 105 112 101 i 101 m 82 98i 92J 87 90i 102 102 98i 87i 88i 874 (.') 87J 75 70i 62* 75 75 70i 62i 75 68§ 651 75 75 70i 70J 75 62i 71i m 70i m 70i 52§ m 62i 52i m 52i 50i 46J 49i 45i 52i 52i 52i 48i 52i 42i 49i m 481 m 48i m 45 36i 45 45 45 40J 42 45 36i 41i m 40J 40* 37 (') 35i 31i (?) 37 37 35i 31i 37 m 32i 36i 36i 35i 37 31i 34 m 33 P) 33 (') Former rate, lo (.') 83i 70i 66i 58i 70i 70J 66i 58i 70i 64i 60§ 62i 5Si 70i 70i 62i 70i 58i 63i m 624 m 62J 53i (') 60i 44i 63J 53i 50J 44§ 53i 5Ii 48i m 50i 47i 534 53i 504 504 534 444 514 504 504 374 344 304 P) 374 374 344 304 374 354 324 ■(>) 314 P) 374 374 374 374 344 344 374 304 354 344 (') 344 P) P) 314 314 See page 78 for footnotes to this table. 64 UNITED STATES TARIFF COMMISSION. Rate Table No. 1 — Continued. Railroad diss rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.] From- MONTREAL. AH rail 3 Hail and lake, or rail, lake, and rail SAVANNAH (FROM ETTROPE, ASIA, AND AFRICA ONLY). All rail. IJEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. All rail: i,< On traffic from Asia, Australia^ New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. Allrail = NEW ORLEANS. Water and rail: On traffic from Asia, A u s t r a 1 i a J New Zealand, Philippme Islands, Central America, and South America On traffic from Europe f * and Africa only To Cleveland. Present rate. ' 101 (?) 183J 183J 316i 87J m 150 150 267J 125i 125J 48J 96* 96i 175 (?) (?) 7SJ 78J 146.5 C) 33 (?) C) 68i 118i Former rate. !■> 68J 137i 137* 2i3> (2) 2 3 62J 50i (?) P) (') « 112J 94 112 J 94 207J 171J (») m P) (') 34J P) m 72J 72J 135i 29 C) 113i 23J C) (?) oli 51 J 91i See page 78 for footnotes to this table. PEEFEBENTIAL, TBANSPORTATIOK KATES. Rate Table No. 1 — ^Continued. 65 Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.] From— NEW YORK. Standard all rail ^ Differential all rail BaU and lake; or rail, lake, andraiL Canal and lake; or cShal, lake, and rail Ocean and rail BOSTON. Standard all rail ' Differential all rail i Rail and lake; or rail, lake, and rail RaU, canal, and lake; or rail, canal, lake and rail. Ocean and rail i PmLADELPHIA. Standard all rail ^ Rail and lake; or rail, lake, and rail Ocean and rail BALTIMOEE. standard all rail i Rail and lake; or rail, lake, and ran Ocean and ran NORFOLK. standard all rail 1.. Ocean and rail i PORTLAND. standard all rail' Differential all rail ' Via Grand Trunk ^ Ra^land lake; or rail, lake, and ra^l Ocean and rail i Rail, canal, and lake: rail canal, lake, and rail An rail' Rail, canal, and lake; rail, canal, lake, and rail ST. JOHN AND WEST ST. JOHN, AUrail' Rail, canal, and lake; rail, canal, lake, and rail ..... . QUEBEC. AllraiP Rail, canal, and lake; rail, canal, lake, and rail To Pittsburgh. Present rate.« lOli lOlJ m lOli 83J 117 117 lOli lOlJ 146i m lOli 147J m 146i (?) 146J 102 102 127i (=) 89 P) 128i m 127i P) 127J P) 67 67 101 {') 67 P) lOlJ P) 101 P) 101 P) P) P) 48i m P) 40 m P) 52i 52i 48J 69i P) 48i m 70i m 69i P) P) 41i P) P) in 33§ P) P) «i 41i 59 P) 41i P) 31i P) P) P) P> 34i 34i P) P) 34i 2Si m P) 27i P) P) 36i 34i 34i 48i m 34J P) P) 48i P) 484 P) Former rate." 67i P) P) P) P) 72J 72J P) P) 72i 61i P) P) 59i P) P) 72i 72i 104J P) 724 lOoJ P) lOJi P) 104J P) 59J P) P) P) P) 634 634 P) P) 634 534 m P) 514 P) P) 634 634 91 P) 634 P) 314 344 344 P) m 344 294 284 P) P) 374 374 344 344 494 P) 314 604 P) 494 P) m p) 294 294 P) P) 294 314 314 294 294 42 P) 294 P) See page 78 for footnotes to this table. 77036—22 5 66 UNITED STATES TAKIFF COMMISSION. Bate Table No. 1— Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.] From — MONTREAL. All rail' Rail and lake, or rail, lalce, and rail SAVANNAH fFEOM EUROPE, ASIA, AND AFRICA ONLY). All rail' NE"W ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. All rail: i.< On traffic from Asia, Australia, Ne.v Zp.aland, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. All rail' NEW ORLEANS. Water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only 146J 1581 183J 183J 240 To Pittsburgh. Present rate.^ 127J 133i 150 150 101 125 J 125i 125i 69.J m 96J 59 m 96J 78} 78J 134} 48} 76i 108} Former rate.'" 104} 137} 137} 112} 112} 155 139 (?) 49} 72} 72i 123 42 34i 72} 103 57} 51} 51} i3 See page 78 for footnotes to this table. PKEFEEENTIAL TRANSPORTATION RATES. Rate Table No. 1 — Continued. 67 Railroad class rates on imported traffic from competitive Atlantic and Oulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.) From- NEW YORK. Standard all rail ^ Diff eren tial all rail ^ ilail and lake; or rail, lake, and rail Canal and lake; or canal, lake, and rail Ocean and rain To Cincinnati. Present rate, e BOSTON. Standard all rail i Differential all rail ^ Rail and lake; or rail, lake, and rail Rail, canal, and lake; or rail, canal, lake, and rail. . Ocean and rail ' PHILADELPmA. Standard aU rail i Rail and lake; or rail, lake, and rail Ocean and rail BALTIMORE. standard all rail ^ Rail and lake; or rail, lake, and rail Ocean and rail i NORFOLK. Standard aU rail i . . Ocean and rail ' PORTLAND, standard all rail ' Differential all rail ^ Via Grand Trunk s Rail and lake; or rail, lake, and rail Ocean and rail ^ Rail, canal, and lake; rail, canal, lake, and rail HALIFAX. AUraUs Rail, canal, and lake; rail, canal, lake, and rail ST. JOHN AND WEST ST. JOHN. All rail' Rail, canal, and lake; rail, canal, lake, and rail QUEBEC. 137 126 m 126 137 130 m 126 129 (^) 117i 117i mi 127 « 126 m 126 109 See page 78 for foot notes to this table All rail' Rail, canal, and lake; rail, I canal, lake, and raU I (") 120 J 112 (-> 112 120i 115" 112 114J 112J loaj 103§ 103J 120i 115 109 112 110 109 9U m 91i 87J m Mi 83i 83i 83J 91i 874 87i (.') 81i 884 87i m 87J m 634 58 (') 58 63* 59| m 58 614 604 m 664 554 554 634 594 594 m 68 m 604 m 594 694 644 62 (') n •49 624 614 {'} 474 474 474 544 52 6O4 49 514 (') 504 504 454 414 414 454 44 m 414 434 424 384 384 384 454 44 414 m 414 424 414 414 Former rate.i" 90 90 654 6O4 m 604 624 m 604 634 (=) 624 m 694 594 594 654 624 624 6O4 634 (?) 624 m 624 454 414 m (') Hi 454 424 m m in 434 424 (') 394 394 454 424 424 414 434 424 (?) 424 68 UNITED STATES TARIFF COMMISSION. Rate Table No . 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cevr tral western destinations — Continued. [Rates in cents per 100 pounds.) From — MONTREAL. AUraUa Rail and lake, or rail, lake, and rail SAVANNAH (FROM EUROPE, ASIA, AND AFRICA ONLY). AUrail' NEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. All raU; On traflftc from A.sia, Australia, New Zealand, Philippine Islands, Central America, and South _ America 3 On traffic from Europe and Africa only 3 KEY WEST, FLA. All rail 5 NEW ORLEANS. All water, or water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America 3 On traffic from Europe and Africa only 126 m 112J 122J 100 230i To Cincinnati. Present rate.* 109 m 87i 107J 85 59i SOi Hi m m (') 37 174 92 67i 69i 54 49 41i 128J 45i 40i 33 32J 26i Former rate.m 78 184 81i 64 62J (') 62J 42i m 42i 73i 655 65i 53i C^) 45i 37J 36i 30 103 31J 26i 29J m 29i 32J 28i 26 21 Bee page 78 for footnotes to this table. PEEFERENTIAL TEANSPORTATION KATES. 69 Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Bates in cents per 100 pounds.] To Chicago. From— Present rate.' Formei rate." 1 2 3 4 5 6 1 2 3 4 5 6 NEW YOEK. standard all rail ^ 157J 146i 138i 130 10.5 73i 6S 63 52* 112} 99 75 52J 45 37} Differential all rail i 98 57J 48*' 104i 93 70 48i 41 341 Rail and lake; or rail, lalce, and rail: i Via routes in connec- tion with lake lines other than Canada .Ulantic Transit Co . 143* 127J 96i 68 .57i 48* 102i 91 69 48i 41 31} Via route in connec- tion mth Canada Atlantic Transit Co. - only ...-.--.. 132i 119 89i 62J 62 44 94i So 64 44J 37 31} Canal and lake; or canal, lake, and rail ^ 12ai 116 88 62* 52 44 92i S3 63 44* 37 31} Ocean and rail ^ 146| 130 98 68" 67i 48i 104J 93 70 48j £1 34} BOSTOK. Standard all rail 157J 150i 138i 133 105 73i 69i 63 52i 51 112i 107J 99 75 52* 45 37} Differential aU raU i 101 60 95 72 491 43 36} Bail and lake; or rail, lake, and raU:' Via routes in connec- tion with Lake lines other than Canada Atlantic Transit Co. . 143i 127i 96i 68 57i 48i 102} 91 69 48} 41 34} Via route in connection witKCanada Atlantic Transit Co. only 136i 122 92J 63i S44 47 97i 87 66 46} 39 33} Rail, canal, and lake; or rail, canal, lake, and rail . 129i 116 8S 62i 52 44 92J 83 63 44} 37 31} Ocean and rail ^ 145i 130 98 68 57i 48§ 104i 93 70 48} 41 34} PHILADELPHIA. Standard all rail ^ loli 132J 103 71J 61 60J 108J 93 73 60} 43 35} Rail and lake; or rail, lake, and rail ^ 1.37* 121J 94i 66 55i 46* 96i 85 67 46} 39 32} Ocean and rail W (') (^) (') f) C=) P) m (=) m (^) f) BALTIMOEE. standard aU rail ^ 149i 130J 102 70J 60 49J 104i 91 72 49} 42 34} Rail and lake; or rail, lake, and rail ^ 135§ 119i 93J 65J 54J 46i 94i 83 66 46} 38 31} Ocean and rail 138 122 96J 65 66 45J 98§ 87 69 46} 40 32} NOEFOLK. Standard all rail i 138 122 96i 65 56 46J 98J 87 69 46} 40 32} Ocean and rail ^ 138 122 96i 65 56 46| 98i 87 69 46} 40 32} PORTLAND. Standard all rail ^ 157i 150i 138* 105 73J 63 52* 112i 99 76 52} 45 37} Differential all rail i 133 101 69i 60 51 107i 95 72 49| 43 36} Via Grand Trunk ^ 146J 127i 101 69i 69 48i 104i 91 72 49} 42 34} Rail and lake; or rail, lake. and rail:' Via routes in connec- tion with Lake lines ■ other than Canada Atlantic Transit Co.. 143i 127i 96i 68 57J 48§ 102J 91 69 48} 41 34} Via route in connec- tion with Canada Atlantic Transit Co. only 136i 122 92J 63J 54i 47 97i 87 66 45} 39 33} Ocean and rail ' 146i 130 98 68 57J 48i 104J 93 70 48} 41 34} Rail, canal, and lake; rail, canal, lake, and rail ' 129i 116. 88 62J 52 44 92i 83 63 44} 37 31} See page 78 f^r footnotes to this table. 70 UNITED STATES TARIFF COMMISSION. Rate Table No. 1 — Continued. Railroad diss rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [P ates in cents per 100 pounds.] From— To Chicago. Present rate.s Former rate.^" All rail a ■Rail and lake; rail, lake, and rail i ST. JOHN AND WEST ST. JOHN -All rail' Jiail and lake; rail, lake, and rail' All rail 3 Eail and lake; rail, lake, and rail ^ MONTREAL. All rail" Eail and lake, or rail, lake, and rail i Savannah (from eueope, ASIA, and AFRICA ONLY). All rail" NEW ORLEANS, MOBILE, GULFPORT, ■ GALVESTON, PENSACOLA, ETC. All rail: 3 On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. All rail '■> NEW ORLEANS. Water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America 3 On traffic from Europe and Africa only 3 147J 188 146i 185 146i 132J U6i 132i 139i 150 126 120 lOOi 128§ 167i 127i 164J 127i 119 127i 119 121i 132 108 270i 105i 86i lOli 70J 131J 97i 101 130 69J 62i 62i 100 84 234 80 67i 70 59i 56 47i 60 69 78J 59 52 52 160 48 41i 49i 68} 48i 67 48i 44 40 33i 105i 134 104J 132 104i 94J 48i 104i 44 94i 112i 94i 248 90 75i 92 119i 91 117J 91 85 91 8.5 104i 91 209i 72 60 5Di 50} 69} 49} 44} 44} 49} 52} 44} 155 42 35} 46 39 125} 49 34} 48 34} 31} 34} 31} 34} 37} 31} See page 78 for footnotes to this table. PREFEKENTIAL, TRANSPORTATION RATES. Rate Table No. 1 — Continued. 71 Railroid class rates on imported traffic from competitive Atlantic and Gulf ports to cen. tral western destinations — Continued. [Rates in cents per 100 pounds.] From— To Louisville. Present rate.' Former rate.'" , NEW YOEK. Standard all rail i Differential all rail i Rail and lake; or rail, lake, and rail Canal and lake: or canal, lake, and rail Ocean and rail i BOSTON. Standard all rail i Differential all rail i Rail and lake; or rail, lake, and rail Rail^ canal, and lake; or rail, canal, lake, and rail. . . Ocean and rail i PHILADELPHIA. standard all rail^ Rail and* lake; or rail, lake, and rail Ocean and rail . : BALTIMORE. standard all rail i Rail and lake; or rail, lake, and rail Ocean and raili. NORFOLK. Standard all rail i . Ocean and rail 1 PORTLAND. Standard all rail ^ Differen tial all rail i Via Grand Trunk 3 Rail and lake; or rail, lake, and rail Ocean and rail i Rail, canal, and lake; rail, canal, lake, and rail HALIFAX. AUraiP Ran, canal, and lake; rail, canal, lake, and rail. . . . . ST. JOHN AND WEST ST. JOHN. AUrail^ Rail, canal, and lake; rail, canal, lake, and rail QUEBEC. AUrail' Rail, canal, and lake; rail, canal, lake, and rail 157i 146i 146J 157i 150i « (?) 126 151J (?) (?) 149i 138 117i 117J 157i 150i 146i (^) 126 C") 147J (?) 146J (') 146i 138^ 130 C) 130 138i 133 C) (■") 112 132J C") (?) 130J C) 122 103i 103i 138i 133 127i C) 112 C) 128i (?) 127i C) 127i (?) 105 98 P) C) 105 101 (^) (») 84* 103 C) 102 96i 83J 83i 106 101 101 C) 84i C) lOli (*) 101 0) 101 73i 68' C) 68 73i 71i 704 55i 55i 73i 69i 69i C) 58 69i C) 63 57J C) 57i 47i 47i 70i 60 59 (") 59 52i 48.! 52i 51 C) 4U 50i 49i 45i 38i 3SJ 52i 61 48i 41i 49i (^) 48i m 112* 104i 104i 112i 107i C) lD4i 106J 104i (2) 84 112J 107J 104i (■") 104i 105J 92 C) (») 104i 91 C^) P) 104J 91 C") m 93 C) 91 m 69J (2) 62J 49J (») C) 48§ 50i (>) 39i 39J 624 49J 494 P) 484 m 504 494 494 C) 43 (») 42 42 C) See page 78 for footnotes to this table. 72 UNITED STATES TAEIFF COMMISSION. Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.] From— To Louisville. Present rate.^ Former rate.i" MONTREAL. AUrail' Rail and lake, or rail, lake, and rail SAVANNAH (FROM EUROPE, ASIA, AND AFRICA ONLY). NEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSAGOLA, ETC. All rail: ' On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. All rails NEW ORLEANS. All water or water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America ^ On traffic from Europe and Africa only 3 146J m 130i 140J 118 230J 97i 127J 114 124 lOlJ 108 85i 101 69i 59 62 65J 55J 79J 54J 641 44i 48i 52i 43 56i 47 49 391 128i 104 47 39 391 31} 104} m 104} 91 91 112} 94} 166 86} 75 139 63} 51} 49} m 49} 52} 44} 123 43} 36} 45 103 37} 31} 34} {') 34} 37} 31} 31 25 See page 78(or footnotes to this table. PEEFEEENTIAL TEANSPORTATION EATES. 73 Rate Table No. 1 — CoBtinued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Eates in cents per 100 pounds.] To St. Louis From— Present rate.fi Former rate. 1 2 3 4 5 6 1 2 3 4 5 6 NEW TOKK. standard all rail 1 184 162i 123 86 73* 61i 1314 116 88 6I4 524 44 Differential all rail ^ 173 154 116 SOJ . 68^ 67i 1234 110 83 574 484 41 Rail and lake; or rail, lake, and rail; i Via routes in coimec- ' tion with lake lines other than Canada Atlantic Transit Co. . 170 151 115 80i 68 67i 1214 108 82 574 484 41 Via route in connec- tion with Canada Atlantic Transit Co. only 159 143 108 76 62i 63 1134 102 ■77 634 444 38 Canal and lake; or canal, lake, and rail i 156 140 loej 75 62i 53 1114 100 76 634 444 38 Ocean and rail i 173 154 116 80i 68 67i 1234 110 83 574 484 41 BOSTON. Standard all rail ^ 184 162i 123 S6 73i 61i 1314 116 88 61 4 524 44 Difterential all rail ' 177 157 119 82 70i 60 1264 112 86 684 604 43 Eail and lake; or rail, lake. and rail:i Via routes in connec- tion with Lake lines other than Canada Atlantic Transit Co. . 170 151 115 80J 68 574 1214 108 82 574 484 41 Via route in connection with Canada Atlantic Transit Co. only 163 145i llOi 76i 65 56 1164 104 79 644 464 40 Rail, canal, and lake; or rail, canal, lake, and rail i. 156 140 106i 76 62i 53 1114 100 76 ,534 444 38 Ocean and rail i 173 1,54 116 SOJ 68 57J 1234 110 83 574 484 41 PHILADELPHIA. Standard all rail ■ 178 156J 121 84 71i 59J 1254 110 86 694 504 42 Rail and lake: or rail, lake, and rail! 164 145 113 78J 66 544 1164 102 80 664 464 39 Ocean andrail^ 1674 148J 116 79 68 56 1194 106 83 564 484 40 BAITIMOHE. standard all rail ■ 176 154J 120 83 70i 584 1234 108 85 584 494 41 Railand lake; or rail, lake. and rail 1 162 143 112 77J 66 644 1134 100 79 644 454 38 Ocean and rail 164J 145J 115 77| 66J 644 1174 104 82 564 474 39 NORFOLK. Standard all rail i 164i 164i 145J 145J 115 115 77§ 77J 66§ 66J 54J 544 1174 1174 104 104 82 82 554 65J 474 474 39 Ocean and rail ' 39 PORTLAND. standard all rail ' 184 162J 123 86 73i 614 1314 116 88 6I4 52J 44 Differential all rail ' 177 157 119 82 70J 60 1264 112 86 584 504 43 Via Grand Trunks 173 151 119 82 69i 674 1234 108 86 584 494 41 Railand lake; or rail, lake. and rail:' Viaroutes in connection with Lake lines other than Canada Atlantic Transit Co 170 151 115 80i 68 574 1214 108 82 674 484 41 Via route in connection with Canada Atlantic Transit Co. only 163 145J llOi 76J 66 56 1164 104 79 644 464 40 Ocean and rail ' 173 154 116 80J 68 674 1234 110 83 574 484 41 Rail, canal, and lake; rail, canal, lake, and rail ' 156 140 106J 75 62J 53 1114 100 76 534 444 38 See page 78 for footnotes to ttiis table. 74 UNITED STATES TAEIFF COMMISSION. Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pounds.] From- To St. Louis. Present rate. 5 Former rate.'" All rails Bail and lake; rail, lake, , and rail' ST. JOHN AND WEST ST. JOHN. All rail' Kail and lake; rail, lake, and raili All rail' Eail and lake; rail, lake. MONTREAL. All rail' Rail and lake, or rail, lake, and rain SAVANNAH (FKOM EUROPE, ASIA, AND AFRICA ONLY). All rail' NEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. All rail: ' On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. All rails. NEW ORLEANS. All water: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America ' On traffic from Europe and Africa only ' 174 214i 173 211i 173 159 173 159 164i 175i 151J 121i 162 191J 151 188J 151 143 151 143 154i 130i 241 124 104i 120 150 119 14Si 119 108 119 108 113i 117i lOli 94 81i 83 no 82 108J 82 75 82 76 82 184i 57J 70§ 58i 77J 69i 57i 76 62i 69i 62i 57J 53 54i 154 56 49i 58J 60i 125i 46J 40i 124i 153 123i 113i 57i 123i 53 113J 131i 113J 105 91 109 136J 123J 108 151 ■ 134i 108 102 108 102 123i 108 93 78J 86 107 85 106 70i 61 59J 78i 58J 77i 53i See page 78 for footnotes to this table. 50J 64J 49i 63J 44i 58J 49J 63i 44i 58i 49i 61i 62i 53i 46i 140)5 118 49 42 43 37 42 55J 41 54 J * 41 38 41 38 95i 35 30i PREFERENTIAL TRANSPORTATION RATES. 75 Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rates in cents per 100 pound s.] To Kansas City.' From — Present rate.^ Former rate. 10 1 2 3 4 5 6 1 2 3 4 5 6 NEW YORK. standard all rail i 277 232 177 126i 107* 200J 167i 128 914 77* Differential all rail ^ 266 223J 170 121 102 192* 161i 123 87* 734 Bail and lake; or rail, lake, and rail; i Via routes in connec- tion witli lake lines other than Canada Atlantic Transit Co. . 263 220* 169 121 102 190i 159i 122 874 73* Via route in connec- tion with Canada Atlantic Transit Co. 252 212i 162 115i 96i 182i 153J 117 834 694 Canal and lake: or canal. lake, and rail 1 249 209i IWI* 115i 96* I8O4 151i 116 83* 69* Ocean and rail i 268 222i 170 122 103J 20JJ 167 1274 914 774 BOSTON. Standard all rail ' 277 270 232 226i 177 173 126i 1224 107i 104i 200i 195i 167i 163i 128 125 914 88* 774 754 Differential all rail i Rail and lake; or rail, lake and rail;! Via routes in connec- tion with Lake lines • other than Canada Atlantic Transit Co. . 263 220i 169 121 102 190i 1.59i 122 874 73* Via route in connection with Canada Atlantic Transit Co. only 256 215 164* IIV 99 186* 155i 119 844 VI4 Rail, canal, and lake; or rail,canal,lake,andraili. . 249 209J 160i 115* 96* 180* 151i 116 834 69* Ocean and rail i. . 268 222i 170 122 103i 201 167 1274 914 VV4 PHILADELPHIA. Standard aU rain 271 226 175 124i 105i 194i 161J 126 894 754 Rail and lake; orrail,lake, and rail i. 257 258 214i 212| 167 166i 119 118i 100 "100 184i 193 153J 159i 120 125 854 89 714 875 Ocean and rail 1 BALTIMORE. 269 224 174 123i 104i 192§ 159i 125 884 744 Rail and lake; or rail, lake. 255 254J 212J 209J 166 165* 118 116* 99 8 98i 182J 190.J 151i 157 119 124 844 87* 704 8 74 Ocean and rail i NOEFOLK. 1 Standard all rail! 257J 215 169 117* 1004 186i 156§ 122 854 724 241J 199J 158i 112 9.',* 180i 149i 119 84 71* PORTLAND. standard all rail ' - 277 270 232 226J 177 173 126J 122* 107i 104i 200J 195* 167i 163J 128 125 914 88* S Differential all rail ' Via Grand Trunk ^ 266 220J 173 122i 103§ 192J 159J 125 884 V44 Rail and lake: or rail, lake, and rail;! Via routes in connec- tion with lake Unes other than Canada Atlantic Transit Co.. . 263 220+ , 169 121 102 190J 159i 122 874 734 Via route in connec- tion with Canada Atlantic Transit Co. 256 268 216 222* 164J 170 117 122 99 103* 185i 201 155i 167 119 1274 844 914 V14 774 Rail, canal, and lake; rail. canal, lake, and rail ^ . . . . 249 209i 160J ilbi 9tii 180J 151J 116 834 694 See page 78 for footnotes to this table. 76 UNITED STATES TARIFF COMMISSION. Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rate in cents per 100 pounds.] From- To Kansas City.' Present rate.^ Former rate." AllraUa Eail and lake; rail, late, and rail i- ST. JOHN AND WEST ST. JOHN AUraiP Rail and lake; rail, lake, and rail 1 All rail' Rail and lake; rail, lake, and rail 3 MONTREAL. All rail 3 Rail and lake, or rail, lake, and rain SAVANNAH (FROM EUROPE, ASIA, AND AFRICA ONLY). 267 307J 266 304* 266 252 266 252 257J 221* 261 220J 258 220J 212i 220i 212i 213i 174 204 173 202J 173 162 173 162 167i NEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. AU rail; 3 On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only KEY WEST, FLA. All rails n83i 183i 9 142 9 142 310J 108i 108i NEW ORLEANS. Water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America On traffic from Europe and Africa only 9 148 153i llSi 9 116 123* 150* 122J 149 122J 115i 122i 115i llSi 9 88J 225 73i 74i 104* laH 103J 123 103i 103i 100 »63i »63J 188 I 50i 53i 193i 222 192i 220 192J 182J 192J 182J 192J 137i 137i 9 111 9 115 160i 188 126 147 159i 125 88i 186 146 107* 159J 125 88i 163J 117 83i 159J 125 88i 153J 117 83i 169i 125 88i 103i 9 81i 9 66i 106i 9 81J 9 66i 235} 201 170i '85 9 65 955 9 87 '66 956 75} 74} 88* 74} 69} 744 69} >47} '47} 143 See page 78 for footnotes to this table. PEEFEEENTIAX, TEANSPORTATION EATBS. Y7 Rate Table No. 1 — Continued. Railroad class rates on imported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rate in cents per 100 pounds.] To St. Paul. From— Present rate 6 " B'ormer rate. 1 2 3 4 5 6 1 2 3 4 5 6 NEW YOBK. standard all rail ' 216J 188i 143} 100 86} 72 162} 141} 107} 75 65 54 Differential all rail i 206 ISOi 136} 94} 81} 68 154} 135} 102} 71 01 51 Rail and lake; or rail, lake, and rail: i Via routes in connec- tion with lake lines other than Canada Atlantic Transit Co. . 173 152i 115 79 67 55} 123} 109 82 56} 48 39} Via route in connec- tion witb Canada Atlantic Transit Co. only 161i 144 108 73} 61} 51 115} 103 77 52} 44 36} Canal and lake; or canal, lake, and rail ^ 151i 134} 101} 70 58} 48} 113} 101 76 62} 44 36} Ocean and rail i 206 180} 136} 94} 81} 68 154} 135} 102} 71 61 51 BOSTON. Standard all rail i 216i 188} 143} 100 86} 72 162} 141} 107} 75 65 54 Diflerential all rail i 210 183} 139} 96 84 70} 157} 137} 104} 72 63 53 Rail and lake, or rad, lake, a(nd rail: i Via routes in connec- tion with Lake lines other than Canada Atlantic Transit Co. . . 173 152} 115 79 67 55} 123} 109 82 56} 48 39} Via route in connection with Canada Atlantic Transit Co. only 166 147 110} 75 64} 54 118} 105 79 53} 46 38} Rail, canal, and lake, or rail, canal, lake, and rail i 151J 134} 101} 70 58} 48} 113} 101 76 52} 44 36} Ocean and rail 206 180} 136} 94} 81} 68 154} 135} 102} 71 61 51 PHILADELPHIA. Standard all rail i 210i 182} 141} 98 84} 70 156} 135} 105} 73 63 52 Rail and lake, or rail, lake, and rail ^ 167i 146} 113 77} 65} 53} 117} 103 80 54} 46 37} Ocean and rail i 200J 175 136 93 81 66} 149 130 102 69} 60} 49} BALTIMOEE. Standard all rail ' 208} 180} 140} 97 83} 69 154} 133} 104} 72 62 51 Rail and lake, or rail, lake, and rail i 165 198 144} 172} 112 135 76 92 64 80 52} 65 115} 146} 101 127} 79 101 68} 45 59} 36} Ocean and rail i 48 NORFOLK. Standard all rail i 190 190 165} 165} 132 132 90 90 78} 78} 63} 63} 142} 142} 124 124 99 99 67} 67} 59 59 47} Ocean and rail i 47} PORTLAND. standard all rail i 216i 188} 143} 100 86} 72 162} 14H 107} 75 65 54 Differential all rail 1 210 183} 139} 96 84 70} 1.57} 137} 104} 72 63 53 Via Grand Trunk ' 206 178 139} 96 82} 68 154} 133} 104} 72 62 51 Rail and lake; or rail, lake, and rail;i \ ia routes in connec- tion with Lake lines other than Canada Atlantic Tran.sit Co . . 173 152} 115 79 67 55} 123} 109 82 56} 48 39} Via route in connec- tion with Canada Atlantic Transit Co. only 166 206 147 110* 75 94} 64} 81} 54 68 118} 154} 105 135} 79 102} ?3i 46 61 38} Ocean and rail ^ 180} 136} 51 Rail, canal, and lake; rail. canal, lake, and rail i 151J 134} 101} 1 70 58} 48} 113} 101 76 52} 44 36} See page 78 for loot notes to this. table. 78 UNITED STATES TARIFE COMMISSION. Rate Table No. 1 — Continued. Railroad class rates on iviported traffic from competitive Atlantic and Gulf ports to cen- tral western destinations — Continued. [Rate in cents per 100 pounds.] To St. Paul. Present rate. '' Former rate.' All rail' Rail and lake: and rain rail, lake, ST. JOHN AND "WEST ST. JOHN. All rails Rail and lake: rail, lake, -and rail i All rail 8 Rail and lake; rail, lake, and rail 3 MONTREAL. All rail' Rail and lake, or rail, lake, and rail ^ SAVANNAH (FROM EUROPE, ASIA, AND AFRICA ONLY). AUraiP NEW ORLEANS, MOBILE, GULFPORT, GALVESTON, PENSACOLA, ETC. All rail: ' On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America , On traffic from Europe and Africa only KEY WEST, FLA. All rails 207 206J 206 204 206 164 206 154 210 179 183} 178 181 178 137J 178 137J NEW ORLEANS. Water and rail: On traffic from Asia, Australia, New Zealand, Philippine Islands, Central America, and South America ' On traffic from Europe and Africa only ^ 216J 192} 140} 142} 139} 141 139} 102} 139} 102} 138} 181} 162} 188} 164} 302} 158 97 103} 96 102 96} 83} 85 82} 82} 58} 82} 58} 69 72 68 70} 68 48} 143} 127} 260} 120 107} 209} 76} 78} 72} 66 155} 155 154i 163 154} 115} 164} 115} 157} 162} 144} 284 136 122 134} 137} 133} 135} 133} 103 133} 103 131} 105} 107 104} 106 104} 77 104} 77 141} 123} 236} 118} 104 107} 95} 204 90 80} 73 77} 72 76} 72 52} 72 52} 71} 75 67 164} 62} 56} 63 64 62 63 62 44 62 44 61} 65 135} 54i 49} 51 53 51 36} 51 36} 64 48 45 40} ' Domestic rates applicable to imported trafHc. 2 No through rates published. 3 Import rates applicable to imported traffic. ' Rates to Cleveland and Pittsburgh not appUcable from Galveston. rates°Mve?Mrs™^?w^??jL?fi'.!r^°™T''''f°'^'='^^ Key West to Jacksonville; Domestic nnintf OfSf^ pllci^Si^ T^'^'^ir °'^' .•'''^H^O"'''"?,*'? Virginia Cities, Ohio River or Mississippi Eiver fiTer or f^?™„-?, n»t« ° /"™,^"l?°','' '^'^'S^ °' °^° "i^<=''- Western classification from Mississippi ''rrs?iSj^fd°uri?g^'y1ariL^o''L'gLtuinTtoYu''gPuV2l"' ^'"'=^' ^"^*^''^'^' "' ^^^ ^-'-"l- thk^e'pTn^^ ^'e'sTercllSfl^it?onbeTonr*'"'"°° "° '*• '""''' °' ^"''''^°' °'^'"^' classification to 8 Not applicable via Merchants 76* 108j 16SJ m 30 33 28 27 28 38 33 38 38 39 38 '76J 81 168J m 21i 23J 19i 18i 20 30 23i 30 30 31 30 157J 83 i51i i51i m 21J 23i 19i ISi 20 27 23^ 27" 27 28 27 I57i 63 !51i 1511 « 34i 34i 32| 3l| 30 30 34i 30 30 31 30 52i 112 I68i (.') 34i 34i 32i 3li 30 30 34i 30 30 31 30 (') 24J 24i 22i 21i 21i 21i 24i 21i 214 22i 21i 40 87 16IJ 15IJ m 24i 24i 22* 211 21* 21i 24i 21i 21i 22i 21J 35 '51§ (') See page 91 for footnotes to this table. 40 28i 40 28i 38 26J 37 254 ■ibi. 25i 35* 25i 40 28i 36+ 2.% 35* 25i 36* 26i 35i 25i 32 25J 104 83 34 27 29 23 34 27 29 23 34 27 29 23 36* 26 36* 26 34* 24 33i 23 32 23 32 23 36* 26 32 23 32 23 33 24 32 23 29 23 69 53 33 26} 25i 20i 33 26i 25i 20i 33 26* 25i 204. 46 46 44 43 42 42 46 42 42 43 42 40 124 44 36 36 42 42 40 39 38 38 42 38 38 39 38 36 77 40 32 PEEFERENTIAL TEANSPORTATION KATES. Rate Table No. 2 — Continued. 81 Railroad rates on imported traffic from competitive Atlantic and Gulf ports to central western destinations — Continued . [AU-rail CEirload rates in cents per 100 pounds.] From — FUNT— NOT GROUND OR PULVERIZED. New York! Bostoni , Philadelphia 1 Baltimore i , Noriolki Portland, Me.; Grand Trunks Other routes! Montreal^ Quebec" Halifax! St. John2 , Savannah" Key West" Mobile:" Applicable on trafHc imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa New Orleans:" Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston:" AppUcable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa FULLER'S EARTH. New York i Boston 1 Philadelphia ' Baltimore ^ Norfolki Portland, Me.: Grand Trunk " Other routes ^ Montreal " Quebec " HaUfax" St. John" Savannah " Key West " Mobile: " AppUcable on traffic imported from foreign countries other than Europe and Airfca Applicable on traffic imported from Europe and Afnca New Orleans: " Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: " Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa To Pittsburgh. Pres- ent.6 28 27 28 42 33 42 42 43 42 i76i 82i i68i (.') 30 33 28 27 28 42 33 42 42 43 42 I76i 108J (») To Cleveland. For- Pres- mer.T ent.s 21i . 23i 19i 18i 20 30 23i 30 30 31 30 157* 63i '514 '51J (') 21i 23J 19i 18J 20 30 23i 30 30 31 30 '57J 83 i51i 151* m 34i 34i 32i 31i 30 .34i 30 30 31 30 65 « 34* 34* 32i 31i 30 30 34J 30 30 31 30 51 112 168i (?) For- mer.' 24i 24J 22i 214 214 214 244 214 214 224 214 414 62 1514 '514 m 244 244 224 211 214 214 244 214 21* 224 214 39 87 15U '6I4 (?) To Cincinnati. To Chicago. Pres- ent .6 40 40 38 37 354 354 40 354 354 364 354 32 664 364 29 364 29 36J 29 40 40 38 37 364 354 40 354 354 36* 35* 32 104 364 29 364 29 364 29 For- Pres- mer.' ent.= 284 46 284 46 26* 44 254 43 254 42 254 42 284 46 254 42 254 42 264 43 254 42 254 140 45 SO 29 44 23 36 29 44 23 36 29 44 23 36 28* 46 284 46 264 44 254 43 264 42 254 42. 284 46 254 42 25* 42 264 43 26* 42 254 40 83 124 29 44 23 36 23 29 23 For- mer.* 36 See page 91 for footnotes to this table. 77036—22- 6 82 UNITED STATES TARIFF COMMISSION. Rate Table No. 2 — Continued. Riilrodd rilM'on impirt'^i trxffi: from ompzlitive Atlantic and Gulf pjrts to central western destinations — Continued. [All-rail carload rates in cents per 100 pounds.] From- To Pittsburgh. Pres- ent.6 For- mer.' To Cleveland. Pres- ence For- mer.' To Cincinnati. Pres- ent.6 For- mer.' To Chicago. Pres- ent.' POTASH SULPHATE. New York i Boston 1 Philadelphia i Baltimore i Norfolk' P-Ortland, Me.: Grand Trunk 2 Other routes' Montreal 2 Quebec 2 Halifax 2 St. John2 Savannah ' KevWest 2 Mobile: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: 2 AppUcable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa Galveston: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa SODA ASH. New York ' Boston ' Philadel])hia ' Baltimore ' , Norfolk 1 Portland Me.: Grand Trunk ' Other routes ' Montreal 2. Quebec 2 Halifax 2 St. .John 2 Savannah 2 Key West ' Mobile: ' Applicable on traffic imported from foreign countries other than Europe and .\frica AppUcable on traffic imported from Europe and Africa New Orleans: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galreston: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa 30 33 28 27 28 42 33 42 42 43 42 156 71 168J '68J « 30 33 28 27 28 42 33 42 42 43 42 76i 108i '6SJ '68i (") 214 23i 19i 18i 20 30 23i 30 30 31 30 '42i 541 I61i '61i m 21i 23i 19J ISJ 20 30 23i 30 30 31 30 o7i 83 '51J i51i (.') 344 34i 32i 31i 30 30 345 30 30 31 30 56 70i 168J '6SJ m 34J 34* 32i 31 i 30 30 34^ 30 30 31 30 52J 112 m 24i 24i 22i 21i 21i 214 244 214 214 22i 214 42i 54 I6IJ I6I4 (») 24* 24i 22* 21 i 21 i 214 24i 214 214 22i 214 40 87 '514 '51J (') See page 91 for footnotes to this table. 40 40 38 37 354 354 40 354 35i 36i 354 32 464 36J 29 36i 29 3&i 29 to 40 38 37 354 36J 40 3oi 36J 355 32 104 364 29 36J 29 365 29 28J 284 264 254 25i 254 284 25J 25i 264 254 25J 37 44 43 42 42 46 42 42 43 42 40 714 29 39i 23 36 29 394 23 36 29 39i 23 36 28* 46 28i 46 2H* 44 25+ 43 ■2hi 42 25* 42 46 25* 42 25* 42 26* 43 2^ 42 25* 40 83 124 29 44 23 36 29 44 23 36 29 44 23 36 PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 2 — Continued. 83 Railroad rates on imported traffic from, competitive Atlantic and Gulf ports to central western destinations — Continued. [All-rail carload rates in cents per 100 pounds.] From— To Pittsburgh. ent.» For- mer.' To Cleveland. Pres- ent .« For- mer.' To Cincinnati. Pres- ent.' For- mer.T To Chicago. Pres- ents SUGAR. New York i Boston 1 Philadelphia * , Baltimore i Norfoll!:! Portland; Grand Trunk 2 Other lines ^ Montreal 2 , Quebec 2 St. John ' Halilax! Savannah 2 , Key West 5 Mobile: 2 AppUcable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Eiu-ope and Africa New Orleans: 2 AppUcable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa Galveston: 2 AppUcable on traffic imported from foreign coimtries other than Europe and Africa AppUcable on traffic imported from Europe and Africa New York 1 Boston 1 Philadelphia 1 Baltimore 1 Norfolk 1 Portland, Me.: Via GrandTnmk2 Via other routes 1 Montreal 2 Quebec 2 Halifax 2 St. Johns 2 Savannah 2 Key West 2 Mobile: 2 AppUcable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa New Orleans: 2 AppUcable on traffic imported from foreien countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: 2 AppUcable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa 38 41J 36 35 44 69 41J 59 59 59 60 196J 91i '78i (») 30 33 28 27 28 42 33 42 42 43 42 156 71 27 29i 25 24 31J 42 29J 42 42 42 43 I72i 152 m m 2)i 23i 19i 18i 20 30 23i 30 30 31 30 I42i 541 15IJ I51i m 45 45 %2 44 40i 45 40i 40J 40J 41i 75 91i 160 160 « 34i 34i 32J 31i 30 30 34i 30 30 31 30 56 70i i68i 68i (') 32 32 30 29 31J 29 32 29 29 29 30 57i m 24J 24i 22i 21i 21i 21i 24i 21i 21i 22i 21§ 42i 54 '51i '51i m 54i 54J 52i 51J 50i 54i 50i 50J 50J 51J 45 95 41J 41J 49 41i 40 40 38 37 35J 35i 40 35i 35i 36i 35i 32 34i 29 34i 29 34J 29 39 39 37 36 34 39 36 36 36 37 36 72 39 28i 28i 26i 25i 25i 25i 28i 25i 25i 264 26i 25i 37 127J 23 27i 23 27i 63 63 61 60 56 59 63 59 59 59 60 56 103J 160 52 160 52 160 62 42 42 46 42 42 43 42 40 71 i 39i 36 36 39i 36 See page 91 for footnotes to this table. 84 UNITED STATES TARIFF COMMISSION". Rate Table No. 2 — Continued. Railroad rates on imported trajfic from competitive Atlantic and Gulf ports to central western destinations — Continued. [ AU-rail carload rates in cents per 100 pounds except as otherwise stated.] From— M.1NG.\SESE OitE IN CENTS PEE TON OF 2,240 POUNDS. New York ^ Boston 1 Philadelphia ^ Baltimore i Norfolk 1 Portland, Me.: Via Grand Trunk ' Via other routes i Montreal ^ Quebec ^ HaUfax « St..lohn« Savannah 2 Key West 2 ^^obile:2 AppUcable on traffic imported from foreign countries other than Europe and Africa .Applicable on traffic imported from FAirope and Africa New Orlean.«: 2 Anplicable on traffic imported from foreign comitries other than Rurupe and Africa Applicable on traffic imported from Europe and Africa Galveston: 2 Applicable oji traffic imported from f^reit'n countries other than li.iiropc and Africa Appiiv able on traffic imported from i'-urn]u' and Africa To Pittsburgh. Pres- ent .fi 434 58S 336 330 560 812 588 810 810 830 810 ll,713i 1,785 Ti:i IN PIGS. New Yorki Boston 1 Philadelphia i Baltimore 1 Norfolk 1 , Portland, Me.: Via Grand Trunk ' Via other routes ^ Montreal 2 Quebec 2 HaUfax 2 St. Johns 2 Savannah 2 Key West 2 Mobile: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: 2 Apphcable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: 2 Applicable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa 1,53! J W 31 33i 29 28 28 47 33i 47 47 48 47 '116i 150J i96i (?) For- mer.' 310 420 240 240 400 580 420 .580 580 600 .580 11, 288 1,320 U, I53J 11, 153i V) 22 24 20 19 20 33i 24 33i 33 i 34i 33^ 187J 118 . i72i (?) To Cleveland. Pres- ent .f 630 630 690 570 560 546 630 550 550 570 550 1,017 1,689 11, 534i 11, 534i C^) 36i 364 34i 33i 32 32 36J- 32 32 33 32 80 154i i96i I96i (?) For- mer.' 450 450 410 390 400 390 450 390 390 110 390 780 1,250 11, 153J n, 1 534 m 26 26 24 23 23 23 26 23 23 24 23 60 121 172J (') To Cincinnati. Pres- ent.* For- mer.' To Chicago. See page 91 lor Jootnotes to this table. 784 7S4 744 724 700 700 784 700 700 720 700 625 1,685 6&7i 537i 687i 537 i 6S7i 5.W} 45 45 43 42 40i 40J 46 40i 40i *li 40i 364 154 39i 32 39i 32 39i 32 560 560 520 500 500 500 560 500 500 620 500 500 1,260 550 430 550 430 550 430 32 32 30 29 29 29 32 29 29 30 29 29 123 3li 25i 31i 25i 314 254 Pres- ent.« 896 896 856 836 812 812 896 810 810 830 810 774 1,185 8534 6934 853J 693i 8534 6934 61 51 49 48 47 47 51 47 47 48 47 444 1694 484 404 484 404 484 404 PEEFEEENTIAL TEANSPOBTATION EATES. Rate Table No. 2 — Continued. 85 Railroad rates on im traffic from competitive Atlantic and Gulf ports to central western destinations — Continued . [All-rail carload rates in cents per 100 pounds.] From- To Pittsburgh. Pres- ent .6 For- mer. 7 To Cleveland. Pres- For- . ent.6 mer.i To Cincinnati. Pres- ent.' For- mer .7 To Chicago. Pres- ent.' New York i , Boston ' Philadelphia ' Baltimore ^ Norfolk 1 Portland, Me.: Via'Grand Trunk 2 , Via other routes ' Montreal ^ Quebec ' HaLfax2 St. Johns ' Savannah - Key West s MobUe: ^ AppUcable on trafiBic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa New Orleans: ' Applicable on traffic imported from foreign countries other tlmn Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: 2 | Apphcable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Af ilea WOOD PULP. New York ^ Boston 1 Philadelphia ^ '. Baltimore 1 Norfolk! .■ Portland, Me,: Via Grand Trunk 2 Via other routes 1 Montreal » Quebec ' HaUlax2 St. Johns 2 Savannah ^ Key West 2 Mobile: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic Imported from Europe and Africa 30 33 28 27 28 38 33 38 38 176J 108§ I68J 168J (») 28 31 26 25 28 42 31 42 42 43 42 146J lOSi I68J »68J « 21J 23i 19i 18J 20 27 23i 27 27 28 27 '57i i51i 1 51J m 20 22 18 17 20 30 22 30 30 31 30 135 83 i51i lolj 34i 34J 32J 315 30 34i 30 30 31 30 i68i 68J m 33 33 31 30 2Si 2^ 33 28J 28i 294 28i 51 llOi m ^m m 24i 24i 22i 21* 2li 21i 24i 214 21i 22i 21i 'Sli 15IJ (») 23i 23i 2IJ 20J 20i 20i 23i 204 20* 2li 204 '514 lolj m 36i 36* 34| 33J 32 32 36J 32 32 33 32 29 104 33 264 33 254 33 254 40 40 38 27 354 1354 40 354 354 364 354 32 104 364 364 29 364 29 26 26 24 23 23 23 26 23 23 24 23 23 83 204 204 264 204 284 264 234 254 1254 284 254 254 26i 254 1254 83 23 42 42 40 42 38 38 39 38 36 120 40 32 40 32 46 46 44 43 42 142 46 42 42 43 42 40 124 44 36 44 23 See page 91 lor footnotes to this table. 86 UNITED STATES TARIFF COMMISSION. Rate Table No. 2^Continued. Railroad rates on imported traffic from competitive Atlantic and Gulf ports to central western destinations — Continued. [All-rail carload rates in cents per 100 pounds.] From— New York i Boston 1 Philadelphia 1 Baltimore i Norfolk' Portland, Me.: Via Grand Trunk 2 Via other routes ' Montreal 2 Quebec 2 Halifax 2 St. John2 Savannah 2 Key West 2 Mobile: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on trafBc imported from Europe and Africa New Orleans: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicf.ble on traffic imported from Europe and Africa Galveston: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa To Louisville. CRUDE CLAY. New York 1 Boston ' Philadelphia ' Baltimore ' Norfolk 1 Portland, Me.: Via Grand Trunk 2. , Via other routes 1 . . .*. Montreal Quebec 2 Halifax 2 St. John2 Savannah 2 Key West 2 Mobile: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Oreleans: 2 Apphcable on traffic imported from foreign countries other tlian Europe and Africa Apphcable on traffic imported from Europe and Africa Galveston : 2 Apphcable on traffic imported from foreign countries other than Europe and Afnca Apphcable on traffic imported from Europe and Africa Pres- ent.' 46 46 44 43 35i 42 46 42 42 43 42 37i 104 41i 34 41J 34 41i 34 42 42 40 39 32 38 42 38 38 39 38 34 64i 37i 30 37i 30 37J 30 For- mer.' 33 33 31 30 25i 30 33 30 30 31 30 30 95i To St. Louis. Pras- ent.6 33 27 30 30 28 27 23 27 30 27 27 28 27 27 53 30 24 30 24 30 24 See page 91 tor footnotes to this table. 54 54 52 51 m 54 SOJ 49i 125i 52 44 62 44 52 44 49 49 47 46 45 45 49 45 45 46 46 42* 78* 42 38i 42 38J 42 38i For- mer.' 38i 38i 36i 36i 35i 35i 38J 35i 35i 36J 35J 35i 96i 39 33 39 33 39 33 35 35 33 32 32 32 36 32 32 33 32 32 60i 31i 29 31i 29 31 i 29 To Kansas City. Pres- ent.6 83 S3i 83i 88 83i 83i 84i S3!, 81' 143i 63i 63i 63i 81 80 79 79 83 79 79 80 79 74 For- mer.' 46i 63 J 63i 61i m 61 J 63J 61J 61i 61i 60i 60i 112 47i 47i 47* 58 57 67 57 60 67 67 68 57 I66i 77 To St. Paul. Pres- ent." 29 64 63 60i 62 66 62 62 63 62 60J 142J 66 68 66 58 63i 53i 51* 50i 46J 49i 63i 49i 49* 60J 49* 48j 90* 46i 46i 46i 45i 46i 45i For- mer.' PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 2 — Continued. 87 Railroad rates on imported traffic from, competitive Atlantic and Gulf ports to central western destinations — Continued. [AU-rail carload rates in cents per 100 pounds.) To Louisville. To St. Louis. To Kansas City. To St Paul. From— Pres- For- Pres- For- Pres- For- Pres- For- ent.s mer.' ent.6 mer.' ent.6 mer.' ent.6 mer.' FLINT— NOT GROUND OR PULVEBKED. NewYorki 46 33 54 38i 74i 634 66 494 Bostoni 46 33 54 38i 74i 534 66 494 Philadelphiai 44 31 52 36i 72* 6l| 64 *74 Baltimore! 43 30 51 35i 7ll 604 63 464 Norfolki 35i' 25i 49i 35| 70 504 604 464 Portland, Me.: Grand Trunk ~ 42 46 30 33 Z' 35i 38i 72i 744 504 534 62 66 464 Other routes i 494 Montreal^ 42 42 30 30 49i 49i 35i 35J 724 724 504 604 62 62 464 Quebec' 464 Halilax' 43 31 50i 36J 734 614 63 474 St. John' 42 37i 30 30 t?| 35J 35* III 604 36 62 604 464 Savannah' 454 Key West' 56i 45 66 52i 81 63 884 69 Mobile:' Applicable on traffic imported from foreign countries other then Europe and Africa ; . 41i 33 52 39 1 66 494 Applicable on traffic imported 40 30 from Europe and Africa 34 27 44 33 [ 58 434 New Orleans:' Applicable on traffic imported from foreign countries other than Europe and Africa 41i 33 52 39 ( 66 494 Applicable on traffic imported 40 . 30 from Europe and Africa 34 27 44 33 [ 58 434 Galveston:' Applicable on traffic imported from foreign countries other than Europe and Africa 41J 33 52 39 66 494 40 30 from Europe and Africa 34 27 44 33 [ 58 434 FULLER'S EARTH, New York ' 46 46 44 43 36i 33 33 31 30 26i 54 54 52 51 m 38i 38i 36i 35i 35J V4 m 764 75 574 574 554 544 544 66 66 64 63 604 494 Boston ! 494 Philadelphia i 474 Baltimore^ 484 Norfolk' 454 Portland, Me.: ' GrandTrunks 42 30 49i 36i 77 544 62 464 Other routes ' 46 42 42 4:i 42 37i 104 33 30 30 31 30 30 83 54 49i 50i 49* 47j 125i 38i 364 it 35J 35J 95i If 77 78 77 65 1344 674 "644 644 654 54i 60 106 66 62 62 63 62 604 1404 494 Montreal ' 464 464 Hahfax ' 474 St. John ' 464 Savannah ' 454 1104 Mobile:' Applicable on traffic imported from foreign countries other 41i 33 52 39 ■ 454 36 Kt-l 40 Applicable on traffic imported from Ein-ope and Africa 34 27 44 33 New Orleans:' Apphcable on traffic imporledl from foreign countries other than Europe and Africa > 41i 33 52 39 • 454 35 534 40 Applicable on traffic imported from Europe and Africa Galveston:' - Applicable on traffic importedl from foreign countries other 34 27 44 33 than Europe and Africa !• 41i 33 .52 39 454 35 534 40 Applicable on traffic imported from Europe and Africa J 34 27 44 33 See page 91 for footnotes to this table. 88 UNITED STATES TAEIFF COMMISSION. Rate Table No. 2 — Continued. Railroad rates on imported traffic from competitive Atlantic and Gulf ports to central western destinations — Continued. [All-rail carload rates in cents per 100 pounds.] From— To Louisville. Pres- ents For- mer.' To St. Louis. Pres- ent.« For- mer.' To Kansas City. Pres- ent.e For- mer.' To St. Paul. Pres- ent. 6 POTASH SULPHATE. New York ^ Boston 1 PMladelphia i Baltimore i N orf oik I Portland, Me.: Grand Trunk ' Other routes i Montreal ^ Q.uebec ^ Halifax 2 St. John! Savannah ' Key West! Mobile: ' Applicable on tratfiic imported from foreign countries other than Europe and Africa Applicable on trafBc imported from Europe and Africa New Orleans: ^ Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on trufRc imported from Europe and Africa Galveston: ^ AppUcable on trajfHc imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa SODA Asn. New York > Boston 1 Philadelphia i Baltimore i Norfolki Portland, Me.: Grand Trunk 2 Other routes ^...^ Montreal 2 Quebec 2 Ha iCax ! St. .fohn2 Savannah ^ Key "West ' Mobile: * App'-icabie on traffic imported from foroii^n coLUitries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: ^ Applicable on traffic imported from foreign coiuitries other than Europe and Afric a App'icable on traffic imported from Europe and Africa Galveston: s Applicable on traffic imported from foreign coimtries other than Europe and Airica Applicable on traffic imported from Europe and Africa 46 46 44 43 35J 42 46 42 42 43 42 37§ 31J 31J 31i 46 46 44 43 35J 42 4b 42 42 43 42 37 \ 104" 4U 34 41J 34 41J 34 33 33 31 30 25i 30 33 30 30 31 30 30 37 125 33 33 31 30 25J 30 33 30 30 31 30 30 33 27 33 27 33 27 S4 54 52 51 49i 54 m 49J SOJ m 47i 57 33} 33J 33J 52 4-1 52 44 52 44 38J 38i 36i 36} 3.5} 38} 35} 35} 36} 35} 35} 43} 125 125 64 38J 54 38} 52 36* 51 35} 4«i 35} m 35* 64 3** 49* 35. 494 35. 50* 36. 49* 35. 47^, 35. 126* 95 39 33 39 33 39 33 See page 91 for footnotes to this table. 85 83} 83} 88 83} 83} 84} 83} 70 85 63} 63} 63} 74* 74} 72} 71} 70 71 74} 71 71 72 71 56} 123 63} 63} 63} 63* 63} 61* 60} 60} 63} 60} 60} 61} 60} 63 65 47} *7} 47} 63} 53} 51} 50} 50} 50} 63} 50} 50* 51} 60} 46 97 47} 47} 47} 66 66 64 63 62 66 62 62 63 62 60} 90 58 66 64 63 60} 62 66 62 62 63 62 60} 142* 66 58 66 58 66 58 PREFEEENTIAL TEANSPOETATION RATES. Rate Table No, 2 — Continued. 89 Railroad rates on imported traffic from com,petitive Atlantic and Gulf ports to central western destinations — Continued . [AU-rail carload rates in cents per 100 pounds.] From— SXIGaK. New York i Boston ^ Philadelphia ^ Baltimore ^ Nortolki Portland: Grand Trunk 2 Other lines 1 Montreal ^ Quebec 2 St. ,Tohn! Halifax ' Savannah 2 Kev West = Mobile: = Applicable on traffic imported from foreign comitries otlier than Europe and Africa Applicable on traffic imported from Europe and Africa Ne'-v Orleans: 2 Applicable on traffic imported from foreign countries other than Europe and .Africa AppKcable on traffic imported from Europe and Africa Galveston: - Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa KAINIT. New York 1 Boston 1 Philadelphia ' Baltimore 1 r Norfolk 1 Portland, Me.: Via Grand Trunk 2 Via other routes ^ Montreal 2 Quebec 2 Halifax 2 St. Johns 2 Savannah 2 Kev West 2 Mobile: - AppUcab^e on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans; 2 Applicable on trafiic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa To Louisville. Pres- ent.' 63 63 61 60 47J 59 63 .59 59 ,59 60 52i 95' 50* 49 56J 49 56; 49 44 43 35J 42 46 42 42 43 42 371 464 31i 31* 31J For- mer.' 45 46 43 42 34 42 45 42 42 42 43 42 72 45 39 45 39 45 39 33 33 31 30 25J 30 33 31 30 30 37 125 125 To St. Louis. Pres- ent.' 731 73.1 71i 70* 561 60* 73.V 691 691 691 701 70 62 70 62 70 54 54 52 51 491 491 54 491 49J 501 491 471 57 331 331 For- mer.' 521 524 504 491 471 ,:)2.'. 491 49* 49* 501- 4'.;', 521 461 521 461 ,-)21 461 381 381 36* 35i 35* 3,51 38* 351 351 361 351 351 431 125 To Kansas City Pres- ent.' 84 83 1001 1031 1074 1031 103* 1031 104* 80" 148 631 71 71 69 68 661 66* 71 t'9 69 70 69 151 3SJ 381 For- mer.' 62 62 60 59 72* 741 77* 74* 74 i, 74; lh\ 64' 110* 471 471 51 51 49 4S 48 48 51 48 48 49 48 ■39 51 29 29 To St. Paul. Pres- ent.' 861 86* 841 831 781 821 86* 82.* 82* 821 831 82 126 861 78* 861 781 861 781 66 66 64 63 62 66 62 62 63 62 601 75 461 461 46 V See page 91 tor footnotes to this table. 90 UNITED STATES TAEIFF COMMISSION. Rate Table No. 2 — Continued. Railroad rates on imported traffic from competitive Atlantic and Gulf ports to central western destinations — Continued. [AU-rail carload rates in cents per 100 pounds except as otherwise stated.] From- To Louisville. Pres- ent. » For- mer.' To St. Louis. Pres- ent .6 For- mer.' To Kansas City Pres- ent. 5 For- mer.' To St. Paul. Pres- ent.' For- mer.' MANGANESE ORE IN CENTS PES TON OF 2,240 I'OUNDS. New York i Boston 1 Philadelphia ' Baltimore i Norfolk! Portland, Me.: Via Grand Trunk > Via other routes i Montreal ^ Quebec ^ Halifax « St: John 2 Savannah 2 Key 'West 2 Mobile: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: ^ Applicable on traffic imported from foreign countries other than Europe and Africa AppUcable on traffic imported from Europe and Africa Galveston: ' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa 896 856 836 700 812 896 810 810 830 §10 725 1, 715 650 800 650 800 650 TIN IN PIG§. New Yorki Boston! Philadelphia i Baltimore! Norfolk ! Portland, Me.: Via Grand Trunks Via other routes ! Montreal 2 Quebec^ Hahfax^ , St. Johns - , Savannah^ Key West 5 Mobile:* Apphcable on traffic imported froni foreign countries other than Europe and Africa Apphcable on traffic imported from Europe and Africa New Orleans: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston:^ Applicable on traffic imported from foreign countries other than Europe and Africa Apphcable on traffic imported from Europe and Africa | See page 91 for footnotes to this table. 51 61 49 48 40i 47 51 17 47 48 47 42 154 45J 38 45i 38 640 640 600 580 600 580 640 680 580 600 580 680 1,270 640 520 640 520 640 620 36J 36i 34i 33i 33i 36J 33i 33i 34| 33i 33i 123 36i 30i 36} 30i 36i 30i 1,050 1,060 1,010 990 966 966 1,050 970 970 990 970 920 1,675 946i 946J 840 59i 59t 57i 66i 55i 55} 59i 55i 65} 66} 55} 52} 184} 66} 56} 48} 48} 750 760 710 690 690 750 690 690 710 690 690 1,240 710 630 710 630 710 630 42} 42} 40} 39} 39} 42} 39} 39} 40} 39} 39} 140} 42} 36} 42} 36} 42} 1, 509 1,609 1,469 1,449 1,425 1,481 1,509 1,485 1,485 1,805 1,485 1,349 1,879} 800 100 100 98 97 96 95} 100 95} 95} 96} 95} 93 201} 1,086 1,086 1,046 1,026 1,026 1,026 1,086 1,026 1,026 1,046 1,026 1,026 1,405 600 72} 72} 70} 69} 72} 69} 69} 70} 69} 69} 158 66} 66} 1, 293} 1, 293} 1, 253} 1, 233} 1,186} 1,200 1, 293} 1,200 1,200 1,220 1,200 1, 186} 1,711} 973} 973} 973} 75} 75} 73} 72i 70. 71} 75} 71} 71} 72} 71} 69} 192 75} 67} 75} 67} 75} 67} 970 • 970 910 900 970 900 900 920 900 890 1,282 730 730 66} 56} 54} 53} 62} 53} 56} 63} 53} 54} 53} 52} 160} 56} 60} 66} 50} 56} 50} PEEFERENTIAL TRANSPORTATION RATES. 91 Rate Table No. 2 — Continued. Railroad rates on imported traffic from com,petitive Atlantic and Gulf ports to central western destinations — Continued. [All-rail carload rates in cents per 100 pounds.) From- WHJTING. New York ' Boston 1 Philadelphia i Baltimore i Norfolki Portland, Me.: Via Grand Trunks Via other routes ' Montreal ' Quebec ^ HaUfaxs St. John 2 Savannah^ Key West 2 Mobile: « Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans: > Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic Imported from Europe and Africa Galveston: 2 Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa ■WOOD PXJLP. New York 1 j Bostoni Philadelphia' Baltimorei Norfolk! Portland, 'Me.: Via Grand Tnmks Via other routes 1 Montrea. 2 Quebec^ Halilax! St. Johns2 Savannah ' Key West' Mohi'e:2 App.icahle on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa New Orleans:' Applicable on traffic imported from foreign countries other than Europe and Africa Applicable on traffic imported from Europe and Africa Galveston:' Applicable on traffic imported from forciein coimtries other than Europe and Africa Applicable on traffic imported from Europe and Africa To Louisville. Pres- ent .6 38 39 38 34 104 37i 30 37§ 30 37i 30 46 46 44 43 35* ' 42 46 42 42 43 42 37.1 104 4» 34 41i 34. 4H 34 For- mer.' 33 33 31 30 25i 130 33 30 30 31 30 30 83 33 27 33 27 To St. Louis. Pres- ent .6 49 49 47 46 45 45 49 45 45 46 45 42J 125i 46i 32 46i 32 46i 32 54 54 52 51 49i i49i 54 49J 49i 50^ 49i 47i 125i 52 44 52 44 52 44 For- mer.' 35 35 33 32 32 32 35 32 32 33 32 32 95i 35 24 38i 38J 36J 351 351 '36^ 38} 361 35* 36i 35i 36J 96* 39 33 39 33 39 33 To Kansas City. Pres- ent.' 69i 69i 67i 66i 65i 66i 69i 66} 66} 67} 66} 60 126} 45} 45} 45} 75 75 73 72 70} 71} 75 71* 71} 72} 71* 62* 134} 45i 45} 45} For- mer.' 50 60 48 47 47 47 60 47 47 48 47 46} 99} 34 . 54 54 62 61 61 51 54 51 51 52 51 48 105} To St. Paul. Pres- ent.* 58 62 68 48 .59 68 56} 140} 63} 63} 53} 62} 62} 60} 69} 48} '58} 62} 168} 168} 59} '68} 57* 130} 53^ 53} 53} 1 Domestic rate applies. ' Import rate apphes. ' No through rates published from Galveston to Pittsburgh and Cleveland. > Applicable on traffic from Cuba only. • As in effect during year 1920, subsequent to Aug. 25. ' As in effect Aug. 25, 1920. 92 UNITED STATES TARIFF COMMISSION. These port relationships between New York, Philadelphia, Balti- more, and Virginia ports are at present the same for import and domestic traffic because no import rates are now in effect to central western destinations from these ports. ° In fact, the differentials governing the limited number of import rates applicable at those ports in the past were generally the same as those governing their westbound domestic rates. The westbound rates of Boston are also made strictly with refer- ence to those of New York and as in case of New York, Philadelphia, and Baltimore and the Virginia ports imports are carried at the rates applicable to domestic traffic. The westbound rates of Boston for both domestic and import traffic moving via standard all-rail routes, standard rail and lake or rail, lake and rail routes, rail, canal and lake or rail, canal, lake and rail routes, or ocean-rail routes are, with few exceptions, the same as the corresponding westbound rates of New York except to points east of 71 per cent territory. An examination of rate Table No. 1 shows that Boston and New York have, subject to a few exceptions, the same class rates via these routes to Cleveland, Cincinnati, Louisville, St. Paul, St. Louis, Kansas City, and Chicago. Those from Boston to Pittsburgh, before June 26, 1920, however, were higher than the New York rates by the following differentials : Class 12 3 4 5 fi Cents per 100 pounds 5 4 3 3 2i 2 and since the general rate advance effective on that date the class rates from New York and Boston to Pittsburgh have differed as follows : Clas3 12 3 4 5 6 Ceats per 100 pounds 7 5J 4 4J 3J 3 Similar, although not in all cases identical, differentials above the New York rate level are applied to the rates from Boston to other destinations east of 71 per cent territory. The rates charted in rate Table No. 2 indicate that the westbound commodity rates of Boston are also fixed at the New York rate level except to Pittsburgh and other destinations in the eastern portion of percentage territory. This distinction between destinations is in line with the quite general practice of equalizing rates to a greater extent on long than on short haul traffic. The rates on short-haul traffic being lower and less burdensome require less disregard of rela- tive distances. The complete equalization of westbound rates at Boston and New fork on doniestic and import shipments to all except certain central western destinations does not apply to the shipments by way of differential all-rail and differential rail and lake or rail, lake and rail routes. The westbound rates from Boston to Chicago, for example, by way of these routes, before the recent rate advance, exceeded the correspondmg New York rates by the following differentials: ^?^'^ Von 1 12 3 4 5 6 Cents per 100 pounds 3 2 2 12 2 and since then the differentials by way of these routes have been as follows : Class 12 3 4 5 6 Cents per 100 pounds 4 3 3 1-i 2i 3 o See note on page 15. PKEFEEENTIAL TBANSPORTATIOST EATES. 93 From the Virginia ports to Boston, definite port relationships between North Atlantic ports are maintained by means of fixed dif- ferentials or complete unification of westbound rates, but these port relationships are the same for import as for domestic traffic and no import rates to the Central West are now in effect.'' At the ports north of Boston this situation differs in that import rates have been put into effect creating port relationships which differ widely from those maintained in domestic commerce. The rates from Portland, Me., to central western points are the same as those from Boston via all the routes listed in rate Tables Nos. 1 and 2, with the exception of those of the Grand Trunk Railway vSystem. The Grand Trunk has granted import class rates to traffic imported from foreign countries other than Canada, Newfoundland and the Islands of St. Pierre and Miquelon, and these import rates before August 26, 1920, were the same as the westbound all-rail class rates of Baltimore.^ Since then they have generally been below the Baltimore all-rail rates, due to the manner of increase in the rates on that date, by the following amounts: Class 1 2 3 4 5 6 Cents per 100 pounds 3 3 1111 This railroad also applies import commodity rates at Portland, those contained in rate Table No. 2 being typical of many others. It is significant that many import rates at Canadian ports are like- wise based on the Baltimore rate level, and that the one route over which import rates still apply at Portland is provided by a Canadian railroad. For some years imports entering Boston, as well as Port- land, on through bills of lading were also granted rates based on the domestic westbound rates of Baltimore, but these import rates were withdrawn and the domestic westbound rates of New York became the basis for domestic as well as import traffic at both ports. The Grand Trunk route is the only one to continue the former prac- tice of applying the domestic westbound rates of Baltimore as im- ports rates of Portland. The principal reason for such action on the part of the Grand Trunk is that Portland handles relatively little foreign trade during the summer period, from May 1 to Novem- ber 30, the port being "considered as one of the winter ports through which Canadian traffic moves after the freezing over of the St. Lawrence. " ^ The large export and import business of the port is practically confined to the winter period of about December 1 to April 30. All of the large eastern Canadian ports have import rates on traffic destined to central western points in the United States.* As is shown hj the typical rates mcluded in Table No. 2, the import commodity rates from Montreal, Quebec, St. John, and West St. John to central western points beyond Pittsburgh or Cleveland, before the recent rate advance disrupted established rate relation- ships, were the same as the domestic westbound rates of Baltimore. The Baltimore domestic class rates were, until a few years ago, also applied as import rates at these Canadian ports, and an exami- nation of rate Table No. 1 will show that such was still the case » Grand Trunk System, I. 0. C. Nos. 2805, 2806, and 2847. 'Statement by Robert Redlord Co.. Aug. 28, 1920. H< Canadian Pacific Railway, I. C. C. No. B-2118, E-2128, E-2155, and E-2158; Canadian Government Railways, I. C. C. Nos. E-29 and E-47; Canada Atlantic Transit Co., I. C. C. T-81; Grand Trunk System I. C. C. Nos. 2805, 2808, 2847, 2772, 2806, and 2853. ff See note on page 15. 94 UNITED STATES TARIFF COMMISSION. before August 26, 1920, at St. John and West St. John. Baltimore class rates continued to be applied as import rates from Montreal and Quebec to central western distinations east of 91 per cent terri- tory, but the import rates to destinations farther west were for several years until the summer of 1920 on a somewhat lower level than those from St. John and West St. John. Their all-rail import class rates^to destinations west of 91 per cent territory were almost, although not quite, identical with the westbound domestic rail and lake or rail, lake and rail class rates of Philadelphia. The class and commodity import rates from Halifax to the Central West were and are at present determined by adding 1 cent per 100 pounds to the import rates of St. John and West St. John. Since August 26, 1920, the import commodity and class rates from Montreal, Quebec, St. John, and West St. John are generally on a somewhat lower level than the rates applicable at Baltimore, due to the manner of increase in the rates on that date. This use of import rates at the eastern Canadian ports results in a port relationship radically different from that prevailuig ia case of domestic traffic destined to the Central West. The domestic rates of August 25, 1920, when established rate structures were still in effect from Montreal to Chicago, for example, were the same as the domestic railroad all-rail class rates from New York to Chicago and those to other destinations in the Central West were fixed with reference to the rates applicable to Chicago. The domestic rates from St. John, West St. John, and Quebec were in turn established at certain differentials over the rates from Montreal to the same destination. The domestic rates from. Quebec to Chicago, for exam- ple, were above those from Montreal by the following differentials: Class 1 2 3 4 5 6 Cents per 100 pounds 17J 15 12^ 10 7^ 6i and those from St. John and West St. John to Chicago exceeded the Montreal rates by the following amounts : Class 1 2 3 4 5 6 Cents per 100 pounds 37i 32^ 29 24 19 16i The west-bound domestic class rates of Halifax were then generally based upon those from St. John by adding the following differentials : Class 12 3 4 5 6" Cents per 100 pounds ,. . 2 2 1111 The dominant motive behind the import rates at the eastern Canadian ports is the desire of these ports and of the railroad lines serving them to share in the iniport trade of the central western section of the United States. They are the competitors of the North Atlantic ports of the United States and the inland car- riers which serve them, and they maintain import rates to the Central West of the United States so as to make this competition possible. They are handicapped by a geographical location which results in more circuitous routes. Montreal and Quebec, moreover, are located so as to require ocean carriers to navigate many miles of river; and Halifax, St. John, and West St. John, as well as Montreal and Quebec, are handicapped by severe winter seasons. The competitive conditions influencing import and domestic traffic at the Canadian ports are so different that the foreign products PREFBKENTIAL TEANSPOETATION RATES. 95 destined to the Central West in the United States through these ports are treCnsported at import rates, while Canadian products are required to pay domestic rates which are fixed at a very much higher level, which vary widely for different Canadian ports, and result in an entirely different relationship between Canadian ports and the North Atlantic ports of the United States. So far as inland rates are concerned, the Canadian ports are, subject to certain exceptions, placed on or nearly on a par with Baltimore, where the domestic westbound rates are maintained at a lower level than at New York, Boston, or Philadelphia. Chapter III. IMPORT RATES FROM GULF PORTS TO CENTRAL WESTERN DESTINATIONS. North Atlantic port relationships are relatively simple because those which had been developed before the general rate advance of August 26, 1920, have for the most part been maintained. The Interstate Commerce Commission, in its rate order of July 29, spe- cifically authorized the eastern carriers "to preserve existing rela- tionships between the rates to and from the eastern ports. No ob- jection to this proposal was made. This result can be readily accom- plished for the reason that all rates in official classification territory between the ports and poiats west of the Buffalo-Pittsburgh line are based on the New York-Chicago rates. The base rates may be in- creased and existiug port differentials maintained. It is our view that in filing the increased rates here authorized a provision of this character should be made." ^ No similar provision, however, was made for the preservation of port relationships which formerly ex- isted between the North Atlantic and Gulf ports in the import trade of the Central West. Established relationships were disrupted by the blanket percentage increases authorized by the commission. Through import rates from the Gulf ports to Chicago, for example, were advanced 33 J per cent, while those from New York to Chicago were increased 40 per cent, and the present difl^erentials in favor of the Gulf ports are consequently wider than those in effect before August 26. It should be borne in mind that this changing of estab- lished port relationships was but accidental to the general rate ad- vance, the purpose of which was to enhance the revenues of the carriers. The application of a blanket percentage increase policy to all but certain specified rates has resulted in a disturbance of many domestic as well as import and export rate structures, and it is by no means certain that the artificial relationships which exist at the moment will be permanent. It has, in fact, been stated that it is the present intention of the carriers to restore established relationships as soon as possible.^ BLANKETING OF GULF PORTS. The term "Gulf ports," as used in railroad import tariffs, usually includes all the ports on the Gulf of Mexico from Pensacola, Fla., to Galveston, Tex. All of these ports usually' receive the same import rates in their trade with the Central West, i. e., they are equalized so far as inland rates are concerned. Their domestic rates on the con- trary, are not only ^igher but vary to a greater degree for different Gulf ports. The domestic rates from Galveston and other Texas ports to the Central West are generally different from those appli- 1 58 I. C. C, p. 258, Ex parte 74. ' Letter of E.B. Boyd, agent, Oct. 13, 1920. 96 PREFERENTIAL TRANSPORTATION RATES. 97 cable at the eastern Gulf ports. The domestic rates from the latter, which iaclude the ports extending from New Orleans to Pensacola, are frequently uniform, but there are many instances in which they vary; and Texas ports in some instances have import rates differing from those of other Gulf ports but bearing relationship to them. Key West is excluded from the Gulf ports with regard to both import and domestic rates. The import rates applicable at Key West on Cuban traffic are established at certain amounts over the rates pub- lished frorn the Gulf ports to the same central western destinations or proportional rates over the rates from Jacksonville, Fla. ; and they also ap^ly at Port Tampa in connection with the Peninsular & Occi- dental Steamship Co. This equalization of the Gulf ports from Pensacola to Galveston ' in the import trade with the Central West is due directly to the rivalry of the ports and of the carriers serving them. There is rivalry among them in the domestic trade, but in that case it is less intense and somewhat narrower in scope. In the import trade the Gulf ?orts are but gateways for traffic, all of which originates beyond them, he method adopted with a view to governing this competition in a way that wiU permit aU the Gulf ports to share in the import trade was to place all of them on the same import rate basis. New Orleans is the central point in the Gulf import rate structure. New Orleans was first generally to receive import rates applicable on shipments to the Central West, and these import rates were later extended to the other Gulf ports. GULF AXD ATLANTIC PORT RELATIONSHIPS. The blanketing of import rates from the various Gulf ports to central western destinations is but one phase of the Gulf import rate structure.* More complicated rate adjustments result from the com- petition of the Gulf ports as a group and the inland carriers serving them with the North Atlantic ports and the eastern carriers in the import trade. Most of the import rates applicable from the Gulf ports to the Central West are based directly upon the rates at which imports move to the same destinations from New York or Baltimore. Not only import freight rates but the practices of the railroads with respect to the absorption of special charges is governed in large part by the force of port equalization. The New Orleans-Southern district freight traffic committee successfully urged the Railroad Administration to abandon the former practice of absorbing custom- house brokerage fees on the following grounds: The rules pro\'idino: tor the absorption of customhouse brokerage fees by rail car- riers at New Orleans and Gulf ports were orig^inally published to meet competition at North Atlantic ports, where it was the practice of the carriers per\-ing such porta to absorb these charges. This condition no longer exists, as customhouse brokerage fees are not absorbed at the North Atlantic ports. Investigation also de\'eloped that no such absorptions are made at South Atlantic ports, hence the continuance ol the rules at the Gulf is not warranted by any theori' of port competition and we are there- fore recommending cancellation of the absorption feature at all Guli' ports. ' 3 Import freight tariff No. 1017 (I. C. C. No. A-1055) includes the following Gulf ports: Algires, La.; Beaumont, Tex.; Brazosport, Tex.; Chaison, Tex.; Clinton, Tex.; Export Oil Spur, La,; Fidelity, Tex.; Freeport, Tex.; Galveston, Tex.; Gretna, La,; Gulfport, Miss.; Harvey, La.; Houston, Tex.; Interna- tional SpiH", La.; Manchester, Tex.; Mobile, Ala.; New Orleans, La.; Orange, Tex.; Pensacola, Fla.; Port Arthur, Tex.; Port Bolivar, Tex., Port Chalquette, La.; Port Houston, Tex.; Port Naches, Tex.;Roberts- ville, Tex.; Texas City, Tex,: Velasco, Tex.; and Westwago, La. < E. B. Boyd, agent, I. C. C. No. A-10S3. ^ Argument for change, dated Aug. 20, 1919. 77036—22 7 '98 UNITED STATES TARIFF COMMISSION. The rates at which imports move to the Central West from Gulf ports differ from those in effect at the North Atlantic ports, Norfolk to Boston not only in that the former are import rates while the latter are the domestic rates applicable to both domestic and import traffic, but also in that the Gulf import rates vary according to the section of the world in which the import traffic originates. They fall into three main groups: (a) Those applicable to traffic coming from Europe and Africa; (h) those charged when import traffic arrives from Asia, Australia, New Zealand, the Philippine Islands, Central and wSouth America; and (c) certain import commodity rates appli- cable to traffic received from foreign regions not enumerated above and to certain commodities imported form Central and South America. GULF XMPOET RATES ON EUROPEAN AND AFRICAN TRAFFIC. The railroads serving some of the Gulf ports began making an effort to share in the import trade of the Central West as early as 1901. Their import rates were roughly made with respect to the domestic and import rates applicable at the North Atlantic ports, but no definite rules or bases were applied, and the result was that the rates on import freight from Gulf and North Atlantic ports were unstable. The first joint meeting of the Gulf and Atlantic seaboard lines was held on June 11, 1903, in an endeavor to bring about a stable import rate adjustment. Various other joint meetings were held in later years, but no definite basis was put into effect until 1907, when the controversy covering import rates on traffic arriving from Europe, Africa, and Asia was virtually submitted for arbitra- tion to Messrs. Percy R. Todd and Stuart P. Knott." The aims of the railroads serving the Gulf ports were fully devel- oped during the proceedings attending the so-called award of October 29, 1907. The reason why they granted import rates to traffic arriving at the Gulf ports from Europe, Asia, and Africa was to place'themselves on a competitive basis with reference to the North Atlantic ports. They pleaded for class rate differentials which would establish their import class rates to Chicago below the westbound rates of Baltimore by the following amounts : Class 1 2 3 4 5 6 Cents per 100 pounds 17 14 12 8 7 6 and for a commodity rate differentials of 5 cents below Baltimore rates. They based their claims largely on the ground of higher ocean freight rates to Gulf than to North Atlantic ports; longer ocean voyages to Gulf ports from Europe, Africa, and Asia; need of return traffic by both the ocean lines and the railroads serving the Gulf ports, the bulk of the cargo tonnage of the ocean lines being export traffic and of the Gulf rail lines export and domestic southbound traffic; less frequent and regular saihngs of steamship lines to the Gulf ports; occasional differences in marine insurance rates in favor of the North Atlantic ports; and inferior import freight handhng facilities at some of the Gulf ports. The North Atlantic railroad lines contended that irregularities resulting from higher ocean freights and ocean mileage should be adjusted entirely by the ocean steamship • Brief of Atlantic port lines addressed to Jlessrs. Todd and Knott. PREFERENTIAL TRANSPORTATION RATES. 99 lines, and they generally aimed to minimize the force of the Gulf lines' claims, but they granted the need of maintaining import rates at the Gulf ports to enable them to share in the import traffic moving from Europe, Africa, and Asia to the Central West. Indeed the bone of contention was whether the import rates of the Gulf ports applicable to this traffic should be fixed at the above-mentioned differentials below the westbound rates of Baltimore or at the Balti- more rate level. The latter plan was favored by the inland carriers serving the North Atlantic ports. The arbitrators in their award of October 29, 1907, decided that the import class rates from the Gulf ports to Chicago applicable to traffic arriving from Europe, Africa, or Asia should be fixed at the following differentials below the standard all-rail class rates from New York to Chicago : Class 1 2 3 4 5 6 Cents per 100 pounds 18 18 12 8 6 6 The differential rule announced for import commodity rates was as follows : (1) On commodities taking less than sixth-class rates, the sixth-class differential. (2) On commodities ta,king sixth-class or higher rates, the differential applying to the class rate nearest to such commodity rate will apply, except where the commodity rate is exactly intermediate between two classes, then the lower differential shall apply. These differentials were originally limited to Chicago and other points taking not less than 100 per cent of the New York-Chicago scale basis, and to Cincinnati, Indianapolis, and points on the Illinois Central Raiboad between Effingham, 111., and Indianapolis. In announcing these differentials the arbitrators made the following statement : We have had in mind from the memorandum submitted and under this proposed adjustment, that the rates from Atlantic porta on import traffic would, so far as prac- ticable, be made the same as the class and commodity rates applying from said ports on domestic traffic, and we further believe that it is very much in the public interest that this should be so. If, however, it is found necessary to establish a basis of all- rail import rates lower than the standard all-rail rates referred to herein, then the same differentials are to apply under such rates. Indeed the evidence throughout the proceedings discloses the dom- inant motive behind the Gulf import rates to be the establishment of a workable rate structiore with respect to the westbound rates apply- ing at the North Atlantic ports. The domestic rates of New York, and such limited number of import rates as were then in effect at New York were adopted as the basis for Gulf import rates in the award which was accepted by the carriers. These 1907 differentials were in effect until the 15 per cent rate advance of 1917, which was apphed on eastern or official territory without simultaneously increasing rates in southern territory, widened them as follows: Class 12 3 4 5 6 Cents per 100 pounds 29.2 28.7 19.5 13.2 10.5 9.7 The differentials were again widened as a result of General Order No. 28 of the Director General of Railroads, effective June 25, 1918, which originally ordered the cancellation of aU import rates, but was then changed so as to permit of the increase of Giilf import rates by 100 UNITED STATES TAEIFF COMMISSION. 25 per cent. The modification limited the disturbance of the port relationship but resulted in the following class differentials : Class 12 3 4 5 6 Oente per 100 pounds 36| 36 24| 16i 13 12 The understanding at the time was that the carriers would proceed to revise the Gulf import rates so as to conform to the estabhshed differential basis of 1907/ for it is obvious that the abandonment of this basis was but incidental to the application of general percentage increases designed to enhance railroad revenues. The class rates m effect from New York and the Gulf ports to the Central West on import traffic arriving from Europe and Africa before the general increase of August 26, 1920, are tabulated in Table No. 1. The im- port class rates from the Gulf ports again conformed to the following established differentials under the domestic westbound rates of New York: Class 1 2 3 4 5 6 Cents per 100 pounds 18 18 12 8 6 6 The rates on the typical commodities listed in Table No. 2 indicate that the import commodity rates of the Gulf ports were also revised in conformity with the standard differentials of 1907. When these import rates were increased in accordance with the Interstate Commerce Commission's general rate increase effective August 26, 1920, the established differentials were once more dis- rupted for revenue purposes. The application of the general per- centage increase plan, particularly the application of different per- centages, resulted in widening the import class rate differentials on traffic to Chicago to the following amounts : Class 12 3 4 5 6 Cents per 100 pounds 31 SOJ 21 14 11 lOJ The differentials governing import commodity rates on traffic coming from Europe and Africa were correspondingly widened. The present adjustment is artificial in that the abrupt change in differ- entials is not due to a change in competitive conditions but to the application of general percentage increases as a means of enhancing railroad revenues without protracted delay. GULF PORT EATES ON TRAFFIC RECEIVED FROM ASIA, AUSTRALIA, NEW ZEALAND, THE PHILIPPINE ISLANDS, CENTRAL AND SOUTH AMERICA. The above differentials apply only in case of traffic arriving from Europe and Africa. When first established they also governed the import rates from the Gulf ports to the Central West on Asiatic traffic, but Asia was later placed in the same category as Australia, New Zealand, and the Philippine Islands. An examination of Tables Nos. 1 and 2 will show that the import rates from Gulf ports to central western destinations on traffic received from these sections of the world are also fixed with reference to the domestic westbound rates from New York. Before the rate advance of August 26, 1920, the import rates from the Gulf ports on this traffic were fixed directly on the New York basis without the deductions of any differentials. The geographical distinction between ' Fifteenth section application No. 8443. FRBFEEENTIAL TEANSPORTATION RATES. 101 traffic received at the Gulf ports from these regions and that arriving from Europe and Africa is due in large part to the relative location of the Gulf and North Atlantic ports with reference to different foreign points of origin. The distance from Europe and Africa to the North Atlantic ports averages perhaps 50 per cent less than to the Gulf ports, a difference which has had an effect upon their rela- tive ocean-freight rates and an even greater effect upon the regularity and frequency of their steamship services. The distances from Wellington, New Zealand; Sidney, Australia; Yokohama, Japan; and Shanghai, China, via the Panama Canal on the contrary are 579 nautical miles shorter to New Orleans than to New York. In view of relative ocean rates, distances, and services, the Gulf ports were not considered to be entitled to a railroad import rate differential under the rates in effect on this traffic when shipped to the Central West from New York. The general percentage increase of August 26, 1920, however, has resulted in the import class rates from the Gulf ports to the Central West (see Table No. 1) on traffic received from Asia, Australia, New Zealand, and the Philippine Islands being generally below the New York'rates by the following amounts : Class 12 3 4 5 6 Cents per 100 pounds 1\ 6^ 5 3J 3 2J and the Gulf import commodity rates on traffic received from these regions, as charted in Table No. 2, are generally about 2 or 3 cents per 100 pounds below the domestic westbound rates of New York. The disruption of the former port relationship is, again, but the result of the commission's decision to enhance railroad revenues by means of general percentage rate increases. The import rates of the Gulf ports to the Central West on traffic originating in Central and South American countries were, until February 29, 1920, on still a different basis with respect to the rates in effect at the North Atlantic ports. They were generally the same as the domestic westbound rates from Baltimore. Effective on that date, however, the import class rates on much of the traffic received at the Gulf ports from Central and South America were put on the New York basis, for they were then included in the import tariff sections applicable to Asia, Australia, New Zealand, and the Philippine Islands. GULF POET EATES ON DEFINED TEAFFIC OEIGINATING IN OTHER COUNTRIES AND ON CERTAIN COMMODITIES RECEIVED FROM CEN- TRAL AND SOUTH AMERICA. A number of miscellaneous commodities received at the Gulf ports from Central and South America continue to be transported to cen- tral western destinations at import rates which before August 26,1 920, were fixed at the Baltimore rate basis, and since then at a somewhat lower level. These miscellaneous import rates also apply to the West Indies, Mexico, and to all "countries other than Europe, Asia, Africa, Australia, New Zealand, and the Philippine -Islands.'" The principal articles to which these import commodity rates apply are asphalt, nitrate of soda, mangle and mangrove bark, cocoa beans, B (Note Irom p. 11) Section No. 7 of Boyd's Import Freight Tariff No. 1017 (I. C. C. No. S.-1055) and supplements. 102 UNITED STATES TARIFF COMMISSION. cigars, cigarettes and tobacco, fruits of various kinds, cabinet woods, manganese ore, sisal or istle, fresh vegetables, and blackstrap molasses. Tbe import commodity rates at which this traffic moved to central western destinations from Gulf ports before August 26, 1920, were equal to the domestic westbound rates of Baltimore. This long- established general port relationship was disrupted when the general percentage rate advance of August 26, 1920, went into effect. At present the import commodity rates of the Gulf ports applicable to this traffic are below the Baltimore rates by varying amounts. NEW ORLEANS IMPORT RATES VIA ALL-WATER AND WATER -RAIL ROUTES. The Railroad Administration and later the War Department (Mis- sissippi-Warrior Service) published tariffs containing import rates via all-water or water and rail routes from New Orleans to various central western destinations." Rate table No. 1 readily permits of a comparison between these rates and the all-rail import rates which usually apply from, all Gulf ports — Galveston to Pensacola. They also conform to the usual Gulf import rate practice of distinguishing between traffic imported from different foreign countries. The all-water or water and rail rates are generally fixed with refer- ence to the all-rail rates currently in effect. The all-water im- port rates from New Orleans to Mississippi River points, such as Memphis, Cairo, and St. Louis, were established to be not less than 80 per cent of the all-rail import rates from Gulf ports to the same river destinations. The all-rail import class rates from New Orleans to St. Louis on traffic imported from Europe and Africa, in effect before the general advance of August 26, 1920, for example, and the corresponding all-water import rates were as follows : Class 1 2 3 4 5 6 All-rail rate 113^ 98 76 53^ 46i 38 All-water (80 per cent of all rail) 91 78^ 61 43 37 SOJ Difference 22^ 19^ 15 lOJ 9^ 7i Allowing for disposition of fractions, the all-water class rates from New Orleans to St. Louis were exactly 80 per cent of the all-rail im- port class rates. The water and rail import rates from New Orleans to points not located on the river were likewise made with reference to all-rail im- port rates. The general rule was that the rail and water rates were lower than the all-rail rates by amoimts not greater than the differ- ence between the all-water rate from New Orleans to the base or transshipment point on the Mississippi River and the all-rail rate from New Orleans to such river interchange point.^" The following table illustrates the established relationship of August 25, 1920, be- tween the water and rail class rates on European and African traffic from New Orleans to Chicago and the all-rail import class rates from Gulf ports to Chicago: Class 1 2 3 4 5 6 All-rail rate 94J 81 63 44* 39 3]i Water-rail rate 75i 65 .501 35^ 3] 25 Difference 19 16 i2i 9 8 C^ 9 Inland waterways, Mississippi-Warrior River Section, I. C. 0. No. 1-5-30-41. »o See 15th Sec, Application No. 4, New Orleans, Ija., Nov. 4, 1919. PEEFERENTIAL, TEANSPORTATIOTST RATES. 103 The water and rail import rates on European and African imports shipped via river to St. Louis and thence to Chicago by rail were 80 per cent of the all-rail import rates from Gulf ports to Chicago, and conform to the general basis that the difference between them shall be not greater than the difference between the all-water and all-rail import rates to St. Louis. On August 26, 1920, these all-water and water-rail import rates were increased by 25, 33J, or 35 per cent, according to the location of destinations, but as the all-rail rates were also advanced by applying these percentages, the established percentage relationships generally remained unchanged. The actual differences between all-rail and all-water or rail-water rates in cents per 100 pounds, however, is changed because the application of the same percentage increases to different rates automatically widens the difference" between them. The fixst-class all-water import rates from New Orleans to St. Louis on traffic imported from Europe and Africa, for example, was increased 33^ per cent or from 91 to 121J cents. The first-class all-rail import rate on such traffic from Gulf ports to St. Louis was also advanced 33 J per cent, or from 113^ to 151^ cents. The present all-water rate continues to be 80 per cent of the all-rail rate, but the actual difference between them is widened from 22^ to 30 cents. The fixing of the all-water and water-rail import rates from New Orleans to central western points with reference to the all-rail import rates applicable from Gulf ports means that they, too, are based fundamentally upon the westbound rates of New York or Baltimore. That they are lower than the all-rail import rates is in line with the quite common practice of fixing inland water rates at a lower level than all-rail rates. The domestic all-water and water- rail rates in effect from New Orleans are also lower than the domestic aU-rail rates and by substantially the same amounts. Examination of Tables 1 and 2 will show that the import rates from the Gulf ports to central western destinations quite generally conform to the New York or Baltimore rate basis referred to above, subject to the probably temporary discrepancies resulting from the horizontal rate advance of August, 1920. There is an apparent discrepancy in the rates to Cleveland and Pittsburgh, but it should be noted that the relatively high rates to these points are domestic rates, no import rates having been put into effect from the Gulf ports to points located in the eastern part of Central Freight Association territory. These domestic rates are higher than the domestic rates from New York or Baltimore to these points and are not made with a view to attaining port equahzation. The rates quoted from Key West in Table No. 2 are import rates, which are generally based upon the rates in effect from the Gulf ports or constructed by adding certain amounts to the Jacksonville, Fla., domestic rates. They are higher than the Gulf port rates because Key West usually has the advantage in inbound ocean rates. The establishing of Key West commodity import rates at differentials over Gulf port rates results in a measure of port and route equalization. Chapter IV. IMPORT RATES FROM SOUTH ATLANTIC PORTS TO CENTRAL WEST, The policy of adopting the westbound rates of the North Atlantic ports of the United States as the basis for the import rates at which imports are transported from rival ports to central western desti- nations has also been applied at Savannah, Ga. As in case of the import rates in effect at most of the Canadian ports and on traffic imported from various foreign countries at the Gulf ports, Baltimore is the basic or pivotal port upon which the westbound import rates of Savannah are based. The established purpose of the lines serving Savannah has, in the past, been to place Savannah exactly on the Baltimore basis so far as railroad rates on traffic imported from certain parts of the world and destined to specified central western points are concerned. This equalization of Savannah and Baltimore was the purpose of the import rates in effect at Savannah before the 5 and 15 per cent advance rate decisions of the Interstate Commerce Commission, and the general advance rate order of the Railroad Administration resulted in differentials below Baltimore. The following memo- randum to the Railroad Administration when a revision of the import rates of Savannah was undertaken in December 1919, is significant: The present import rates from South Atlantic ports to Ohio KivercrosKinesand points beyond were originally made with relation to the rates I'rom Baltimore, Ifd., I ut were not revised under the 5 or 15 per cent cases and were only increased 25 per cent under general order No. 28. The result is that the rates are now badly out of line with present rate? from Balrimore and other eastern ports and with the rates that have been authorized from Gulf ports * * *. It is our belief that they should be immediately revised so as not to be le3S than from Baltimore and in that way bring about a better parity between the eastern and Gulf porta on the one hand and the South -Atlantic port'^ on the other.' This suggestion was adopted with the result that, effective February 20, 1920, the import rates from Savannah to the Central West were raised so as to make them the same as the domestic westbound rates of Baltimore, thereby restoring the original basis. The general percentage rate increases of August 26, 1920, have again disturbed the established relationship of Savannah and Baltimore. The import class rates, former and present, to various destinations are shown in rate table No. 1 and some of the import commodity rates in rate table No. 2. The import rates applicable at Savannah are more restricted than those at the Gulf or Canadian ports.' The class and general com- iMemorandumin explanation of freight rate authority No 20008 of the director, division of traffic United States Railroad Administration. 2 Southern Ry. A. I. C. C. No. A-8842, A-8580, A-8969, and A-9010; Central of Georgia Ey. I. C C. No 2234 and 2235; the following additional tariffs were used to quote through and combination rates- W J Kelly's I. C. C. Nos. 851, 859, 867, and 941; E. B. Boyd's I. 0. C. Nos. A-846, A-1019, A-1025 A-1089 and' A-niO; J. H. Glenn's I. C. C. Nos. A-177, A-228, and A-241; F. L. Speiden's I. C. 0. Nos 310 and 393; A. P. Gilbert's I. C. C. Nos. 75, 78, 81, and 94; C, C, C. & St. L. Ry. I. C. C. No 7461- C M & St P E. B.; I. C. C. Nos. B-4170, and 4161. - ,^. ixl. ol oi. r. 104 PREFEKENTIAL TEAWSPOKTATION RATES. 105 modity rates apply only to traffic imported from Europe, Asia, and Africa; while the import rates on nitrate of soda apply on traffic imported from foreign countries, including the Canal Zfone, with the exception of Cuba, Porto Rico, the Philippine Islands, Europe, Asia, and Africa. Destinations, moreover, are limited to specified points. The import tariff of the Southern Railway, for example, is limited to Belleville, 111., Bloomfield, Ind., Bloomington, Ind., Brown (Edwards County), lU., Coss (Sullivan County), Ind., Centralia, 111., Chicago, ill., Cincinnati, Ohio, East St. Louis, 111., Evansville, Ind., Indian- apolis, Ind., Linton, Ind., Louisville, Ky., St. Louis, Mo., Switz City and Victoria, Ind. While domestic rates between South Atlantic ports and Ohio River crossings and points beyond are generally blanketed at all the South Atlantic ports from Charleston to Jacksonville, it appears that import rates applicable at Savannah represent practically all the through import rates to central western destinations in eilect from South Atlantic ports. As in case of the rates to central western points from Gulf ports, those from Savannah, fisted in Tables 1 and 2, to Cleveland and Pittsburgh are out of line with the rates to these points from the North Atlantic seaboard, and it should be noted that the rates to these points are domestic, not import, rates. The import rates from Savannah to the other central points included in Tables 1 and 2 are clearly made with reference to the westbound rates of Baltimore and conform to the general policy of establishing rates for purposes of port and route equalization. Chapter V. IMPORT RATES FROM PACIFIC COAST PORTS TO THE CENTRAL WEST. The primary motive of the transcontinental railroads in establish- ing import rates at the Pacific coast ports, as was also the case of carriers in fixing import rates at the other seaboards, was the equaliza- tion of these ports in so far as they compete with each other and with the ports of the Atlantic and Gulf seaboards. Just as import rates to the Central West are generally the same from all the Gulf ports — Pensacola to Galveston — so the special import commodity rates to the Central West and East from the Pacific Coast ports are uniform for all Pacific ports from San Diego, Calif., to Prince Rupert, B. C.^ This imiformity was one of the purposes recommended by the director, division of traffic, when import rates were reestablished at the Pacific ports in 1918. On November, 1918, he made the following statement: The only thina; on which uniformity seems impracticable is dockage and wharfage and those are to be borne by the steamship companies and will not need to be shown in the railroad tariffs. As a matter of fact the difference in these dockage and wharfage charges is of comparatively little importance in determining which port Ijoats will uee, because there are other port charges and regulations which about oi'fset differences; for example, at San Francisco the wharfage charge is low, but the pilotage and other port charges are higher than on Puget Sound. Effort should be made, however, to have the total of port charges which ships must bear practically the same at all com- peting Pacific ports, but consideration should not delay the adjustment of the rail- Toads' part.^ These special import commodity rates, moreover, were tmtil recently blanketed to practically all points east of Colorado, Wyo- ming, New Mexico, and the Dakotas, and including sonae points located in these States. Some of them are still blanketed to all destina- tions as defined above, but others are lower to Chicago territory and points located farther west than to destinations located east of Chicago territory. They apply only to traffic imported from Asia, the Philippine Islands, Australia, New Zealand, and the Fiji Islands; and when specifically shown in individual rate items from other oceanic islands. Central and South America, Mexico, and " the Hawaiian Islands. In so far as traffic imported from these regions is not covered by special import commodity rates, it is carried at the domestic east- bound rates in effect at the Northern and Southern Pacific terminals, respectively, except that such domestic rates apply from shipside and are blanketed as follows : Those of Seattle apply also at Everett, Portland, Astoria, Vancouver, Victoria, and Prince Rupert; and those of San Francisco apply also at Oakland, Richmond, Port Costa, San Pedro, East San Pedro, Wilmington, Long Beach, Redondo Beach, and San Diego.' The domestic class rates of Seattle and San Francisco when appHed to import traffic are not blanketed to all destinations, but vary according to their location in nine zones known 1 Trans-Continental Freiglit Bureau, F-ast-Bound Import Tariff, I. C. C. Nos. 1075 and 1081 ' Memorandum of Nov. H, 191S, director division of trafTie, United States Railroad Administration. 3 Trans-Contmental Freight Bureau, East-Bound Tariff No. 2-0, I. C. C. No. 1069- Eastboimd Tariff No. 3-N, I. C. C. No. 1065. 106 Chapter V. IMPORT RATES FROM PACIFIC COAST PORTS TO THE CENTRAL WEST. The primary motive of the transcontinental railroads in establish- ing import rates at the Pacific coast ports, as was also the case of carriers in fixing import rates at the other seaboards, was the equaliza- tion of these ports in so far as they compete with each other and with the ports of the Atlantic and Gulf seaboards. Just as import rates to the Central West are generally the same from all the Gulf ports — Pensacola to Galveston — so the special import commodity rates to the Central West and East from the Pacific Coast ports are uniform for all Pacific ports from San Diego, Calif., to Prince Rupert, B. C.^ This uniformity was one of the purposes recommended by the director, division of traffic, when import rates were reestablished at the Pacific ports in 1918. On November, 1918, he made the following statement: The only thina; on which uniformity seems impracticable is dockage and -wharfage and tho;-e are to be borne by the steamship companies and will not need to be shown in the railroad tariffs. As a matter of fact the difference in these dockage and wharfage charges is of comparatively little importance in determining which port boats will ui-e, because there are other port charges and regulations which about o If set differences; tor example, at San Francisco the wharfage charge is low, but the pilotage and other port charges are higher than on Puget Sound. Effort should be made, however, to have the total of port charges which ships must bear practically the same at all com- peting Pacific ports, but consideration should not delay the adjustment of the rail- roads' part.^ These special import commodity rates, moreover, were until recently blanketed to practically all points east of Colorado, Wyo- ming, New Mexico, and the Dakotas, and including some points located in these States. Some of them are still blanketed to all destina- tions as defined above, but others are lower to Chicago territory and points located farther west than to destinations located east of Chicago territory. They apply only to traffic imported from Asia, the Philippine Islands, Australia, New Zealand, and the Fiji Islands; and when specifically shown in individual rate items from other oceanic islands. Central and South America, Mexico, and 'the Hawaiian Islands. In so far as traffic imported from these regions is not covered by special import commodity rates, it is carried at the domestic east- bound rates in effect at the Northern and Southern Pacific terminals, respectively, except that such domestic rates apply from shipside and are blanketed as follows : Those of Seattle apply also at Everett, Portland, Astoria, Vancouver, Victoria, and Prince Rupert; and those of San Francisco apply also at Oakland, Richmond, Port Costa, San Pedro, East San Pedro, Wilmington, Long Beach, Redondo Beach, and San Diego .^ The domestic class rates of Seattle and San Francisco when applied to import traffic are not blanketed to all destinations, but vary according to their location in nine zones known 1 Trans-Continental FreiEht Bureau, East-Bound Import Tariff, I. C. C. Nos 1075 and 1081 2 Memorandum of Nov. 11, 19lh, director division of traffic, United States Railroad Administration 2 Trans-Continental Freight Bureau, East-Bound Tariff No. 2-0, I. C. C. No 1069- Faithnmiri TorifT No. 3-N, I. C. C. No. 1065. ' ■^'^^'^Doima lariiT 106 PREFERENTIAL TRANSPORTATION RATES. 107 as groups A, B, C, D, E, F, G, H, and J. Domestic commodity rates are in some instances blanketed to all destinations as defined above in connection with special import commodity rates, while in others they are graded according to the usual nine zones or are blanketed only in part. The important commodities imported from foreign countries of the Pacific ocean for distribution to the Central West and East via the Pacific coast ports of the United States and Canada are covered by special import commodity rates, many of which are substantially lower than the domestic rates of Seattle or San Francisco. These special commodity rates are primarily designed to enable the Pacific ports and transcontinental railroads to compete with the Atlantic and GuK ports and the inland carriers serving these rival ports. Examination of rate Tabltj No. 3, which contains some of the com- modities covered by special import commodity rates at the Pacific ports, indicates that they are considerably higher than the rates at which such imports are carried to the Central West from the Atlantic or Gulf ports. They do not equalize the Pacific ports with their Atlantic and Guh rivals so far as inland rates only are concerned; such equalization is not necessary because the ocean freights from the foreign countries in question to the Pacific coast ports are usually lower than those from the same countries to eastern ports. The import commodity rates of the transcontinental railroads tend to equalize the through charges — rail and ocean — although the result- ing port relationships are not exact. No established differentials are applied. In a way, however, the domestic westbound rates of the North Atlantic ports are recognized as basic or pivotal. Eatb Table No. 3. Railroad rates on imported traffic from competitive North Ainerican ports to central western destinations. [All-rail rates in cents per 100 pounds.] To Cincinnati. To Chicago. From— Present rates.* Former rates.' Present rates.' Former rates.' Less than car load. Car load. Less than car load. Car load. Less than car load. Car load. Less than car load. Car load. BUELAP, GUNNY, OE JUTE BAGGrNG. New York 91i 91 1 89i SSi 87i 88i 78 49 41J 8 420 37 39i 39J 100 65i 65i 63i 62i 62i 63i 62J 39 33 '315 32i 32i 30i 2% 36 37 29i 31i 31 J 75 lOS 105 103 102 101 lOlJ 96 60 62 2 408i 52i 52i 49i 59 60 46 42 42 100 75 75 73 72 72 73 72 45 39 '306i 37i Boston. 37i 354 "Rflltimnrp 34i 42 Halifax ; 43 Savannah^... 34^ New Orleans: Applicable only on traf- fic imported from Asia, Australia, New Zea- land, Central America, South America, and Philippine Islands Applicable only on traf- fic imported from Eu- rope and Africa Pacific coast ports ' 3U 31i .75 See page 112 for footnotes to this table. 106 UNITED STATES TARIFF COMMISSION. Rate Table No. 3 — Continued. Riilroad rates on imported traffic from competitive North American ports to central western destinations — Continued. [All-rail rates in cents per 100 pounds.] From- To Cincinnati. Present rates. * Former rates. Less than car load. TIN— IN BARS, BLOCKS, PIGS, OR SLABS. New York Bof^-ton Philadelphia Baltimore Montreal Halifax Savannah i New Orleans: Applicable only on traf- fic imported from Asia, Australia, New Zea- land, Central America, South America, and Philippine Islands Applicable only on traf- fic imported from Eu- rope and Africa Pacific coast ports ^ WOOL, IN GREASE. New York Boston '.'.'.','.'.'. Philadelphia Baltimore Montreal Hahfax .'.'.'.....'. Savannah i '.'.'.'...' New Orleans: Applicable only on traffic imported from Asia, Austraha, New Zea- land Central America South America, and PhiUppine Islands Applicable only on traffic imported from Europe and Africa Pacific coast ports 3 HIDES, GREEN OH GREEN SALTED, m BUNDLES OR BARRELS — CATTLE OR HORSE. New York Boston ] ] ' ] Philadelphia Baltimore Montreal '.\\ Hahfax Savamiah i N«w Orleans: Applicable only on traffic imported from Asia, Austraha, New Zea- land, Central America South America, and Philippine Islands Applicable only on traffic imported from Europe and Africa Pacific coast ports ^ Car load. Less than car load. 91J 91,',- K9.'. 67 S505i 4.5 4.5 43 42 40J i^ 31i 39i 32 100 Car load. 6:jl 62.", 62,1 (iV. 62 1 65J 53J 1379 120i 91+ 86 120§ 91+ 86 114+ •S9i 80 112* 88+ 78 109 87+ 78 no 88+ 79 OVi 78 78 107J 82 86 85 67 68 16bi 166+ 125 63+ 54+ 45+ 63+ 54+ 45+ 61+ 52+ 43+ bU+ 51+ 42+ 59+ 50+ 42+ 60+ 51+ 43+ W4 46 42+ 57 49 45+ 47 41i 37+ 166i 146+ 125 32 32 30 29 29 30 29 31+ 75 65+ 65+ 63+ 62+ 62+ 63+ 62+ 65+ 53+ 125 To Chicago. Present rates.'' Former rates.' Less than car load. .33- 110 105 105 103 102 101 101+ 100 138+ 138+ 132+ 130+ 127+ 128+ 121+ Car load. 108 166+ 39 73+ 63 39 734 63 3V 71+ 61 36 70+ 60 36 69+ 59 3V 70+ 60 36 66 56 See page 112 for footnotes to this table. 70 59+ 166+ 51 61 49 48+ 47' 48 44+ 48+ 105 105 103 102 101 101+ 100 84 166+ 52 125 Less than car load. 75 7.0 73 72 72 73 72 63 3 369 93 91 91 92 91 99 81 125 52+ 44+ 125 Car load. 36+ 36+ 34+ 33+ 33+ 34+ 33+ 36+ 30+ 75 75 75 73 72 72 73 72 63 125 52+ 45 52+ 45 60+ 43 49+ 42 49+ 42 50+ 43 49+ 42 45 39 110 PEEFEEENTIAL TRANSPORTATION RATES. Rate Table No. 3 — Continued. 109 Railroad rates on imported traffic from competitive North American ports to central western destinations — Continued. [All-rail rates in cents per 100 pounds.] To Cincinnati. Present rates.^i Former rates. = Less than car load. Car load. Less than car load. Car load. To Chicago. Present rates.' Former rates. « Less than car load. Car load. Less than car load. FANSj PALM LEAF OR PAPER, IN PACKAGES. New York Boston Philadelphia Baltimore Montreal Halifax Savannah ^ New Orleans: Applicable only on traffic imported from Asia, Austraha, New Zea- land, Central America, South America, and Philippine Islands Applicable only on traffic imported from Europe and Africa Pacific coast ports 2 OILS, COCONTJT, COPKA, PALM KERNEL, PALM. New York Boston Philadelphia Baltimore Montreal HaUfax Savannah 1 New Orleans: Applicable only on traffic imported from Asia. Australia, New Zea- land, Central America, South America, and Phihppine Islands Applicable only on traffic imported from Europe and Africa^ Pacific coast ports ^ SUGIR, UNREFINED. New York 3 Bostons Philadelphia 3 Baltimore 3 Montreal 2 , Halifax^ , Savannah 12 New Orleans: Applicable only on traffic imported from Asia, Australia, New Zea- land, Centra] America, South America, and Phihppine Islands Applicable only on traffic imported from Europe and Africa 2 Pacific coast ports 2 205i 20oi 196| 193i 189 190* 169" 184 150 333i 731 73 i 71', 7nJ 70" 71 62; 6SJ 54 358J 205i 205i 196i 193j 189 190i 169 1.50 333J .54-;. 54-', .52'. 51.', .50', 5U 45 37J 54J 54i 52i 51i 50i 5U 45 49 411 <116i 147 147 138 135 135 136J 135 120 250 52i .52i 51 50 50 51 50 52i 43 269 147 147 138 135 135 136J 135 147 120 250 39 39 37 36 36 37 36 30 264 90 39 39 37 36 36 37 36 33 <87.} 236i 236i 227i 224i 220 221i 208 189 333i 84 84 82 81i 81 81i 76i 67J 345.5 236i 236J 227i 224i 220 221i 208 189 333i 61 60 59 60 56 45§ 42 105 61 60 59 60 56 60 52 ill6i 169 169 160 1.57 157 158i 157 169 142 250 58i 57i 57S 58i 57| 501 259 See page 112 for footnotes to this table. 110 UNITED STATES TARIFF COMMISSION. Rate Table No. 3 — Continued. Railroad rates on imported traffic from competitive North American ports to central western destinations— Continued. [All-rail rates in cents per 100 pounds.) From- To Cincinnati. Present rates.' Less than car load. Car Ijad. Former rates." Less than car load. Car load. To Chicago. Present rates.' Less than car load. Car load. Former rates.^ than car load. RUBBER, CRUDE, IN PACKAGES. New York Boston Philadelphia Baltimore Atontreal Hahfax Savannah i New Orleans: Apphcable only on traflfic imported from .4sia, .Sustralia, New Zea- land, Central America, South America, and Phihppine Islands Applicable only on traffic imported from Europe and Africa Pacific coast ports ' MATTIXG, IN BALES, BOXES, BUNDLES, OR ROLL.S. New York Boston Philadelphia Baltimore Montreal Halifax Savannah i New Orleans: AppUcahlc only on traffic imported from Asia, Austraha, New Zea- land, Central America, South America, and PhlUppine Islandii Applicable only on trafBc imported from Europe and Africa Pacific coast ports 2 CAMPHOR, CRUDE, IN PACK.VGES. New York Boston Philadelphia Baltimore Montreal Hahfax Savannah ' New, Orleans: Applicable only on traffic imported from Asia, Austraha, New Zea- land, Central America, South America, and PliiUppine Islands Apphcable only on traffic imported from Europe and Africa Pacific coast ports 2 120i 120J 114i U2i 103 110 97i lOTJ So 300 137 1.37 1.31 129 123 127 1121 122J 100 260J 137 137 131 129 12(j 127 112* 100 26GJ 63i 63i 6H- 60i 59t 60i 53 47 133i 63§ 63i fiU 60| o9J 60* 57 47 200 91 5 HU S9'.- S7J s4 78 82 07 200 6? 225 92 90 90 91 90 98 SO 200 92 90 90 91 90 98 SO 200 45J 45i 43i 42i 42i 43J 42J 45i 37* 100" 45i 45i 435 42J 42* 43i 424 45J 37i" 150 65i 6oj 63i 62* 62* 63i 62* 65J 53i 150 138i 13Si 132J 130i 127i 128* 121 1 132 lOS 225 157* 157i ISIJ 149i 146i 147* i39i 150 126 266* 157i 157 J 151* Itti 146* 147i ]39i 126 225 7,3i 734 71i 70J 69J 70i 66 59i 100 73i 73i 71i 70* 69j 70§ 66 70 59§ 200 105 105 103 102 101 lOli 100 81 170 99 99 93 91 91 92 91 81 225 112J 112| 106i 104i 1044 105i 104i 112J 94i 200 112i 112* 106i 104i lOli 105i lOlJ 94i 200 See page 112 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. Ill Rate Table No. 3 — Continued. Railroad rates on imported traffia from, compstitive North American ports to central western destinations — Continued. [All-rail rates in cents per 100 pounds.] To Cincinnati. To Chicago. Present rates, s Former rates. > Present rates. s Former rates. ' From— Less than car load. Car load. Less than car load. Car load. Less than car load. Car load. Less than car load. Car load. - BAMBOO AND KATTAK. New York 137 137 131 91J 91i 89i 98 98 92 65i 65i 63i 157i 157i 151i 105 105 103 112J 112i 106i 75 Boston 75 Philadelphia 73 Baltimore 129 126 127 112i 88i 87§ 88J 78 90 90 91 90 62i 62i 63J 62J 149i 146J 147i 139J 102 101 lOlJ 96 104i 104i 105i 1044 72 Montreal 72 Hahfax 73. Savannah ^ 72 New Orleans: AppUcable only on traffic imported from Asia, AustraUa, New Zea- land, Central America, South America, and Philippine Islands 122i S2 98 65i 150 100 112i 75 AppUcable only on traffic imported from Europe and Africa 100 266i 67 200 80 200 53i 150 126 266i 84 180 94i 200 63 Pacific coast ports 2 150 COPRA, CAKE, AND MEAL. New York 91i 91i 89i 884 87i 88i 78 45J 45J 43J 42J 41i 42i 37 6S§ 65J 63i 62§ 62i 63i 62* 32i 32i 30i 29i 29i 30i 29J 105 105 103 102 101 lOli 96 62J 52J 50| 49i 48i 49i 46 75 75 73 72 72 73 72 374 Boston 374 Philariplphia 354 Baltimore 344 Montreal. 344 Halifax 354 Savannah 1 _ . 344 New Orleans: Applicable only on traffic imported from Asia, Australia, New Zea- land, Central America, South America, and PhiMppine Islands AppUcable only on traffic 82 40J 65i 32i 100 60 75 374 imported from Europe and Africa 67 '300 33 113§ 53i 2 225 26i 85 84 3 292 42 100 63 1219 314 Pacific coast ports 2 85 HEMP FIBER, IN PRESSED BALES. 91i 91i m m 87i 88i 78 54J 54i 52i 51i 50i 51i 45 65i 65i 63i 62i 62i 63i 62i 39 39 37 36 36 37 36 105 105 103 102 101 ■ lOlJ 96 63 63 61 60 59 60 56 75 75 73 72 72 73 72 45 Boston 45 Philadelphia 43 Baltimore 42 Montreal 42 Halifax 43 Savarmah 1 42 New Orleans: AppUcable only ontrafflc imported from Asia, Australia, New Zea- land, Central America, South America, and Philippine Islands AppUcable only ontrafflc 82 49 65J 39 100 ■ 60 75 45 imported from Europe and Africa 67 asOSJ 41i 100 53i '379 33 73 84 3 492 52 85 63 ■369 39 Paclflc coast ports « 75 See 'page 112 for footnotes to this table. 312 UNITED STATES TARIFF COMMISSION. Rate Table No. 3 — Continued. Railroad rates on imported traffic from competitive North American ports to central western destinations — Continued. [All-rail rates in cents per 100 pounds.] rrom- To Cincinnati. Present rates. s Less than car load. Car load. Former rates. Less than car load. Car load. To Chicago. Present rates. * Less than car load. Car load Former rates, f Less than car load. Car load. JUTE FIBER, IN PEE3SED BALES. New York Boston Philadelphia Baltimore Montreal HaUfax -Savannah i , New Orleans: 2 Applicable only on traffic imported from Asia, Australia, New Zea- land, Central America, South America, and Philippine Islands Apphcable only on traffic imported from Europe and Africa -Pacific coast ports ' 63i 63J 61J 60i 59J 60i 63 54i 54J 52i SIJ 60i 61i 45 45i 45i 43i 42i 42J 43i 42J 39 37 36 36 37 36 :DItY GOODS (COTTON PIECE GOODS) IN BALES OE BOXES. -New York Boston Philadelphia Baltimore Montreal Hahfax , Bavannah 1 New Orleans: 2 Applicable only on traffic imported from Asia, Austraha, New Zea- land, Central .A-merica, South America, and PhiUppine Islands Apphcable only on traffic imported from Europe and Africa Tacific coast ports ' 47 M20 102i 1024 97 95J 92J 93i 91i 72i 266J 41i 100 102i \o^ 97 95i 92J 93i 83 91i 72i 183J 37J >315 73 73 68 66J 66i 67^ 664 73 58 200 33 75 73i 73i nj 70i 69i 70| 59J = 408i 73 H7i 73 117i 68 112J 66;^ llOJ mi, 108i 6Vi 109 B«i 103i 73 112 58 92 137i 266i 63 63 61 60 69 60 66 60 52 85 117* 117i 112J llOi 108J 109 103i 112 92 17Si 52i 44i 3 306J 84 84 79 77i 77J 78i 77J 84 67i 200 52* 43 52+ 45 50+ 43 49* 42 49+ 42 60* 43 49i 42 39 75 84 79 77J 771 78J 84 67J 131i 1 When to Chicago via certain routes, rates apply on traffic imported from all foreign countries excent 'Sn'^ropl; A?ia?and°.Sricf ^" " '' ""*'' """^ *° Cincinnati, rafes apply only on triffi™ mporTed froS 2 Import rate. " Domestic and import rates the same. « -Apphcable only on shipments from Hawaii, Java, and Phihppine Islands sAs in eflect during year 1920, subsequent to Aug. 25. » ^Mauu!,. 6 As in effect Aug . 26, 1920. When the Pacific coast import commodity rates were revised in 1919 the Director General of Railroads gave as the reason the desire to more nearly equalize the shipping route via the Atlantic and Gull ports. Durmg the negotiations preceding such revision, the ettect of competition upon individual items imported through the Jr'acihc ports was frequently urged as valid reason for rate reductions or revision of regulations. The port commissioners of the port of Seattle, fo r example, in protesting against confining the practice of < Annual Report of Director General W. D. Hiues, Division of Traffic, 1919, p. 6. PREFERENTIAL TRANSPORTATION RATES. 113 absorbing handling charges only to traffic moving on through bills of lading referred especially to the Panama and Suez Canals as com- petitors of the Pacific coast ports and transcontinental railroads.^ Particular items referred to as illustrations were rubber which may be imported from the East Indies, via the Suez Canal; jute products in which case "it is touch and go whether this trade with India and the East Indies goes by way of the Suez Canal or by way of the Pacific to Pacific coast ports"; and oriental oils for which New York and New Orleans are bidding against the Pacific coast ports. The Seattle Chamber of Commerce similarly urged import rates for the purpose of retaining import trade gained during the war against the Atlantic and Gulf ports. " This competition in the import trade of Pacific countries is of long standing. When the transcontinental railroads first reached out for this traffic they found it in the hands of New York merchants. To obtain any part of it, it was necessary to meet freight rates then in ef- fect via the Suez Canal, the Cape of Good Hope, and the Isthmus of Panama. The old practice was to permit the steamship companies to quote through rates from oriental ports via the Pacific seaboard to central western and eastern destinations in the United States at whatever figure they found necessary to divert cargoes from com- petitive routes. At times the through ocean-rail rates from oriental ports to Chicago and New York were lower than the local steamship rates currently in effect to San Francisco, and the transcontinental railroads merely received an agreed percentage of whatever fluc- tuating through rates were charged.' Such absurdly low through ocean rail rates are no longer quoted via the Pacific ports, but the same competition of rates and ports plus the additional competition of the Panama Canal is primarily responsible for the railroad import rates now applicable from shipside at the Pacific coast ports. Sub- stantial quantities of import traffic now move from foreign countries of the Pacific Ocean via Pacific coast ports on combination freight rates consisting of current ocean freights to these ports plus the import rates of the transcontinental railroads from shipside to destination 5 Letter of Api-. 16, 1919, addressed to the Portland District Freight Traffic Committee. « J. D. Mansfield, letter dated June IS, 1910. 'J.. C. Stubbs, vice president, Southern Pacific, United States Industrial Commission, vol. 9, p. 761. 77036—22 8 Chapter VI. IMPORT RATES FROM GULF AND SOUTH ATLANTIC PORTS TO INTERIOR SOUTHERN DESTINATIONS. A very considerable number of import commodity rates have been established by southern railroads on imported traffic moving from Q\i]i and South Atlantic ports to interior points in southern territory. The dominant motive of port equalization, or the maintenance of established port relationships, is manifest throughout. Eelationships are quite generally established between the Gulf ports in so far as they compete with each other and between the South Atlantic ports in so far as they are competitors, and in some instances definite rela- tionships have been established between the Gulf and South Atlantic Eorts because at many interior southern points foreign products may e imported either by way of the Gulf or the South Atlantic seaboard. The principal commodities on which import commodity rates are {)ublished from Gulf ports to interior southern points are asphalt, ertilizer material, fuller's earth, gum chicle, cabinet woods, fruits, blackstrap molasses, manganese ore, pyrites, brimstone, nitrate of soda, and sugar.^ The import rates on a particular commodity tn a given southern destination are usually, although not invariably, the same from New Orleans, Gulfport, Mobile, and Pensacola. The need for such equalization is in fact the principal reason why these import rates are granted. The domestic rates from these Gulf ports to interior southern points are not uniform, because the extent to which the Gulf ports and the railroads serving them are competitors for domestic traffic is more largely dependent on local production. The import rates in effect at the Gulf ports^New Orleans to Pensa- cola — are in most instances based upon the lowest domestic rates in effect from any one of these ports. It was the general policy of the Railroad Administration to regard the port having the lowest do- mestic rate as the key or pivotal port and to apply such rates at the other ports as an import rate, and this policy was concurred in by the Interstate Commerce Commission for such lines as were not under Federal control. The following extract from section 15, application No. 8402, covering import rates on fertilizer materials, contains a formal statement of this general rule and is typical of most import commodity rates from Gulf ports to interior southern points : Your petitioner bases such request upon the followiAg facts which present all the circumstances and conditions relied upon by your petitioner in justification of the request herein made: Under general order No. 28 of the Director General, United States Railroad Administration, dated May 25, 1918, amended June 12, 1918, export ■ and import rates were to be canceled June 25, 1918, and domestic rates substituted. Subsequently, the Director General of Railroads, United States Railroad Adminis- tration, issued special instructions amending general order No. 28 in so far as export and import rates were concerned and provided that domestic rates be substituted for the export and import rates to and from pivotal or key ports and that the relationship existing between the various ports on June 24, 1918, be preserved. There was not sufficient time to revise all the tariffs in accordance with said instructions to become effective June 25, 1918, consequently the rates were plused 25 per cent, or by specific ^'S^ieden's^I.^C. C.Nos. 385-394; Florida East Coast Ey., 1. C. C. No. 464, LoulsviUe & Nashville 114 PREFEEKNTIAL TBANSPOETATION RATES. 115 amounta m accordance with the provisions of general order No. 28, and said rates are to be revised under said instructions by appljing the domestic rates to and from the pivotal or key port and preserve the relationship existing between the various ports on export and import traffic, and the proposed revision in this application is therefore, made necessary to place domestic rates on a parity with import rates that will be published. The result of the application of this rule is that the import rates on fertihzer material from New Orleans, Mobile, Gulfport, and Pensacola to Atlanta, Macon, Birmingham, Columbus, and Nashville, which are selected as typical southern destinations in rate table No. 4, are the same for all of these ports and are in each case equal to the domestic rate from Mobile, Ala. In some instances the general plan of applying the domestic rate of the key port as the import rate for the other Gulf ports is modified. The import rates from Gulf ports on nitrate of soda for use in powder manufacturing plants located at points shown in rate table No. 4 are complicated by the necessity of equalizing the rates to Tennessee powder plants. Those to Dossett and Marlow are based upon the import rate from Gulfport, Miss., other Gulf ports being given the sanie rate, and those to Jellico and Ooltewah were then, for com- petitive reasons, made the same as the rates to Dossett and Marlow. The former blanket rate of $4 and present rate of S5 per ton of 2,000 pounds consequently apply from all the Gulf ports^vTew Orleans to Pensacola — to all Tennessee points included in the table, except that the present rate to Ooltewah is lower than the uniform rate applicable to Jellico, Marlow, and Dossett, and it will be noted that the same uniform rates apply to these destinations from the South Atlantic ports — Charleston to Jacksonville. The import rates on asphalt from Gulf ports to southern points are generally the same as the domestic rates from Mobile, but the import tariffs contain various exceptions. Those to Jackson, Miss., for example, are the same as the domestic rates from New Orleans, and those to Tuscaloosa, Ala., were fixed at the same level as the import rates from New Orleans, Gulfport, and Mobile to Birmingham, Ala. Rate Table No. 4. Railroad rates on imported traffic from competitive Gulf and South Atlantic ports to interior points in southern territory. NITRATE OF SODA. [In cents per ton of 2,000 pounds.] From— Tolellico, Tenn. To Dossett, Tenn. To Marlow, Tenn. To Ooltewah, Tenn. Pres- ent.' For- mer.8 Pres- ent.' For- mer.a Pres- ent.' For- mer." Pres- ent.' For- nier.8 Charleston, S. C.i 500 600 500 500 500 500 500 500 1100 400 400 400 400 400 400 400 400 880 500 500 500 500 500 500 600 600 1062J 400 400 400 400 400 400 400 400 850 500 500 500 500 500 500 500 500 1062J 400 400 400 400 400 400 400 400 860 425 425 425 425 425 975 400 Savannah. Ga.i.. . 400 400 Jacksonville, Fla.^ 400 400 Mobile, Ala.'. 400 400 GuUport, Miss.i 400 Key west, Fla.i 780 For footnotes see page 117. 116 UNITED STATES TARIFF COMMISSION. Kate Table No. 4 — Continued. Railroad rates on imported traffic from competitive Gulf and South Atlantic ports to interior points in southern territory — Continued. FERTILIZER MATERIAL. Lin cents per ton of 2,000 pounds.] From— To Atlanta, Ga. To Macon, Ga. To Birming- ham, Ala. To Chatta- nooga, Tenn. Pres- ent.' For- mer.s Pres- ent.' For- mer.' Pres- ent.' For- mer." Pres- ent.' For- mer.8 Charleston, S. C.i MOO MOO MOO MOO 438 M38 M38 438 700 2 320 2 320 »320 2 320 350 = 350 2 350 360 560 338 338 338 338 450 M50 2 450 450 637i 2 270 8 270 2 270 2 270 360 2 360 2 360 360 510 425 425 425 425 326 2 325 2 325 325 762 J 340 340 340 340 260 2260 2 260 260 610 425 425 425 425 425 1426 2 460 425 860 340 Savannah, Ga.^. . . 340 340 Jacksonville, Fla.i 340 New Orleans, La.i 340 Mobile, Ala.. '340 '340 Gulfport, Miss.i 340 Key West, Fla.i 680 MANGANESE ORE. [In cents per 100 pounds except as otherwise stated.] Charleston, S. C2,. Savannah, Ga.2,.. Brunswick, Ga.2., Jacksonville, ria.2. New Orleans, La.2 Mobile, Ala .2 Pensacola, Fla.2, .. Gulfport, Miss.2... Key West, Fla.i... 44 35 42i 34 49 39 49 '3,550 '2,850 ' 3, 050 ' 2. 450 I, ' 338 1, <270 49 ' 3, 550 '2,860 '3,050 "2,450 1, < 338 l,<270 49 45i 36i 42i 34 49 39 49 50 40 49 40 I, <300 1,1240 50 44 36 44 35 1, < 300 1,1240 44 44 36 44 35 1 < 300 1,1240 44 50 40 50 40 I, < 300 1,1240 60 77i 62 741 59i 81 64i 81 PYRITES. [In cents per ton of 2,000 pounds.] Charleston, S. C.2.. Savannah, Ga.^ Brunswick, Ga.^... Jacksonville, Fla.^. Nev/ Orleans, La.i. Mohile, Ala.i Pensacola, Fla.i... Gulfport, Miss.i. .. Key West, Fla.i... 287i 230 237i 190 287i -230 312* 287i 230 237i 190 287i 230 312 287i 230 237i 190 287i 230 312 287* 230 237i 190 287i 230 312 325 260 450 360 250 200 350 325 260 2 450 2.360 250 200 350 325 260 2 4.50 2 360 250 200 350 326 260 450 360 250 200 360 687i 470 637i 430 587i 470 612i ASPHALT. [In cents per 100 pounds.] Charleston, S. C.2.. Savannah, Ga.2 Brunswick, Ga.2... Jacksonville, Fla.2. New Orleans, La.i. Mobile, Ala.2 Pensacola, Pla.2... Gulfport, Miss.2... Key West, Fla.i... 30 24 28 22i 34i 27i 34i 27J l°.l 16i 17i 14 34i 27| 34i 27J 20i 16i m 14 34i 27i 34| m 25 27 21i 34J 27i 34| 271 33 26i 2 36i 2 29 30 24 33 261 33 26i 33 26i 130 124 33 261 33 26i 33 26i 30 24 33 261 iti 29 36i 29 130 124 133 1261 63§ 50i 59 47 66i 53 66i 53 Pot footnotes see rext pa£e. PREFERENTIAL TRANSPORTATION KATES. Rate Table No. 4— Continued . 117 Railroad rates on irnported traffic from competitive Gulf and South Atlantic ports to interior points in southern territory — Continued. FULLER'S EARTH. [In cents per 100 pounds except as otherwise stated.] From— Charleston, S. C.^. Savannah, Ga.'... Brunswick, Ga.'.. Jacksonville, Fla.2 New Orleans, La.^ Mobile, Ala.i Pensacola, Fla.i. . . Gullport, Miss.!... Key West, Fla.'.. To Atlanta, Ga. Pres- ent.' 5 3, 700 » 3, 550 « 3, 550 •- 3, 800 24 24 24 72 42i For- mer.8 s 2, 950 6 2,850 6 2,850 5 3, 050 19 19 19 57i 34 To Macon, Ga. Pres- ent.' 5 3, 500 ' 3, 050 6 3, 050 5 3, 400 124 24 2 64J 72 41i For- mer.8 5 2,800 «2,450 s 2, 450 5 2, 700 119 19 2 51J 57i 33 To Birming- ham, Ala. Pres- ent.' 64J 64i 64i 64| 24 2 49 2 55 62J For- mer.' 51i 51i 5l| 51i 19 2 39 244 50 77 To Chatta- nooga, Tenn. Pres- ent.' 64i 64i 64i 64* 124 24 24 72 96i For- mer.' 511 SIJ 61i 61i 19 19 19 67i 77 MOLASSES, BLACK STRAP, IN TANK CARS. [In cents per 100 pounds.] Charleston, S. C.2 Savannah, Ga.2 Brunswick, Ga.2 JaclisonvLlle, Fla.2 New Orleans, La.2 Mobile, Ala.2 Pensacola, Fla.2 Gulfport, Miss.2 Key West, Fla. (when from Cuba) 37i 30 36i 29 47 37i 47 31i 25 30 24 47 37 r 47 31i 25 30 24 47 37, 47 39 31i 36i 29 47 37 47 50 40 50 40 40i 32. 50 44 35 44 36 344 27 ■ 44 44 35 44 35 34i 27 : 44 50 40 50 40 40i 32: 60 521 42 52i 42 52J 42 62i 37J 37i 37i 37i 40 36 35 40 42 1 Import rate. 3 Domestic rate applicable to import traffic. 8 In cents per car of 30,000 pounds. ^ In cents per ton of 2,240 pounds. 5 In cents per car of 36,000 pounds. « In cents per car of 40,000 pounds. ' .Vs in effect during year 1920, subsequent to Augast 25. 8 As in effect August 25, 1920. The import rates on fuller's earth ma}^ be cited as a further example of how the general plan was modified by the Railroad Administration to meet competitive conditions. Those to Atlanta, Ga., and IJir- mingham, Ala., were made by applying the domestic rate from New Orleans, but in the case of Athens the differential over Atlanta exist- ing on June 24, 1918, was continued from New Orleans, and the im- port rates from Mobile and Pensacola were adjusted accordingly. Those to Chattanooga, Tenn., and Macon, Ga., were made the same as the import rates to Atlanta; to Meridian, Miss., from Mobile the differential under Chattanooga existing on June 24, 1918, was con- tinued, and the import rates reestablished by the Railroad Adminis- tration from New Orleans were fixed at a differential of 2 cents over the import rate from Mobile, and to Natchez, Miss., the import rate on fuller's earth from New Orleans was fixed at the same differential under the import rate to Memphis as existed on June 24, 1918. One of the widest departures from the general plan obtains in the import trade in manganese ore. The import rates on manganese ore from the Gulf ports to iron manufacturing points in Alabama were originally made the same as the rates from Baltimore to Pittsburgh, and the Railroad Administration followed the original basis in revising the Gulf port rates. 118 UNITED STATES TARIFF COMMISSION. It is understood, of course, that these adjustments were changed, at least temporarily, by the general percentage rate advance of August 26, 1920, in so far as certain import rates from the Gulf ports — JNew Orleans to Pens acola— were not uniform. As the unport rates were blanketed at these ports in many instances, however, most of the established adjustments remain in effect. , i- , , On certain products import commodity rates have been established from Key West, Fla., to interior southern points. The usual plan is to fix them at differentials over the "Gulf port" or Jacksonville rates. Those on blackstrap molasses to points such as Atlanta, Augusta, Chattanooga, Dalton, Macon, and Rome were revised by the Railroad Administration by applying the 7-cent differential at Key West over Mobile, and the rates to other southern points were then adjusted with relation to the rates to one or another of these points. The import rates on fruits — oranges, limes, kumquats— from Key West to Lynchburg, Norfolk, and Richmond, and on pineapples to Alexandria, on the contrary, were continued on the basis of a 25 per cent advance over the rates in effect June 24, 1918, because they are used as basing rates on eastern traffic and were originally estab- lished to meet competition through the North Atlantic ports. Most of the import commodity rates in effect from South Atlantic ports to interior southern points were made either by generally apply- ing at all the ports from Charleston to Jacksonville the domestic rates of any one of these ports serving as a key port or by adjusting them with reference to the rates in effect from Gulf ports. The principal imported commodities moving from the South Atlantic ports — Charleston to Jacksonville — or from some of these ports to the interior southern points on import rates are fertilizer materials — nitrate of soda, brimstone, and manganese ore.^ The specific import commodity rates from Wilmington, N. C, to certain interior southern points on fertilizer material and pjrrites are related to the import or domestic rates in effect from the South Atlantic ports to the same destinations.^ To a number of points they are the same. The import rates from Norfolk to interior south- ern points on fertilizer material and pyrites were established either the same as or differentials higher than the rates from Wilmington, N. C.^ ' Memorandum of basis and explanation of changes proposed in general import tariff, Agent F. h. Spelden's Freight Tariff No. 78. * For tariff citations see note, p. 114. Chapter VII. EXPORT RATES FROM CENTRAL WEST TO THE NORTH ATLANTIC PORTS. The principle of port equalization which is the governing motive of railroad import rate structures in the United States is equally dominant in the establishment of export rates. The port relation- ships which have been created by means of export freight rates may be conveniently grouped as follows: (1) From the Central West to the North Atlantic ports; (2) from the Central West to the Gulf ports; (3) from the Central West to the South Atlantic ports; (4) from the Central West, East, and South to the Pacific ports; (5) from interior southern points to the Gulf and South Atlantic ports, and (6) from interior southern points to North Atlantic ports. EXPORT RATES FROM THE CENTRAL WEST TO NORFOLK, BALTIMORE, PHILADELPHIA, AND NEW YORK. In export as in import rate structures connecting the Central West with the various competitive seaboards, the North Atlantic ports have always been basic or pivotal. The export rates to other ports are in a large measure adjusted so as to enable the railroads serving them to share the export traffic of the Central West with the eastern trunk lines. Further analysis, moreover, makes it clear that as in the case of import rates, the rates in effect at New York, Philadel- phia, or Baltimore are applied as the basis for the export rates from the Central West to Boston, Portland, and eastern Canadian ports. The only export rates now in effect at the former on central western exports are those on grain and flour at New York, and on grain ^t Philadelphia; and the export rates to these ports in the past have, at most, included a limited list of commodities. Ordinarily they were limited to special export commodity rates on grain, grain products, flom-, agricultural implements, starch, corn sirup, and glucose, com sugar and grape sugar, pig iron, and steel rails. These ports are essentially pivotal in that the rates to other ports are adjusted with respect to their rates, and so long as this practice continues there is little need for export rates to the North Atlantic ports for purposes of port equalization. The rates charged before August 26, 1920, as well as those effective on and subsequent to that date are included. Aside from grain and flour export rates, export traffic moves from the Central West to New York on domestic class or domestic commodity rates. Those from Chicago and other points in 100 per cent territory are basic in that the rates from all other points in percentage territory, extending from 60 per cent at Pittsburgh to 120 per cent at Cairo, bear a definite percentage relationship to them. From central western points beyond percentage territory the rates to New York are usually a combination of the rates from 119 220 UNITED STATES TARIFF COMMISSION. pomts of shipment to Chicago, St. Louis, or other Mississippi Eiver crossings, plus the rate from such point to New York. J-he class rates applicable to both export and domestic traffic from Pittsburgn Cleveland, Cincinnati, Chicago, Louisville, St. Louis, St. Paul, and Kansas City to New York via all-rail, lake and rail or rail, lake and rail, and rail-ocean rates, in so far as these different routes are available to shippers at these points, are charted in rate Table No. 5. As in the westbound domestic and import trades, the rates on domestic and export traffic moving from the Central West to Phila- delphia and Baltimore are then fixed below the New York rates according to established eastbound port differentials. The necessity of establishing definite relationships between these ports in their domestic eastbound and export business is of long standing. An eastbound port differential agreement was entered into as early as 1869, and since then few rate adjustments have been the storm centers of more rate controversies. The eastbound port differentials have been changed at various times, but so essential is the maintenance of definite relationships between the North Atlantic ports that the Interstate Commerce Commission when applying its general per- centage rate advance policy, effective August 26, 1920, specifically authorized its modification to the extent of preserving the existing eastbound as well as westbound port differentials of the North Atlantic seaboard. Examination of the eastbound class rates tabulated in rate Table No. 5 will show that those to Philadelphia and Baltimore are made by applying the established port differentials which provide that class rates from percentage groups 66^ to 120 to Philadelphia shall be 2 cents per 100 pounds and to Baltimore 3 cents per 100 pounds less than the rates to New York. Since freight rates to the North Atlantic ports from central western points beyond percentage terri- tory are made by combination on Chicago or Mississippi River crossings, these same differentials also govern the class rates from St. Paul and Kansas City to Philadelphia and Baltimore. From percentage points east of 66^ per cent territory the usual Phila- delphia and Baltimore eastbound differentials below New York do not apply; instead scales of differentials varying for different classes and percentage groups are deducted from the New York rates. Eastbound class differentials from 60 per cent territory (see Pitts- burgh in Table No. 5), for example, place the class rates to Phila- delphia from 84 cents fu-st class to 3 cents sixth class below the New York rates; and to Baltimore the differentials vary for different 60 per cent points of origin, but in case of shipments from Pittsburgh range from 11 cents to 4 cents below the current rates to New York. Before the general rate advance of August 26, 1920, these Pittsburgh differentials of Philadelphia and Baltimore were somewhat narrower." a See note on page 15. PEEFERENTIAL TRANSPORTATION KATES. Rate Table No. 5. 121 R ■ilroad class rates on exported traffic to competitive Atlantic and Gulf classification unless otherwise stated) . [In cents per 100 pounds.] (official To- New York: AUraili Lake and rail or rail, lake, and rail i Rail and ocean ^ Boston: AUraU2 Lake and rail or rail, lake, and rail i Rail and ocean i Philadelphia: AUraili Lake and rail or rail, lake, and rail 1 Rail and ocean i Baltimore: AUraili Lake and rail or rail, lake, and rail 1 Rail and ocean i NorfoUc: All-rail Lake and rail or rail, lake, and rail Rail and 03ean Portland: Via Grand Trunk '>*.. AU-raU via other routes i Lake and rail or rail, lake, and rail' Rail and ocean (via other routes) i Rail and ocean (via Orand Triink)2 Montreal: AU-raU2 Lake and raU or rail, lake, and rail ^ Quebec: AUraU! Lake and raU or raU, lake, andraU2 HaUfax: AUrailz Lake and rail or rail, lake, and rail » St. Johns: AUraU! Lake and raU or rail, lake, and rail 2 Savannah: AU raU " New Orleans, Mobile, Gulf- port, and Pensacola, all raU; To foreign countries other than Europe and Africa 2 To Europe and Africa 1. Tampa and Port Tampa, Key West, aU rail to Cuba2 New Orleans, rail and water: To foreign countries other than Europe and Africa 1 To Europe and Africa 1. From Cleveland. Present rate." 105 112 115 112 102 110 109 101 109 P) 2 112 112 119 115 119 112 121 121 123 123 124 124 123 123 slOOi inei J93i 163J 163J 93 98i 9Si ion 9Si 96i 95J 95i 2 98i e) 2 9! 9! 104| lOU 104i 9s; 10s 106 108 108 109 109 108 108 594 94 '158i ' 133i ' 133i 70J 75 77 ^ 75" 66i 72 275 77i 80 75 80, SO S2 82 S3 S3 S2 82 S71i 71 i ' 132 119i I 110 ' 110 52J 4SJ 52i 54 52i 50i 4Si 50§ 49i 44 49J 2o2J (.') 2 52J 52i 66 64 56 62* 55^ o7J .07J 5Si 5Si 57i 57J 550 50 ' 102 '8fli '85i 244 45 47 47 49 49 50 60 49 49 S-12J -m '82' 7 68i '68J 35i 37 38J 37 33 35 34 31i 34 2 36i (') 2 36i 37 39 38, 39 37 39i 39J 41i m 42J 41J *li '35i 35-^ '72' 62* '60 '60 Former rate.12 1 2 3 4 5 80 m 531 37} 32 76 80 66J 70J 50i 53J 34i 371 30 32 80 70i 53* 371 32 82 80 72* 70i 65J 53i 381 371 33 32 78 68i 51i 351 30 73 78 64i 48i ili 321 351 28 30 77 67J SOh 341 29 72 77 63i 67i 47* 50i 311 34* 27 29 2 80 2 70i 2 53i 1371 i31§ 2 80 2 70i (=) 2 53i 1371 (=) 1 311 80 87 70J 76i 53i 58i 37* 411 32 35 82 72J 55i 381 33 87 76J 58J «i 35 80 70* 63 i 371 32 86 75 58i 39 33 86 75 " 56J 39 33 8S 77 5Si 41 35 88 77 58* 41 35 89 78 59* 42 36 89 78 59-i 42 36 88 77 58i 41 3o 88 8 80 77 = 70* 58^ 6 63i 41 6 371 36 = 32 80 '145 70J ' 119 ,53* '99' 371 '761 :ri '01* 132 114J S9i 66 561 'A22i ' 122J ' 100 '100 '821 '821 '64 '64 '511 '61* See page 129 tor footnotes to this table. 122 UNITED STATES TARIFF COMMISSIOK. Railroad Rate Table No. 5 — Continued. rates on exported traffic to competitive Atlantic and Gulf ports (official classification unless otherwise stated) — Continued. [In cents per 100 pounds.) To— From Pittsburgh. Present rate." Former rate." New York: AllraiJi Lake and rail or rail, lake, and rail Rail and ocean i Boston: All rail 2 Lake and rail or rail, lake, and rail Rail and ocean Philadelphia: AUraili Lake and rail or rail, lake, and rail Railandoceam Baltimore: All-rail 1 Lake and rail or rail, lake, and rail Rail and ocean ' Norfolk: AU-raUi Lake and rail or rail, lake, and rail Rail and ocean ' Portland; Via Grand Trunk 2,1. , . Ml-rail \ ia otlier routes^ Lake and rail or rail, lake and rail Rail and ocean via other routes 1 Rail and ocean via Crrand Trunk ^ Montreal: AUrail! Lake and rail or rail, lake, and rail Quebec: Allrail2 Lake and rail or rail, lake, and rail Halifax: Allrall' Lake and rail or rail, lake, and rail St. Johns: All rail" Lake and rail or rail, lake, and rail Savannah: All rail 1 New Orleans, Mobile, Gulf- port, and Pensacola, all rail: To foreign coimtries other than Europe and Africa" To Europe and Africa 1. Tampa and Port Tampa, Key West, all rail to Cuba' New Orleans, all water or ran and water: To foreign covmtries other than Etirope and Africa To Europe and Africa . . 94J (') 94i 94i (») 94i (■') 83J 83i m 117 9-ti lOli P) 101* 9^ 121 m 123 («) 124 (.') 123 (») 158i 193i 1931 263 83J (») 83i 83i (») 75 m 102 83* 89' m 89 83i 106 (") 108 (') 109 m 108 (') '133i ISSi '158i 217 m 63 63 m 63 60 60 77 63 67. (') 67 63 80 82 m 83 '12Si '132 '132 180 (») 44 44 (') 44 41J (■') 41J 40 52i « 44 48* m 44 55i 57§ m 67i m '116i '102 '102 140 m 38 38 3.5 33i (=) 33i (') 44 38 i 414 38 47 49 m 50 « 49 '82 '82 31i « 31i 31i (") 31i 284 (') 2KJ 27i ffl 27i 36i m 3dJ 31i 44 (=) 44 314 394 C) 414 m ■m 414 '764 674 m 674 674 m 674 6I4 6I4 S9i (») 594 834 (') S3. m 724 674 '72 '72 11441 994 (») ! m m m e) m '119 '145 '145 197 m 594 m 694 594 « 59§ 534 (') 534 514 C») 6I4 73 P) 591 B3J t») 634 594 75 m 77 « 78 77 « 100 '119 '119 163 « 45 p) 43 42 55 (=) uO 45 4S (=■) 48 45 564, « 584 5S m 584 '99 135 P) 314 (') 31J 314 m 314 294 m 294 284 m 2K4 374 P) 374 314 344 344 314 m 41 (') 42 m 41 « '874 '76* '764 m 27 m 27 27 « 27 m 25 31 .27 294 P) 294 27 33 P) 35 m 36 m 35 m '724 '614 '614 86 m See page 129 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. 123 Rate Table No. 5 — Continued. Railroad class rates on exported traffic to competitive Atlantic and Gulf ports {official classification unless otherwise stated) — Continued. [In cents per 100 pounds.] To- From Cincinnati. Present rate." Former rate. 15 New York: BAllraili lake and rail or rail, I. lake, and rail Rail and ocean i Boston: AIlrail2 Lake and rail or rail, lake, and rail Rail and ocean ' Philadelphia: All rail! Lake and rail or rail, lake, and rail Rail and ocean i Baltimore; All-raili Lake and raU or rail, lake, and rail Rail and ocean i Norfolk: AU-rani Lake and rail or rail, lake, and rail RaU and ocean i Portland: Via Grand Trunk M.. AU-rail via other routes ' Lake and rail or raU, lake, and rail Rail and ocean via other routes^ Rail and ocean via Grand Trunk' Montreal; AUrail! Lake and rail or rail, lake, and rail , Quebec: AllrbiP Lake and rail or rail, lake, and rail HaUfax: AUrail" , Lake and rail or rail, lake, and rail St. Johns: Allrail2 Lake and rail or rail, lake, and rail Savannah: All rail » New Orleans, Mobile, Gulf- port, Pensacola, and Gal- veston, all rail: To foreign countries other than Europe and Africa ' To Em-ope and Africa ■" Tampa and Port Tampa, Key West, all rail to Cubaa New Orleans, all water or rail and water: To foreign coiuitries other than Europe and Africa a To Europe and Africa i 137 m 137 137 135 134 134 137 144 m 144 137 135 W 137 « 138 m 137 (.') 119 128 '1.53 107i 132i 120i (') 120i 120J (=1 120J 118i 118J 117J ('■) 117J 117i (=) 117i 120i 126J C) 126J 120J 118i (') 120i « 1214 (?) 120J (') 104 113 '130 168 97i '114i 91J 91i 91J (') 91i 89 88 88 88 (=) 88 91i 9f' (') 9( 91i 89i m 91i 92i 91i m 78 8bi 'U4J 1301 71i '100 63i (») 63i 63i P) 63i 61i (=) 61§ C) 60J 60J (=) 60i 63i m 67J 63 61J (.') 63i m 64i m 63J 53 60 '34i 95i 49 '73 54i m Mi 54J (') 54J 52i (») 52i 51§ 51i 51J W 51i 54i, 57j m 57i 54J 52i (.') 54i m 554 544 (') 49 51i 42 'm 45i m 45i 451 (?) 45i 431 (') 431 42i m 421 421 C) 421 4Si 471 (') 471 461 m 45 (') 461 (=) 451 (') 37 421 '611 341 '53 98 (') 96 95 95 95 98 105 (») 105 98 96 (') 98 m 99 (») (') 95 1021 '1221 1541 m '106 « (') (') (') 83 83 92 (=) 92 86 84 m 86 (=) 87 (») 86 (') 901 '104 1341 78 '911 651 (') 651 651 (') 661 631 (") 631 621 621 621 621 651 701 C) 701 651 631 (') 651 (') 661 (') 621 681 '911 1041 57 'SO 461 (») 451 451 (') 461 431 (') 431 421 (') 421 421 451 491 (') 491 461 4! (') 461 (') 461 (') 451 (=) 421 48 '671 761 39 '6S4 P) 39 (=) 39 37 (') 37 (') 36 36 39 42 (') 42 37 (') 39 (') 40 (») 39 (') 36 41 '66 6^4 331 '471 See page 129 for footnotes to this table. 124 UNITED STATES TARIFF COMMISSION. Rate Table No. 5 — Continued. Railroad class rales on etpirted traffls on compstitive Atlantic and Gulf ports (official classification unless otherwise stated) — Continued. [In cents per 100 pounds.] To- From Chicago. Present rate." Former rate." New York: AUraili Lake and rail or rail, lake, and rail ^ Rail and ocean i Boston: All rail! Lake and rail or rail, lake, and rail ~ Rail and ocean ^ Philadelphia: AUraili Lake and rail or rail, lake, and rail i Railand oceani Baltimore : AU-raili Lake and rail or rail, lake, and rail' Railand ocean i Norfolk: AU-raili Lake and rail or rail, lake,andrail i Rail and ocean i Portland: Via Grand Trunk ','.. All-rail viaotherroutes ^ Lake and rail or rail, lake,andrail^< Rail and ocean via other routes 1 Rail and ocean via Grand Trunk 2 Montreal: All rails Lake and rail or rail, lake, and rail 2 Quebec: Allrail2 Lake and rail or rail, lake, and rail 2 Halifax: Allrail2 Lake and rail or rail, lake, and rail 2 St. Johns: AJlrail2 Lake and rail or rail, lake, and rail 2 .'Savannah; A]J rail 2, a New Orleans, Mobile, Gulf- port, Pensacola, and Gal- veston, all rail: To foreign countries other than Europe and Africa 2 To E urope and Africa w . Tampa and Port Tampa, Key West, all rail to Cuba! New Orleans, rail and water: To foreign countries other than Europe and Africa 2 To Europe and Africa 1. 157i 146i 157i 157i 146i 157i 155i I44J 155§ 154J 143i| 154J 154 J 1435 154J 157J 164J 146i 164;,; 157i i ir,r><, 144; 157i 146;. loSi 147J 157i 146J 150 138§ 130 138i 138i 130 138i 136i 128 136J 135 127 135 135 127 135 1381 144i 130 144J 138J 136J 128 138i 130 139i 131 1381 1.30 132 150 I 132 ' 183i ' 150 99i 105 105 105 103 97i 103 102 96i 102 96i 102 105 110 110 105 103 97^, 105 991 106 lOOJ 105 99: 100 100 125J 219JI 190i 148 i I 1221' 108 ; 82 ' l.J3i ' 124i I 103i 73i 69i 73i 73i 69i 73i 71i 67§ 714 70i 66J 70J 70i 70} 73i 77i 69i 77i 73} 714 671 73. 691 74; 701 73^ 69.'. 70" 108 591 63 69i 63 57J 61 561 60 60 66} 60 63 66 591 66 68 61 571 63 591 64 60J 63 691 60 60 '781 92} 57} 49i ' SO ' 65} 52} 49} 62} 62} 49} 521 60} 47} 571 49} 46} 49} 49} 46} 49} 62} 64} 49; 541 52} 501 471 62} 49} 53} 501 52} 49-', 50 112} 104} 112} 112} 104} 112} 110} 1021 110} 109} 101} 109} 109} 101} 109} 112} 119} 104} 119} 112} 110} 1021 112} 104J 113} 1051 1121 104.', 112' 112J 137} 77} iW 92 ' -Ml; I 115 93 99 99 93 99 97 91 97 96 90 105 93 105 99 97 91 99 93 100 94 99 ' 1121! 75 71 75 73 69 73 72 6^ 72 72 68 72 75 80 71 80 75 73 69 75 71 7fl 72 75 71 75 ' 94 143 111 81 ' 'J.iS Gi; mi See page 123 inr footnotes to this table. 52} 49} 52} 52} 49} 52} 50} 471 50} 46} 49} 49} 42} 45 45 42} 45 43 40} 43 39} 42 42 46} 49} Sfl} 42 52} 56} 45 48 491 421 56} 48 52} 45 60} 43 47} 40 52} 45 49} 42} 531 46 50} 43} 521 45 49J 52.; 42' 4.' 32} 72} 45 '.59 81 69} 43 60 37 '49 37} 35} 37} 37i 35} 37i 35} 35} 34} 321 34} 34} 32} 34} 37} 39} 35} 39} 37} 35} 33} 371 35} 38} 361 37} 35'. 37} 37} '61} 68 31 '421 PEEFEKENTIAL TEANSPORTATION RATES. Rate Table No. 5 — Continued. 125 Railroad class rates on exported traffic to competitive Atlantic and Gulf ports {official classification unless otherwise stated) — Continued. [In cents per 100 pounds.] From Louisville. To— New York: AUraili Lake and rail or rail, lake, and rail Rail and ocean i Boston: AUrail2 Lake and rail or rail, lake, and rail Rail and ocean i Philadelphia: AUraUi Lake and rail or rail, lake, and rail Rail and ocean i Baltimore: All-raili Lake and rail or rail, lake, and rail Rail and ocean i Norfolk; AU-raili Lake and rail or rail, lake, and rail Rail and ocean i Portland: Via Grand Trunk ^i < . . All-rail via other routes ' Lake and rail or rail, lake, and rail Rail and ocean via other routes ^ Rail and ocean via Grand Trunk 2 Montreal: AllraU' Lake and rail or rail, lake, and rail Quebec: AUraiP Lake and rail or rail, lake, and rail Halifax: AllraiP Lake and rail or rail, lake, and rail St. Johns: AUrail^ Lake and rail or rail, lake, and rail Savarmah: All rail 2 New Orleans, Mobile, Gulf- port, Pensacola, and (Jal- veston, all rail: To foreign countries other than Europe and Africa a ToEuropeand Africa ">. Tampa and Port Tampa, Key West, all rail to Cuba! New Orleans, all water or rail and v^ater: To foreign countries other than Europe and Africa' To Europe and Africa '. Present rate.^^ 157i (') lo7J 157i « 157i 155i m 155J 154J C=) 154i 134 m 134 157i 164i m 164i 1574 155J (?) 157i (») 158i P) 157i m 119 12s '140i 193 107i '120 138J P) 138J 13Si (') 13Si 136J (.') 136* (») 135 117J P) 117J 138i 144J C») 144i- 138!, 136i (») 138i (?) 139J m 1385 104 113 '117J 97J '102 105 (') J05 105 (=) 105 103 102 (') 88 105 110 m 110 105 103 « 105 (') 106 m 105 (=) 78 8.5J '102 1.30J 71* '87i 73i 73J 73i m 73J 71i (') 71i 70J (=) 70i 60J « 601 73i 77i « 77J 73J 71J (') 73i « 74i (?) 73J m 63 60 '78 96i 49 '67 63 (') 63 63 P) 61 60 (') 60 511 m 511 (») 66 63 61 63 (') 64 « 63 (') 45 51J '62J 42 '53 52J (>) 52i m 52i 511 (') 51i 49.} « 49; 42i (') 421 521 541 m 541 62: 511 P) 621 « 531 P) 521 (') 37 421 '5r B8 341 '47 Former rate. 12 1121 (') 1121 1121 « 1121 1101 C«) 1101 1091 P) 1091 P) 95 1121 1191 (') 1191 1121 llOJ (') 1121 P) 1131 « 1121 (') 95 102i 1121 154J '96 (') 99 (') 97 105 (») 105 99 97 (') 99 (') 100 « 99 (') 901 '94 134J 78 '81i 75 75 73 72 P) 72 621 C) 621 75 80 (>) 75 73 (') 75 W 76 P) 76 P) 621 681 '81i lOlJ 57 '70 62J (') 521 521 P) 521 501 P) 50J P) 491 421 421 521 561 P) 561 521 501 P) 521 P) 531 P) 521 P) 421 48 '621 761 '531 (') 45 45 P) 45 P) 43 42 P) 42 P) 36 45 48 P) 48 45 43 P) 45 P) 46 P) 45 P) 36 41 '50 651 331 '421 See page 129 for footnotes to this table. 126 UNITED STATES TABIFF COMMISSION. Rate Table No. 5 — Continued. Railroad class rates on exported traffic to competitive Atlantic and Gulf ports {official classification unless otherwise stated) — Continued. fin cents per 100 pounds.] To— From St. Louis. Present rate. " Former rate.'" New York: All rail ' Lake and rail or rail, lake, and rail i Rail and ocean ^ Boston: Allrail^ Lake and rail or rail, lake, and rail i Rail and ocean' Philadelphia: All rain Lake and rail or rail, lake, and rail i Rail and ocean i Baltimore: AU-raili -Lake and rail or rail, lake, and rail! RaU and ocean i Norfolk- All-rail' Lake and rail or rail, lake, and rail' Rail and ocean ' Portland: Via Grand Trunk «> < . . All-rail via other routes ' Lake and rail or rail, lake, and rail 2, < Rail and ocean via other routes ' Rail and ocean via Grand Trunk ' Montreal: AUrail2 Lake and rail or rail, lake, and rail 2 Quebec: AHrail! Lake and rail or raU, lake, and rail 2 HaUtax: AU rails Lake and rail or raU, lake, and rail 2 St. Johns: AUrail2 Lake and rail or rail, lake, and rail 2 Savannah: All ran 2 New Orleans, Mobile, Gulf- port, Pensacola, and Gal- veston, aU rail: To foreign countries other than Europe and Africa2 To Europe and Africa". Tampa and Port Tampa, Key West, all rail to Cuba 2 New Orleans, all water: To foreign countries other than Europe and Africa 2 To Europe and Africa '. 184 173 184 173 184 182 171 182 170 181 170 181 184 191 173 191 184 182 171 184 173 185 174 184 173 171i 136J '160 206 109i '120 162i 154 162} 162} 154 162J 160} 152 160J 169} 151 159} 159} 151 159} 162} 168} 154 162} 160} 152 162} 154 163} 155 162} 154 150} 120} '126} 179} '100 123 1171 123" 123 1175 123 115} 121 114} 120 120 114} 120 123 128 117} 128 123 121 115} 123 117} 124 118} 123 117} 113} 91} 108} 139} 73} 82 86 84 80 84 83 79 83 83 79 83 86 90 82 90 102 61} 73} 70 73} 73} 70 73} 71} 71} 70} 67 70} 70} 67 70} 73} 76} 70 76} 73} 71} 68 73} 70 74} 71 73} 70 66 54} '66i 87} 44 '53} 61} 59 61} 61} 59 61} 69} 57 59} 58} 56 68} 58} 56 58} 61} 63} 59 63} 61} 59} 57 61} 59 62} 60 61} 59 64} 45} '56 72} 36} '46} 131} 123} 131} 131} 123} 131} 129} 121} 129} 128} 120} 128} 128} 120} 128} 131} 138} 123} 138} 131} 116 110 116 116 no 116 108 114 107 113 113 107 113 116 122 110 122 116 129} 114 121} 108 131} 116 123} 110 132} 117 124} 111 131} 116 123} 128} 110 113 102} 112} 90} '94 154} 134} 82 '90 72} '75 82 85 88 86 68J '81} 104} 56 '65 61} 68J 61} 61} 61} 69} 66* 59| 58} 55} 68} .56} 58} 61} 65} 65} 61} 59} 56} 6ui 52} 50 62} 62} 60 52} 50} 48 50J 47 49} 49} 47 49} 62} 55} 50 55} 52} 60} 48 52} 68} 60 62} 53} 1 69} 51 61} 62} 58} 58} 50 49} 48 62} 41 '50 76} 65} 38} 50 33 '40 42 44 42 44 40 42 39 41 39 41 44 46 42 46 44 42 40 44 42 46 43 44 42 41 34 '44 54} 27} '36 See page 129 for footnotes to this table. PKEFEKBNTIAL TRANSPOKTATIOW EATES. Rate Table No. 5 — Continued. 127 Railroad class rates on exported traffic to competitive Atlantic and Oulf ports (official classification unless otherwise stated) — Continued. [In cents per 100 pounds.] To— From St. Paul.'. Present rate." 1 2 259 223 248 259 214J 223 259 223 248 259 214i 223 257 221 246 257 212J 221 266 220 245 256 211i 220 256 220 245 256 211J 220 259 266 223 229 248 214i 266 229 259 223 257 221 246 212i 259 223 248 214i 260 224 249 216J 259 223 248 251J 214J 214 ' 2284 ' ]85i ' 185i Former rate.^^ New York: Allraili Lake and rail or rail, lake, and rail ^ Rail and ocean i B oston: Ml rail' Lake and rail or rail, lake, and rail ^ Rail and ocean i Philadelphia: Allraili Lake and rail or rail, lake, and rail i Rail and ocean i Baltimore: AU-raili Lake and raU or rail, lake, and rail i Rail and ocean i Norfolk: All-raili Lake and rail or rail, lake, and rail Rail and ocean i Portland: Via Grand Trunk ''•<.. All-rail via other routes ' Lake and rail or rail, lake, and rail ^>* Rail and ocean via other routes i Rail and ocean via Grand Trunks Montreal: AUraU2 Lake and ran or rail, lake, and ran 2 Quebec: AUraiP Lake and ran or ran, lake, and raU2 Halifax: Allran^ Lake and rail or raU, lake, and raU ' St. Johns: AllraU^ Lake and ran or ran, lake, and ran 2 Savarmah: AUraU" New Orleans, Mobile, Gulf- port, Pensacola, and Gal- veston, all raU: To foreign countries other than Europe and Africa 2 ■ To Europe and Africa'. Tampa and" Port Tampa, Key West, all rail to Cuba2 New Orleans, rail and water: To foreiijn countricG other than Europe and ALfrica^ To Einope and Africa 2. 172J 167 172i 172i 167 172J 170i 165 170J 1694 164 169i 169i 164 169i 172i 1774 167 1771 172J 170J 165 172i 167 173i 168 172i 167 166 1454 ' 145J m '2014 I201J (') ' (') 113 J 117 1134 117 1154 1114 115J 1144 not 1144 1144 1104 1144 117 121 1134 121 117 1154 1114 117 1134 1184 1144 117 1134 1104 '1164 '11 (») 97 97 934 97 904 94 904 94 97 100 934 100 97 95 914 97 934 934 93 '90 '90 m ' 1614 ' 1274 ' 104 ' 79* 'IBlj' ' 1274 '104 '704 IS2 ' h2 (') 1T2 '72 1874 1794 1874 187J 1794 1874 1854 1774 1854 1844 1764 184J 1844 176: 184j 1874 194; 1794 1944 1874 1855- 1774 1874 1794 1884 I8O4 1874 1794 1874 '1714 '1714 m '151 'L=;i 1614 1554 I6I4 I6I4 1554 I6I4 1594 1534 1694 i5s; 152J 1584 158; 1521 1584 16U 1674 155J 167J I615 1694 1534 I6I4 1564 1624 1564 I6I4 1554 I6I4 '139 '139 (») 125 121 125 125 121 125 123 119 123 118 122 118 122 125 130 121 130 126 123 119 125 121 126 122 126 121 125 '109 '109 (») '874 '874 ' 121 ' 954 ' 121 ' 95J (.') '78 '78 70 671 70" 70 674 70 654 68 64i 67 67 644 67 70 73 674 73 70 70 674 71 684 70 674 684 '674 '674 '6U '6)4 (.') (') 159* ' 59.J '54 ' 5-1 See page 129 for footnotes to this table. 128 UNITED STATES TARIFF COMMISSION, Bate Table No. 5 — Continued. Railroad class rates on exported traffic to competitive Atlantic and Gulf ports (official classification unless otherwise stated) — Continued. [In cents per 100 pounds.] To— New York: Allraili Lake and rail or rail, lake, and rail ^ Rail and ocean i Boston: AUrafl! , Lake and rail or rail, lake, and rail ^ Rail and ocean i Philadelphia: Allraili Lake and rail or rail, lake, and rail i Rail and ocean i Baltimore: AU-raiP Lake and rail or rail, lake, and rail 1 Rail and ocean i Norfolk: AU-raili Lake and rail or rail, lake, and rail Rail and ocean i Portland: Via Grand Trunk =.<-.. All-rail via other routes ^ Lake and rail or rail, lake, and rail 1 Rail and ocean via other routes i Rail and ocean via Grand Trunk 2 Montreal: AUrail2 Lake and rail or rail, lake, and rail 2 Quebec; Allrail2 Lake and rail or rail, lake, and rail * Halifax: All rail' Lake and rail or rail, lake, and rail 2 St. Johns: Allrail' Lake and rail or rail, lake, andrail2 Savannah: All rail ' New Orleans, Mobile, Gulf- port, Pensacola, and Gai- veston, all rail: To foreign countries other than Europe and Africa^ To Europe and Africa *. Tampa and Port Tampa, Key West, all rail to Cuba2 From Kansas City.' Present rate.n 28Si 274i 285i 28oi 27li 285J 283J 272i 283J 282§ 271i 282J 282J 271j 282J 28.5i 292J 274J 292J 2S5J 283i 272.} 285i 274J 286i 2755 285i 274J 273 239 2304 239 230i 239 237 22Si 237 236 227J 236 227i 236 239 245 230i 245 239 237 228J 239 230i 240 231i 239 230i 227 I 192 7 158J ' 192 7 158J ISli 176 181i 181i 176 181i 179J 174 179i 178§ 173 178i 178i 173 178i 181J 186i 181§ 179i 174 181J 176 182i 177 18] i 176 173 See page 129 tor footnotes to this table. 128i 128i m 127i 123i 127J 123i 127i 126i 121i 125i 124J 120J 124J 124i 120i 124^ 127i 131 J 123J 131i 127i 125i 121i 127i 123J 128J 124 127i 123i 124 '100 MOO « 109 105i 109 105J 109 107 103i 107 102i 106 106 102J 106" 109 112 105i 112 109 107 103i 109 105i 110 106J 109 105i 103 '78i '78J m Former rate." '70 '70 m 206i 198i 206J 206i 198i 206i 204i 1964 2044 1954 2034 2034 1954 2034 2064 2134 2134 2064 2044 1964 2064 1984 2074 1994 2064 1984 '144 '144 (') 1724 166; 1724 1724 1664 1724 1704 1644 1704 1894 1634 1694 1694 1634 1694 1724 1784 1664 1784 1724 1704 16^ 1724 1664 1734 1674 1724 1664 1694 '119 '119 (•) 131J- 127),; 131. \ 1274 1314 1294 1264 12.^4 1284 1244 1284 1244 1284 1314 1364 1274 1364 1314 1294 1254 1314 1274 1324 1284 1314 1274 129 '964 '964 m 924 894 924 924 894 924 874 904 894 S6i 894 864 924 964 964 924 904 874 924 894 934 904 924 894 924 '75 '75 (') 79 76 79 79 764 79 744 77 76 734 76 734 76 764 82 79 77 74i 79 764 80 774 79 764 77 '69 '69 (•) PREFERENTIAL TRANSPORTATION RATES. B.ATB Table No. 5 — Continued. 129 Railroad class rates on exported traffic to competitive Atlantic and Gulf ports (official classification unless otherwise stated) — Continued. fin cents per 100 pounds.] From Kansas City.' To— Present rate.^i Former rate.^^ 1 2 3 4 5 6 1 2 3 4 5 6 NewOrleans.ra land water: To foreign countr es other than Europe U64t '164i ' 134* ' llOJ '87i '87i '68 '68 '61i '61J '123i '123i '101 ' 101 '83 '83 '65J '66J '51 '51 '48 To Europe and Africa 2 . M34J 'llOJ '46 1 Domestic rate. ' Export rate. ' No through rates. * Export rates to Portland do not apply via Baltimore & Ohio; Buffalo, Rochester & Pittsburgh: Cen- tral Ra Iroad of New -Tersey: Delaware & Hudson; Delaware, Lackawanna & Western: Erie (east); Lehigh Valley; Ma ne Central; New York Central (east); Pennsylvania R. R.; Western Maryland; West Shore. * Appl'ed to all foreign countr es except Mexico. Domestic rate appl'es to Mexico. « Combination rate, Pittsburgh to Key West, governed by official and Southern. ' Through rates; Southern classification governs. 8 Combination on Chicago or other points; governed by two or mora classifications. 9 Comb nation on St. Louis or other points; governed by two or more classiacations. 10 Domestic rates; not applicable to Galveston. " As in efleet during year 1920 subsequent to Aug. 25. n As in effect Aug. 25, 1920. The general eastbound commodity rate differentials from per- centage territory and central western points beyond to Philadelphia and Baltimore are the same as the eastbound class differentials from percentage groups 66^ to 120 per cent. Certain commodity rates, however, are determined in accordance with special port differentials which differ from those generally applied. The ex- port rates on grain to Philadelphia are 1 cent per 100 pounds be- low those to New York, and the corresponding Baltimore grain differential is IJ cents. The rates on flour to Philadelphia and Bal- timore are, respectively, 1 and 2 cents per 100 pounds under the special export rates in effect on flour to New York. The ex-Lake rates on grain to both Philadelphia and Baltimore from various reshipping points are, subject to certain exceptions, generally i cent per 100 pounds under the ex-Lake grain rates to New York; and special differentials also govern ex-Lake rates from various reshipping points on flour, grain products, flaxseed, and malt skim- mings. While the Baltimore and Philadelphia rates on grain and flour, referred to above, are certain differentials below the rates currently in effect to New York, Baltimore was regarded as the pivotal port when, this export rate adjustment was established by the Railroad Administration in December, 1919. The beginning point is the domestic rate to Baltimore, which appHes to both export and domes- tic grain." Then, in the case of export grain, the export rates to Philadelphia were arrived at by adding ^ cent per 100 pounds to the Baltimore domestic rate, and those to New York, Boston, East Boston, Providence, and South Providence by adding 1^ cents to the Baltimore domestic rate. The rates on export flour to Phila- a See note on page 15', 77036—22 Q 130 UNITED STATES TARIFF COMMISSION. delphia were made by adding 1 cent per 100 pounds to the Balti- more domestic rate, the resulting rate, however, applying both to export and domestic flour. Those to New York, Boston, East Bos- ton, Providence, and South Providence were determined by adding 2 cents per 100 pounds to the Baltimore domestic rates, the result- ing rates being special export rates applicable only on flour when exported abroad. *" A glance at rate tables No. 5 and No. 6 will show that the class and commodity rates from the Central West to Norfolk are generaUy the same as those to Baltimore, except from points located in the eastern portion of percentage territory. With few exceptions, also, the rates to Norfolk on export and domestic traffic are uniform. The class rates from Cleveland may be cited to illustrate exceptions to the general uniformity of eastbound rates of Norfolk and Balti- more. Before August 26, 1920, the rates on class 1, 2, and 3 traffic were lower for export than for domestic traffic, while those on other classified traffic were uniform for export and domestic shipments moving from Cleveland to Norfolk; since then export class rates which are lower than the domestic rates have been extended to all classes of traffic shipped from Cleveland to Norfolk. From rate table No. 5 it will be seen that these Cleveland export rates to Nor- folk differ but slightly from the domestic class rates in effect from Cleveland to New York. Rate Table No. 6. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail). [Carload rates in cents per 100 pounds.] To- Present rates.'"* From ChicaL'O. Former rates.i2 From Cincin- nati. Present rates. 1" Former rates .12 Present rates.'" From Cleve- land. Former rates.i2 Present rates." From St. Lonis. Fonner rates.'! PAINTS, DRY OR MIXED. New York' Bos ton 2 Philadelphia ' Baltimore ' Norfolk' Portland (via Grand Trunk) 2 Portland (via other routes) ' Halifax ! Montreal^ Quebec ^ St, J ohns ! Savannah 2 , Kev vvest 2.5 Mobile: To foreign countries other than Europe and Africa To Europe and Africa ' Orleans: ' To foreign countries other than Europe and Africa To Europe and Africa Galveston: To foreign countries other than Europe and Africa To Europe and Africa Ne« 63 61 60 60 63 66 64 61 63 63 60 66J '46J 143J i46i 'lloj 45 45 43 42 42 45 48 46 43 45 45 45 50 '36 '35 135 '35 '35 1S4 64J 64J 52i 61i 51i 64i 57i 55J 52i 54i 54i 45 564 1 :i7! 137!, '37i '37i '37i 1 112i 39 3a 37 36 36 39 42 40 37 39 39 36 45 130 '30 '30 130 •30 '844 45 41 42 M4 45 48 60 47 49 49 75J M24 '425 '42i '128 ' 128 See page 143 for footnotes to this table. l> Explanation as given in 15th Sec. Application No. 8325, Oct. 31, 1919. 32 32 30 29 31i 32 36 36 33 35 35 32 564 »32 »32 232 232 734 7i.4 71* 704 704 734 764 744 714 734 734 66 564 '364 '364 '364 '364 2 364 1 'OI4 524 5i4 514 494 494 624 654 54 504 624 524 494 424 1274 '274 '274 '274 PREFEEENTIAL TEANSPOETATION RATES. Rate Table No. 6 — Continued. 131 Railroad rates on exported traffic to compedtive Atlantic and Oulf -ports from central western points {all rail) — Continued. [Carload rates in cents per 100 pounds.) To— From Chicago. Present rates." Former rates." From Cincin- nati. Present rates, ^o rates. '2 Former From Cleve- land. Present. Former Present Former rates, lo rates. 12 From St. Louis. rates, i" rates. 12 PAPER, NEWSPKINT. New York * Boston 2 Philaaelphia ' Baltimore ^ Norfolk 1 Portland (via Grand Trunk) 2 Portland (via other routes) 1 Halifaxi Montreal 2 Quebec 2 St. Johns 2 Savannah 2 Key West 25 Mobile: To foreign countries other than Europe and Africa To Europe and Africa New Orleans: To foreign countries other than Europe and Africa To Europe and Africa Galveston : To foreign countries other than Europe and Africa To Europe and Africa 52i 52i oOi 49i 49} 52i 54§ 53i 50J 52i 52i 50 67J 250 ' 52 250 152 250 27i 37J 35i 344 34i 37i 39i 38i 35i 37i 37i 37J 50i 2 37i 237J' 139 2 37i 160 45* 45j 4)* 42i 42J 45i 47i 46i 43i 45§ 45i 37 60 .144 144 1 44 144 244 '75i 32i 32J 30i 29i 29i 32J 34J 33i 30i 32J 32i 29i 48 '35 135 135 135 I6QJ 37 37 36 34 2 36i 37 39 42i 39i 41i 41J 35J 62i '35i 2 35i 235J 2 3fli I90i igoi 26i 26i 24i 23J 26 261 28 30i 27i 29i 291 261 47 2 261 2 261 2 261 '721 1721 611 611 591 58S 581 611 631 621 591 611 611 541 591 142 142 142 142 44 44 42 41 41 44 46 45 42 44 44 41 441 1311 1311 '311 '311 2311 '511 To- From Pitts- burph. Present Former rates. '" rates. From Louis- ville. From Kansas City. Present rates. '" Former rates. '2 Present rates. '" Former rates. 12 From St. Paul. Present rates, 'o Former rates. 12 PAINTS, DRY OR MIXED. New York ' Boston 2 Philadelphia ' Baltimore ' Norfolk ' Portland (via Grand Trunk) 2 Portland (via other routes) ' Halifax 2 Montreal 2 , Quebec 2 St. Johns 2 Savannah 2 Key West 2 3 Mobile: To foreign countries other than Europe and Africa To Europe and Africa New Orleans: To foreign countries other than Europe and Africa To Europe and Africa Galveston: To foreign countries other than Europe and Africa To Europe and Africa 38 38 35 331 44 38 411 50 47 49 49 '961 1141 2 82 2 82 2 82 2 ,K2 '133 '133 27 27 25 24 311 27 291 36 33 35 35 '721 2 611 2 611 2 611 2 611 63 63 61 60 511 63 66 64 61 63 63 45 53 '341 '341 '341 '341 '100 MOO 2,341 '106 45 45 43 42 36 45 48 46 43 45 45 36' 421 '271 '271 '271 1271 2 271 '791 92 92 90 95 93 90 92 92 82 68 2 781 2 781 2 781 2 781 2 781 2 781 661 631 631 661 691 671 641 661 661 61 63 2 69 2 69 259 '59 259 259 92 92 90 89 89 92 95 93 90 92 92 82 821 2 90 290 290 290 290 661 661 641 631 631 661 691 671 641 661 661 631 64 '671 '671 '671 '671 2 671 2 671 See page 143 far footnotes to thii taLle. 132 UNITED STATES TARIFF COMMISSION. Rate Table No. 6 — Continued. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rates in rents per 100 pounds.] From Pitts- biirifh. Present rates. ' Former rates. "> From Louis- \ille. Presejit rates, ^o Former rates. '^ From Kansas City. Present rates. ^° Former rates. '= From St. Paul. Present ates. i» Former rates. " PAPER, NEWSPRINT. New York i Boston 2 Philadelphia ^ Baltimore i Norfolk' Portland (via Grand Trunk) ' Portland (via other routes) i HaUfax 2 Montreal ^ Quebec 2 St. .Tohns 2 Savannah 2 Key West V- Mobile' To foreign countries other than Europe and Africa To Europe and Africa New Orleans: To foreign countries other than Europe and Africa , To Europe and Africa Galveston: To foreign countries other than Europe and Africa To Europe and Africa 31i 31J 2Si 27i 36J 3\h 33i 42J 39i 41i 41i 155J »82 2 82 2 82 2 82 '9.5i 195J 22J 221 20J 19i 26 22i 24* 30i 27i 294 29i I41i 2 61i 2 61§ = 614 2 614 '764 '764 624 524 6O4 494 424 624 .544 634 604 524 624 37" -60 '394 '394 '394 1394 2394 '694 374 374 354 344 294 374 394 384 35* 374 374 294 48 '314 '314 1314 '314 !314 '564 834 834 874 844 864 864 714 86 '534 '534 ' 634 '534 '534 '534 624 624 604 594 594 624 644 634 6O4 624 624 664 634 '40 140 '40 '40 240 240 77 77 75 74 74 77 79 78 75 77 77 74J 2 58 2 58 2 58 2 68 2 58 2 58 554 564 634 .524 624 554 574 564 634 564 .564 664 644 2434 2434 2434 2434 2434 To— TOBACCO, MANUFACTURED (SMOKING OR CUT PLUG). New York ' Boston 2 Philadelphia ' Baltimore ' Norfolk' Portland 2 > Montreal 2 Quebec 2 Hah(a.x2 St. Johns 2 Savaimah 2 Key West 2,5 Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans; To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa2 Pittsburgh. Present rate.'" 63 63 60 69 77 63 80 82 83 82 '1584 2414 1934 1934 1934 1934 '230 1 230 Former rate.'2 See page 143 tor footnotes to this table. 45 46 43 42 65 45 664 584 594 5S4 '119 181 145 146 145 145 '1724 '1724 Cleveland. Present rate.'" 76 75 73 72 2 76 76 80 ■82 83 82 714 1194 714 714 714 714 1 221 1221 Former rate. '2 634 634 61 4 504 253* 534 664 684 594 584 534 534 534 534 534 1 166 ''166 Cincinnati. Present rate.'" 914 914 894 884 884 914 894 914 924 914 78 1304 854 '1124 854 11124 86* 11954 Former rate.i2 654 66-4 634 624 624 664 63* 65* 664 66* 624 1044 684 190 684 190 '1464 Chicago. Present rate.'" 105 105 103 102 102 105 103 105 106 105 100 148 100 'I254 100 '1264 100 '196 Former rate-." 75 75 73 72 72 75 73 75 76 75 75 111 75 194 75 '94 '145 PKEFEEENTIAL TKANSPOETATION BATES. 133 Ratb Table No. 6 — Continued. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rates in cents per 100 pounds.] To— TOBACCO, UNMANUF.iCTURED (LEAF, IN CASES OK HOGSHEADS). New York * Boston s Philadelphia ^ Baltimore i Norfolk' Portlands 8 Montreal ' Quebec 2 '. Halifax! St. Johns 2 Savannah 2 Key West s.s Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 OIL, PETROLEUM. New York 1 Boston2 Philadelphia'.. Baltimore' Norfolk' Portland 2 3.... Montreal2 Quebec2 Halifax2 St. John2 Savannah 2 Key West 2,s.. Mo'bUe ' New Orleans'. Galveston" PACKING HOUSE PRODUCTS. New York ' Bostom2 Philadelphia'.. Baltimore' Norfolk' Portland 2,3 Montreal" Quebec" , Halifax" St. Johns" Savannah" Key West 2,5... Mobile 2 New Orleans2. . Galveston" Pittsburgh. Present rate.'" 44 44 41i 40 52i 44 65i 67i 681 57j '116i 140 '102 '102 '102 '102 '166i 34i I38i 31i 30 38 '38i 47 49 50 49 67i 114i Former rate.'" 31i 31} 29* 28i 37i 31i 39 41 42 41 '87* 105 '76t '76j '76i '76* '125 ' 125 24i '27i 22i 21i 27 '27J 33 35 36 35 50i 5U 38i bU 38i 014 '76 38 27 38 27 35 25 33* 24 44 31i 38 27 47 33 49 35 50 36 49 35 63 ;^ 47* H« 72 76* 57* 76* 57* 33i '100 Cleveland. Present rate.'" 62* 62* 60* 4-* "52* 62* 56* 67* 58* 67* 50 60* 60* 50* 50* 115U ' 161| 39 141 37 36 39 '41 40 42 43 42 37* 70* 37* 37* '96 le 45 45 43 42 244 45 47 49 50 49 42* 76* 42* 42* '128* Former rate.'" 37* 374 35* 34* 37* 37* 39 41 42 41 37* 66 37* 37* 37* ' 121 1 121 2S 131 26 25 27 '31 29* 31* 32* 31* 28 "53 "28 2 28 '72 32 32 30 29 31* 32 33 35 36 35 32 66* 32 32 Cincinnati. Present rate.'» 63* 61* 60* 69 63* 61* 63* 644 63* 52* 96* 60 '63 44 43 43 46 44 46 47 46 37* •59* 28 28 54* 54* 52* 51* 51* 54* 62* 64* 55* 54* 38 69 62 52 52 Former rate.'" 45* 46* 43* 42* 42 464 43* 45* 46* 45* 42 76* 48 '424 48 '42* 48 1105 33 33 31 30 30 33 31 33 34 33 30 "47* 22* 22* 22* 37 36 36 39 37 39 40 39 30* 55 41* 41* 41* Chicago. Present rate.'" 73* 73* 71* 70* 70* 73* 71* 73* 74* 73* 70 108 70 '62 70 '62 70 '147 52* 52* 50* 49* 49* 62* 50* 52* 53* 62* 50 16 70 36* 36* 36* 63 63 61 60 60 63 61 63 64 63 60 74 66 56 56 See page 143 for footnotes to this table. 134 UNITED STATES TARIFF COMMISSION. Rate Table No. 6 — -Continued. Railroad rates on exported traffic to competitive Atlandc and Gulf ports from central western points (all rail) — -Continued. [Carload rates in cents per 100 pounds except as otherwise stated.] To— Pittsburgh. Present rate." Former rate.!' Cleveland. Present rate.'" Former rate.i2 Cincinnati. Present rate." Former rate." Chicago. Present rate.'" raON AND STEEL ARTICLES: BILLETS AND BLOOMS. [In cents per ton, 2,2-40 pounds.] New York i Boston 2 Philadelphia ' Baltimore i Norfolk 1 Portland '• ' Montreal ^ Quebec 2 HaUfax! St. John! Savannah 2 Kev West '•- Mobile: To foreign countries other than Europe or Africa ^ To Europe and Africa ' New Orleans: To foreign countries other than Europe or Africa ' To Europe and Africa ' Galveston: To foreign countries other than Europe or Africa ^ To Europe and Africa ' IBON AND STEEL ARTICLES: RAIL, RAILROAD (NEW). [In cents per ton, 2,240 pounds.] New York i Boston 2 Philadelphia >.. Baltimore ' , . . . Norfolk'... Portland ".'... Montreal 2 Quebec 2 Halifax! St. John! Savannah 2. . .. Key West !'S... Mobile ! New Orleans !. Galveston!. . .. IRON AND STEEL ARTICLES: NAILS, WIRE, AND WIRE, PLAIN (NOT COV- ERED OR INSULATED). New York ' Boston ! Philadelphia '.. Baltimore ' Norfolk' Portland !>=.... Montreal! Quebec ! Halifax! St. John! Savannah ' Key W Bit ':'■'... Mobile ' New Orleans '. Galveston ! 630 630 574 .546 728 630 790 830 850 830 1, 153i 1,333 ' l,153i ' 1,1531 ' l,153i 1 l,153i 1, 02SJ 1, 026i 574 574 546 518 602 '630 '752 1,200 1,232 1,200 786i l,026i i786i 38 38 3S 33i 44 38 47 49 50 49 !51J •66i !51i !51i 51i 450 450 410 390 520 450 550 590 610 590 8625 997 '862J '862i '862i 810 ■810 410 410 390 370 430 '450 '530 '650 '880 '850 590 770 '590 1590 590 27 27 25 24 31i 27 33 35 36 35 !38i 6 50 38i 38J 3Si 742 742. 702 682 728 742 706i 706i 708i 706i 706i 1,060 1,060 740 740 700 680 750 740 790 586 826i 586 586 747 45 45 43 42 44 47 47 49 50 49 !42i See page 143 for footnotes to this table. ■42i M2J 5)i 530 530 490 470 520 530 570 590 610 590 530 650 530 530 530 530 770 770 530 530 490 470 520 530 550 590 610 690 440 620 440 440 560 32 32 30 29 31i 32 33 35 36 35 !32 !!50 !32 132 910 910 870 8.50 850 910 870 910 930 910 475 962i 812i 787i 812i 787i 812i 787i 910 910 870 850 850 910 870 910 930 910 '787i 750 525 525 625 650 650 610 690 590 660 610 650 670 650 380 770 650 630 650 630 650 630 650 «60 610 590 590 650 610 660 670 660 '630 BOO 420 420 420 64* 39 64i 39 52i 37 51i 36 51i 36 64* 39 52J 37 54J 39 55i 40 54i 39 44 35 l«52 l»41J 37i 30 37* 30 3Vi 30 1,050 1,050 1.010 990 990 1,050 1,010 1,050 1,070 1,050 1,000 1,160 1,000 840 1,000 840 1,000 840 994 994 924 896 896 994 924 994 1,014 994 946i 946* '706i '706i 706i 63 63 61 60 60 63 61 63 64 63 !60 "62 46i 46i 46i PREFEEENTIAI, TEANSPOETATION RATES. 135 Rate Table No. 6 — Continued. « Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rates in cents per 100 pounds.] Pittsburgh. Cleveland. Cincinnati. Chicago. To— Present rate.!" Former rate.!! Present rate.!" Former rate.12 Present rate.i" Former rate.12 Present rate.io Former rate.12 TOBACCO, manufactured: plug or twist: New York i 44 44 41i 40 52i 44 i?l ^1 1 125i 170 132 132 132 132 1 200i !200i 38 38 35 ^4* 38 47 49 60 49 1 76i 104i 72 72 72 72 !109 ! 109 104 104 94i 92 128i 104 133 135J 1I68J 270 31J 31J 29i iff 41 42 41 !94 127i 99 99 99 99 !150i !15Di 27 27 25 24 33 35 36 35 !57i 78i 54 54 54 54 199 !99 74i 74i 67J 65i 92 74J 94 97 98 97 1119 202 if f4 2 52i 524 iff 60 88 50i 601 501 501 1194 1 194 45 45 43 42 244 47 47 49 50 49 if 42i 421 421 421 1931 1931 123 123 121 120 2 123 123 133 1351 1361 136 1171 1931 371 371 III i?f 39 41 42 41 371 66 371 371 371 371 11451 11461 32 32 30 29 311 32 33 35 38 36 32 561 32 32 32 32 11031 1 1031 88 88 86 841 288 88 941 97 98 97 88 145 631 631 601 oil 631 641 631 53 951 60 177 60 177 60 1178 54 64 621 611 511 541 521 541 551 541 36 60 49 49 49 49 49 49 1501 1501 1481 1471 1471 1601 152 1501 131 212 451 1 461 451 421 761 48 1611 48 1611 48 11331 39 39 37 36 36 39 37 39 40 39 27 48 39 39 39 39 39 39 108 108 1061 1041 1041 108 1051 108 109 108 1041 170 731 731 711 731 711 731 741 731 70 108 70 1861 70 1861 70 1179 63 63 61 60 60 63 61 63 64 63 8 60 72 60 152 60 152 60 152 1731 1731 171 170 170 1731 171 1731 1741 1731 165 2411 521 Boston 2 521 Philadelphia i 601 Baltimore i 491 Norfolk! 491 Portland 2.3 521 50 Quebec 2 521 Halifax » 531 St. John" 521 52 Key West»i5... 81 Mobile: To foreign countries other than 521 To Europe and Africa 2 165 New Orleans: To foreign countries other than 521 To Europe and Africa 2 165 Galveston: To foreign countries other than Europe or Africa '. . 521 1 132 AGEICULTUSAI. IMPLEMENTS, PLOWS AND CULTIVATORS (OTHER THAN HAND). NewYorki 45 Boston 2 45 Philadelphia! 43 Baltimore ! 42 Norfolk! 42 Portland 2. s 45 43 Quebec^ 45 Halifax!.. 46 St.Johns^ 45 Savannahs... 8 45 Key West ". s 64 Mobile: To foreign countries other than 145 39 New Orleans: To foreign countries other than 145 39 Galveston: To foreign countries other than 45 To Europe and Africa 2 39 AUT0M0Bn,E3, PASSENGER. NewYorki.. 124 Boston 2 , 124 Philadelphia I. }l},\ Baltimore ! 1201 Norfolk!.. }??* Portland*. = 124 Montreal^ • HI* Quebec! 124 Halifax'. 125 St. Johns 2 124 Savannah ' . 124 Key West »,s 181 See page 143 for footnotes to this table. 136 UNITED STATES TARIFF COMMISSION. , Rate Table No. 6 — Continued. Riilroid rates on exported traffic to competitive Atlantic and Gulf ports from central western points (all rail) — Continued. [Carload rates in cents per 100 pounds.] To— Pittsburgh. Present rate.!" Former rate." Cleveland. Present rate." Former rate." Cincinnati. Present rate." Former rate." Chicago. Present rate." AUTOMOBILES, PASSENGER — COntd. Mobile: To foreign countries other than Europe or Africa 2 , To Europe and Africa 2 New Orleans: To foreign countries other than Europe orAfrica ' To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 BOOTS AND SHOES New York 1 Boston 2 Philadelphia 1 Baltimore 1 Norfolk' Portland V Montreal 2 Quebec 2 ' _ " Halifax 2 St. Johns 2 Savannah 2 Key West 2,5 ' ; ; ; Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 ',,, New Orleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 , Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 IKON AND STEEL ARTICLES, AECHI- TECTUBAL CASTINGS (ANGLES, TEES, PLATES, ETC.). New York 1 Boston 2 Philadelphia ■ Baltimore 1 Norfolk' Portland 2,8 ;;;;;' Montreal 2 Quebec 2 HaUfax2 St. Johns 2 ;'■■ Savannah 2 Kev West V- ..". Mobile: To foreign countries othe r than Europe or Africa 2 To Europe and Africa 2. . New Orleans: To foreign countries othe r than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 . . ' 193J I193i il93i I 19aj 1332 ■332 94i 94i 86 83J 117 94J 121 123 124 123 '158§ 263 I 193i U93i ' 193i 1322J I322i 38 38 35 33i 44 38 47 49 60 49 SIJ "66i 15IJ 'Sli 151I 51i 51 i 145 145 145 145 1249J ■249J 67J 67i 61 i 59i 83i 67} 86 1 119 197 I 145 1 145 1 145 ■145 ■2491 ■249} 27 27 25 24 31i 27 33 35 36 35 38} ■50 ■38} ■38} ■38} ■38} 38} 38} 117 117 117 117 ■316 ■ 316 112 112 110 109 2 112 112 121 123 124 123 108} 176 103} 106} 103} 103} ■316 ■316 45 47 43 42 44 47 47 49 50 49 42} n66 42} 42} 42} 42} 51} 51} ■237 ■237 80 78 77 2 80 88 80 132 ■237 ■237 32 32 30 29 31} 32 33 35- 36 35 32 "50 32 32 32 32 38} 38} 140} ■153 140} ■153 140} 1281} 137 137 135 134 134 137 135 137 138 1.37 119 193 128 1 153 128 ■ 153 128 ■281} 54} 64} 52} 51} 51} 54} 52} 54} 55} 54} ■44 ■■52 ■2 37} ■237} ■237} ■237} 37} ■237} 112} 1122} 112} 122} 112} ■211 99 98 95 164} 102} ■122} 102} ■ 122} 102} ■211 39 39 37 36 36 39 37 39 40 39 135 ■■41} ■''30 ■230 30 230 165 ■183} 165 ■183} 165 ■282 157} 157} 155} 154} 15!} 157} 155} 157} 158} 157} 160 219} 150 ■183} 150 1 183} 150 ■282 63 63 61 60 60 63 61 63 64 63 60 ■■62 ■■■2 46} ■•■2 46} ■46} hn 46} ■2 46} ■2 46} See page 143 tor footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. 137 Rate Table No. 6 — Continued. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all raiQ— Continued. [Carload rates in cents per 100 pounds.] To— Louisville. Present rate." Former rate.12 St. I.ouis. Present rate." Former rate. St. Paul. Present rate.'" Kansas City. Former Present rate.i2 rate." Former rate.i2 TOBACCO, MANUTACTUEED (SMOKING OE CUT PLUG). New York i Boston 2 Philadelphia i Baltimore i Norfolk 1 Portland '.» Montreal ' Quebec ' Halifax 2 St. Johns 2 Savannah 2 KevWest2.s Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 , New Orleans: To foreign countries other than Europe or Africa ' To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 TOBACCO, UNMANUFACTURED (LEAF, IN CASES OE HOGSHEADS). New York 1 Boston 2 Philadelphia 1 Baltimore ^ Norfolk! Portland 2,3 Montreal 2 Quebec 2 HaMfax2 St. Johns 2 Savannah 2 Key West 2,b Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa ' New Orleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa" OIL, PETKOLEUM. New York* Boston" Philadelphia 1.. Baltimore! Norfolki Portland 2,3 Montreal" Quebec" , Halifax" St. Johns" Savannah " Key West 2.S.., Mobilei , New Orleans!-, Galveston " 105 105 103 102 88 105 103 105 106 105 78 130t 86i 1 102 85i 1102 75 75 73 72 62i 75 73 75 76 75 621 104i 68i i81i 68i i81i 85)! 68* 185i 1139 73* 52* 73+ 52* 71* 50* m 494 m 42* ■lU 52* 71* 50* 52* 7H 53* 73* 52* 62* 42 95i 76* 1.50 140 150 140 1.50 140 150 140 50 40 50 40 52* 37* 37* 50^ 35* 49* 34* 43 30 52* 37* 50* 35* 52* 37* 53* 38* 52* 37* 37* 30 l«59* "47* 28 22* 28 22* 28 22* 123 123 121 120 120 123 121 123 124 123 113* 139* 91* 1108* 91* 1108* 91* '175* 84 83 83 86 84 86 87 86 78 102 64 '53* 64 153* 64 1135 60 60 58 57 57 60 58 60 61 60 53* i«63* 29* 29* 29* 85 85 85 104* 181* 68* 181* 61* 61* 59* 58* •58* 61* 59* 61* 62* 61* 58* 76* 48 140 48 140 48 1100 172* 172* 170* 169* 169* 172* 170* 172* 173* 172* 166 210* 228 228 228 228 228 228 117* 117* 115* 114* 114* 117* 115* 117* 118* 117* 108* 152 116* 116* 116* 116* 116* 116* 43 79* 43 79* 41 77* 40 76* 40 76* 43 79* 41 77* 43 79* 44 80* 43 79* 40 77 16 47 i«93i 22^ "90 22 ■90 22* 90 125 125 123 122 122* 125 123 125 126 125 125 157* 1171* 1171* 1171* 1171* 171* 171* 85 83* 181* 181* 179* 178* 178* 181* 179* 181* 182* 181* 164* 199 192 192 192 192 192 192 127* 127* 125* 124* 124* 127* 125* 127* 128* 127* 112* 112* 187* 148 100 187* 100 187* 100 187* 100 87* 100 87* 100 57* 82* 57* 82. 55* 80 54. 79i 54: 79 i 57: 82:: 55 80 57: 82: 58 83: 67: 82: 67m 76 "69: "82: 67: "78 67, "78 67 78 See page 143 for footnotes to this table. 138 UNITED STATES TARIFF COMMISSION. Rate Table No. 6 — Continued. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rate in cents per 100 pounds except as otherwise stated.] PACKING HOUSE PRODUCTS. New York i . . . Boston ' Philadelphia'. Baltimore' Norfolk' Portland »,3.... Montreal' Quebec! Halifax' St. Johns' Savannah' Key West '.5.. Mobile' New Orleans'. Galveston' mOK AND STEEL ARTICLES: BILLETS AND BLOOMS. (Per ton, 2,240 pounds.) New York ' Boston ' Philadelphia ' '. Baltimore ' Norfolk' Portland 2,3 Montreal ' '.'.'.'.'. Quebec' HaUfax' St. John ' .'.'.'.'.'.".'.'.'.'.".".■. Savannah ' Key West V '.'.'.'.'.'.'. Mobile; To foreign countries other than Europe or Africa' To Europe and Africa ' New Orleans: To foreign countries other than Europe or Africa ' To Europe and Africa ' Galveston: To foreign countries other than Europe or Africa ' To Europe and Africa ' Louisville. Present rate." IRON AND STEEL ARTICLES: RAIL, RAILROAD (NEW). (Per ton, 2,240 pounds.) New York' Boston' Philadelphia'. Baltimore ' Norfolk' Portland '.3 Montreal' Q.uebec ' HaUfax' St. John' Savannah ' Key West '.s... Mobile ' New Orleans'., Galveston ' 63 63 61 60 61} 63 61 63 64 63 38 69 52 52 52 1,050 1,0.50 1,010 990 850 1,050 1,010 1,050 1,070 1,050 475 925 775 775 775 775 775 775 1,150 1,150 1,010 990 850 1,150 1,010 1,050 1,070 1,050 '787* 675' 4.50 4.50 450 Former rate. St. Louis. St. Paul. 45 45 43 42 36 45 43 45 46 45 30} 55 41} 41} 41} 750 750 710 690 590 750 710 750 770 750 380 740 620 620 620 620 620 620 750 750 710 690 590 750 710 750 730 750 '630 540 360 360 360 Present rate.'» 73} 73} 71* 70} 70} 73} 71} 73} 74} 73} 54 73} 55} 55} 55} 1,232 1,232 1,192 1,172 1,172 1,232 1,192 1,232 1,252 1,232 826} 826} 826} 826} 1,230 1,230 1,190 1,170 1,170 1,230 1,190 1,230 1,250 1,230 11,013} 720 480 480 480 Former rate." 52} 52} 50} 49} 49} 52} 50} 52} 53} 52} 40} 55 41} 41} 41} 840 820 840 880 900 510 740 620 620 620 620 620 620 880 880 840 820 840 880 840 880 900 880 '760 540 360 360 360 Present Former rate.'" rate." 97 97 95 94 94 97 95 97 1, 576} 1,676} 1,536} 1, 616} 1,516} 1, 676} 1, 536} 1, 576} 1,596} 1, 576} 1,251 1,788} 1,837 1,837 1,837 1,837 1,837 1,837 1,372 1,372 1,302 1,274 1,274 1,372 1,302 1,372 1,392 1,372 1,324} 1,324} 1,725 1,725 1,725 See page 143 for footnotes to this table. 70 70 68 67 67 70 68 70 71 70 62 67} 54 54 54 1,142 1,142 1,102 1,082 1,082 1,142 1,102 1,142 1,162 1,142 935 1,262 1 1,377} 1 1,377} ' 1,377} ' 1,377} 1, 377} 1,377} 990 990 940 920 920 990 940 990 1,010 990 990 990 ' 1, 377} ' 1, 377} 1, 377} Kansas City. Present rate.'" 103 103 101 100 100 103 101 103 104} 103 67 84} 66} 1,744} 1,744} 1,704} 1,684} 1,684} 1,744} 1,704} 1,744} 1,764} 1,744} 1,024 1,501} 1 1,086} '1,086} 1,086} 1,086} 1,086} 1,086} 1,565 1,565 1,495 1,467 1,467 1,565 1,495 1,565 1, 585 1,565 '1,208} 1,100} 720 720 720 PREFERENTIAL, TRANSPORTATION RATES. Kate Table No. 6 — Continued. 139 Railroad rates on exported traffic to competitive Atlantic and Oulf ports from central western points {all rail) — Continued. [Carload rate in cents per 100 pounds.] To— IHON AND STEEL ARTICLES: NAII.S, ■WIRE, AND WIRE, PLAIN (NOT COV- ERED OR INSULATED). New York i Boston > Philadelphia > Baltimore i Norfolk 1 Portland 2.' Montreal ' Quebec ' Halifax St. John' Savannah i Key West !.5 Mobile 1 New Orleans ' Galveston ' TOBACCO manufactured: TWIST. PLUG OB New York i Boston ' Philadelphia ^ Baltimore i Norfolk' Portland'. 3 Montreal ' Quebec ' Halifax' St. John' Savannah ' Key West' i Mobile: To foreign countries other than Europe or Africa ' To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa ' To Europe and Africa ' Galveston: To foreign countries other than Europe or Africa ' To Europe and Africa ' Louisville. Present rate." AGRICULTURAL IMPLEMENTS, PLOWS AND CULTIVATORS (OTHER THAN HAND). New York i . . Boston' Philadelphia ' Baltimore!... Norfolk! Portland'.'.. Montreal ' Quebec' Halifax' St. Johns'.... Savannah'.... Key West'.'.. 63 63 61 60 fllj 63 61 63 64 63 H 18 49 34i 34i 34J 73i 73i 71i 70i 60i 73i 71J 73i 74i 73i 53 95i 60 I70i 60 I70i Former rate." 45 45 43 42 36 45 43 45 46 45 35 "39 27J 27i 27i 52J 52i m 49§ 421 52J m 52J 53i 52} 42i 76i 48 '56i 48 '56J 60 48 1 170 '127J 63 45 63 45 61 43 , 60 42 5H 36 63 45 61 43 63 46 64 48 63 45 3Si 30i 60 48 St. Louis. Present rate." 73i 73i 71J 70i 70i 73} 71} 73} 74} 73} 58} »52 36} 36} 36} 84 83 83 86 84 86 87 86 78 102 64 175} 64 '76} 64 1 160} 73} 73} 71} 70} 70} 73} 71} 73} 74} 73} 66} 64 Former rate.'2 52} 52} 50} 49} 49} 52} 50} 52} 53} 52} 44 «39 27} 27} 27} 61} 61} 59} 58} 58} 61} 59} 61} 62} 61} 58} 76} 48 156} 48 156} 48 1 119 52} 52} 50} 49} 49} 52} 50} 52} 53} 52} 42} 48 St. Paul. Kansas City. Present rate." 93} 93} 91} 90} 90} 93} 91} 93} 94} 93} 88 "84 '82 '82 82 117} 117} 115} 114} 114} 117} 115} 117} 118} 117} 109 150} 145} 145} 145} 145} 146} 145} 100 100 98 97 97 100 98 100 101 100 Former Present rate." rate.'" 67} 67} 65} 64} 64} 67} 65} 67} 68} 67} 67} "63 61} 61} 61} 85 86 83 82 82 85 83 85 86 85 84 112} 1109 1109 '109 1109 109 109 72} 72} 70} 69} 69} 72} 70} 72} 73} 72} '68 78 109 109 107 106 106 109 107 109 110 109 83 l»88 48} '48} 48} 127} 127} 125} 124} 124} 127} 125} 127} 128} 127} 112} 143 122} 122} 122} 122} 122} 122} 114} 114} 112} 111} 111} 114} 112} 114} 115} 114} '94} See page 143 for footnotes to this table. 140 UNITED STATES TAEIFF COMMISSION. Rate Table No. 6 — Continued. Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rates in cents per 100 pounds.] Louisville. Present rate.i" St. Louis. Former Present rate.12 rate." St. Paul. Former Present rate." rate.i" Former tateM Kansas City. Present rate." AGEICULTUKAI, IMPLEMENTS, TLOV/S AND CULTIVATORS (OTHEE THAN HAND)— continued. Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa ' To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa = To Europe and Africa 2. AUTOMOBILES, PASSENGER. New York ' Boston 2 Philadelphia ' Baltimore 1 Norfolk! Portland 2. 3 , Montreal ' Quebec 2 HaUfax2 St. Johns' Savannah 2 Key West"' Mobile: To foreign countries other than Europe or Africa ' To Europe and Africa ' New Orleans: To foreign countries other than Europe or Africa 2 To Eueope and Africa 1 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa ' BOOTS AND SHOES. New York 1 Boston 2 Philadelphia 1 Baltimore! Norfolk' Portland '>' Montreal 2 Quebec 2 HaUfax2 St. Johns' , Savannah 2 Key West '5 Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa 2 Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 ""' 149 ' 49 49 49 173i 17.3i 171 170 147J 173J 171 173i 174i 173i 131 212 '140i '140i '140i 1140J 1404 266i 157i 1574 155J 1544 134 1574 1554 1574 1584 1574 119 193 128 1404 128 1404 See page 143 for footnotes to this table. 128 2664 139 139 139 124 124 1214 1204 1044 124 1214 124 125 124 1044 170 1 1124 1II2I I 1124 11124 1124 200 1124 1124 1104 109J 95 1124 1104 1124 1134 1124 95 1544 1024 1124 1024 1124 1024 200 152 152 152 152 52 52 2024 2024 200 199 199 2024 200 2024 2034 2024 1884 2264 1 160 1150 1150 1150 150 2484 184 184 182 181 181 184 182 184 185 184 1714 206 1364 160 1364 150 1.364 2484 139 139 139 39 39 144J 1444 1424 1414 1414 1444 1424 1444 146 1444 1414 170 1 1124 1 1124 'II24 11124 1124 184 1314 1314 1294 1284 1284 1314 1294 1314 1324 1314 1284 1544 1024 1124 1024 1124 1024 184 82 82 275 275 2724 2714 2714 275 2724 275 276 275 ■1266 15 338 2284 2284 2284 2284 2284 2284 1014 '6I4 I6I4 I6I4 6I4 6I4 199 199 1964 1954 1954 199 1964 199 200 199 199 1=249 11714 11714 11714 11714 1714 1714 259 1874 269 1874 2.67 1864 256 1844 266 1844 259 1874 267 1854 259 1874 260 1884 259 1874 2614 1874 321 2394 2284 11714 2284 11714 2284 1714 2284 1714 2284 1714 2284 1714 70 70 304 304 3014 3004 3004 304 3014 304 305 304 »2774 3274 1192 1 192 192 192 192 192 2854 2854 2834 2824 2824 2864 2834 2864 2864 2854 273 307 1192 1192 192 192 192 192 PEEFEKENTIAL TRANSPOETAXION RATES. Rate Table No. 6 — Continued. 141 Railroad rales on exported traffic to competitive Atlantic and Gulf ports from central western points (all rail) — Continued. [Carload rates in cents per 100 pounds.] To— Louisville. Present rate." Former rate.12 St. Louis. Present rate.i" Former rate.>2 St. Paul. Present rate.'" Former rate.i2 Kansas City. Present rate.'" Former rate. 12 IRON AND STEEL ARTICLES f ARCHITEC- TURAL CASTINGS (ANGLES, TEES, PLATES, ETC.). New York i : Boston J Philadelphia ' Baltimore ' Norfolk 1 Portland '. ' Montreal 2 ,■ Quebec 2 Halifax 2 St. Johns 2 Savannah 2 Key West 2, » Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 , To Europe and Africa 2 63 63 61 60 Sli 63 61 63 61 63 144 " 49 34 3i 34 34 34 34 45 45 43 42 36 45 43 45 46 45 135 "39 27i 274 I27i I27i 27i 27i 73i 734 71i 70J 70i 73* 7li 73i 74i 73i »58i "62 36i 36J '36J 36i 52i 52i 50i 49i 49i 52i 50i 52^ 53* 52i 144 "39 27i 27i I27i 127J 27J 27i 93i 93J 91i 90i 904 934 914 934 914 934 82 82 82 82 82 674 674 654 644 614 674 654 674 684 674 '674 '614 16I4 I6I4 I6U 6I4 6U 109 109 107 105 108 109 107 109 110 109 19 83 "88 1484 484 79 79 77 76 76 79 77 79 SO 79 1 = 64 "664 1364 1364 364 1364 364 364 Chicago. Cincinnati. Cleveland. St. Louis. To— Present rate." Former rate.i2 Present rate." Former rate. 12 Present rate." Former rate.i2 Present rate.io Former rate. '2 MACHINERY AND PARTS. New York 1 . . . 63 63 61 60 60 66 63 64 61 63 63 60 834 60 564 60 564 60 664 45 45 43 42 42 48 45 46 43 45 45 45 624 45 42 45 42 45 42 544 54 52 51 51 57 54 554 52 54 544 45 73 514 56 514 56 6I4 56 39 39 37 36 36 42 39 40 37 39 39 36 584 41 42 41 42 41 42 45 45 43 42 244 48 45 .50 47 49 49 424 754 424 424 424 424 1 133* 11334 32 32 30 29 314 35 32 36 33 36 35 32 664 32 32 32 32 1 101 1 1j1 734 734 714 704 in ?^i 714 734 734 66 78 1584 1581 644 1108 524 Boston 2 524 Philadelphia!.. 504 494 Norfolk 1.... 494 664 Portland (via Grand Trunk) 2 Halifax! i! Montreal 2... 604 524 St. John 2 . . 524 494 Key West 2, s 58J Mobile: To foreign countries other than Europe or Africa 2 41 144 New (. rieans: To foreign countries other than Europe or Africa 2 . 41 144 Galveston: To foreign countries other than 41 To Europe and Africa 2 180 See page 143 for footnotes to this tatle. 142 UNITED STATES TARIFF COMMISSION. Rate Table No. 6 — Continued. Railroad rates on erported traffic to competitive Atlantic and Gulf ports from central western points (all rail) — Continued. [Carload rates in cents per 100 pounds.] To— Chicago. rresent rate.i" Fonn«r Presrait rate." rate.'" Former rate.i2 Cleveland. Present rate.'" Former rate.i2 St. Louis. Pre^iri; rate.!" Forfflsr ratc.12 COTTON PIECE GOODS. New York i Boston ! Philadelphia ^...'. Baltimore i Norfolk- 1 Portland (via other routes) i Portland (via Grand Trunk) ' HalifafZ Montreal 2 Quebec 2 St. John! Savannah 2 Key West, Tampa and Port Tampa. Mobile: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 117i 117J 115i 114i 114i 122 J n7i 118i 115i 117J 117i 112 138* '96i '96i I96i ^im 84 84 82 81J 81 J 85 82J 84 >72i > 72i 172J I72i 72i U36i 103 103 101 100 100 108 103 103J lOOJ 102i 102i 88 122 I84i ' 84i 1 84i ' 186 73i 73i 71* 70i 70i 78 73* 74" 71i 73i 73i 70i 97i ■67i '67J »67i '67i 67i I139i 84 84 82 81 84 89 84 92* 90' 92 92 80 133i 1219 1 219 60 60 58 57i 2 60 65 60 66i 64 65* 65i 60 100 60 60 60 60 I164i I164i 138 138 136 135 135 143 138 139 136 138 138 128 130 ^83i 183J 83i '150i 97 96 96 103i 98i 991 97 96 97J ■62i i62i '62J i62i 62i '1111 Pittsburgh. Present rate.'" Former rate.i2 Louisville. Present rate.i» Former rate.i Kansas City. Present rate." Former rate.i2 St. Paul. Present rate. Former rate." MACHINERY AND PARTS. New York i Boston 2 Philadelphia • Baltimore ^ .' Norfol k: 1 Portland (via other routes) ' Portland (via Grand Trunk) 2 Halifax 2 Montreal 2 Quebec 2 S t . John 2 Savannah 2 Key West2,5 Mobile: To foreign countries other than jiurope or Africa 2 To Europe and Africa 2 New Orleans: To foreign countries other than Europe or, Africa 2 To Europe and Africa 2 Galveston: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 38 35 33i 44 414 38 50 47 49 49 176J 104i 172 172 1 lUi 1 lUi 27 27 25 24 31J 29J 27 36 33 35 35 1 574 78| 1 54 154 154 1 54 '83i i83i 61 63 61J 66 63 64 61 63 63 45 73 51i 1 .55 51J 1 55 51J 1 114i 45 45 43 42 36 48 45 46 43 45 45 36 58i 41 I 44 41 144 114i 114i 112i lUi 1114 1174 1144 1154 1124 1144 1144 107 119 170 170 1 70 170 70 70 See page 143 for footnotes to this table. 83 83 81 84 81 83 83 1524 152* 1 524 '524 524 524 105i 1054 1034 1024- 1024 1084 1054 1064 1034 1054 1054 20 101 126 182 1 82 1 82 82 82 764 764 744 735 734 794 764 774 744 764 764 764 94 1614 16I4 ■61* 16I4 6I4 614 PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 6 — Continued. 143 Railroad rates on exported traffic to competitive Atlantic and Gulf ports from central western points {all rail) — Continued. [Carload rates in cent.s per 100 pounds.) Pittsburgh. Present rate.'" COTTON PIECE GOODS. New York 1 Boston ! Philadelphia ' Baltimore '.... Norfolk I Portland (via other routes) ' Portland (via Grand Trunk) z Halifax^ Montreal ' Quebec ' St. John 2 Savannah '..'. Key West 2. = Mobile; To foreign countries other than Europe or Africa 2 To Europe and Africa 2 New I rleans: To foreign countries other than Europe or Africa 2 To Europe and Africa 2 Galveston; To foreign countries other than Europe or Africa 2 To Europe and Africa 2 70i 70J 63i 61 i 87 75i 70i 92i 90 92 92 'U6J 155i no2 U02 1102 1102 1236J i236i Former rate.i2 50J 50J 45i 44 62 54 505 66i 64 65i 65.J 1874 116J 176* 176 J 1764 I76i '1774 11774 Louisville. Present rate.i" 1174 1174 1154 1144 100 1224 1174 1184 1154 1174 1174 88 122 178 178 178 1 78 78 1 170 Former rate.i2 84 84 824 8I4 704 894 84 80 824 84 84 704 97* 1624 '624 1624 1624 624 1 1274 Kansas City. Pre'jent rate.i" 1974 1974 1954 1944 1944 2024 197S 1984 195 197^ 1974 1874 1894 1 100 1 100 100 100 100 100 Former rate.i2 1424 1424 141 140 1404 1474 1424 1434 141 1424 1424 140 1414 175 175 175 175 St. Paul. Present rate.ii 185 IS."; 183 182 182 190 185 186 183 186 185 1794 201 1164 1164 1164 1164 1164 1164 Former rate.i2 134 134 1324 1314 1314 1394 134 135 1324 134 134 134 150 '874 ' 874 1874 1874 874 874 1 Domestic rate used for exports. 2 Export rate. = Export rates not applicable via Baltimore & Ohio; Buffalo, Rochester & Pittsburgh; Philadelphia & Reading; Central of New Jersey; Delaware & Hudson; Erie (East); Delaware, Lackawanna & Western Lehigh Valley; Maine Central; New York Central (East); New York Ontario & Western ; Pennsylvania R. R.; Western Maryland; West Shore. * Cincinnati combination. ^ Applicable on traffic to Cuba. « Rate applies only on nails. Rates on wire: Former, 694 cents; present, 784 cents. 8 Minimum weight. 20,000 pounds. 9 Cairo combination. 1" As in eject durinj year 1920 subsequent to Aug. 25. 11 Applicable only on angles and angle bars. Rales on plates, girders, and beams: Former, 7 cents; present, 9 cents higher. 12 .is in effect Aug. 25, 1920. 1* Evansville comoination. 15 St. Louis combination. le Applicable on beniine, naphtha petroleum grease, refined oil, tar, or residuum. " Rates on wire are as follows: Former rate: Chicago, 554 cents; St. Louis, 48 cents; Cincinnati, 0O4 cents; Louisville, 48 cents. Present rate: Chicago, 734 cents; St. Louis, 64 cents; Cincinnati, b3 cents: Louisville, 60 cents. 1' Rates on wire: Former, 9 cents; present, 12 cents higher. 20 Not applicable on sawmill and hoisting machinery. 21 Domestic class rate. 22 Rate applies only on cement-coated nails and on wire. 2' St. Louis-Jacksonville or Cairo-Jacksonville combination. 144 UNITED STATES TARIFF COMMISSION. Rate Table No. 6 — Continued. Railroad rates on exported wheat from central western points to Atlantic and Gulf ports. [All-rail car-load rates in cents per 100 pounds.] From Chicago, 111. From St. Louis, Mo. From Cairo, 111. From Minne- apolis, Minn.3 From Kansas City, Mo.« To— Pres- eut.s For- mer, ^ Pres- ent.' For- mer. 6 Pres- ent .= For- mer. ^ Pres- ent.'' For- mer.8 Pres- ent.5 For- mer.' New York, N.Y.I .. Boston, Mass.' Philadelphia! 42 42 41 40i 42 41 42 43 42 2 56 56 38i 138 3 62 29i 29i 2St 28 28 29i 2Hi 29i 30i 29i 243 41J 29 29 45i 45.1 44', 44' 44 455 44} 45i 46i 4,5-J 36 49 31 31 33s 32 32 31 30J 30J 32 31 32 33 32 27 36i 24 24 3 28 47 47 46 45J 45i 47 46 47 48 47 2 36i 41 25 25 33 33 32 31i 315 33 32 33 34 33 !29 20 20 48 48 47 46i 46i 48 47 48 49 48 58J 62i 46 46 46 3i 34 33 .32i 32i 34 33 34 35 34 43i 46i 34 34 34 S3J 53i 62J 62 62 53J 52i 63 J 54i 53 i 56 6'i 38 38 38 38 38 37 ^3 Norfolk^ . 36J Portland Jj ^ 38 37 38 Halifax 1 39 St. John, New Brunswick 1 38 43i Key West ' 40i 28 New Orleans 2 28 28 Railroad rates on exported flour from central western points to Atlantic and Gulf ports. [All-rail car-load rates in cents per 100 pounds.] From Chicago, 111. From St. Louis, Mo. From Cairo, 111. From apolis, Minne- Minn.3 From Kansas City, Mo. 3 To— Pres- ent.' For- mer." Pres- ent.' For- mer.' Pres- ent.' For- mer. 3 Pres- ent.' For- mer. 3 Pres- ent.' For- mer. 3 43 43 42 41 41 43 42 43 44 43 2 56 56 ■38 '38 3 62 30J 30i 29 28i 28 30 29: 30 31i 30i 243 4U 29 29 3 37i 46i 46i 45i 44.J 445 46i • 45i 46i- 47i 46i 34' 49 31 31 3 38 33 33 32 31 31 33 32 33 34 33 25i 36i 24 24 3 28 48 48 47 46 46 48 47 48 49 48 2 36i 41 25 26 34 34 33 32 32 34 33 34 36 34 2 29 32J 20 20 49 49 48 47 47 49 48 49 60 49 661 62i 46 46 46 35 35 34 33 33 35 34 35 36 35 42 46i 34 34 34 54 54 53 62 62i 64i 53i 54i 661 541 54 541 38 38 38 39 Boston! 39 Philadelphia Baltimore* 38 37 Norfolli* 37 Portland'' ■• 39 Montreal i 38 391 39 St. John, New Erimswicki 39 42 Key West' 401 Mobile 2 28 New Orleans 2 Galveston' 28 28 1 Export rate. 2 Domestic rate. 3 Applicable only on wheat originating beyond or on flour manufactured from wheat originating beyond. ' Export ratei to Portland, Me., do not apply via Baltimore & Ohio R. R., Buffalo, Rochester & Pitts- burgh R. R., Central R. R. of New Jersey, Delaware & Hudson R. R., Delaware, Lackawanna & Western R. R., Erie R. R. (lines east), Lehigh Valley R. R., Western Maryland R. R., Maine Central, New York Central R. R. (east). New York Ontario & Western Ry., Pennsylvania R. R., West Shore R. R., and Philadelphia & Reading R. R. ' .A.S in elect during year 1920 subsequent to August 25. 1 As in efiect Aug. 25, 1920. Aside from the grain and flour export rates of New York, those on export grain to Philadelphia and the export rates to Norfolk from certain central western points, export traffic moves to the North Atlantic ports — Norfolk to New York — on the regular class or commodity rates applicable to domestic traffic. The eastbound port difl'erentials which govern the relationships between these PREFERENTIAL TRANSPORTATION RATES. 145 ports take into consideration competitive requirements in both the domestic and export trades. The shorter distances from central western points to Philadelphia, Baltimore, and Norfolk than to New York warrant somewhat lower rates to the former, but throughout the many port differential proceedings which have been conducted during the past 50 years breathes the principle of port adjustment with reference to the abihty of each to obtain a share of the domestic and export business of the Central West. The goal in port adjustments was to equalize these ports so that the combined rail-ocean rates from interior points to foreign destinations via all the ports would be substantially the same. Ocean rates from New York, Philadelphia, Baltimore, and Norfolk were not kept at a constant relationship to their respective railroad rates for any length of time, and in recent years only the most general relation between ocean and rail rates at these ports is traceable, but before the war, when ocean rates were not so generally blanketed as at present, it is clear that the ocean rates from and rail rates to these ports were in many instances made specifically with reference to each other. In its prewar differential decision of Jime 4, 1912, the Interstate Commerce Commission makes the following pertinent statements: The original agreement for differentials was based on the fact that ocean rates were less from and to New York than from and to other ports, and the effort was to equalize the entire through charge via the several ports. Where there is steamship competi- tion between two or more of ovi ports and the same foreign destination, the ocean freights are (in 1912) higher to and from Boston, Philadelphia, and Baltimore than to and from New York. It appears that the steamship lines plying from Boston, Phila- delphia, and Baltimore absorb or "get" as much of the differential inland rate as possible in their higher ocean rates. But this has the effect of giving these ports ocean service which otherwise they would not have. * * * It appears that full cargo rates are now (1912) the same from all of the ports, but that substantially no full cargo business is done except at Baltimore and Philadelphia. * * * The lines sailing from Baltimore and Philadelphia know that the inland rates are lower to and from those ports than to and from New York and that, therefore, they can get higher ocean rates at those outports. In other words, the differentials to some extent operate as a bonus to the ocean carriers to bring traffic to and seek traffic at the ports where the lower inland rates apply. * * * The outports argue that the differentials are essential to their existence as import and export ports, and that if the differentials are not preserved the only part of this traffic which they can secure will be that which New York is physically unable to handle. * * * It is clear that the differential agreement was originally made in an attempt to equalize the total charges on import and export traffic through the several ports as gateways.' EXPORT RATES FROM CENTRAL WEST TO BOSTON AND PORTLAND. Northward from New York export rates differing from the regular domestic class and commodity rates are the general practice. The domestic rates from the Central West to Boston do not create a port relationship suitable for export traffic. The haul to Boston is longer than to New York, and competitive requirements have not made it necessary to equalize the two ports so far as their domestic traffic is concerned. Domestic class rates are made bj adding to the New York class rates the following domestic port differentials : Class 1 2 3 4 5 6 Cents per 100 pounds 7 6 5 4 3 2 ' I. C. C. p. 69-70. 77036—22 10 146 UNITED STATES TARIFF COMMISSION. When a commodity rate to New York is the same as a class rate, the domestic commodity rate to Boston is higher by the same differ- ential above the rates to New York that is applied in fixing the class rate to Boston; and when a commodity rate to New York differs from a class rate the domestic commodity rate to Boston is higher by the differential that is applied in determining the next higher class rate to Boston. In the export trade, however, Boston is granted the class and commodity rates in effect to New York because the competition be- tween the two ports for this traffic is keen and both are but gateways to foreign destinations.^ (See rate Tables 5 and 6.) The necessity of establisning a different port relationship between Boston and New York in the domestic and export trades by means of railroad export rates was described by the Interstate Commerce Commission as long ago as 1889: The ocean freights from Boston and New York (in grain) are substantially the same ■ It follows, therefore, that the railroad rate must be the same. It has been decided that a differential of substantially 2 cents per 100 pounds may pVoperly be made on grain against Boston, but if the export rate were 2 cents higher to Boston than to New York no traffic would move through the port of Boston. The object of these two rates, therefore, is to equalize the export rate between the ports of Boston and New York. The export rate to Boston is not in reality a Boston rate at all, but is in essence the inland division of a through rate {hrough that port to foreign ports.* The Grand Trunk system places the rates from central western Eoints to Portland, Me., on the Boston and New York export rate rate asis because Portland is an important winter port for traffic moving via Canadian routes. Exports carried t6 Portland via other routes, however, are at present obliged to pay the domestic rates of Portland, which are generally the same as the domestic rates in effect at Boston. ° .(See rate tables 5 and 6.) EXPORT RATES FROM THE CENTRAL WEST TO EASTERN CANADIAN PORTS. The principle of port equalization is applied to its fullest extent at the eastern Canadian ports because these ports and the lines which serve them are in direct competition with the North Atlantic ports of the United States — Norfolk to Boston — and with the eastern trunk lines, for the export traffic of the Central West. The export class rates and typical export commodity rates cited in rate tables No. 5 and No. 6 illustrate how the export rates from central western points in the United States on traffic routed abroad via eastern Canadian ports are based directly upon the rates to either Philadelphia or New York.' Before the rate disturbance caused by the general advance of August 26, 1920, those to Montreal were the same as the domestic or export rates applicable at Philadelphia, except in case of shipments in the eastern portion of percentage territory from points such as Pittsburgh and Cleveland; those to Que- bec, St. John, and West St. John were generally the same as the do- mestic or export rates to New York; and those to Halifax were and still are based upon the current Quebec or St. John export rates plus a differential of 1 cent per 100 pounds. < W. J. Kelly, agent, I. C. C. No. 743. 5 Vol. 8 I. C. C. p. 118, Mar. 7, 1889. » W. .1. Kelly, agent, 1. C. C. No. 743; P. R. R. G. O. I. C. C. 17, 512. I W. J. Kelly, agent, 1. C. C. No. 868. PREFERENTIAL TRANSPORTATION RATES. 147 The export rates to eastern Canadian ports, as in the case of nnport rates effective at these ports, create- an entirely different port relationship than obtains in case of the so-called "domestic" traffic shipped from central western points in the United States to the Canadian ports for consumption in Canada. The domestic class rates from Cincinnati to Montreal before August 26, 1920, when established rate adjustments were in full effect, for example, exceeded the Phdadelphia domestic or Montreal export rates by the following amounts : ] 2 3 4 5 6 Cents per 100 pounds 16J 15 llj 9 8 7 The domestic class rates from Cincinnati to Quebec exceeded the export class rates to Quebec or the domestic class rate to New York by the following amounts : Class 12 3 4 5 6 Cents per 100 pounds 32 28 22 17 13J llj The export rates to St. John and West St. John were the same as those to Quebec, but the domestic class rates from Cincinnati to St. John and West St. John exceeded the domestic class rates to Quebec by the following amounts : Class 12 3 4 5 6 Cents per 100 pounds ; 20 17^ 16^ 14 llj 10 WhUe the export rates to Halifax exceed those to Quebec by 1 cent, the domestic class rates from Cincinnati to the two points differ by the following amounts : Class 1 2 3 4 5 6 Cents per 100 pounds 22 19^ 17^ 15 12^11 The Canadian export differentials differ at various central western shipping points, but those at Cincinnati will serve to illustrate how export rates are used at the eastern Canadian ports to create dis- tinctive port relationships in the export trade- The disturbance of standard Canadian export rate structures occasioned by the general rate advance of August 26, 1920, will probably be only temporary. The following statement was made by Mr. W. J. Kelly, agent of the Central Freight Association lines: It is our intention to restore the port differentials and the application of Philadel- phia rates, etc., to (janadian ports on export trafHc in the reissue of the tariffs to provide ■specific rates authorized under Kx parte No. 74. We have already taken care of our grain tariff, and the other issues will probably be disposed of before January 1, 1921 * At the present time the application of the New York or Philadel- phia eastbound rates as export rates to the eastern Canadian ports, except from Cleveland, Pittsburgh, and other points in the eastern portion of percentage territory, is the general policy, but an exami- nation of rate Table 5 indicates a few slight variations. It is the intention of the carriers, as expressed in the letter quoted above, to reestablish the former standard port relationships in full. 8 Letter of Oct. 13, 1920. Chapter VIII. EXPORT RATES FROM CENTRAL WEST TO GULF PORTS. Nowhere, except at Boston and the eastern Canadian ports, is the practice of using export rates as a means of equahzing ports more generally employed than at the ports of the Gulf of Mexico. Anal- ysis of the many export rates in effect from central western points to Gulf ports shows that, as in the case of Gulf import rates, a two- fold equalization is accomphshed: (1) The Gulf ports frona Pensa- cola to Texas ports are placed on the same export rate basis, while the export rates to Key West, Tampa, and Port Tampa, Fla., are made certain differentials higher. (2) Many of the export rates from the Central West to Gulf ports are based directly upon the rates from the same point of origin to New York or Baltimore. The admitted purpose is to create definite port relationship be- tween the North Atlantic and Gulf ports in the export business of the Central West. When the Gulf and South Atlantic export rates from Central Freight Association territory were under revision by the Railroad Administration in 1919, the Director General issued the following answer to a protest made by the New York Trade and Transportation Board and the New York Chamber of Commerce : The rates recently published from Central Freight Association territory to the South Atlantic and Gulf ports have been under consideration for nearly a year past. Numerous conferences have been held upon them. The publication is the last thing to be done. The basis is the same as it is in effect to New York, Boston, Port- land, Me., St. John, and Halifax, Canada. This same basis has been in efl'ect from the same points of origin to New Orleans for many years past. It is practically ex- tending the New Orleans rate to other Gulf ports and to South Atlantic ports south of Norfolk. Eastern railroads have no good ground for objection on the basis of mileage, as the distance to the Canadian ports is very considerably greater than to the South Atlantic ports,' Export rates from the Central West to Gulf ports vary for different foreign destinations. They apply to shipside at the GuK ports, but their application is in many instances limited to traffic destined to specified foreign countries. They may be grouped as follows, accord- ing to whether the traffic is destined: (1) To all foreign countries; (2) to Europe and Africa; (3) to countries oSher than Europe and Africa; (4) to Europe, Asia, Africa, Australia, New Zealand, and the Philip- pine Islands; (5) to countries other than Europe, Asia, Africa, Aus- tralia, and New Zealand; and (6) to Cuba, via Key West, Tampa, and Port Tampa: Many of the definite and established rate relationships between the Gulf ports and New York or Baltimore which formerly governed the export rates from the Central West to the G^ulf Seaboard were dis- turbed by the general rate advance of August 26, 1920. Many of the Gulf export rates which formerly were the same as the rates in effect from central western points to either New York or Baltimore are now at a lower level because they were advanced either 25 or 1 Letter dated Nov. 26, 1919; in Traffic World, Vol. XXV, No, 4, p, 137. 148 PREFERENTIAL, TRANSPORTATION RATES. 149 33^ per cent, while the rates to New York and Baltimore were ad- vanced 40 per cent. It is stated that "it is the purpose of the car- riers to make the necessary revision as soon as possible, which will restore the old relationship." ^ EXPORT RATES ON TRAFFIC DESTINED TO ALL FOREIGN COUNTRIES. The class export rates from Cleveland to Gulf ports charted in rate table No. 5, apply to export traffic destined to all foreign countries and it will be noted that, until the general advance of August 26, 1920, they were the same as the domestic rates from Cleveland to New York. This was also the established basis for export class rates quoted to the Gulf ports — Pensacola to New Orleans — from India- napolis, Fort WajTie, Columbus, Toledo, Detroit, Buffalo, and othsr points in Indiana, Kentiicky, Michigan, New York, Ohio, Pennsyl- vania, and West Virginia.^ When those export class rates were re- vised in 1919 the following explanation was made to the Interstate Commerce Commission and the United States Railroad Administra- tion: It has been the practice, under the authority of the Interstate Commerce Commis- sion, to publish proportional rates from Ohio River crossings to Gulf ports on export traffic which, in conjunction with rates from central territory (Ohio, Indiana, Mich- igan, etc.), would establish in the aggregate rates to Gulf ports equal to the rates pre- vailing from central territory to New York, the purpose being to equalize the Gulf with the Atlantic seaboard on traffic destined to Central and South American coun- tries, including the West Indies. This method of publication has not been satis- factory. It does not afford at all times equal rates with those applying to New York for the reason that changes in local rates from various points of origin in central terri- ~ tory to Ohio River crossings necessitate changes in proportional rates out of the Ohio River. As there are something like 1,100 proportional rates from the Ohio River to the Gulf depending upon point of origin, it is shown that this method of publication will not satisfactorily serve the purpose. That there may be more uniformity in the rates on export traffic to the Gulf with the Atlantic seaboard a new form of publication is submitted which contemplates ioint through rates being established from each of the points of origin mentioned to the Gulf equal to those contemporaneously carried to the Atlantic seaboard.'' The application of the genjeral percentage rate advance of August 26 disrupted this port relationship, at least for the time being, be- cause the export rates to Gulf ports were advanced 33J per cent, while the domestic class rates to New York were increased 40 per cent. The present export class rates from Cleveland as shown in rate table No. 5, are the following amounts under the New York rate: Class 12 3 4 5 6 Cents per 100 pounds 5i 4i SJ 2 2i 2i The policy of advancing rates on a percentage basis, for the pur- pose of increasing railroad revenues, automatically extended a differ- ential to the Gulf ports. The export class rates from St. Paul and Kansas City to the Gulf ports shown in rate Table No. 5 also apply on traffic destined to all foreign countries. Since the domestic rates from these points to New York are combination rates based upon the official and western classifications while the export class rates to the Gulf ports on through traffic are based upon the southern classifica- tion, it is difficult to make an accurate comparison. The general »E B Boyd, chairman western trunk-line committee, Letter of Oct. 13, 1920. ' E. B. Boyd's I. C. C. No. A-1052. < Fifteenth Section, AppUoation No. 8597, Sept. 30, 1919. 150 UNITED STATES TARIFF COMMISSION. practice pursued in establishing export rates from trans-Mississippi points to the Gulf ports was to base them upon the domestic rates to some one of these ports serving as a pivotal rate port. In addition to these all-rail export rates all-water or rail and water class rates applicable on traffic destined to all foreign countries apply from various points such as Cleveland, St. Louis, and St. Paul to the Gulf ports.' These rates were generally established at differ- entials below the all-rail export rates currently in effect to the Gulf ports. The railroad export commodity rates on an extensive list of com- modities from specified points in the central western States named above to Gulf ports, are also applicable to traffic destined to all for- eign countries," and their established basis has been the rates to New York. Before August 26, 1920, they were generally the same as the New York rates, but the working of the gfenera,l percentage plan )i increasing railroad revenues has resulted in a differential in favor of the Gulf ports. Many of the export rates on the commodities listed in rate Table No. 6 from St. Paul and Kansas City to the Gulf ports apply on traffic destined to all foreign countries. Their relationship to the rates on these commodities to New York or other North Atlantic ports is less definite for they were generally established with reference to the domestic rates to a pivotal Gulf port. EXPORT RATES ON TRAFFIC DESTINED TO EUROPE AND AFRICA. Export class rates specifically applicable on traffic destined to Europe and Africa have been put into effect from specified points west of the Mississippi Kiver to Gulf ports.' They are generally based upon the domestic class rates to one of the Gulf ports serving as a key or pivotal port, and their main purpose is to equalize the Gulf ports. Many commodity rates are quoted from central western points, such as Cincinnati, Louisville, Terre Haute, Chicago, St. Louis, and Davenport, to Gulf ports on export traffic destined only to Europe and Africa.* Some of these rates were based directly either upon New York or Baltimore, but most of them were also made by apply- ing the domestic rate to a pivotal or key port on the Gulf of Mexico as the export rate to all the other Gulf ports, Pensacola to Galveston. Many of them are exactly the same as the domestic rates to New Orleans. The result is that the Gulf ports are equalized in case of specific export traffic shipped from these central western points to Europe and Africa, but the export rates to Gulf ports as a group are not so clearly related to the rates of the North Atlantic ports as in case of the previously mentioned export rates from Cleveland, Indian- apolis, etc., to Gulf ports on classified traffic and specified commodi- ties destined to all foreign countries. An examination of rate Table No. 6 will show that some of them are higher than the rates to either New York or Baltimore, while others are lower. Another section of this export tariff quotes specific export commod- ity rates from certain points beyond the Mississippi — St. Paul, 5 War Department Inland Waterways Mississippi- Warrior River section, Nos. 2, 9, 29, 34, and 46. 8 E. B, Bovri's I. C. C. No. A-1052. ' E. B. Boyd's I. C. 0. No. A-1051. 8 E. B. Boyd's I. C. C. No. A-lOol, A-1057, and 1052. PREFERENTIAL, TRANSPORTATION RATES. 151 Cedar Rapids, Des Moines, Fort Dodge, Kansas City, Omaha, Topeka, etc., to Gulf ports on traffic destined to Europe and Africa. ° Still another section contains export commodity rates on traffic so destined when shipped from specified points in Iowa, Missouri, Kansas, Minne- sota, Colorado, Oklahoma, and Wisconsin.' These export rates to the Gulf are also either based upon the domestic rates to some one or more of the Gulf ports, or generally adjusted directly with reference to the rates currently in effect to New York or Baltimore. The export rates to the Gulf ports from central western points on packing-house products destined to Europe and Africa apply to traffic destined to Asia as well as to Europe and Africa.'" Tile two general plans of adjustment are again in evidence, and the competi- tion between packing centers brings in a third factor which is respon- sible for the export rates in effect at certain points. Under the ad- justment established in 1919 the export rates to Gulf ports frona Albert Lea, Atchison, Cedar Rapids, Davenport, Des Moines, Fort Dodge, Kansas City, Lincoln, Louisville, Mason City, Minneapolis, St. Paul, Sioux City, Topeka, St. Joseph, Winona, and St. Louis were made the same as the domestic rates to New Orleans serving as the pivotal port. The export rates from Chicago to Gulf ports were then determined as follows: They were made "by the use of the same difference to New Orleans under the rate from Chicago to New York (45 cents) as prevails between the base rate from St. Louis to New Orleans (43 cents) and the rate from St. Louis to New York (53 cents) , or 9^ cents, with the St. Louis base rate as minimum and the Chicago- Baltimore rate (42 cents) applied as maximum. This maximum is proposed so that the rate from Chicago to New Orleans shall not exceed the Chicago-Baltimore rate of 42 cents, following the general plan of relating with Baltimore the rates from Chicago to New Or- leans."" Milwaukee was then given a differential over Chicago; Rock Island the same rate as Chicago; Cincinnati the same rate as St. Louis; Oklahoma City 4^ cents under the rate from Kansas City; and Indianapolis the same rate as applies from that point to New York. EXPORT RATES ON TRAFFIC DESTINED TO COUNTRIES OTHER THAN EUROPE AND AFRICA. The Gulf export tariffs referred to in the preceding section also contain export rates to Gulf ports on specified commodities destined to foreign countries other than Europe and Africa, and the tariff con- taining export rates on packing-house products destined to Europe, Africa, and Asia, similarly contains export rates to countries other than Europe, Africa, and Asia. Many of these export commodity rates although quoted separately are exactly the same as those on traffic destmed to Europe and Africa. Some of them, however, are different. The export com- modity rates on agricultural implements from Chicago, St. Paul, and Terre Haute are higher when the traffic is destined to countries other than Europe and Africa; so also are the export rates on various iron and steel products when shipped to the Gulf from Chicago, Terre s E. B. Bord's I. C. C. No. 1051. i« E. B. Boyd's I. C. C. No. 10.57. 'I Fifteenth Section .Vpplication No. 7.510. 152 UNITED STATES TARIFF COMMISSION. Haute, St. Louis, Cincinnati, Louisville, Steelton, and Davenport; and so are those on starch when shipped from these points; and on packing-house products shipped from Hannibal, Mo. Where such differences occur the rates on traffic destined to Europe and Africa usually bear a closer relationship to the rates of Baltimore or New York than is true of the export rates to Gulf ports on traffic destined to countries other than Europe and Africa. As in the case of import rates, formerly described, the Gulf ports may, in order to share in the export business of the Central West, with Europe and Africa, require lower rates than on traffic destined to other parts of the world be- cause ocean steamship distances, services, and freights are generally favorable to the North Atlantic ports in the European and African trades. Many of the Gulf export commodity rates contained in these tariffs apply only on traffic destined to countries other than Europe and Africa, no export rates being published for certain commodities when des- tined to Europe or Africa. Such export rates are either: (1) Adjusted with reference to New York or Baltimore; or (2) they are made by applying as an export rate to all Gulf ports — Pensacola to Galveston — the domestic rate to New Orleans or some other Gulf ports; or (3) the export rate applicable at one central western point, after being established in accordance with one of the preceding plans, is for com- petitive reasons also applied at another central western point or is used as the basis for the export rate in effect from such point to the Gulf ports. The railroads serving the Gulf ports, moreover, grant export class rates on traffic destined to countries other than Europe and Africa from many central western points. Examination of rate Table No. 5 will show that under the established relationship in effect before August 26, 1920, those from Chicago to Gulf ports were the same as the domestic class rates from Chicago to New York. This relation- ship with New York was also generally maintained from other points, such as Milwaukee and Indianapolis, located north of the Ohio and east of the Mississippi River. The export class rates from Ohio River points to the Gulf ports on traffic destined to countries other than Europe and Africa, however, are different than the rates from these points to New York, being higher in case of Cincinnati and lower in case of Louisville and Ohio River points farther west. The rates are generally blanketed from all the Ohio. River crossings. They are the same from Cincinnati, Louisville, Evansville, and Cairo to Gulf ports, and until the general rate advance of August 26, 1920, became effective, the same rates also applied at St. Louis. The established bases for these Ohio River and St. Louis export rates before August 26 were the class rates from Chicago to New Orleans minus the following differentials : Class 12 3 4 5 6 Cents per 100 pounds [['_ iq gj e^ 4i 4 3^ The general rate advance increased these class differentials to the foUowmg amounts: OHIO RIVER POINTS. ^lass y-- ,, 12 3 4 5 6 Cents per 100 pounds 22 19 14A ]0 8* 7i ST. LOUIS. ^l^f 1 2 3 4 5 6 *"®°*^ 13i Hi 8J 6 5i 4i PKEFERENTIAL TEANSPOETATION BATES. 153 Export class rates are also published from specified points west of the Mississippi River to Gulf ports, efl'ective on traffic destined to countries other than Europe and Africa.^^ They are generally based upon the domestic class rates in efl'ect from a given trans-Mississippi point to one of the Gulf ports serving as a pivotal or key port. These export class rates, moreover, are the same as the export class rates applicable at specified points west of the Mississippi River on traffic destined to Europe and Africa, but they are stated separately in the tariff. All-water or rail-water export class rates, which are differentials below the all-rail rates currently in effect, and which apply on traffic destined to countries other than Europe and Africa, have been established from various central western points such as Cincinnati, Chicago, Louisville, and St. Louis." EXPORT RATES ON TRAFFIC DESTINED TO EUROPE, ASIA, AFRICA, AUSTRALIA, NEW ZEALAND, AND THE PHILIPPINE ISLANDS. Special export rates to Gulf ports on grain and grain products destined to Europe, Asia, Africa, Australia, New Zealand, and the Philippine Islands are in effect at various Central Western grain shipping points." They apply only from a limited number of. points and are reshipping rates in that they are applicable only on grain originating beyond or grain products manufactured from grain originating beyond such points. EXPORT RATES ON TRAFFIC DESTINED TO COUNTRIES OTHER THAN EUROPE, ASIA, AFRICA, AUSTRALIA, AND NEW ZEALAND. Export rates to Gulf ports from various Central Western points are published on petroleum and petroleum products when destined to countries other than Europe, Asia, Africa, Australia, and New Zea- land. They apply to all Gulf ports from Pensacola to Galveston, except that those from Cleveland and Pittsburgh do not apply to Galveston. Those from Chicago, Peoria, Springfield, 111., and Indian- apolis are uniform and under the established basis in effect before the general rate advance of August 26, 1920, were 5 cents per 100 pounds above the uniform rates in effect from St. Louis and the Ohio River crossings, Cincinnati, Louisville, and Evansville. EXPORT RATES TO KEY WEST, TAMPA, AND PORT TAMPA ON TRAFFIC DESTINED TO CUBA. Many export rates apply from central western points to Key West, Tampa, and Port Tampa on export traffic destined for Cuba. Export class rates are published from specified points in Central Western States to these ports, the established basis before the general rate advance of August 26, 1920, being the export class " E. B. Boyd's I. C. C. No. A-1051. I-' War Dcot. Inland Waterways Mississippi- Warrior Riyer section, Nos. 2, 9, 29, 34, 39, and 46. » Boyd's I. C. C. A-997, A-927. 154 tTNITED STATES TARIFF COMMISSION. rates from the same points to other Gulf ports plus the following differentials ■}" Oiasa 1 2 3 4 5 6 Cents per' loopoundV.::::;;.".'.::::::: 52 44 se 28i 24^ 20^ When the rates to the Gulf ports as well as to Key West, Tampa, and Port Tampa were advanced August 26, 1920, those differentials were automatically widened somewhat because the application of a percentage increase to different rates causes a greater actual advance in case of the higher rates. The special commodity rates to Key West, Tampa, and Port Tampa on commodities destined to Cuba were also made by adding fixed arbitraries or differentials to the Gulf export rates. Those from points located in various Central Western States were made by adding arbitraries to the export rates to Gulf ports on commodities destined to all foreign countries. The arbitrary in the case of bleach, for example, was 24 J cents per 100 pounds; cenient, 3^ cents; plaster, 20^ cents; and binder twine, 30^ cents.'" Those on specified commodities shipped from central western points such as Chicago, Milwaukee, Terre Saute, St. Louis, Cincinnati, Louisville, and Daven- port were made by adding fixed arbitraries to the Gulf export com- modity rates on trafiic destined to all countries other than Europe and Africa." Those on specified commodities shipped from certain points in Iowa, Missouri, Kansas, Nebraska, Wisconsin, Illinois, Michigan, and Minnesota, were also established at differentials over the Gulf export commodity rates from these points on traffic destined to countries other than Europe or Africa. '* Those on grain and grain products and on petroleum and petroleum products were established at differentials over corresponding export rates to Gulf ports on these commodities when destined to countries other than Europe, Asia, Africa, Australia, and New Zealand.'" The export rates on packing-house products shipped from specified points in Minnesota, Kansas, Iowa, Missouri, Nebraska, Kentucky, Illinois, Ohio, Michi- gan, Indiana, and Wisconsin to Key West were based upon the Gulf export rates on packing-house products destined to countries other than Europe, Asia, and Africa.^" The direct purpose of these export rates to Key West, Tampa, and Port Tampa is to equalize these ports with the Gulf ports in the export trade of the central west with Cuba. The geographical posi- tion of Key West, Tampa, and Port Tampa with respect to Cuba is such as to result in lower ocean rates from these ports to Habana than are currently in effect from the Gulf ports. The railroad differ- ential is such as to substantially equalize the combined rail and ocean charges through the various Florida and Gulf ports. In examining rate Tables 5 and 6, it is important to note that the rates to the Gulf ports from certain central western points are domestic rates, because special export rates have not been established " E. B. Bovd's I. C. C. No. A-1052. II E. B. Bovd''; I. C. C. No. A-lO.il. u E. B. Boyd's I. C. C. No. A-1051. IS E. B. Boyd's I. C, C. No. A-997; A-1052, etc. 2» E. B. Boyd's I. C. C. No. A-1057. PREFERENTIAL TRANSPORTATION RATES. 155 from all the interior points included in the tables. Such domestic rates were not adjusted with respect to the eastbound rates applicable at the North Atlantic seaboard. The principle of port equalization governs only in case of the special export rates which apply from central western points to the Gulf ports. Many of the special export rates listed in these tables conform directly to the principle of equal- izing the Gulf ports with New York or Baltimore. Others, as was explained above, were made by generally applying the domestic rate to a pivotal Gulf port as the export rate to the other Gulf ports, the principal purpose of such export rates being to equalize the various Gulf ports with each other, rather than to equalize the Gulf and North Atlantic seaboards. The general application of the domestic rate to a pivotal or basic Gulf port does not place the Gulf ports at a disadvantage in the export trade of various points, such as those located west of the Mississippi River, for the domestic rates from many trans-Mississippi points are lower to the Gulf ports than to the North Atlantic seaboard. Chapter IX. EXPORT RATES FROM CENTRAL WESTERN POINTS TO THE SOUTH ATLANTIC SEABOARD. Although scattered export rates to South Atlantic ports have been in effect for some years, the most recent export rate structures to be generally adopted in the United States is that applymg to export traffic routed from the Central West to the South Atlantic seaboard. The same principle of port equalization which adjusted the export rates of the Eastern Canadian ports, of Boston and Port- land and of the Gulf ports with reference to the rates m effect at the North Atlantic ports— New York to Norfolk— is responsible for the establishment of export class and commodity rates from central western points to the South Atlantic ports. They were systemati- cally aligned with the rates on export traffic moving through rival North Atlantic and Gulf ports, and the Railroad Administration gave as its purpose the need " to distribute the export traffic in a reasonable way among all ports,"' or "to distribute the movement of the traffic for the advantage of all interests."^ Export rates from central western points to the South Atlantic seaboard, as is also the general practice in case of domestic rates, are uniform to all South Atlantic points. There are exceptions to the general equalization of the South Atlantic ports as a group, the export rates from certain points on nails, rails, railway track material, architectural iron, horseshoes, wire, and various other iron and steel products, for example, being lower to Wilmington, N. C., than to other South Atlantic ports; but the general blanketing of rates to the South Atlantic seaboard has long been a feature of rate making in southern territory. The additional step taken when export rates were put into effect from the Central West was to equalize these ports with the North Atlantic and Gulf ports so far as the export trade is concerned. Export rates from the Central West to the South Atlantic ports follow the lead of the North Atlantic ports not only as to their general level or basis, but also in the policy of applying on traffic destined to all foreign countries regardless of their location, with the single exception of Mexico. Export class rates to the South Atlantic ports have been established from many points in central freight association territory," and from Ohio and Mississippi River points.'' Two general bases are used in making these rates and both of them are fundamentally designed to equalize the South Atlantic with the North Atlantic ports. The export class rates from the Ohio River crossings and from St. Louis under the established basis in effect before August 26, 1920, were the same as the rates from these points to either Baltimore or Norfolk, 1 Director General Hines's letter of Jan. 21, 1920, published in Railway Age, Jan. 23, 1920, and Atlanta Constitution, Jan. 22, 1920. ' Director General Hines's annual report, 1919 (division of traffic). ' F. L. Speiden, I. C. C. No. .S32. ' F. L. Speiden, I. C. C. No. 315. 156 PEEFEKENTIAL, TKANSPOKTATION RATES. 157 while those from central freight association territory points beyond the Ohio River were generally the same as the class rates currently in effect to New York. The general percentage rate increase policy effective August 26 has, of course, changed these established and very specific adjustments, but a general relationship between the North and South Atlantic ports still obtains. (See rate table No. 5.) The export class rates from Ohio River points and St. Louis to South Atlantic ports are at the present moment lower than the freight rates in effect from these points to Baltimore, or Norfolk; and those from central western points beyond the Ohio River are now lower than the rates from such points to New York. The general rate advance automatically gave a differential to Savannah and other South Atlantic ports. The export commodity rates which have been published from central western points to the South Atlantic ports are also in most instances based directly upon the rates either to New York, Norfolk, or Baltimore. ^ Those from central freight association territory were, under the standard arrangement in effect before August 26, 1920, quite generally the same as the rates currently in effect to New York. Many of the export commodity rates from Ohio River points and St. Louis were the same as the rates to Norfolk or Baltimore, but in some instances this relationship was less precise, the South Atlantic export rates being somewhat below or above the Baltimore basis. (See rate table No. 6.) In many instances, moreover, different ex- port commodity rates apply to Wilmington, N. C, than to other South Atlantic ports, and many export commodity rates apply only to the South Atlantic ports from Charleston, S. C, to Jacksonville, Fla. A few of the export commodity rates are based upon current domestic rates. Those on brick shipped from St. Louis, for example, are the same as the domestic rates on particular descriptions of brick, i. e., "common, pressed, coated, face, plain, ornamental, or shaped, but not enameled, coated, or glazed other than salt glazed," also, "paving brick and fire brick;" and the export rates on brick in addi- tion apply also to hollow building brick. Instances of this kind are exceptions to the avowed and largely accomplished intent of so ad- justing the inland rates that all the Atlantic and Gulf ports from Montreal, Canada, to Galveston, Tex., and the inland carriers serving them, may share in the export trade of the Central West. ' F. L. Speiden, I. C. C. Nas. 332 and 315. Chapter X. EXPORT RATES FROM CENTRAL WESTERN, EASTERN, AND SOUTHERN POINTS TO THE PACIFIC COAST SEABOARD. As in the import trade, so in the export trade with foreign countries of the Pacific Ocean, the transcontinental railroads have for years granted special rates to substantially equalize the Pacific coast ports with rival Atlantic and Gulf ports and to more fully equalize the Pacific coast ports in their rivalry with each other. Two alternative schedules of export rates are applicable — (1) special export commodity rates on an extensive list of important export products, and (2) the regular domestic rates to San Francisco or Seattle which apply on export shipments not governed by special commodity rates and on export shipments for which they make a lower charge than would result from an application of the latter. SPECIAL EXPORT COMMODITY RATES.' The domestic transcontinental rates from central western, eastern, and southern points to the Pacific coast are relatively so high as' compared with the domestic or export rates from such points to the Atlantic or Gulf ports as greatly to handicap the exportation of certain products to the countries of the Pacific Ocean by way of the Pacific coast ports of the United States and Canada. It was prima- rily to "more nearly equalize the shipping routes via the Atlantic and Gulf ports''^ that the special export commodity rates of the transconinental railroads were revised by the Railroad Administra- tion in 1919. These rates represent an exceptionally heavy reduc- tion or export differential under the domestic rates currently in effect. The domestic carload rate on cultivators, plows, and parts, for example, is $2.70 per 100 pounds when shipped from New York to San Francisco, $2.42 when shipped from Cincmnati, and $2.33^ when shipped from Chicago. Agricultural implements of similar de- scription may, however, be shipped from New York or Cincinnati to any of the Pacific coast ports for export to Pacific coast countries on a flat rate of $1.33^ per 100 pounds and from Chicago at $1.15. However heavy this export differential is, an examination of rate table No. 7, will show that this rate is substantially higher than the rates at which agricultural implements move from Chicago or Cin- cinnati to the Atlantic and Gulf ports for export. It will be noted that this is also the case with other typical export commodities included in the table. It is not necessary that the export rates to the Pacific coast ports should be as low as those to Atlantic and Gulf ports, because the Pacific coast ports have an advantage in outbound ocean freight rates. The principal purpose of the special export commodity rates is to equalize the combined rail and ocean charges, ' Transcontinental Freight Bureau, West Bound Export Traffic, R. H. Countiss I C C No 1076 ^ Director General W. D. Hines, Annual Report of 1919 (division of traffic), p. 5. ' 158 PREFERENTIAL TRANSPORTATION RATES. 159 through the Pacific, Gulf, and Atlantic ports sufficiently to enable the transcontinental railroads and Pacific coast ports to share in the export business of the Central West, East, and South. The follow- ing statement by the Interstate Commerce Commission indicates how the 60-cent carload rate on iron and steel (see rate table No. 7) in effect before August 26, 1920, for example, was arrived at: From among the various interior competing centers of production one was selected upon which to mate the equalization. Pittsburgh was selected in this case as being the point nearest to the Atlantic seaboard from which it was felt an equalization could be made without making unduly low rates. To the rail rate from Pittsburgh to New York there was added the ocean rate from New York to the foreign port of destination in the Orient — Kobe in this case. From the sum thus arrived at there was -subtracted the ocean rate from Pacific coast ports to the same foreign port of destination. The difference was the rate which was supposed to equalize the routes via Atlantic and Pacific ports, and other producing points were placed on the same basis. ^ As the Pacific coast ports have a relative advantage in ocean freight rates only in case of shipments to the countries of the Pacific, this at- tempted port equalization is limited geographically. The special export commodity rates apply only on traffic destined to and con- signed to or beyond Yokohama, Kobe, Nagasaki, and Moji, Japan; Shanghai and Hongkong, China; Manila, P. I.; India; Sydney, Aus- tralia; Suva, Fiji Islands; Auckland and Wellington, New Zealand. They apply from specified points in Wyoming, Colorado, New Mexico, and the Dakotas and from nearly all points in States located east of these States, and also from Midvale, Utah. Until recently they were blanketed over all of these shipping points regardless of differences in length of haul; and they are at present blanketed from all eastern and central western points as far west as Chicago territory, but the export rates on certain commodities from Chicago and points west were recently placed on a lower level by the transcontinental railroads. The general export commodity rates of the transcontinental rail- roads, moreover, apply uniformly to all Pacific coast ports from San Diego, Calif., to Prince Rupert, British Columbia.* The carload rates on the many commodities included in the westbound export tariff include switching to wharves, docks, or warehouses and unloading costs, and the less-than-carload export rates include "delivery to pile on wharves, docks, or warehouses." Aside from wharfage or State tolls collected at the ports, the special export rates bring about almost complete equalization of Pacific coast ports with respect to inland freight charges. Specific export rates are published for the commodities included in rate table No. 7, and also on bones and dried cattle hoofs, barytes, limestone and whiting, canned goods of many kinds, glass of various descriptions, grading and road-making implements, a wide variety of iron and steel products, lathing, lead, acetate of lime, sewing machines, condensed and evaporated milk, motor cycles, lubricating oils and greases, oil-well supplies, paper and paper wares, pencil slats, plumber's supplies, roofing material, wire rope, soap, soda, spelter, starch and dextrine, steam and hot-water heating apparatus, pneu- matic tires, vehicles and parts of, paraffin wax, wheelbarrows and carts, wood pulp and wood pulpboard and zinc. An "all com- 3 57 I. C. C. 310, Apr..';, 1920. ' Ports listed: Albina, Astoria, East Portland, and Portland, Oreg.;Ever6tt, Seattle, and Tacoma, Wash.; East San Pedro, Loa» Beach, OaWand, Port Costa, Redondo Beach, Richmond, San Diego, San Fran- cisco, San Pedro, and Wilmington, Calif; Prince Rupert and Vancouver, British Columbia. 160 UNITED STATES T-AEIFF COMMISSION. modities" export rate of $2.33i per 100 pounds is quoted on carload shipments, 30,000 pounds minimum weight, of these and all other com- modities except certain articles specifically excepted, when shipped from points east of Chicago territory; and when shipped from Chi- cago territory and points west the all-commodities rate is $2 per 100 pounds.^ This rate applies on export traffic destined to the foreign countries referred to above, unless in particular instances the specific export commodity rates or the domestic rates to San Francisco or Seattle should be lower. After the general rate advance of August 26, 1920, went into effect the transcontinental railroads filed a new export tariff containing special export commodity rates considerably lower than the level authorized by the Interstate Commerce Commission. The reason as- signed for the new rates is a desire for a closer alignment of the Pacific coast ports with the Atlantic and Gulf ports. It is the understanding that under the new tariffs rates have been adjusted so that rail charges to the Pacific coast plus the ocean charges to oriental ports are approxi- mately the same as all-water rates from Atlantic and Gulf ports to the same ports in the Orient." As the eastern trunk lines did not agree to this reduced level of ex- port rates, the new rates apply only on shipments from points as far west as Chicago or other eastern termini of the transcontinental rail- roads. The present export rates from New York and Cincinnati to the Pacific coast are those in effect before August 26 plus the 33^ per cent advance authorized by the Interstate Commerce Commission in its advance rate decision, while those from Chicago are the new rates since established by the transcontinental lines. (See rate table No. 7.) ' Excepted articles: All. perishable cargo requiring refrigerator service; articles classified in current western classificationunder heading of "Vehicles, motor/' and also automobile parts under heading of ^'Vehicle parts"; Automobileaccessories; benzine; bicycles, parts, and accessories; bismuthmetal; boats; calcium carbide; chloroform; cotton, raw or cotton linters, in Dales; explosives (not includiiig fixed ammu- nition for small arms); films, cinematograph or other moving-picture machine films; fireworks; flying machines; gasoline; ginseng; household goods and personal efl'ects, when value is declared by shipper, to exceed SIO per 100 pounds, or when value is not stated; human bones; jewelry; kerosene; live animals; motor cycles, parts, and accessories; naphtha; petroleum and other highlyinflammablearticles; silverware, other than plated ware; tires, rubber, pneumatic; tires, rubber, sohd, including solid nibber tires mounted on iron or steel base and tubes finner), rubber. (Transcontinental Freight Bureau, West-bound Export Tariff K. H. Countiss I. C. C. No. 1076.) » See Traffic World, Oct. 2, 1920, p. 615. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 7. 161 Railroad commodity rates on export traffic from Chicago to Pacific, Gulf, and Atlantic ports {all rail). [Carload rates in cents per 100 pounds except as Otherwise stated.) On agricul- tural imple- nients. On architec- tural castings. On machinery On billets On rails. and parts. and blooms. ^ railroad. ' To- Pres- For- Pres- For- Pres- For- Pres- For- Pres- For- ent." mer." ent." mer. 12 ent." mer.i2 ent." mer. 12 ent. " mer." Pacific ports 1 115 100 71 60 115 100 l,590i 1,050 1 344 l,590i 994 1,344 710 NewYorlci 63 46 63 45 63 46 750 Boston 1 63 45 63 45 63 45 1,050 1,010 990 750 994 710 PhUadelpWa < 61 60 43 42 61 60 43 42 61 60 43 42 710 690 924 898 660 Baltimore ^ 640 Norfolk* 60 42 60 42 60 42 990 690 896 640 Portland: Via Grand Trunki 63 45 63 45 63 45 1,050 750 994 710 Via other routes < 66 4S 66 48 66 48 1,090 790 1, 050 750 Halitaxi 64 46 64 46 64 46 1,070 770 1,014 730 Montreal i 61 43 61 43 61 43 1,010 710 924 660 ■Quebec i 63 46 63 45 63 45 1,050 1,050 750 994 710 St. Johnsi (i3 45 63 45 63 45 760 994 710 ■Savannali ' 60 45 60 46 60 45 1,000 - 750 9464 710 Port Tampa and Key West, Tampa (to Cuba)' 72 64 10 62 I0 46i 83J 62J 1,160 870 9464 710 Mobi'e:! Tolforeign countries ex- cept Europe and Africa. . 60 45 46* 35 60 45 1,000 750 1-17064 '530 To Europe and Africa onlv 52 39 46j 35 56J 42 840 630 New Orleans: > 35 To forei^ countries ex- cept Europe and Africa.. 60 45 46;^ 35 60 46 1,000 750 .<7064 <530 To Europe and Africa only 62 39 46J 35 564 42 840 630 ^falveston: i To foreign countries e>'- cept Europe and A fri' a . 60 45 46J 35 •60 45 1.000 760 ■7061 530 To Euror* and Africa only 62 39 46i 35 56i 42 840 630 See page 163 for footnotes to this table. 77a%— 22 11 162 UNITED STATES TARIFF COMMISSION. Rate Table No. 7 — Continued. Railroad commodity rates on export traffic from Chicago to Pacific Gulf arul Atlantic ports (all rail) — Continued. [Carload rate.? in cents per 100 pounds.] To- on nails and wire. Pres- ent." For- mer. 12 On automo- biles, passenger. Pres- ent." For- mer." On tobacco, plug or twist. Pres- ent." For- mer.i2 On tobacco, smoking or cut plug. Pres- ent." For- mer. 12 On tobacco, unmanufac- tured. Pres- ent." For- mer." Pacific ports i New York ^ Boston 1 Philadelphia ^ Baltimore ' Norfolk* Portland; Via Grand Trunk ' Via other routes * Halifax i Montreal i Quebec i St. Johnsi Savannah i. . .■ Port Tampa and Key West, Tampa (to Cuba) i Mobile;! To foreign countries ex- cept Europe and Africa. . To Europe and Africa only. New Orleans;! To foreign countries ex- cept Europe and Africa . ToEuropeand Africa only. Galveston;! To foreign countries ex- cept Europe and Africa. To Europe and Africa only 71 63 63 61 60 60 63 66 64 61 63 63 60 862 46i m 46i 60 45 45 43 42 42 45 48 46 43 45 45 45 8 46^ 35 35 365 173J 1735 171 170 170 173i 181 174J 171 173i 173J 165 241J 165 '183J / 165 1*183; {i 165 282 325 124 124 121J 120§ 120i 124 131J 125 12U 124' 124 124 181 124 ll37i 124 n37J 124 <209 165 73i 73i 714 70i 704 734 774 744 714 734 734 70 70 <86* 70 <864 70 > 179 136 524 52J 504 494 494 524 564 534 504 524 524 524 52J <65 524 *65 524 '1324 155 105 105 103 102 102 105 110 106 103 105 106 100 148 100 1254 100 1254 135 75 75 73 72 72 75 80 76 73 75 75 75 75 *94 75 ■194 75 <145 150 734 734 714 704 TOi 734 77J 744 714 734 734 70 108 70 «62 70 <62 70 ■1147 140 524 524 50* 494 494 52J 564 534 504 524 525 52* 524 <464 524 '464 524 '109 To- on boots and shoes. Pres- For- Pres- For- — '-" .1! ent.ii mer.i' ent mer.i On oil, petroleum. On cotton piece goods. Pres- ent." For- mer. 1' On paints, dry or mixed. Pres- For ent mer.i2 On paper, newsprint. Pres- For- ent." mer.i2 Pacific ports;! All foreign countries ex- ' cept Europe and Africa To Europe and Africa only New York ' Boston 1 Philadelphia ' Baltimore ' Norfolfci Portland; Via Grand Trunk 1 Via other routes ' Hahtaxi Montreal i Quebec i St. Johns! Savannah i , Port Tampa and Ivey West, Tampa (to Cuba) i . . . .-. Mobile;! To foreign countries ex- cept Europe and Africa, To Eiurope and Africa only New Orleans;! To foreign countries ex- cept Europe and Africa _ To Europe and Africa only Galveston;! To foreign countries ex- cept Europe and Africa . To Europe and Africa only 200 1574 157* 1554 1544 1544 1574 1644 1584 1654 157J 1674 150 2194 150 11834 150 '282 175 1124 1124 1104 1094 1094 1124 1194 1134 1104 112J 1124 112i 1644 1124 1374 1124 '1374 1124 '209 6 87 '90 524 524 504 494 494 524 64i 634 6O4 524 52i 50 }'364 6IO94I '90 / 374 374 354 344 344 374 404 384 354 374 374 374 '524 '274 '274 274 145 117* 1174 1164 1144 1144 1174 1224 1184 1154 1174 1174 112 1384 f 964 \'964 964 964 {,m 1844 120 84 84 824 8I4 8I4 84 894 85 824 84 84 84 104 724 '724 724 '724 724 '1364 63 61 66 64 61 63 63 60 664 464 '464 464 464 'II34 70 45 45 43 42 42 46 43 45 46 45 35 '36 35 '35 35 '84 100 524 524 504 524 644 534 504 524 624 50 674 50 '52 50 •152 60 '80 90 374 374 354 344 34J 374 394 384 354 374 374 374 6O4 374 374 '39 374 '60 See page 163 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 7 — Continued. 163 Railroad commodity rates on export traffic from Cincinnati to Pacific, Gulj, and Atlantic ports {all-rail). » [Carload rates in cents per 100 pounds except as otherwise stated.] To- on agricul- tural imple- ments. Pres- ent." For- mer.^' On architec- tural castings. Pres- For- ent mer.i On machmery and parts. Pres- ent." For mer Pr&s- .12 ent." On billets and blooms. For- Pres- mer.i2 ent." On rails, railroad. 5 For- mer." Pacific ports i New York ^ Boston 1 Philadelphia * Baltimore * Norfolk < Portland: Via Grand Trunk i Via other routes * Halifax' Montreal i Quebec i St. Johns' Savannah ' Port Tampa and Key West, Tampa (to Cuba) i Mobile; ' To foreign countries ex- cept Europe and Africa. To Europe and j^frica only New Orleans: ' To foreign countries ex- cept Europe and Africa. To Europe and Africa only Galveston: ' To foreign countries ex- cept Europe and Africa. To Europe and Africa only 133J 54J 54i 52J 51 J 61i 64i 574 65i 52i 64i 54i 36 49 49 49 49 49 49 100 39 39 37 36 36 39 42 40 37 39 39 27 39 39 39 39 39 39 54i 54i 52J 51i 61J 54i 57i 55i 52i 54J 54J 1 44 37J 37i 37i 37i 37i 37i 60 39 39 37 36 39 42 40 37 39 39 <35 i"41t 30 30 30 30 133* 54i 54i 52i 51i 51J 54i 57i 56i .52* 54i 54J 45 73 51J 56 61J 66 51i 66 100 39 39 37 36 36 39 42 40 37 39 39 36 58J 41 42 41 42 41 42 1792 S910 910 S70 860 850 910 950 930 870 910 910 475 962i 812i 787i 812J 787J 812i 787J 1344 5 650 650 610 590 590 650 690 670 610 650 650 650 630 650 630 650 630 1792 = 910 910 870 850 850 910 960 930 870 910 910 <787i 750 525 1344 650 650 610 590 590 650 690 670 610 650 650 4 630 600 420 420 1 Export rate. 2 AppUes on rails. * Domestic rate. 5 In cents per ton of 2,240 pounds. 8 Not applicable on lubricating oil or grease. , ^ ' AppUcable only on lubricating oil and grease. ' Appii?s only on mils; on wire, Chicago former rate 55§ cents, present rate 73* cents; Cincinnati former rate 50^ cents; present rate 63 cents. 9 Applies on benzine, naphtha, petroleum, grease, refined oil. tar, or residuum. " Applicable only on angles and angle bars. Rates on plates, girders and beams, former 7 cents, present 9 cents higher. " As in effect during year 1920 subsequent to Aug. 25. 12 As in eSect Aug. 25, 1920. 164 UNITED STATES TARIFF COMMISSION. Rate Table No. 7 — Continued. Railroad commodity rates on export traffic from Cincinnati to Pacific, Gulf, and Atlantic porta {aU rail) — Continued. * [Carload rates in cents per 100 pounds.] To- Pacific ports 1 New York * Boston 1 Philadelphia ■• Baltimore * Norfolk <■ Portland; Via Grand Trunk i Via other routes' Haliiax i Montreal ' Quell cc 1 , St. Johns' Sayannah i Port Tampa and Key West, Tampa (to Cuba) ' Mohile: ' To foreign countries ex- cej t Europe and Africa To Europe and Africa only N^w Orleans: ' To foreign countries ex- cept Europe and Africa To Europe and Africa only Galveston: ' To foreign countries ex- cept Europe and Africa. To ii.urope and Africa only On nails and wire. Pres- ent." 54i 54* 52i 5U 5li 54* 57i 55i 62i 54i 64* 44' 37i 37i m For- mer.i* 60 37 36 36 39 42 40 37 39 39 35 30 30 On automo- biles, passenger. Pres- ent." 433J 150| ISOi 14Si 147i 147J 150* 158 152 148* 150* 150^ 131 212 140i <1.53 140i *153 140* 281J For- mer." 325 108 108 105* 104J 104* 108 115* 109' 105i 108 108 104* 170 I 122i 112* ' 122J 112i On tobacco, plug or twist. Pres- ent." 180 63J 635 61i 60i 60i 63i 67* 64* 61?: 63 i &3* 53' 95i <77 60 4 77 60 For- mer.! 135 45* 45i 434 42i 42| 45i 49* 46* 43i 45* 454 42i 48 On tobacco, smoking or cut plug. Pres- ent." il33i ISO 91i 9li 91* 95| 92* 89J 91i 91 i 78 130i 85i <61i 4 1I2i 48 85i 4 61* 4 112i 48 85 195i For- mer.!' 135 65J 6,'ii 63J 61i 624 65* 70i 66i 634 654 654 624 1044 4 90 684 4 90 11464 On tobacco, unmanufac- tured. Pres- For ent.ii 6.34 634 614 604 59 634 674 644 614 634 634 524 954 60 4 53 60 4 53 eo 4 140 mer.42 140 454 454 43* 424 42 454 494 464 434 454 454 42 764 4 42i 48 4424 48 4 105 See page 163 for footnotes to this table. PKEPEKEjSTTIAL teanspoktation eates. Rate Table No. 7 — Continued. 165 Railroad commodity rates on export traffic from Cincinnati to Pacific, Gulf, and Atlantic ports (all rail) — Continued. [Carload rates in cents per 100 pounds.] To— Pacific Ports: i New York* Boston 1 Pliiladelpliia * Baltimore < Norfolk* Portland: Via Grand Trunki Via other routes < Halifax! Montreal ' Quebec i St. Johnsi , Savannali i Port Tampa and Key West, Tampa (to Cuba) i , Mobile: i To foreign countries ex- cept Europe and Africa. To Europe and Africa only New Orleans: i To foreign coimtries ex- cept Europe and Africa To Europe and Africa only Galveston: i To foreign countries ex- cept Europe and Africa To Europe and Africa only On boots and shoes. Pres- ent." 233J 137 137 135 134 134 137 144 138 135 137 137 119 193 128 * 153 128 <153 128 '2811 For- mer. 12 175 95 95 105 99 96 9S 98 95 154i 102i ■I122i 102J < 122i 102i <211 On oil, petroleum. Pres- ent." For- mer." r<.si52J lU20 46 46 44 43 43 46 48 47 44 46 46 37i »59J <.nl4J '90 33 33 31 30 30 33 36 34 31 33 33 30 9 47i <22i 28 '22J 22J On cotton piece goods. Pres- ent." 160 103 103 101 100 100 103 108 103i lOOS 102i 102i '84J I84i 84i 84i 84J For- mer." 73i 73i 71i 70i 70i 73i 78 74 71i 73} 73i 70§ 97i <67J *67i <67i <67J i67i il39i On paints, dry or mixed. Pres- ent." 54i 54i 52} 5l| 61} 54} 57} 65} 62} 54} 54} 45 56} *37} <37} <37} '37} 137} 112} For- mer." 39 39 37 36 36 42 40 37 39 ',30 '30 '30 '30 130 '84} On paper, newsprint. Pres- ent." 45} 45} 43} 42} 42} 45} 47} 46} 43} 45} 45} 37 '44 '44 '44 '44 144 '75} For- mer .12 90 32} 32} 30} 29} 29} 32} 34} 33} 30} 32} 32} 29} '35 '35 '35 '36 135 '60} See page 163 for footnotes to this table. DOMESTIC EATES TO SAN FRANCISCO AND SEATTLE APPLIED AS EXPORT RATES. Exports destined to and consigned through to Asia, Australia, New Zealand, Fiji Islands, the Philippine Islands, and points beyond, if not covered by the special export commodity rates discussed above, move to Pacific coast ports from central western, eastern, and south- ern points at the domestic transcontinental rates applicable either to San Francisco or Seattle, whichever are lower. The domestic rates to either San Francisco or Seattle also apply on shipments to all Pacific coast ports when in any particular case they make a lower charge than would result from application of the special export com- modity rates.' Not only are the domestic rates to either San Fran- cisco or Seattle blanketed uniformly to other specified Pacific coast ports from San Diego to Prince Eupert in case of export shipments,' ' Transcontinental freight bureau, westbound export tariff No. I. C. C. 1076, sec. 1, "Alternative rates on export traffic." ' Ports named in westboimd export tariff No. I. C. C. 1076, sec. 1: San Francisco, Oakland, Eichmond, Port Costa, San Pedro, East San Pedro, Wilmington, Long Beach, Kedondo Beach, San Diego, Seattle, Tacoma, Everett. Portland, Astoria, Vancouver, and Prince Rupert. 166 UNITED STATES TAEIFF COMMISSION. but, being governed by the rules and regulations provided in the transcontinental export tariff, they include switching to wharves, docks, or warehouses and unloading costs. Some of the domestic transcontinental commodity rates are blanketed over all shipping points in the same way that the special export commodity rates to Pacific coast ports are uniform from all shipping points. Others, however, vary according to the location of shipping points in defined territories known as groups A, B, C, D, E, F, G, H, and J, i. e., a different commodity rate may apply from each of these lettered territories, or several of them may have the same rate.'' The domestic west-bound class rates to San Francisco and Seattle are not blanketed from all central western, eastern, and southern shipping points, but are different for each of the lettered territories or groups, the rates gradually declining from those applica- ble at Group A points located in the North and South Atlantic sea- board States to those charged on shipments from Group J points located in Colorado, New Mexico, western Texas, Nebraska, and Wyoming. The domestic transcontinental rates to either San Francisco or Seattle, whichever are lower, also apply uniformly to all the Pacific coast ports named on page 159 on export traffic destined to or con- signed through to the Hawaiian Islands, Mexico, Central America, and South America.^" All of the ports are equalized so far as inland rates are concerned, and the domestic rates when applied to such traffic include switching to wharves, docks, or warehouses, and unloading costs. The domestic transcontinental rates to either San Francisco or Seattle are again blanketed to all specified Pacific coast ports in case of traffic destined to Alaska and points located on or tributary to the Yukon River and to ports in British Columbia north of Queen Char- lotte Sound." In case of traffic destined to these points, however, the transcontinental tariffs do not provide that the domestic rate to San Francisco or Seattle shall include switching and unloading costs incurred at the Pacific coast ports. • Transcontinental freight bureau, westbound tariffs Nos. 1-R and 4-P. i» Transcontinental westbound tariff No. 1-R, p. 97; No. 4-P, p. 112. u Ibid. Chapter XI. f EXPORT RATES FROM INTERIOR SOUTHERN POINTS TO ATLANTIC AND GULF PORTS. The number of export rates from interior southern points to Atlantic and Gulf ports greatly exceeds the number of import rates in effect on import traffic destined to points in the South. ' They may con- veniently be grouped as follows: (1) Export commodity rates from interior southern points to South Atlantic and Gulf ports ; (2) export commodity rates from interior southern points to South Atlantic and Gulf ports on traffic destined to Cuba; (3) export commodity rates from interior southern points to North Atlantic ports. EXPORT COMMODITY RATES FROM INTERIOR SOUTHERN POINTS TO SOUTH ATLANTIC AND GULF PORTS. ' When export rates were revised by the Railroad Administration in 1919 many export commodity rates formerly in effect from interior southern points to South Atlantic and Gulf ports were canceled, the reasons stated at the time being twofold:^ (1) Some of them were canceled because they were obsolete in that no export traffic of the kind to which they applied was in fact moving; (2) others were can- celed because in some instances it was found practicable to apply domestic rates without destroying established port relationships. Other export commodity rates applicable on traffic destined to all foreign countries other than Cuba and points on the Pacific coast of Canada were continued in effect after being revised by " applying the domestic rates to and from the pivotal or key port and preserving the relationship between the various ports on export traffic."^ The result of applying this principle is that many of the export commodity rates from a given interior point are the same to all South Atlantic ports, one of these ports serving as the pivotal port and the domestic rates to it being applied as export rates to the other ports. Similarly, the export commodity rates to many of the Gulf ports are uniform and equal to the domestic rate to one of the Gulf ports. The pivotal South Atlantic or Gulf port is usually the one to which the lowest domestic rates from a given interior southern point apply. In many instances the same export rates apply to both the South Atlantic and Gulf ports, one port serving as the pivotal port for both seaboards, or the established port relationship being such that the export rates to one of the southern seaboards automatically apply to the other; and when the two seaboards are related in this way the pivotal port is not always the one having the lowest domestic rates. Variations resulted from the necessity of maintaining established relationships between some of the interior southern points because of compelling competitive conditions, and from an effort in some instances to ' See Chapter VI. ' List of canceled export rates given in section 15, Application No. 8401, posted Oct. 13, 1918. ' General basis stated in section 15, application No. 8400, posted Oct. 13, 1919. 168 UNITED STATES TARIFF COMMISSION. maintain relationships between the relative rates to Norfolk and the South Atlantic ports. Some of the export rates, moreover, are not blanketed to all boutH Atlantic or Gulf ports but vary somewhat for different ports of export. Examples are cited in rate Table No." 8. Thus the export rates on cottonseed meal and oilcake from various pomts to New Orleans and Gulf port are higher than to Pensacola and Mobile. Those on cottonseed oil from various southern points are higher to Charleston than to other South Atlantic or Gulf ports, and those on iron and steel products from Atlanta and Birmingham are higher to Wilmington, N. C, than to other South Atlantic ports, and higher to New Orleans and Gulf port than to Mobile and Pensacola. Differ- ences of this kind are in some instances due to the application of the domestic rate to each individual port as a maximum, even though the export rates from interior southern points were revised by gen- erally applying the domestic rate to some one Gulf or South Atlantic port. The export rates on plows and cultivators, for example, from various interior southern points to both seaboards were based upon the domestic rates to Mobile, subject, however, to the domestic rates to each port as a maximum.^ Others are due to marked differences in length of inland hauls, together with the conclusion that complete equalization in relatively short-haul traffic, such as that moving from interior southern points to the Atlantic or Gulf ports is not in all cases necessary. In a recent decision prescribing rates effective September 15, 1920, on export cotton from points in Alabama and Georgia to Mobile and Savannah the Interstate Commerce Commis- sion gave "due considerations to carrier competition, cross-country competition, and the desirability of making rates which will afford producers and shippers reasonable access to all the markets;" but it also considered the movement of cotton over two or more lines as against one-line hauls, and to differences in the length of haul from particular points to Mobile and Savannah.^ The rates to Savannah were definitely prescribed as the basis of the rates to Mobile on cotton for export. From some points the rates to Mobile were made the same as those to Savannah; from others they were established at arbitraries of from 1 to 5 cents per 100 pounds over Savannah; and from still others they were made by deducting from 1 to 8 cents from the Savannah rates. < Section 15, application No. 8374; explanatory memorandum. ' 57 1. C. C, p. 559, May 11, 1920, MobUe Chamber of Commerce et al. v. Mobile & Ohio E. R. Co. et al. PEEFEKENTIAL TRANSPORTATION RATES. Rate Table No. 8. 169 Railroad export rates from interior southern points to South Atlantic and Gulf ports- (all-rail). AGRICULTURAL IMPLEMENTS. [In cents per 100 pounds.] To- Pres- ent .5 Norfolk, Va.3 Wilmington, N. C Oliarleston, S. C.s Savannah, Ga.3 Brunswick, Ga.' Jacksonville, Fla.3 Pensacola, Fla., and Mobile, Ala.8 Gulfport, Miss.3 New Orleans, La. 2 From Atlanta, Ga. 404 47 36J 36i 36i 36i 39i 39i For- mer.6 321 374 29 29 29 29 31i 31i 314 From Rome, Ga. Pres- ent.' 404 S3 394 394 394 394 394 394 394 For- mer. 324 424 314 314 314 314 314 314 314 From Chat- tanooga, Tenn. Pres- For OTif 6 mor ent.s 404 52 394 394 394 394 mer. 324 414 314 314 314 314 314 314 314 From Bir- mingham, Ala. Pres- For- ent.' mer.s 624 56 394 394 394 394 364 ^^364 »364 50 44 314 314 314 314 29 2 29 »29 From Nashville, Tenn. Pres- ent.^ 544 344 44 44 44 44 = 394 = 394 For- mer.' 434 274 35 35 35 35 = 314 = 314 = 314 From Knoxville, Tenn. Pres- ent. 5 404 52 424 424 424 424 '394 For- mer.* 324 .414 34 34 34 34 = 314 = 314 = 314 COTTON FABRICS. [In cents per 100 pounds.) Norfolk, Va.3 Wilmington, N. C.s Charleston, S. C.3 Savaimah, Ga.3 Briniswick, Ga.3 Jacksonville, Fla. 3 Pensacola, Fla.* Mobile, Ala.3 Gulfport, Miss., and New Orleans, La.3 77 6U 77 6U 78 624 78 624 75 60 674 75 60 844 67* 844 674 84* 674 694 474 844 50 40 55 44 77 614 77 614 94 76 83 50 40 55 44 77 614 77 614 94 75, 83 50 40 65 44 77 614 77 6U 94 75 83 50 40 55 44 77 614 77 614 94 75 83 624 50 624 50 704 524 624 50' 75 60 75 624 60 624 50 '624 "50 624 50 76 60 !'624 704 584 704 564 654 524 704 564 75 60 75 54 674 664 664 664 664 60 2 60 See page 171 for footnotes to this table. 170 UNITED STATES TAKIFE COMMISSION. Rate Table No. 8 — Continued. JRailroad export rates from interior southern points to South Atlantic and Gulf ports (all-rail) — Continued. COTTONSEED OIL. [In cents per 100 pounds.] •* From Atlanta, Ga. From Albany, Ga. From Augusta, Ga. From Chattanooga. From Birmingham. Pres- ent.5 For- mer.6 29', 31 i 25 22i 22i 2.5-i 34 34 4oi Pres- ent.* For- mer.ii Pres- ent .5 For- mer.6 Pres- ent, s For- mer.6 Pres- ent.5 For- mer.' -Norfolk, Va.' 38 m 3U 28 28 32 42i 421- 57 37 49 27 24 24 24 42} 42',- 451- 29i 39 215 19 19 19 34 34 36 26i 30i 22 19 19 22 4.51 4.» 40| 21 24} 15 15 17i 36} 36} 31} 37 53} 2 32 2 32 2 32 2 32 42-i 42} 57 29'. 42', 2 2r,\ 2 2.51 34 34 45} 37 55 2 32 2 32 2 32 2 32 341 34; 57 29} Wilmington, N. 0.3 ■Charleston, S.C 44 2 2.5} 2 25} Brunswick, Ga^ 2 25} '?M Pensacola, Fla., and Mobile, Ala.3 27} Gulfport, Miss., and New 27* Key West, FIa.2 . . 45} COTTONSEED MEAL AND OIL CAKE. [In cents per ton of 2,000 potmds.j To— From Albany, Ga. Pres- ent .& For- mer.f From Eufaula, Ala. Pres- ent. 5 For- mer.s From Andalusia, Ala. Pres- ent. 5 For- mer .6 From Valdosta, Ga Pres- ent.5 For- mer." Norfolk, Va.2 Wilmington, N. C » , Savannah, Ga., and Charleston, S. C Brunswick, Ga.2 ■Jacksonville, Fla.2 Pensacola, Fla., and Mobile, Ala.s . . Gulfport, Miss. 3 New Orleans, La.3 Key West, Fla.2 525 400 325 »325 3 325 2 488 2 575 2 575 637} 420 320 260 260 260 390 460 M60 510 526 525 400 400 400 2 413 2 613 2 613 (') 420 420 320 320 320 330 410 410 (') 3 700 (') * 400 400 400 225 300 300 (') 560 (') <320 320 320 180 240 240 (') 525 412} 300 263 263 3 588 3 588 3 588 ■562 420 330 240 3 210 3 210 470 470 470 450 See page 171 for footnotes to this table. PREFERENTIAL, TRANSPORTATION RATES. Rate Table No. 8 — Continued. 171 Railroad export rates from interior Southern points to South Atlantic and Gulf ports {all rail) — Continued. lEON AND STEEL ARTICLES. FROM ATLANTA, GA. Present.5 Former.s To- Bolts, nuts, rivets, and washers, per 100 pounds. Cast-iron pipe and fittings, per ton of 2,000 pounds. Rails, new, per ton of 2,240 pounds. Angle bars, angle plates, chains, frogs, etc., per ton of 2,240 pounds. Bolts, nuts, rivets, and washers, per 100 pounds. Cast-iron pipe and fittings, per ton of 2,000 pounds. Rails, new, per ton of 2,240 pounds. Angle bars, angle plates, chains, frogs, etc., per ton of 2,240 pounds. Norfolk, Va.» Wilmington N. C.^ .. Charleston, S. 0.= Savannah, Ga.2 Brunswick, Ga.* Jacksonville, Fla.^ . . , Pensacola, Fla.2 Mobile, Ala.2 Gulfport, Miss.= New Orleans, La.2 . . . Galveston, Tex.2 Cejds. 30 26i 20 20 20 20 23 2:! 25i 25i 40 Cents. 513 488 4.50 450 450 450 463 463 513 513 747 Cents. 438 388 363 363 363 363 388 388 438 438 667 Cents. 475 425 3 400 3 400 3 400 3 400 426 425 475 475 707 Cents. 24 21 16 16 16 16 1§ 20i 20i 30 Cents. 3 410 390 360 360 360 360 370 370 410 410 560 Cents. 3 350 3 310 3 290 3 290 »290 3 290 310 310 350 350 500 Cents. 380 340 3 320 3 320 3 320 3 320 340 340 380 380 530 FKOM BIRMINGHAM, ALA. Norfolk, Va.2 Wilmington, N. C* Charleston, S. C.2 .. Savannah, Ga.^ Brunswick, Ga.^ . . . Jacksonville, Fla.2 . Pensacola, ria.2 . . . Mobile, Ala .2 Gulfport, Miss.2 . . . New Orleans, La.2 . Galveston, Tex.2 . . Cents. Cents. Cents. Cents Cents. Cents. Cents. 3 31J 3 5,50 3 475 513 3 25 3440 8 380 27i 500 425 463 22 400 340 3 24 463 3 388 425 3 19 370 3 310 3 24 463 3 388 425 3 19 370 3 310 3 24 463 3 388 425 3 19 370 3 310 3 24 463 3 388 425 3 19 370 3 310 20 400 325 363 16 320 260 20 400 325 363 16 320 260 22i 450 '375 413 18 360, 300 22i 450 375 413 18 360 300 36i 680 660 640 27i 510 450 Cents. 410 370 340 340 340 340 290 290 330 330 480 PROM CHATTANOOGA, TENN. Norfolk, Va.2 Wilmington N. C.2 .. Charleston, S. C.2 Savannah, Ga.2 Brunswick, Ga.2 Jacksonville, Fla.2 . - - Pensacola, Fla.2 Mobile, Ala.2 Gulfport, Miss.2 New Orleans, La.2 . . . Galveston, Tex." Cents. Cents. Cents. Cents. Cents. Cents. Cents. 30 513 3 705* 3 705i 24 3 410 3 560 26i 488 705J 705i 21 390 560 324 463 3 538 3 538 3 19 370 3 430 324 463 3 538 3 538 8 19 370 3 430 324 463 3 638 3 538 8 19 370 3 430 324 463 3 538 3 538 8 19 370 3 430 23 463 3 672 3 537§ 1^ 370 3 537i 23 463 3 672 3 537i 1^ 370 8 537i 25i 513 3 672 3 537i 20i 410 3 637i 2oi 513 3 672 '637i 20i 410 B537i 40 747 (') m 30 660 0) Cents. 3 660 3 660 3 430 3 430 8 430 8 430 8 426J 3 425i 8 426i 3 425i W ^ No through rates published. 2 Export rates. > Domestic rates used on exports. < Applicable to Savannah, Ga., only. 5 As m effect during year 1920 subsequent to Au?. 25. « As in effect Aug. 25, 1920. 172 UNITED STATES TARIFF COMMISSION. Rate Table No. 8 — Continued. Railroad export rates on plumber's materials and on stoves and parts from Chattanooga, Tenn., to South Atlantic and Gulf ports {all rail). [In cents per 100 pounds.] To— Norfolk, Va. 3 Wilmington, N. C ;... Charleston, S. C.s Savannah, Ga.3 Brunswick, Ga.^ Jacksonville, Fla. ^ Pensacola, Fla., and Mobile, Ala Gulfport, Miss.s New Orleans, La ^ Bath tubs, iron. Present . & Former 374 67 44 44 44 44 41i 41J 41i Stoves and parts. Present . '■' Former .^ 47 47 37i 37i 37i 37J 45i 454 464 374 374 30 30 30 30 364 364 364 See page 171 for footnotes to this table. While complete equalization of ports has not been attained by means of the export rates now in effect from interior southern points, variations are the exception to the obvious and expressed desire to establish equitable port relationships.^ The general extent of port equalization is well illustrated in rate Table No. 8, showing present and former export rates from various southern points to specified ports on agricultural implements, cotton fabrics, cottonseed meal and oil cake, cottonseed oil, iron bath tubs, stoves, and specified iron and steel products. The South Atlantic ports to which these and other export rates apply from interior southern points vary, but those included in the general export tariffs are Wilmington, N. C; Charleston, Charleston Navy Yard, North Charleston, Port Royal, and Beaufort, S. C; Savannah and Brunswick, Ga.; and Jacksonville, Eastport, Mayport, Milldale, and Fernandina, Fla. Various export rates are also quoted to Norfolk, Newport News, Lamberts Point, Pin- ners Point, and Portsmouth, Va. ; and those, as well as the export rates to Wilmington, N. C, are usually, but not invariably, higher than those in effect at the pores farther south. The Gulf ports at which export commodity rates from interior southern points are in effect also vary, but thegeneral export tariffsasawholeincludePensacola, Tampa, Port Tampa, Panama City, and South Boca Grande, Fla.; Mobile, Ala.; Gulfport, Miss.; and Port Chalmette and New Orleans, La., but not the ports of Texas. The iron and steel export tariff include the above South Atlantic and Gulf ports and also Galveston, Texas City, and Port Arthur, Tex. EXPORT COMMODITY RATES FROM INTERIOR SOUTHERN POINTS TO SOUTH ATLANTre AND GULF PORTS ON T«AFFI€ DESTINED TO CUBA. Special export rates on a large number of commodities have been established from interior southern points to South Atlantic and Gulf ports on traffic destined to Cuba.' These rates were also revised in 1919 in accordance with the general plan of applying the domestic rates to a key or pivotal port as the export rates to other ports, or using them as the basis for such export rates and maintaining estab- • F. L. Speiden, 1. C. C. Nos. 337, 397, 388, 409, 404, 3S4, 383, and 356 ' F. L. Speiden, I. C. C. No. 359. ' • > • , PREFEEENTIAX, TKANSPORTATION EATES. 173 lished port relationships. The export rates on traffic destined to Cuba are, therefore, generally the same as those on traffic destined to other countries wherever they apply on identical commodities and from the same interior southern points to the same ports. (See rate Table No. 9.) The maia difference between the general export tariffs applicable to Cuban traffic and to export traffic destined to other foreign coun- tries are as follows: (1) The "Southeastern-Cuban tariff"' includes a larger number of commodities. (2) It contaius export rates to Key West, Fla., which are differential over the export rates to other Gulf ports. (3) It does not contaia export rates to Norfolk, Lamberts Point, Portsmouth and Newport News, Tampa and Port Tampa, South Boca Grande, Panama City, Pensacola, and Gulfport. (4) In case of the ports included in both tariffs, Wilmington, N. C. ; Charles- ton, North Charleston, Charleston Navy Yard, Port Royal and Beaufort, Savannah, Brunswick, Jacksonville, Eastport,'Fernandina, Mayport, MUldale, Mobile, Port Chalmette, and New Orleans, those to which particular export commodity rates apply vary in some instances and the interior points from which they apply are not always identical. Rate Table No. 9. Railroad export rates on traffic destined to Cuba from southern points to South Atlantic and Gulf ports {all rail). AGRICULTURAL IMPLEMENTS. [In cents per 100 pounds.] To— From At- lanta, Ga. Pres- ent.^ For- mer. 6 From Rome, Ga. Pres- ent .5 For- mer.6 From Chat- tanooga, Tenn. Pres- ent .5 For- mer .6 From Bir- mingham, Ala. Pres- ent .5 For- mer.6 From Mont- gomery, Ala. Pres- ent.s For- mer. 6 From Knoxville, Tenn. Pres- ent. ^ For- mer.' Wilmington, N. C. Charleston, S. C. <_ Savannah, Ga. ^._- Brunswick, Ga. ^ . . Jacksonville, Fla.-* Mobile, Ala. ^ New Orleans, La. ^ Key West, Fla. 3.. 36J 364 364 364 394 394 604 314 29 29 29 29 314 314 484 394 394 394 394 394 394 604 314 314 314 314 314 314 314 484 394 394 394 394 394 604 314 314 314 314 314 314 314 484 <55 394 ■394 36J 364 574 4 44 314 314 314 3U 29' 29 46 •156 394 394 394 394 364 = 364 S74 H4 314 314 314 314 29 3 29 46 <344 44 44 44 44 >;,94 '39* 604 ■1274 35 35 35 35 '314 '•Hi 484 COTTON FABRICS. [In cents per 100 pounds.] Wilmington. N.C.s Charleston, S. C.< Savarmah, Ga. * Brunswick, Ga. < Jacksonville, Fla.* Mobile, Ala.* New Orleans, La. ^ Key West, Fla.s 62* 50 624 50 624 ,50 <844 <67* *844 <674 <594 50 40 55 44 3 624 .50 77 61* 77 614 94 50 40 55 44 3 624 60 77 61* 77 614 94 50 40 55 44 3 624 60 77 61* 77 614 94 50 40 55 44 3 624 60 77 01* 77 614 94 624 50 624 50 3 624 50 624 50 3 62 '414 75 624 50 624 60 62+ 50 624 60 <52 <4U <76 88 704 88 704 88 V04 88 704 88 704 152J •47* 75 75 75 75 60 <60 1214 See page 174 Jor footnotes to this table. ' F. L. Speiden, I. C. C. No. 369. 174 UNITED STATES TARIFF COMMISSION. Rate Table No. 9 — Continued. Railroad export rates on traffic destined, to Cuba from southern points to South Atlantic and Oulf points (all rail) — Continued. COTTONSEED OIL. [In cents per 100 pounds.] To— Norfolk, Va.3 Wilmington, N. C Charleston, S. C Savannah, Ga. ^ Brunswick, Ga. * Jacksonville, Fla. * Pensacola, Fla., and Mobile Ala. * Gultport, Miss., and New Or- leans. La. ' Key West, Fla. ' From At- lanta, Ga. Pres- ent.* 39i 31J 28 28 32 42i 424 57 For- mer." 29i 31J 25 22i 22J 25J 34 45J From Albany, Ga. Pres- ent. s 37 49 27 24 24 24 42i 424 45J For- mer.! 29J 39 214 19 19 19 34 34 From Augusta, Ga. Pres- ent. * 264 304 22 19 19 22 454 454 404 For- mer.' 21 244 174 15 15 174 364 364 314 From Chatta- nooga, Tenn Pres- ent .5 37 3424 S32 332 332 S32 424 424 57 For- mer.fi 294 334 3 25 3 254 3 254 3 254 34 34 454 From Bir- mingham, Ala. Pres- ent.' 37 55 332 332 332 332 344 344 57 For- mer .3 294 44 3 254 3 25J 3 25J 3 254 274 274 454 COTTONSEED MEAL AND OIL CAKE. [In cents per ton of 2,000 pounds.) From Albany, Ga. pres- ent. 5 For- mer.3 From Eufaula, Ala. Pres- ent.* For- mer. 3 From Anda- lusia, Ala. Pres- ent.' For- mer .3 From Val- dosta, Ga. Pres- ent'. For- mer. 3 Norfolk, Va. 3 Wilmington, N. C. < Savannah, Ga., and Charleston, S.C.3. Brunswick, Ga. 3 Jacksonville, Fla. 3 Pensacola, Fla., and Mobile, Ala.^... Gultport, Miss. ' New Orleans, La. 3 Key West, Fla. 3 525 400 325 <325 325 3 488 575 3575 6374 420 320 260 <260 260 390 460 3 460 510 525 525 400 400 400 3413 3513 3 513 (') 420 420 320 320 320 330 410 410 <700 (') s, < 400 400 400 225 300 300 ■1560 (') '. < 320 320 320 180 240 240 (') 525 4124 300 ■263 263 3 588 3 588 3 588 562 420 330 240 <210 ■1210 470 470 470 450 ' No through rates. 3 Rate quoted applies only to Savannah, Ga. 3 Export rates. ^ Domestic rates used for exports. 3 As in eilect during year 1920 subsequent to Aug. 25. 6 As in effect Aug. 25, 1920. PKEFEEENTIAL TKANSPOKTATION KATES. 175. Rate Table No. 9 — ^Continued. Railroad export rates on traffic destined to Cuba from southern points to South Atlantic and Gulf Ports (all rail) — Continued. IRON AND STEEL ARTICLES. FROM ATLANTA, GA. Present.^ Former.6 To- Bolts, nuts, rivets, and washers, perlOO pounds. Cast- iron pipe and fittings, per ton of 2,000 pounds. Rails, new, per ton of 2,240 pounds. Angle bars, angle plates, chairs, frogs, etc., per ton of 2,240 povmds. Bolts, nuts, rivets, and washers, per 100 pounds. Cast- iron pipe and fittings, per ton of 2,000 pounds. Rails, new, per ton of 2,240 pounds. Angle' bars, angle plates,, chairs, frogs, etc., per ton of 2,240 pounds. New Orleans, La Mobile, Ala CctUs. 23 23 38 Cents. 463 463 763 Cents. 388 388 638 Cents. 425 425 700 Cents. m ISi 30i Cents. 370 370 610 Cents. 310 310 510 Cents. ■ 340 340 Key West, Fla 560 FROM BmMINGHAM, ALA. New Orleans, La MobUe, Ala 20 20 35 400 400 700 325 325 575 363 363 638 16 16 28 320 320 560 260 260 460 290 290 Key West, Fla 510 FROM CHATTANOOGA, TENN. New Orleans, La, Mobile, Ala Key West, Fla... 23 463 4 672 <537i 18i 370 <537i 23 463 «672 <537i 18i 370 <537i 38 763 <986 986 30i 610 788J < 425i Railroad rates on exported bathtubs, iron, and stoves and parts, from Chattanooga, and south Atlantic and Gulf ports (all rail). ' [In cents per 100 pounds.] To- Bathtubs, iron. Present.^ Former.'' Stoves and parts. Present. 5 Foriner.fi- Wilmington, N. C.3 Charleston, S. C.s Savannah, Ga.s Brunswick, Ga.3 Jacksonville, Fla.s Pensacola, Fla., and Mobile, Ala Gulfport, Miss.< New Orleans, La.* Key West, Fla.< 414 41i 41J 414 41i 41i 41i 41i 60 <37i <37i 45i 45i 45J 85i 36i «30 130 36i- 36i See page 174 for footnotes to this table. EXPORT COMMODITY RATES FROM INTERIOR SOUTHERN POINTS TO NORTH ATLANTIC PORTS. Prior to June 25, 1918, many export commodity rates were in effect from interior southern points to Baltimore, Philadelphia, New- York, and Boston, and a smaller number applied also to eastern. 176 UNITED STATES TAEIEF COMMISSION". Canadian ports. Thej were then canceled under order No. 28 of the JRailroad Administration, but were subsequently reestablished sub- ject to an advance of 25 per cent or by specific amounts. In 1919, however, when the revision. of export rates was undertaken, many of these rates were canceled either on the ground that they were obsolete or that domestic rates could be applied without destroying estabhshed port relationships.^ A substantial number of export commodity rates from interior southern points to Baltimore, Phila- delphia, New York, Boston, and Portland, Me., were retained after being revised.' As stated by Mr. J. H. Glenn, agent, for the carriers, "The purpose of this revision was to provide for the application of domestic rates to the pivotal or key port, at the same time continu- ing to other ports the relationships formerly existing between the various ports. ' " Some of these export commodity rates were, before the disar- Tangement resulting from the general percentage rate advance of August 26, 1920, based directly upon the rates currently in effect to Norfolk, thereby creating a very much closer relationship between the north and south Atlantic ports than would obtain if the domestic rates to Baltimore, Philadelphia, New York, Boston, and Portland applied on exports moving northward from interior southern points. Examples of export rates to north Atlantic ports based on Norfolk rates are those from Atlanta, Ga., on agricultural implements, rated sixth class in the southern classification; and most of those from specified Carolina, Virginia, and Tennessee points on bark and tan- ning extract. Other export commodity rates to north Atlantic ports from points in the South are based upon the domestic rate to Baltimore, Phila- delphia, or New York. The uniform export rate specified on iron and steel articles from Alabama points to Boston and Philadelphia, for example, is the same as the domestic rate to New York; those on oil-well supplies from Knoxville, Tenn., to Philadelphia and New York are 2 cents per 100 pounds above the domestic rates to Balti- more. Still others are adjusted so as to retain established relation- ships between interior southern points, the export rates on oil-well supplies from Chattanooga, Tenn., to Baltimore, Philadelphia, and New York, for example, being based upon the rates in effect from Knoxville, Tenn., so as to retain the relationship existing before January 25, 1918. The export rate on various agricultur^ imple- ments from Atlanta and Tennessee points were made by generally applying to all of them the domestic rates applicable only to plows." The principle of port equalization dominates nearly all of the ex- port rates from interior southern points to the north Atlantic ports. In some instances they bring about a closer alignment with the south Atlantic ports and Norfolk, Va., than obtains in domestic commerce, and in others they equalize the north Atlantic ports in their competition with each other or bring about a distinctively export relationship between them. « Section 15, application No. 8379, posted Oct. 9, 1919. » J. H. Glenn, agent's No. 241. i» Section 15, application No. &377, posted Oct. 9, 1919. " Section 15, application No. 8377; explanatory memorandum. Chapter XII. THE RELATION BETWEEN OCEAN STEAMSHIP RATES AND RAILROAD EXPORT AND IMPORT RATES. That the great majority of the railroad import and export rates now in effect on American railroads were made primarily for the pur- pose of equalizing rival ports and inland transportation routes is dis- closed by the rate structures described in the preceding chapters, but the extent of this equalization in some instances becomes somewhat more evident when the rates of the inland carriers are compared with those of the ocean steamship lines. So far as rates on import and export traffic are concerned, complete equalization is not attained unless the rates between interior points in the United States and foreign points are the same by way of all available American ports. As import and export traffic moves on combination ocean-rail or rail- ocean rates, rate equalization depends upon ocean freights as well as upon inland freight rates. It is not to be expected, however, that the relationship between inland and ocean rates through the various ports of the Umted States should at all times be exact or that the combination rates between inland points and foreign ports should result in complete equalization of ports and routes. The relationship is general rather than specific, because of the following reasons : (1) Ocean line rates fluctuate more freely than railroad rates. Rail and ocean rates are for the most part made by different trans- portation companies or agencies and are- subject to varying degrees of pubhc control. Indeed the existing system of railroad rate regula- tion would prevent the railroads from adjusting their import and ex- port rates in exact accord with the frequent and varying fluctuations to which ocean-line rates are subject. (2) Much ocean traffic is transported by tramp vessels, the charter rates of which fluctuate more freely than the freight rates charged by steamship lines. Charter rates are not controlled by ocean confer- ence arrangements and normally fluctuate with the supply of and demand for tramp tonnage; and when chartered vessels are placed on the berth for niU or partial cargoes the freight rates charged are likewise the result of open competition. Under these conditions no exact relationship between the various ocean ports of the United States can be mamtained by vessels engaged in the tramp service. (3) Port or terminal charges, moreover, are a factor in the equaliza- tion of ports and routes especially in so far as such charges are not absorbed by the carriers or are not included in the freight rates paid by shippers. Entire imiformity in terminal charges has not been attained at the various ocean ports. When export or import freight passes through Montreal on a through bill of lading, handling, wharf- age, and switching charges are "taken care of in the through rate," '■ and the same practice of absorbing or remitting terminal charges pre- 1 statement by the Robert Reford Co. (Ltd.), Aug. 11, 1920. 77036—22 12 177 178 UNITED STATES TARIFF COMMISSION". vails at Halifax.^ At Portland, Me., the Grand Trunk Railroad also absorbs terminal charges in case of general import and export traffic, if this railroad obtains the rail haul to and from the West ; otherwise a special charge of from 3^ to 4 cents per 100 pounds to cover handling; and wharfage and a switching charge of 1^ cents is collected. Export grain, however, is subject to an elevating charge of three-fourths cent per bushel even when the Grand Trunk performs the inland trans- portation service, and the cost of fire insurance on export grain ia elevators is also a separate charge borne by shippers.^ The railroads serving Boston assess no wharfage charge against cargo on which they collect an inland transportation charge, and as a rule no lighterage charges are collected in the foreign trade, except in case of heavy lifts, because the overseas steamship lines serving Bos- ton generally do not use lighters. When traffic is switched from one railroad to another at Boston a switching charge is collected, and in some instances this constitutes a special charge to the shipper. This is the practice when less than carload export or import traffic is switched between different railroads, and the switching charge on carload lots of import traffic received at the piers of one railroad and shipped over the rails of another is usually not absorbed in the freight, rate. In case of carload export freight, however, "the road which is assessed a switching charge usually absorbs it into its Boston rate if the shipment originates roughly beyond New England," and "the Cunard Steamship Co., which docks at the Boston and Albany piers, in order to seciu-e traffic originating at New England points on other lines, absorbs the switching charge in its freight rate." ^ The prac- tice of the railroads in absorbtag switching charges on export traffic originating beyond New England territory does not apply to grain received in bulk from points in the United States or to grain and grain products received from Canada; and export grain is also required to pay an elevating charge of nine-tenths cent per bushel, including storage and insurance for 20 days and delivery direct to vessels at the piers of the Boston & Maine, the Boston & Albany, and the Common- wealth. At New York the general practice concerning the use of piers is to assess a dockage charge against the vessel, but to charge no wharfage- fee against cargoes. At the public piers, however, a small charge is made after 24 hours and at some of the private piers " top wharfage" amounting to from 15 to 20 cents per ton is charged. No wharfage is charged against cargoes at the railroad piers if the cargoes are- transported by the proprietor railroads, but in practice relatively few vessels engaged in the foreign trade at New York berth at rail- road piers. Carload export freight, except certain specified commodi- taes and except shipments originating within a local zone near New York, IS entitled to free lighterage within the free lighterage limits of New York harbor, the result of which is that handling and hghterage costs are absorbed in the freight rates. Less than carload export freight on the contrary is subject to cartage or lighterage charges in addition to the freight rates. Switching charges are not important in the foreign trade of New York, because the coordination of railroad ocean traffic is mainly accomplished by lighters. Export grain is s statement by the Robert Reford Co. (Ltd.), Aug. 12 1920 = C. O. Ruggles, Terminal Charges, p. 38-39. ' PREFERENTIAT, TEABTSPORTATION KATES. 179 subject to an elevating charge in addition to the export rates of the railroads.* No wharfage charges are assessed against cargoes at Philadelphia, and no lighterage, switching, or unloading charges are collected in addition to freight rates in case of export or import traffic unless the freight rates fall below certain minimum rates specified in the local freight tariffs of the railroads. The result is that export and import traffic, except such as originates at or is destined to inland points near Philadelphia, is handled without any expense to shippers other than the freiglit rates of the railroads. Export grain is again excep- tional in that it is subject to an elevation charge.^ Wharfage is charged at the public piers of Baltimore, but at the railroad piers where most of the through foreign trade of that point is handled no \^harfage is collected if the railroads in transporting the cargoes to or from the port obtain a specified minimum amount of revenue from the freight rates charged by them. The practice at Baltimore with respect to free lighterage" and handling costs is similar to that prevailing at Philadelphia, and no special switching charge is collected from shippers when cargoes are transferred within the harbor of Baltimore by car float or lighter, but when export or import traffic is interchanged at outside junction points local freight rates are charged to and from the junction points. As is customary at North Atlantic ports, an elevation charge is collected in case of export grain. No separate wharfage charges are collected on export or import traffic moving from or to points north and west of specified southern territory nor on export or import shipments moving from or to com- petitive points within such territory when moving over railroad piers at Norfolk; and the practice with respect to wharfage generally obtains also at the privately owned piers of Norfolk. Free lighterage is extended to all carload traffic, except certain commodities within prescribed free lighterage limits, and also to less than carload ship- ments of cotton and 10,000-pound lots of general cargo. The railroads serving Savannah collect specified amounts in addi- tion to freight rates for wharfage and the handling of import and export traffic destined to or originating in defined southern territory, but their freight rates on import and export shipments moving between Savannah and points west or north of such defined territory include wharfage and handling costs.^ At New Orleans a handling charge — for most articles 1^ cents per 100 pounds — is collected in addition to the railroad freight rates on import and export traffic destined to or originating at points lo- cated south of the Ohio River and east of the Mississippi, for import and export rates on sucli traffic do not apply from and to ship side. "In the case of Chicago and points in the Central Freight Association territory, also points in the Western Trunk Line territory, the rates, both carload and less than carload, apply to ship side; therefore there are no charges to be added to the rate, except when shipments are not cleared through the private terminals of the railroad com- panies, and in that case a wharfage toll of 15 cents per ton of 2,000 < Pennsylvania Railroad tariff G. O.; 1. C. C. No. 10280; C. O. RuRgles Terminal charges, pp. 44-46. ' Pennsylvania Railroad tariff G. O.; 1. C. C. No. 8283; Philadelphia & Reading, I. C. C. No. 6356. • statement by Strachan Shipping Co., Aug. 27, 1920; also Central Georgia Railway terminal tariff No. 1, 1. C. No. 1294; and Southern Railway port charges tariff No. 4, 1. C. C. No. A-8699. 180 UNITED STATES TABIFF COMMISSION. pounds is collectible." ^ The switching charge of the New Orleans Public Belt Eailroad is, in case of competitive traffic, absorbed by the railroads when they receive a line-haul revenue. As at the North Atlantic ports an elevation charge is collected in case of bulk export grain. The State tolls assessed against export and import shipments at San Francisco are not absorbed by either the railroads or the steam- ship hues. Handling and switching charges on import and export traffic, however, are either absorbed or added to freight rates, depend- ing upon the location of the inland destination or point of shipment. On import traffic originating in foreign countries, such as Australia and the Orient, the railroads absorb the loading into the cars when goods are reconsigned within 10 days after the vessel completes discharging when destined to points covered by trans- continental tariffs. The railroads also absorb switching charges, which are assessed at a rate of $3 per car. On shipments to local points— that is, scJuth of Portland and west of Ogden and El Paso— the railroads assess a loading charge into the cars of 67^ cents per ton of 2,000 pounds and there is also a switching charge of 50 cents per car unless the revenue received by the rail carriers is less than $10, in which event the full switching charge of $3 per car is assessed. On export shipments from transcon- tinental points — that is, originating beyond Portland and east of Ogden and El Paso— the railroads absorb all terminal charges, with the exception of the State toll. Ship- ments from local points — that is, south of Portland and west of Ogden and El Paso — the switching charge on carload freight is $3 per car, $2.50 of which is absorbed by the rail lines when their revenue exceeds $10; otherwise the full $3 is charged. The unloading charge on this traffic would be 67J cents per ton. Less than carload shipments pay cartage to the steamer in accordance with the haul and commodity. This charge is cohered by the Draymen's Association in San Francisco and would average approximately $2 per ton of 2,000 pounds.* The following statement describes the terminal charges not in- cluded in freight rates at Seattle : On export traffic carried on a through bill of lading and which otherwise complies with the special rules governing, the railroads and steamship lines absorb the handUng and unloading charges and the railroads switch the cars to the docks, so that there remains against the cargo only the charge for wharfage. On imports upon which arrangements have been made for forwarding in original package within 10 daj^s from date the steamer finishes discharging cargo, the steamship lines and railroads jointly absorb charges for handling and loading, thus leaving against the cargo only the wharfage charge of 25 cents per ton of 2,000 pounds or 40 cubic feet. An exception to the absorption of handling charges on imports is made by the steamship lines other than those operating Shipping Board vessels, in that the handling charges are not absorbed unless the freight is covered by a through ocean and rail bill of lading.' San Francisco has no public grain elevators, but at Seattle an ele- vation charge is imposed at the municipal elevators, which have been provided for the handling of bulk grain. The only charges collected in addition to the ocean and rail rates on export and import traffic moving via the port of Vancouver is a wharfage charge of 25 cents per 2,000 pounds or 40 cubic feet in case of imports and a wharfage charge of 30 cents per 2,000 pounds in case of exports, with a minimum wharfage charge in each instance of 25 cents per shipment.'" The terminal charges referred to above are those which are regu- larly charged in addition to freight rates or are absorbed by the car- riers. There are in addition various contingent charges which may or may not arise. Charges of this character are railroad demurrage ' statement by New Orleans manager of Caldwell & Co. (Inc.), Aug. 16 1920 ' Statement by general western a?ent of Cildwell Shipping Co., Aug 20 ' 1920 » Statement by Seattle manager of Caldwell Shipping Co., Aug 26 1920 ' i» Statement by general freight agent of Canadian Pacific Railwav Co Aug 24 1920 PEEFERENTIAL TEANSPOETATION KATES. 181 and storage. The regulations at the various ports are not uniform with respect to either the free time extended to export and import freight or the charges collected after free time expires. Shippers who charter tramp vessels may also be required to pay vessel demurrage in case export cargo is not loaded within tha number of lay days specified in the charter party. General uniformity has not been attained witn respect to either vessel demurrage charges or the num- ber of free lay days. (4) The equalization of rival ports of export or import depends not only upon the relative raU and ocean freight rates and upon terminal charges not absorbed by the carriers but also upon the transportation services available by way of the various ports. Dif- ferences in steamship ILae service, were particularly noticeable ia the past, but the steamship lines serving different ports still vary as to the length of time consumed in makmg voyages and as to frequency and regularity of service. Shippers are interested not only m the cost of transportation but in their ability to make deliveries within the time limits set in their export or import orders. The railroads when establishing export or import rates endeavor to meet the through charges applicable on rival routes and also to provide sufficient export ■ and import traffic to attract steamship lines which will render ade- quate ocean transportation services at the ports served by them. Railroad export and import rates tend- to reflect differences in ocean services as well as differences in ocean rates. RAIL AND OCEAN RATE RELATIONSHIPS IN THE PAST. When railroad export and import rates were originally established for purposes of port and route equalization, it is generally acknowl- edged that they were made with specific reference to prevailing ocean rates and that the railroad companies had before them the definite problem of adjusting their rates so that when combined with ocean rates the through rates via different ports would be substantially equal. The Interstate Commerce Commission states that "the original agreement for differentials (at the North Atlantic ports) was based on the fact that the ocean rates for freights to ana from foreign markets were less from and to New York than from and to other ports, and the effort was to equalize the entire charge via the several ports." " The commission has -also stated that "the agree- ment of^April 5, 1877, by which these (North Atlantic) differentials were originally fixed, recognized as their justification the fact that the ocean freights to European markets were less from New York than from Baltimore and Philadelphia, and that the inland rates to New York ought to be correspondingly higher in order to equalize the through rate. The advisory commission of 1882 found this same condition of things and made that, in some measure at least, a reason for recommending that the differentials be not disturbed." '^ When examining the rates on grain from the Central West to New York and Boston in 1899 the commission defined the close relationship then existing between rail and ocean rates as follows: Now, the ocean freights from Boston and New York are substantially the same. ,It follows, therefore, that the inland rate must be the same. The object of the two 11 24 1. C. C, 69-7a, June 4, 1912. i' 7 I. C. C, 624, Apr. 30, 1898. 182 UNITED STATES TARIFF COMMISSION. rates is to equalize the export rate between the ports of Boston and New York._ The export rate to Boston is not in reality a Boston rate at all, but is in essence the inland division of a through rate through that port to foreign ports." The relationship between rail and ocean rates became somewhat less exact in later years because of the various reasons referred to above, but a general relationship has persisted. Not only did rail- road rates to and from the ports continue to be made with a view to equalizing rival ports but the steamship lines were to some extent influenced by railroad rate differentials in the making of ocean rates. As late as 1912, under the prewar conditions then prevailing, the Interstate Commerce Commission stated that although full cargo rates were the same from aU the North Atlantic ports of the United States, the rates of the steamship lines as a rule were higher to and from Boston, Philadelphia, and Baltimore than to and from New York and that the steamship lines serving Boston, Philadelphia, and Baltimore appeared to "absorb" or "get as much of the differential inland rate as possible in their higher ocean rates.'* A dual relation- ship had gradually developed, the railroads having originally ad- justed their rates to and from the North Atlantic ports largely with reference to the relative ocean rates prevailing at these ports, and the steamship lines later tended to absorb the differentials of the out- ports as a bonus ' ' to bring traffic and seek traffic at the ports where the lower inland rates apply." '^ In comparing ocean line rates with present day railroad export and import rate structures two general relationships are traceable: (1) The relations between inland and ocean rates via rival ports all of which are located on the same seaboard, and (2) the relation be- tween inland and ocean rates via rival ports located on different seaboards. The outbound ocean rates referred to, unless otherwise specifically deiined, are those in effect during June, 1913, and June, 1920. The inbound rates, unless otherwise specifically defined, are those in effect during June, 1913, and June, 1920, or June, 1921. STEAMSHIP RATES BETWEEN NORTH ATLANTIC PORTS AND FOREIGN PORTS. The outbound rates of the Holland- American line from the North Atlantic ports to Rotterdam and Amsterdam in June, 1913, when compared with the railroad rates from the Central West to the North Atlantic seaboard indicate a close relationship. Those to Amsterdam were based upon the rates to Rotterdam, from 1 to 2 cents per 100 pounds being added to the latter. The outbound steamship rates from New York and Boston to Rotterdam, listed in rate Table 10, were therefore in line with the policy of the railroads in applying as export rates to Boston the rates currently in effect from the Central West to New York. The steamship rates from Philadelphia, Balti- more, and the Virginia ports on some articles were the same as the New York and Boston rates, but it will be noted that in the majority of instances those from Philadelphia were 1 cent per 100 pounds above the outbound rates from New York, and those from Baltimore and the Virginia ports 2 cents per 100 pounds above the New York IS 8 I. C. C, 118, Mar. 7, 1898. " 24 1. G. 0., 69-70, June 4, 1912. 15 Ibid. PEEFEKENTIAL TRANSPORTATION RATES. 183 ocaan rates. This arrangement is in close agreement with the east- bound railroad rates applicable at these ports, the general practice being to grant a differential of 2 cents and 3 cents, respectively, to Philadelphia and to Baltimore and the Virginia ports under the east- Ijound rates to New York. The ocean rates on commodities handled on a weight basis from the North Atlantic ports south of New York were, with few exceptions, higher than the ocean rates from New York to Rotterdam by slightly less than the amount of the port differentials applied by the eastern trunk-line railroads. The ocean line rates on most commodities shipped from Montreal, a typical eastern Canadian port, moreover, were the same as those from either New York or Philadelphia. These ocean rates were therefore adjusted with ref- erence to the railroad export rates applicable from the Central West to Montreal, the general basis of which being the rates currently in effect from the Central West to Philadelphia. The general rate per cubic foot published for measm-ement goods, however, was usually the same from all of these ports, Montreal to Norfolk, and Newport News, incliisive. The rates quoted by the Hamburg-American Line for the week ■ending May 17, 1913, from the North Atlantic ports to Hamburg «,nd various north European ports listed in rate Table No. 11 also disclose a close relationship with the eastbound rates of the railroads. Those from New York and Boston to Hamburg were imiform with but a few exceptions, and those published to the other European ports included in the tariff of this line were uniformly the same from Boston and New York. The outbound rates published from Phila- delphia by the Hamburg- American Line were usually the same as those from New York, but on some articles they were higher to the extent of a 1 cent differential. Those from Baltimore and the Virginia ports were either the same as the outbound line rates published at Phila- delphia or higher to the extent of about 1 cent per 100 pounds. As in the case of the published tariff of the Holland- American Line, the gen- •eral rates of the Hamburg-American Line quoted on measurement cargo were the same from all North Atlantic ports, Boston to Newport News, and Norfolk, inclusive. The outbound rates reported by various lines operating from North Atlantic ports to Liverpool in June, 1913, bore a less definite relationship to the eastbound rates of the inland carriers. An •examination of rate Table No. 12 shows that those on wheat and leather were the same from New York and Boston, and that those on tobacco, cured meats, lard, and canned goods were the same from l)oth ports via some of the lines reporting their rates while via other lines they were higher from New York than from Boston. The line rates on various commodities such as machinery, copper, wheat, ilour via one line, and lumber, likewise, were higher from New York than from Boston; and those on cotton, on flour shipped via on one of the steamship lines reporting, on steel ingots, blooms and billets, cottonseed products and general cargo were lower from New York than from Boston. In no instances were the regular line rates from these ports to Liverpool, so far as they were reported, different to any marked extent. The line rates on wheat flour reported by the International Merchantile Marine Co. as in effect from Philadelphia to Liverpool in June, 1913, were the same as those in effect at New 184 UNITED STATES TARIFF COMMISSION. York; those on cnred meats, lard, and lumber were slightly lower than the New York rates ; and those on cotton, cottonseed products, and tobacco were higher than the rates from New York to Liverpool. As the outbound steamship rates in effect June, 1913, were indica- tive of the relation between rail and ocean rates during the normal conditions prevailing before the European War, so those of June, 1920, were compiled for the purpose of comparison with the railroad export rates then in effect. Two schedules of steamship line rates were compiled; the United States Shipping Board rates, prescribed as the basis for the rates charged on traffic exported in Shipping Board vessels, and the rates charged by individual steamship lines on traffic shipped in vessels not owned by the Government. In some instances the lines adhered rather closely to the Shipping Board tariffs, while in others their rates were different. The rates contained in the Shipping Board tariffs, moreover, were not always strictly adhered to in case of traffic exported in Shipping Board vessels. Rate Table No. 10. Ocean freight rates of the Holland-American Line, from New York, Philadelphia, Boston, Baltimore, Newport News, Norfolk, and Montreal to Rotterdam and Amsterdam, June 1, 1913. [All rates are to Rotterdam. For Amsterdam rates, add 1 cent to those quoted, except on Ixmiber and logs, on which add 2 cents.l Commodities. From New York and Boston. From From Balti- Phila- del- phia. more and Vir- gmia. Cents. Cents. Cents. 11 11 11 11 11 11 21 22 23 11 11 11 25 26 27 25 26 27 22 23 24 20 21 22 20 21 22 75 80 86 13 13 13 20 21 22 20 21 22 13 13 13 18 19 20 25 26 27 20 21 22 22 23 24 11 11 11 18 19 20 10 10 10 22J 22J 22J 11 11 11 25 26 27 50 51 52 125 130 135 150 155 160 25 26 27 11 11 11 20 21 22 20 21 22 25 26 27 11 11 11 22i 23i 25 15 16 17 75 75 75 15 16 17 11 11 11 11 11 11 22 23 24 11 11 11 From Mon- treal, local. Agricultural implements Agricultural machinery Alundum, in bags Aluminum, cases Animal char, in barrels Animal meal , Apple waste, bags Apple waste, barrels ■. Apples, dried, in barrels (also evaporated and chopped) Apples, green, in barrels (prepaid) Apples, green, in cases (prepaid) Asbestine Asphaltum, in bags , Automobiles up to 1^ tons weight Bar steel Bark extract, in barrels Bark, ground, in bags Beans, bags Beehive materials Bicrhomate of potash Biscuits Do Blocks, mangle, roller Blotting paper B one black Bulbs, tuberose, barrels Bungs, in barrels Burlap wrappers (compressed bales) Buttons Cadmus CalciumalumLnate in bags (sample to be submitted) - Canned fruit Canvas belting, in roUs packed in burlap Do Carbide of silicon Carbon black Carborundum Carpet lining Cart bodies and parts Caseine in bags Cash registers Per cubic foot... do Per 100 pounds.. Per cubic foot . . . Per 100 pounds. . do ....do ....do do Per barrel Per cubic foot... Per 100 pounds. . do Per cubic foot... Per 100 pounds.. do ...-do ....do Per cubic foot... Per 100 pounds.. Per cubic foot... Per 100 pounds. - Per cubic foot... Per 100 pounds.. do Per barrel ...-do Per 100 pounds-. Per cubic foot... Per 100 pounds-. do ....do Per cubic foot.- - Per 100 pounds.. do ....do .---do Per cubic foot.-. ..-.do Per 100 pounds. . Per cubic foot... Cents. 11 11 21 11 25 25 22 20 21 75 13 20 20 13 18 25 20 22 11 18 10 22i 11 25 50 125 150 25 11 20 20 25 11 11^ 75 15 . 11 11 22 11 PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 10 — Continued. 185 Ocean freight rates of the Holland-American Line, from New Yorh, Philadelphia, Boston^ Baltimore, Newport News, Norfolk, and Montreal to Rotterdam and Amsterdam, June 1, 1913 — -Continued. [All rates are to Rotterdam. For Amsterdam rates, add 1 cent to those quoted, except on lumber and logs, on which add 2 cents.) Commodities. Unit. From New York and Boston. From Phila- del- phia. From Balti- more and Vir- ginia. Casks, empty palm oil, small Casks, empty palm oil, large Casks, enipty wood Castings, iron Cement, Portland, in bags Cement, Portland, in barrels Chains Do Clay, in bags Clay, furnace, in barrels Clothespins Do Cob meal Cobalt ore Cocoa dust Cocoa shells Cooperage stock Copper Copper matte Copper paint Corn flakes, toasted, in boxes Com, shelled, in bags Corn sirup Cotton, compressed in bales 2 Cotton duck Cotton goods - - - -^ Cotton linters, compressed in bales 2 Cotton sweepings 2 Cotton waste, compressed in bales 2 Cottonseed ou, in barrels Cutting compound Desk stock Doors, heavy, crated Dried blood, m double bags Dried fruits Drums, empty iron. .^ Dust collectors Dyewood extract, barrels Dyewood extract, cases Earth, fuller's, in bags Earth paint Engine packing, in cases Feathers, barnyard, compressed in bales Feeds, extra heavy, in bags Ferro chrome, in casks Fiber, vulcanized Files, in cases Fish oil, in barrels 2 Flour, wheat and com, in sacks Food choppers, in cases Forgings Forks, agricultural Furniture, in cases Gas stoves ~ Glassware, in barrels Glucose, in barrels Goat skins, dry, in bales Goat skins, in barrels Grape nuts Grape sugar, in bags Graphite, in barrels Ground mica, in barrels Do -,-- Hair, compressed, in bales, horse and cattle. . Hair, compressed, in bales, hog Per cask ....do Per gallon Per cubic foot Per 100 pounds ....do Per cubic foot Per 100 pounds — do ....do Per cubic foot Per 100 pounds do do do do do Per cubic foot Per 100 pounds — Ad valorem Per cubic foot 1 Per 100 pounds — do do do do do do do do do do Per cubic foot Per 100 pounds do do Per drum Per cubic foot Per 100 pounds — do do do Per cubic foot do Per 100 pounds — do do do do do Per cubic foot do do do do Per 100 pounds — do do do do do do do Per cubic foot Per 100 pounds do Cents. 60 125 2 11 18 20 10 22i 21 20 10 221 35' 18 30 30 22i 10 16 11 13 75 25 22 50 50 50 55 55 65 28 25 10 27i 22 30 150 11 20 20 18 20 11 60 19 15 26 24 28 19 11 13 11 11 11 100 22 55 28 25 24 20 25 10 45 45 Cents. 65 130 2 11 19 21 10 22J 22 21 10 22i 36 19 31 31 22i 10 17 11 13 81 26 23 51 51 61 66 66 56 29 26 10 28J 23 31 165 11 21 21 19 21 11 61 20 16 26 25 29 20 11 13 11 11 11 100 23 56 29 26 25 21 25 10 46 46 Cents. 70 135 2 11 20 22 10 22i 23 22 10 22* 35 20 32 32 22i 10 18 11 13 82 27 24 52 52 52 57 67 57 30 27 10 29t 24" 32 160 11 22 22 20 22 11 62 21 17 27 26 30 21 11 13 11 11 11 100 24 57 30 27 26 22 25 10 47 47 1 Per cent. ' Rates do not apply from New York. 186 UNITED STATES TARIFF COMMISSION. Rate Table No. 10 — Continued. ■Ocean freight rates of the Holland- American Line, from New York, Philadelphia, Boston, Baltimore, Newport News, Norfolk, and Montreal to Rotterdam and Amsterdam, June 1, 1913 — Continued. •[All rates are to Rotterdam. For Amsterdam rates, add 1 cent to those quoted, except on lumber and logs, on which add 2 cents.] Commodities. Unit. From New York and Boston, From Phila- del- phia. From Balti- more and Vir- ginia. Handles Do Hardware, in cases Do Hay forks. (See Forks, agricultural.) Honey Horn tips, clean Household goods Iron plates up to l\ tons Ironware. (See Hardware.) Kaolin, in barrels Kapok, in bales Last blocks, loose Do Lathes, metal Do Lead. Leather, finished, in rolls or bales Do Leather, in cases Do Leather, kid Leaves, dried Linseed, in cases liBather waste, in bales, Lubricating oil, in barrels Lumber, hardwood Lumber, softwood Lumber, logs Machinery, in cases up to 1^ tons Do Magnesia, in bales and cases Magnesite ore, in barrels Moldings Mussel sh ells, in bags Nails, in kegs Ochre, in bags Ochre, in barrels Oil cake, from seaboard Oilcloth Onfons, in crates Organs, in cases Oxide of zinc, in barrels Paper boxes, corrugated, knocked down Do Paper, roofing Paper, sand, m cases Paper, wrapping, in cases Patent medicines, in cases Peanut waste, not measuring more than 60 feet to ton. Peanuts, shelled, in bags Peanuts, unsheUed, in bags Pearl ashes, in bags Peas, in bags Pegwood, in cases Pencil material, in cases Pianos, in cases Pickled sheep skins, in casks Pickles, in brine, casks, and hogsheads. Pipe Pitch, in casks Plumbago Do Poultry feed Provisions, large packages Pulley blocks. (See Hardware.) 3 1 cent over lumber rates. Per cubic foot.. Per 100 pounds.. Per cubic foot... Per 100 pounds.. Per gallon Per 100 pounds.. Per cubic foot... Per ICO pounds.. do do Per cubic foot... Per 100 pounds. . Per cubic foot... Per 100 pounds. . do Per cubic foot... Per 100 pounds.. Per cubic foot... Per 100 pounds. . do ....do Up to li feet Per 100 pounds.. ....do ....do ....do Per cubic foot... Per 100 pounds. do -.-.do Per cubic foot... Per 100 pounds. do ...-do , do ...-do Per cubic foot.., ....do ....do , Per 100 pounds.. Per cubic foot. . . Per 100 pounds.. do ....do ...-.do Per cubic foot... Per 100 pounds. , do ....do ....do .-..do --..do ....do Per cubic foot... Per 100 poimds. , do ....do ...do Per cubic foot... Per 100 pounds., do , ....do 15 26 10 22J .50 13 15 15 55 10 20 10 221 15 11 45 11 45 45 35 26 30 24 32 34 C=) 10 22* 30" 18 11 20 15 20 22 20 11 13 11 16 10 22i 25 .30 25 13 20 25 28 20 22 30 34 13 28 28 16 22 10 22i 30 28 16 26 10 22i 51 13 16 16 56 10 20 10 221 16 11 45 11 45 46 36 26 31 25 33 35 (') 10 224 31 19 11 21 16 21 -23 21 11 13 11 17 10 22i 26 31 26 13 21 26 29 21 23 31 35 13 29 29 17 23 10 22} 31 29 15 26 10 22} 52 13 17 17 57 10 20 10 22} 17 11 45 11 45 47 37 26 32 26 34 36 (») 10 22} 32 20 11 22 17 22 24 22 11 13 11 18 10 22} 27 32 27 13 22 27 30 22 24 32 36 13 30 30 18 24 10 22} 32 30 PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 10— Continued. 187 Ocean freight rates of the Holland-American Line, from New York, Philadelphia, Boston, Baltimore, Neioport News, Norfolk, and Montreal to Rotterdam and Amsterdam, June 1, 1913 — Cfontinued. [All rates are to Eotterdam. For Amsterdam rates, add 1 cent to those quoted, except on lumber and logs, on which add 2 cents.) Comimodities. Unit. From New York and Boston, From From Balti- Phila- more del- and phia. Vir- gmia. Cevts. Cents. 61 62 31 32 22 23 22 23 11 11 23 24 26 27 26 27 155 160 305 310 12 12 25 25 11 11 23 24 31 32 36 37 26 27 28 29 31 32 11 11 21 22 12 12 26 25 12 12 26 25 31 32 36 37 36 38 15 15 35 35 31 32 29 30 1.30 135 21 22 21 22 21 22 21 22 16 17 16 37 (<) (<) (*) (') « (') (") (') 1,000 1,000 11 11 21 22 23 24 21 22 26 27 31 32 12 12 13 13 12 12 13 13 15 15 15 15 26 27 26 27 11 11 10 10 30 30 Pump machinery. (See Machinery.) Rags, in compressed hales Raisins, in bags Rice, in bags Rolled oats Roofing, asbestos, in cases Rosin, in barrels Rosin, Pontianac gum, in bags ' Rubber, in bales Rum, in barrels Rum, in hogsheads Scales Do School slates, in cases Scrap brass in barrels, 40 feet to the ton. Scrap leather Scrap rubber, in bales Seeds, in bags: Clover and alfalfa Timothy Other seeds Shaft hangars, in cases Shells, clam, mussel, or oyster, in bags.. Shoe blacking in tins, in cases Do ? Shoe dressing in bottles, in cases Do Shoe pegs, in bags Shoe pegs, in barrels Shoe pegs, in kegs Shocks, in bundles Do Sisal Skins ■- Soap, in barrels Soapstone, ground , in bags Soda ash, in barrels Soda, bicarbonate, in kegs and barrels. . Soda, caustic Spar, in barrels Spelter Starch, in bags Starch, in barrels Starch, in cases Staves, as cargo Staves, as dimnage Stoves Sulphate of copper Sirup, in barrels (takes glucose rate) Talc, in bags Tobacco extract, in barrels Tobacco stems, ground. In bags Triscuit, in cases Typewriters, new Typewriters, old Vans, empty VanSj full Varmsh Vaseline, in kegs Veneering, in cases Wash boards, in crates Washing machines Do Per 100 pounds . . . ....do ...do ....do Per cubic foot — Per 100 pounds. . . ....do ...-do Per barrel Per hogshead . . . . Per cubic foot Per 100 pounds. . . Per cubic foot Per 100 pounds. . . ....do ....do ....do do ..-.do Per cubic foot... Per 100 pounds.. Per cubic foot... Per 100 pounds.. Per cubic foot... Per 100 pounds.. do do do Per cubic foot... Per 100 pounds. . do do Per barrel Per 100 pounds., do. -do. -do. -do. -do. -do. .do. .do. Per millo Per cubic foot... Per 100 pounds. . Per 100 pounds.. do do Per cubic foot... do do do do do Per 100 pounds. . do Per cubic foot... do Per 100 pounds.. Cents. 50 30 21 21 11 22 25 25 160 300 12 26 11 22 30. 36 25 27 30 11 20 12 25 12 25 30 35 35 15 ■ 35 30 28 125 20 20 20 20 15 15 (*) « (») («) 1,000 11 20 22 20 25 30 12 13 12 13 15 15 25' 25 11 10 30 ' Rates do not apply from New York. < 1 cent over flotu' rate. 5 2 cents over flour rate. - ' Hardwood lumber rate. 188 UNITED STATES TARIFF COMMISSION. Rate Table No. 10 — Continued. Ocean freight rates of the Holland-American Line, from New York, Philadelphia, Boston, Baltimore, Newport News, Norfolk, and Montreal to Rotterdam and Amsterdam, June 1, 1913 — Continued. (All rates are to Rotterdam. For Amsterdam rates, add 1 cent to those quoted, except on lumber and logs, on which add 2 cents.] Commodities. Wheat, shredded, in cases. Whisky, in barrels Whisky, in cases Do Wire, in rolls Wood pulp, dry Wood pulp, wet Wooden rollers, in barrels. . Woodwork Wringers Zinc dross Unit. Per cubic foot... Per barrel Per cubic foot... Per 100 pounds. . Per cubic foot... Per 100 pounds. . ....do Per cubic foot... ....do ....do Per 100 pounds. . From New York and Boston. From From Balti- Phila- del- more and phia. Vir- gima. 11 11 U 125 130 135 12 12 12 25 25 25 11 11 U 28 28 28 24 24 24 11 11 11 11 11 H 11 11 11 15 16 17 From Mon- treal, local. 11 125 12 25 11 28 24 11 11 11 15 Rate Table No. 11. Ocean freight rates of the Hamburg-American Line, from United States North Atlantic ports to European ports, on the commodities specified, week ending May 17, 1913. (AH rates in cents are per 103 p Dands anl without primi?e. All rates in sterling, unless otherwise specified are per 2,240 pounds and without primage.] ^ From — Flom-. Hom- iny feed, in bags, Pro- visions, in large pack- ages. * Pro- visions, in smal] pack- ages. Limiber. To— Hard- wood. Light wood. Cents. 26 26 27 28 28 27 Cents. 26 26 27 28 28 30 Cents. 32 32 32 33 33 45 Cents. 37 37 37 38 38 50 Cents. 31 31 31 32 32 35 Cenis. 34 34 34 35 35 38 Do . . Boston (direct) Do Do Baltimore Do Do New Orleans New York Genoa and Naples ... s. d. 17 6 s. d. 23 9 s. d. 30 s. d. 35 s. d. 20 a. d. 22 a Baltic basing rate, other than Russian. Do New York and Boston. Philadelphia Cents. 27 28 29 Cents. 25 26 27 35 35 36 40 40 41 28 9 28 9 28 9 31 a Do Baltimore and Vir- ginia points. New York and Boston. Philadelphia.. Copenhagen, Christiana.Chris- tians, Bergen,and Stavanger. Do 28 29 30 26 27 28 36 3 36 3 37 3 41 3 41 3 42 3 30 30 30 32 6 Do Baltimore and Vir- ginia points. New York and Boston. Philadelphia . 32 6 32 6 Stettin 28 29 30 26 27 28 36 36 36 40 40 41 30 30 30 Do 32 6 Do Baltimore and Vir- ginia points. New York and Boston. Philadelphia . 32 6 32 6 Aalesund, Christiansund, and Drontheim. Do 31 32 33 29 30 31 38 9 38 9 39 9 43 9 43 44 9 32 6 32 6 32 6 35 Do Baltimore and Vir- ginia. 35 35 a PREFERENTIAL TRANSPORTATIOlSr RATES. Rate Table No. 11 — Continued. 189 Ocean freight rates of the Hamburg-American Line, from United States North Atlantic ports to European ports, on the commodities specified, week ending May 17, 1913 — Con. [All rates in cents are perlOOpoundsand without primage. All ratesinsterling, unless otherwise specified, are 2,240 pounds and without primage.] From — Seed in bags. Cotton, com- pressed inhales. Cot- ton- seed oil, in bar- rels. Tobacco in hogsheads. Meas- To- Clover and alfalfa. Other seeds. Tim- othy. Mary- land and Ohio. Vir- ginia and Ken- tucky ment goods, cubic feet. Hamburg New York Cts. 35 35 35 36 36 40 Cts. 52 52 52 63 53 65 Cts. 40 40 40 41 41 45 Cts. 55 55 55 55 56 46 Cts. 32 32 32 33 33 40 Cts. 45 46 45 46 45 50 Cts. 40 35 35 35 35 50 Cts. 12 Do Boston (direct) Philadetohia 12 Do 12 Do 12 Do 12 Do 15 New York Genoa and Naples. . s. d. 25 s. d. 5. d. 30 s. d. s. d. 30 s. d. s. d. 25 New York and Boston. Philadelphia Baltic basing rate, other than Russian. Do 32 6 32 6 32 6 47 6 47 6 47 6 37 6 37 6 37 6 35 35 36 18 9 18 9 18 9 43 43 43 121 3 121 3 Do Baltimore and Vir- ginia points. New York and Boston. Pbilarlelphia. 121 3 Copenhagen, Christiana, Christians, Bergen, and Stavanger. Do 32 6 32 6 32 6 47 6 47 6 47 6 37 6 37 6 36 6 36 3 36 3 37 3 18 9 18 9 18 9 43 43 43 21 3 121 3 Do Baltimore and Vir- ginia points. New York and Boston. Philadelphia 121 3 Stettin 35 35 35 50 50 50 40 40 40 35 35 36 18 9 18 9 18 9 43 43 43 121 3 Do 121 3 Do Baltimore and Vir- ginia points. New York and Boston. Philadelphia 121 3 Aalesund, Christiansund, and Drontheim. Do 35 35 35 50 50 50 40 40 40 38 9 38 9 38 9 21 3 21 3 21 3 46 46 46 123 9 123 9 Do Baltimore and Vir- ginia. 123 9 '40 cubic feet. The general policy pursued in the Shipping Board tariffs was to apply the same outbound rates from all North Atlantic ports, Port- land, Me., to Newport News, inclusive. This policy equalizes these ports so far as ocean line freights are concerned, but it disturbs the former relationship maintained between rail and ocean rates at the North Atlantic ports. The Shipping Board rates of June, 1920, to Kotterdam did not vary in close harmony with the railroad differ- entials of the ports south of New York. They were published at the same level from Portland, Me., Boston, New York, Philadelphia, Baltimore, Norfolk, and Newport News, with the exception of the published rates on cotton which were higher from Norfolk than from the other North Atlantic ports. The same policy of blanketing the North Atlantic ports prevailed in case of the outbound rates to Ham- burg, Liverpool, Antwerp, Genoa, Gothenberg, Christiana, Cadiz, Havre, and Piraeus in Europe; to Buenos Aires, Eio de Janeiro, Mon- tevideo, Para, Iquique, and Guayaquil in South America; to San Juan, P. R.; Kingston, Jamaica; Bluefields, Nicaragua; and Port Limon, 190 UNITED STATES TARIFF COMMISSION. Costa Rica; to Singapore, Calcutta, Shanghai, Hongkong, Yokohama, and Manila in the Orient ; and to Sydney, Australia, and Wellington, New Zealand. The rates reported by some of the steamship lines as of June, 1920, however, varied from the Shipping Board tariffs and were not so generally blanketed from all North Atlantic ports. Those to European ports were more subject to variations from Ship- ping Board rate than the rates reported by lines operating in other trades. The variations in the European trades were not, however, in accord with the North Atlantic port differentials governing rail- road rates, and no general rate relationship applicable to all com- modities shipped from the North Atlantic ports was established by the lines reporting rates differing from those contained in the Shipping Board tariffs. The blanketed Shipping Board rates had an influence on the rates of the lines; indeed, the rates reported by the lines in many instances were exactly the same as the rates prescribed for Shipping Board vessels. The outbound ocean rates of June, 1920, from various North At- lantic ports to Liverpool, Gothenberg, Antwerp, Kingston, Iquique, Buenos Aires, Singapore, and Shanghai are charted in rate Tables 12 to 19, inclusive. The available record of inbound ocean rates from foreign ports to the North Atlantic seaboard is less complete than that of outbound rates. The original plan was to depend mainly upon steamship lines, steamship agents, and freight-forwarding concerns located at foreign ports. Later the inbound rates for June, 1913, and June, 1920, obtained in this way were supplemented by certain additional rates for June, 1913, and June, 1921, which were very kindly provided by Mr. W. L. Marvin, vice president and general manager of the Ameri- can Steamship Owners' Association. The incomplete record of in- bound rates obtained from these various sources tends to indicate that the rates from a given European port are usually about the same to all the North Atlantic ports of the United States. The inbound rates on various commodities from Liverpool and Antwerp to various North Atlantic ports are charted in Table No. 20. The foflowing rate adjustments are typical of the inbound rates to the North Atlantic ports from various countries other than those of Europe: The rates on coffee, cabinet woods, and hides and skins from Port Limon, Costa Rica, in June, 1913, and June, 1920, were uniform to New York and Boston. Those on quebracho and animal hair from Buenos Aires were uniform to Boston and New York and somewhat higher to Philadelphia; those on general cargo were the same to Boston and New York, but higher to Baltimore; and those on hides, dry and green, and on fresh meats, linseed, and wool were uniform to Boston and New York. The line rates from Alexandria, Egypt, on cotton and onions were the same to Boston and New York, while those on hides and skins were higher to New York than to Boston. Those from Port Natal, South Africa, on hides, dry and wet, and on skms, cloves, fiber, and general cargo were uniform to Boston, New York, and Philadelphia. Those on hemp, copra, rub- ber, dry hides, coconut oil, tin, rattans and reed, tea, and general cargo from Singapore, Straits Settlements, were uniform to Boston and New York. These rates of June, 1913, and June, 1920, may be supplemented with rates quoted by various steamship lines operat- ing m the oriental trades during 1912. Their rates on a variety of PKEPEBENTIAl, TEANSPORTATION EATES. 191 commodities and on general merchandise were uniform to Boston, Philadelphia, and Baltimore from Bombay, India, and from Eangoon, Burma. Those from Madras, India, were uniform to Philadelphia and Baltimore, higher to Boston, and lower to New York. They may also be supplemented by the inbound rates from Port Limon, Colon, and Kingston in June, 1913, and June, 1921, and from Sydney, Wellington, and Calcutta in June, 1921, which were obtained from Mr. Marvin and charted in Table No. 20. With the exception of Calcutta, these inbound rates from each of these ports were uni- form to New York and Baltimore. Those from Calcutta were some- what higher to Baltimore than to New York. the inbound ocean line rates to the various North Atlantic ports tend to equalize these ports in a general way so far as ocean freights are concerned. Their adjustment, however, varies somewhat ac- cording to commodities and foreign ports of origin, and no exact rela- tionship between inbound ocean rates and the inland rates from the North Atlantic ports to the Central West is traceable except at Bos- ton and New York, which are on a uniform railroad rate basis and are in nearly all instances also on a uniform ocean line rate basis. The ocean rates from foreign ports to Philadelphia, Baltimore, and the Virginia ports are in many instances not adjusted in accordance with the west-bound rate differentials extended to these ports by the eastern trunk-line railroads. The relationship between inbound ocean rates which obtained when these port differentials were origi- nally established has not been accurately maintained. Rate Table No. 12. Ocean freight rates to Liverpool from North American "ports on certain commodities, June,. 1913, and June, 1920. [Rates in United States dollars and cents per unit of cargo as indicated.] Wheat. Wheat flour. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. other lines. U.S. Shipping Board. other lines. Unit. $0.65 .65 1 .65 .65 .65 .65 .65 .80 .80 .80 1.90 1.90 1.90 lOOlbs. Boston I $0. 10 1.10 1.09 1 $0. 40 / 2.40 \ l.».5C 100 lbs... }..do ...do 1 $0. 16 \ 1.17 1.17 1 $0. 65 1,2,! .66 1.65 Do. New York Do. Philadelphia Do. "Ralt.iTnnrf^ Do. Norfolk 1.60 100 lbs.. 1.65 Do. Newport News Do. Mobile... $0.40 .40 .40 <.40 '"">". ho' 100 lbs.. ...do ...do ....^...... <.80 Do. New Orleans 6.12J Do. '.80 Do. Do. ».32i 8 1.16 l« 1. 12 l» 1. 12 100 lbs.. ...do ».32i 8 1.16 / 9 1. 00 \ i»1.12 10 1. 12 Do. Seattle • } Do. Do. Vancouver, British ...do See page 195 for footnotes to this table. 192 UNITED STATES TAKIFF COMMISSION. Rate Table No. 12 — Continued. Ocean freight rates to Liverpool from North American ports on certain commodities, June, 1913, and June, 1920 — Continued. [Rates iu Ualted States dollars and cents per unit of cargo as indicated.] Copper pigs, ingots, bars, plates. Cotton, raw. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Portland, Me $13.00 13.00 I 13.00 13.00 13.00 13.00 13.00 2,240 lbs ...do.... ..do ...do ...do... . fii 81.50 1 12 1.75 / 111.50 \ 12 1.75 / "1.50 t "1.75 / "1.50 1 12 1.75 /"1. 50 \ 12 1.76 r 11 1. 62i \ 12 1. 87J }, 100 Jhs Boston. 1J3.14 / 1 3. 58 \ 2 5.40 I $13.00 ( 3 12.00 \ 113.44 [ 2 13.00 1 13.00 i$0.37 1.30 1.32 V "SI.. 50 / 112 1.75 1 J 1.15 \ 2 1.80 1 12.05 } Do Do Philadelphia.. . Do Baltimore Do Norfolk 113.44 do 1 1 1 2. 05 Do Newport News ...do Savannah /"1.67i \ 12 1. 92J / "1.671 1 12 1.92J / 11 1. 75 1 12 2. 00 / " 1. 75 \ 12 2. 00 / 11 1. 75 t 12 2. 00 1::::: Do. Key West Do. Mobile 13.00 13.00 13.00 ' 13. 00 ' 13. 00 "22.50 2,240 lbs. ...do ...do ...do <.45 S.39 8 '.40 * 11 1. 75 < 12 2.00 } 5 2. 00 f "1.75 < ' 1. 80 I 8 2.00 1 Do. Do. Do. New Orleans... 5 4.00 '2.02 Galveston. . . . San Francisco Seattle i» 7. 90 i» 7. 90 ...do Vancouver, British Columbia ...do Phosphate rock. Canned salmon. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Portland, Me / SO. 50 1.00 .50 1.00 .50 1.00 .50 1.00 .60 1.00 .50 1.00 .50 1.00 .76 .76 .76 .76 .76 Cu.ft.... 100 lbs... Cu.ft.... 100 lbs... Cu.ft.... [■lOOlbs... Cu.ft.... 100 lbs... Cu. ft... 100 lbs.. Cu. ft } \ 1 $0. 22 1.23 2.22 } i-21i $1.00 1.00 \ 1.00 1.90 100 lbs. V;;;;;;;; 11.00 I 2 B 1. 00 11.00 Do. / »$0.54 \ 2 1.00 Do. f \ : 1.00 ' i-oo \ 1.00 Do. Nnrfnllr / 11.00 [ 100 lbs.. Cu. ft... 100 lbs.. ...do Do. Newport News ; ( Do. Sav,annah Key West Mobile New Orleans '.78 ...do do 1.00 1.00 1.00 1.80 1.80 1,80 """.10 \ J \ 110.08 ):..::::;: 1.50 I--- f 1 <10.00 1.55 < 1. 15 ) . { = 1.15 « 10. 00 ) . \ '.20 ; 1. 15 8 3.25 do.... » 22. 40 Do » Seattle ...do Meats, cured. Lard. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other Unes. U.S. Shipping Board. Other lines. Unit. SO. 75 ""i 0."75' '.".'1.00 11.00 lOOlbg... $0.75 .75 } .75 .75 .,75 .75 .75 .90 .90 .90 2.90 2.90 2.90 100 lbs. Boston ISO. 22 .75 ...do ...do ...do ...do ISO. 22 f 1.23 1 !.22 1.22J 1 $6. 75 / 3.75 \i.>,'1.00 1.75 Do. New York ( M ^ -75 } Do. Do. Do. Philadelphia >.22i J .75 .75 .75 .75 .90 .90 .90 3.35 3.35 3.35 11.00 ■■'Vi.'oo' ...do 11.00 Do. ...do ...do ...do ...do ...do '.30 Do. MnhilP Do. »1.15 '1.00 Do. Galveston , ^.30 Do. Do. ...do «2.90 Do. ...do Do. See page 195 tor footnotes to this table. 77036—22 13 194 UNITED STATES TARIFF COMMISSION. Rate Table No. 12— Continued. Ocean freight rates to Liverpool from North American ports on certain commodities, June, 1913, and June, 1920 — Continued. [Hates in United States dollars and cents per unit of cargo as indicated]. Cottonseed oil, cake, and meal. Kerosene. From — 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. f» SO. 65 \ 15 1. 00 / I'.'es \ 15 1. 00 / ".66 \ 15 1. 00 / " . 65 \ 15 1.00 ; " . 65 \ 15 1.00 ] " . 65 \ 15 1.00 ( " . 65 1 15 1. 00 / 1. 07i 1 18 1. 17i / 1. 07i \ 18 1. 17i ( 1.15 t 16 1.25 / 1.15 \ 16 1. 25 / 1.15 \ 16 1. 25 1.75 } 100 lbs... ...do |..do ...do.... ...do 1 $0.50 1.00 .50 1.00 .60 1.00 .50 1.00 .50 1.00 .50 1.00 .50 1.00 Cu.ft. { 1 $0. 22 H.14 1 .17 1 i$1.00 2.8 1.00 1.63 } 11.00 ) :;:: Cu.ft. Boston \ 100 lbs Cu. ft. New York < 100 lbs f '" Cu. ft. Philadelphia < 100 lbs > Cu. ft. i 100 lbs. Cu. ft. } 1.63 ...do ...do 1 Norfolk < * ; Cu. ft. Newport News 100 lbs. ...do ( ...do 1 <1.15 } 5 1.15 } n. 30 ...do 5.24i . .do ...do ...do 1.75 1.75 8 1.80 .do 8 2.50 Do. ...do Tobaoco, unmanufactured. Lumber. From 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Portland, Me $1.50 1.50 } 1.50 1.60 1.50 1.50 1.50 100 lbs fi' $1. 00 \ 18 1. 22 J in. 00 \ 18 1.22 I'l.OO 18 1. 22 / 1' 1. 00 \ 18 1.22 / l: 1. 00 t 18 1. 22 / 1' 1. 00 \ 18 1. 22 / 1' 1. 00 1 18 1. 22 f 1' 1. 07J t 18 1.29J f l'1.07i \ 15 1.29J } 100 lbs 1 $0. 37 ( 2.37 t 1.38 1.39 1 $1. 50 / V 1. .50 \ 1 2. 00 1 1.50 ...do }..do ...do do 1 $0. 18J / 2.20 t 1.22 1.1' $1.00 1.1' 1.22 81.00 8 1.22 1.2 1.00 i.l'l.OO 1,18 1.22 } Do. ' 1 Do. } Do. Do Baltimore Norfolk 12.00 do 1 11.00 Do. Do. Do. . .do Savannah f Key West / } Do. Mobile <.62 6 ..50 1.50 1.50 1.50 3.25 3.25 3.25 n.60 5 1. .-jO 100 lbs.. ...do do •10.91 < 40.00 1- ■ 1,000 ft. \ II "1.™ l\ 18 1.40 5 „ / 11 1. 00 100 lbs. New Orleans / 1 . , Do. 1,000 ft. Galveston ■^^ li 18 1.40 i/ -^•"'* ) 1 8.M0.00 i '.33 /;.'i-"2 ' \ 100 lbs. Los Angeles I ^ " 1. »u J San Francisco do 8 21.90 18 2 1. 33 18 21. 33 8 60. 00 18 60. 00 18 60. 00 1,000 ft. Do. Do. Seattle ...do Vancouver, Brilish , Columbia See page 195 for foot notes to th is table. PKEFERENTIAL TRANSPORTATION RATES. Rate Table No. 12 — Continued. 195 Ocean freight rates to Liverpool from North American ports on certain commodities, June, 1913, and June, 1920 — Continued. [R ates in Tnited States dollars and cents per unit of cargo as indicated.] From— Leather- General cargo. 1913 1920 V. S. Shipping Board. Other hnes. 1920 Unit. 1913 i U.S. Shipping Board. Other lines. Unit. Portland, Me.. Boston New York. Philadelphia . . . Baltimore Norfolk Newport News. Mobile New Orleans Galveston Los Angeles San Francisco. . , Seattle {'">'s 1.34 1.18 i»3. 20 2. i»3. 20 2. "3. 20 2. 1 $2. 50 '2.00 1 =2.50 12.50 Cu.ft.... ...do 100 lbs... |cu.tt.... I 100 lbs... Cu.ft.... 100 lbs... Cu. ft... ...do 100 lbs.. Cu. ft... do. 100 lbs.. Cu. ft... ..do 100 lbs. . ..do ..do 1 $0. 19 1.34 1.15 2.13* 2.24" 1.11 1.19 .54i SO. 50 1.00 .50 1.00 .50 1.00 .50 1.00 .,50 1.00 .50 1.00 .,50 1.00 .55 1.15 ..55 1.15 ..55 1 30. 50 1 1.00 1.2.3 . 50 2.M.0O 1.50 11.00 .50 1. 8 1.50 »3.00 Cu.ft. 100 lbs. Cu. ft. 100 lbs. Cu.ft. 100 lbs. Cu.ft. 100 lbs. Cu.ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu.ft. 100 lbs. 1 International Mercantile Marine. ' Furness, Withy & Co. (Ltd.). ' Cunard Steamship Co. (Ltd.). * Mobile Liners (Inc.). 5 Leyland Line. 6 H. L. Ziegler, broker, Galveston. ' Wm. Parr & Co. ' Balfour, Guthrie & Co. ' Admiral Line. 1" Blue Funnel Line. 11 High-density cotton. 12 Standard cotton. 13 The Texas Transport & Terminal Co. H Cake. 1'' Meal. 16 Cold-pressed oil cake. 1' Heavy lumber. 18 Lightlumber. 19 Finished. " Rough. 196 UNITED STATES TARIFF COMMISSION. Rate Table No. 13. Ocean freight rates to Gothenberg, Sweden, from United States ports on certain com- modities, June, 19W. [Rates in United States dollars and cents per unit of cargo as indicated.! Portland. Me... Boston New York Philadelphia . . . Baltimore Norfolk Newport News . Mobile New Orleans . . . Galveston Los Angeles San Francisco.. Seattle Agricultural implements. U.S. Ship- ping Board. $0.70 1.50 .70 1.50 .70 1.50 .70 1.50 .70 1.50 .70 l.oO .70 1..50 .76 1. 65. .75 1.65 .75 1.65 Other lines. Unit. Copper, pigs, bars, and plates. U.S. Ship- ping Board. 3.<,5 . 70 M,51.50 e.70 6 1.50 Cu. tt- 100 lbs. Cu.ft.. lOOlbs. Cu.ft., 100 lbs. Cu.ft.. 100 lbs. Cu. ft. . 100 lbs Cu.ft. . 100 lbs., Cu.ft.. 100 lbs., Cu.ft. . 100 lbs.. Cu.ft.. lOOlbs.. Cu.ft.. lOOlbs.. lOOlbs. 315.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 15.00 28.00 Other lines. Unit. <.515.00 6 15. 00 'O28.00 Cotton, raw. U.S. Ship- ping Board. 2,240 lbs ..do.... ..do.... ..do.... ..do.... .-do.... ..do.... ..do.... ..do.... ..do.... ..do.... ..do.... ..do.... 1 $2. 00 = 2.25 >2.00 = 2.25 12.00 2 2.25 12.00 2 2. 25 ■2.00 2 2.25 12.00 2 2.25 12.00 2 2.25 2.25 2.25 2.25 12.25 2 2.50 12.25 2 2.50 12.25 2 2.50 Other lines. Unit. i.'.<.s2.00 2.',*.52.25 '2.25 So 2. 25 lOOlbs. Do. Dft. Do. Do. Do. Do. Do. Do. Do. Do. Do. Do. Wheat flour. Phosphate rock. Iron and steel pipes and fittings. From — U. S Ship- ping Board. Other lines. Unit. U.S. Ship- ping Board. Other lines. Unit. U.S. Ship- ping Board. Other lines. Unit. Portland, Me $1.05 1.05 1.05 1.05 1.05 1.05 1.05 1.20 1.20 1.20 lOOlbs.. $16. 00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 2,240 lbs. Boston ...do.... New York. . ■',<.!• $1.05 •1.05 '1.00 ...do.... ...do.... ...do.... s $33. 60 2,240 lbs '.'.»$16.66 •16.00 Do. Do. Philadelphia Baltimnrp, Norfolk ...do.... ...do-... Newport News Mobile ...do.... ...do.... ...do.... 24.66 24.00 24.00 38.00 38.00 38.00 2,240 lbs ...do.... ...do.... do Do. Do. New Orleans Galveston Do. Los Angeles San Francisco to 1. 12 lOOlbs.. 'a 38. 08 do Seattle do See page 197 tor footnotes to this table PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 13 — Continued. 197 Ocean freight rates to Gothenberg, Sweden, from United States ports on certain com- modities, June, 1920 — Continued. [Rates in United States dollars and cents per unit of cargo as indicated.] Leather. Meats, cured. Kerosene From — U.S. Ship- ping Board. Other lines. Unit. U.S. Ship- ping Board. Other lines. Unit. U.S. Ship- ping Board. Other lines. Unit. Portland, Me 1S3.00 9 3.00 9 3.00 = 3.00 9 3.00 9 3.00 93.00 9 3. 15 93.15 93.15 P" 3. 00 V' 3. 50 fw 3. 00 1" 3. 50 /•" 3. 00 \" 3. 50 100 lbs.. ...do.... ...do.... ...do.... ...do...- ...dc... ...do.... ...do.... ...do.-.. ..-do---- ...do.... $1.25 1.25 1.25 1.25 1.26 1.26 1.25 1.40 1.40 1.40 2.25 2.25 2.26 100 lbs.. ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do...- do.... $1.75 1.75 1.75 1.75 1.75 1.75 1.75 1.75 1.75 1.75 100 lbs. Boston ':*,' 3. 00 «3.00 '2.96 j. 8 1.25 '1.26 Do New York f S1.25 \ < 1. 50 1 SI. 75 »1.75 I Do. Do. Do. PliUadelphia Baltimore Norfolk Do Newport News Do. Mobile New Orleans Do. Galveston Do Los Angeles San Francisco Seattle |vi(.3.60 ...do.... ...do.... •a 2. 25 .-.do.... .do.... «o 1. 90 Do. / Lubricating oil. Tobacco, leaf. General cargo. From — U.S. Ship- ping Board. Other hues. Unit. U.S. Ship- ping Board. Other lines. Unit. U.S. Ship- ping Board. Other lines. Unit. Portland, Me SI. 25 1.25 1.25 1.25 1.25 1.25 1.25 1.26 1.25 1.25 1.90 L90 1.90 100 lbs. - ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... ...do.... .do.... 82.40 2.40 2.40 2.40 2.40 2.40 ?.40 2.40 2.40 2.40 100 lbs.. ...do.... ...do---, ---do--- ...do.... ...do.... ...do--, ---do--.. ...do.... ...do.... ...do.... / $0.70 t 1.50 1 .70 1 1.50 / .70 \ 1.50 / .70 \ 1.50 f .70 t 1.50 1 .70 1.50 .70 I 1.50 r .75 \ 1.65 r .75 Cu. ft. ».<,5$1. 25 '1.25 ' 1. 26 ',-t.»2. 40 «2.40 '2.75 Cu. ft. ',<,' .70 »><.5 1.50 «.70 «1.50 '.82 ' 1.47 Cu. ft. Philadelphia Baltimore. . Cu. ft. 100 lbs. Cu. ft. Cu. ft. Cu. ft. 100 lbs. Cu. ft. Cu. ft. New Orleans 1.65 r .75 1 1.65 / 1.75 1 3.60 f 1.75 3.50 1.75 \ 3.50 100 lbs. Cu. ft. 100 lbs. Cu. ft. Los Angeles »o 1. 90 ...do...- .do.... 'a 3. 25' ...do---- San Francisco «o 1. 75 ■0 3. 50 Cu.ft. 100 lbs. Cu. ft. ' High density. ' Standard. ' Fumess, Withy & Co. (Ltd.). * Moore & McCormack Co. (Inc.). ' Globe line. " J. A. McCarthy, broker, Philadelphia. *a Johnson Line. ' A. Schumacher & Co. 8 H. L. Ziegler, broker, Galveston. 9 Sole & Scrap. •« Rough. u Finished. 198 UNITED STATES TARIFF COMMISSION. Rate Table No. 14. Ocean freight rates to Antwerp, Belgium, from United States ports on certain commodi- ties, June, 191S, and June, 19:0. (Rates in United States dollars and cents per unit of cargo as indicated.] Wheat. Wheat flour. From— 1913 1920 Unit. 191.i 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Portland, Me $0.70 .70 .70 .70 .70 .70 .70 .90 .90 .90 2.15 2 15 2.15 100 lbs 1 SO. 08.J 1.12 1.084 1 10. 40 / '.50 1 1.65 / 1.70 \ 3.55 100 lbs . . 1 $0. 60 1 1.75 t '.65 13.70 Do New York. |..do }..do 1 SO. 22 1.20 } Do, 1)0 Philadelphia. Baltimore Do Norfolk 1 .65 100 lbs.. 1.75 Do Newport News.. . Do -Mobile Do New Orleans 1.16S 100 lbs . . Do Galveston s.OO .do Do Los Angeles Do San Francisco Do Seattle Do Copper pigs, mgots, bars, and plates. Cotton, raw. From — 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Por,tland,Me $8.00 8.00 8.00 8.00 8.00 8.00 8.00 2,240 lbs /e$1.57J \ '1.82i / «1.57J \ '1.82J ) "1.57i I '1.82J / «1.57J \ '1.82* / »1.57j I n.82J / M.70 \ '1.95 / M.57J \ '1.82* / 6 1.82* 1 '2.07* / «1.82i I 100 lbs. Do. [ Do. . Do. Do. Boston 1S8.00 / U2.00 do / \ 1SS.81 \ .,„ 1 , .« ,. 1 »$1.00 1 1. 82J 3 1.80 11.55 I Philadelphia \ 17.84 /•■"" i "•"•"^ 138.00 ...do 1.33 L..do-. Baltimore Norfolk 17.84 ...do ...do . / [ U.82J Newport News Do. Do. ■ Do. Do. • Do. Mobile [ 1 8 1.82J 8 2.07i 1 ,, ,. New Orleans ( <.33 Galveston I '2.07J i; •-■'■'' 1 8 1.82* i »1.75 1 1 •" A '2.07J S2.07i See page 201 tor footnotes to this table. PREFERENTIAL, TRANSPORTATION RATES. Rate Table No. 14 — Continued. 199 Ocean freight rates to Antwerp, Belgium, from. United States ports on certain commodi- ties, June, 1913, and June, 1920 — Continued. [Rates in United States dollars and cents per unit as indicated.] Canned salmon. Machinery, and parts of. From — 1913 1920 Umt. 1913 1920 - U.S. Shipping Board. Other hnes. U.S. Shipping Board. Other lines. Unit. Portland, Me SO. 75 .75 .75 .76 .75 .76 . 75 1.00 1.00 1.00 2.06 2.06 2.06 / SO. 50 \ 1.00 / .50 1 1.00 / .50 1.00 ..50 [ 1.00 / .60 \ 1.00 / .60 \ 1.00 / .60 t 1.00 Cu. ft. 1 SO. 75 1 2 .85 i '.75 1.3. 75 ...do \ do . 1 $0. 11 100 lbs Boston ISO. 60 11.00 i.!.60 2 1.00 r 1.50 \ 3.40 3.72 Cu. ft. 1 SO. 26 100 lbs. Cu. ft. Philadelphia / ...do do 1.12 100 lbs. Icu. ft. 100 lbs. Cu. ft. "RftltiTnorp 1.75 ...do do Norfolk 1.50 Cu. ft. Newport News Cu. ft. ...do Mobile <1.40 ...do ...do Los Angeles ...do ...do -do. 3.50 3.60 3.50 100 lbs Do. Seattle Do Steel ingots, billets, and blooms. Meats, cured. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other Unes. U.S. Shipping Board. Other Unes. Unit. SO. 75 .76 .75 .75 .75 .75 .75 .75 .75 .76 3.60 3.60 3.60 100 lbs. Boston i$9.66 / 17.84 \ 2 10.00 1,3 8. 00 2,240 lbs. }..do ...do ■l SO. 25 1.26 1.26J 1 SO. 75 1.2. 76 1.3.75 Do. New York 1 $4. 48 '2.43 Do. Do. Do. Norfolk 17.84 2,240 lbs. 1.75 Do. Do. Mobile SIO. 00 10.00 10.00 2,240 lbs. Do. ...do Do. SIO.OO ...do Do. Do. Do. Seattle Do. See page 201 for footnotes to this table. 200 UNITED STATES TABIFP COMMISSION. Rate Table No. 14 — Continued. Ocean freight rates to Antwerp, Belgium, from United States ports on certain commodi- ties, June, 1913, and June, 1920 — Continued. [Kates in United States dollars and cents per unit of cargo as indicated.] Lard. Cottonseed oil, cakes, and meal. From— 1913 1920 Unit. 1913 1920 U.S. Sliipping Board. Otlier lines. U.S. Shipping Board. Other lines. Unit. Portland Me $0.75 .76 .76 .76 .76 .75 .75 .75 .76 ".76 .3.15 3.16 3.16 100 lbs.. /i«$0.60 \ 11. 75 / i«. 60 \ 11. 75 f i».60 1 11. 76 / i».60 \ 11. 75 / i°.60 \ 11. 75 f i«.60 \ 11.75 f i». 60 11.75 f 1.10 1 "1.20 f 1.10 \ 12 1.20 / 1.10 \ 1! 1. 20 2.00 2.00 2.00 1 100 lbs. ISO. 25 1.25 1.251 i$0.75 1.2.75 i.'.75 ...do } 1*0.75 1 1 2. 75 \ 1 3. 75 Do. NewYorlc . . ...do ...do 1 $0. 16 '.15 Do. Philadelpliia. Do. Do. Norfolk 1.76 ...do 1.75 Do. .do Do. Mobile .do 1 » 1. 10 1 Do. New Orleans .do <.16 Do. do { Do. ...do do. .. / Do. San Francisco Do. . .do Do. Tobacco, unmanufactured. Lumber. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board. Other lines. Unit. Portland, Me $1.25 1.25 1.26 1.25 1.25 1.25 1.25 1.75 1.76 1.76 3.60 3.50 3.60 100 lbs / 1' $0. 75 \ ".85 / 13.75 \ ".85 / 13.75 \ ".86 / 13. 76 \ ".86 / 13. 76 \ ".86 / 1'. 76 \ ".86 / 13. 75 I ".85 1.40 1.40 1.40 } 100 lbs 1 $1. 25 1.2 1. 25 1.H1.26 . do i.i3$0. 75 1K.86 1.75 2 1.00 1.3.75 1.86 1 } Do. Do. Do. New York . 1 $0. 46 1.42 ...do ...do ...do . 1 $0. 26 1.24 Philadelphia . Norfolk 11.25 • do } 1.75 1 Do. Do. 1,000 ft. ...do do Mobile 1 8 45.00 <.40 <2.40 ...do do <.27 100 lbs. f < 47. 00 1 <1.36 1 5 46. 00 1,000 ft. Galveston 100 lbs. 1,000 ft. ...do.... 100 lbs. Los Angeles San Francisco . do Seattle do See page 201 tor footnotes to this table. PKEFEEENTIAL TRAKSPOKTATION KATES. Rate Table No. 14 — Continued. 201 Ocean freight rates to Antwerp, Belgium, from United States ports on certain commodi- ties, June, 1913, and June, 1920 — Continued. [Rates in United States dollars and cents per unit of cargo as indicated.] Leather. General cargo. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other Unes. U.S. Shipping Board. Other lines. Unit. f $0. 50 \ 1.00 / .50 \ 1.00 .50 1.00 .50 1.00 / .50 1 1.00 f .50 i 1.00 / .50 1 1.00 j . 55 \ 1.25 / .55 \ 1.25 { l!25 Cu. ft. 100 lbs. 1 SO. 42 1.43 1.49 tl.OO 1.00 1.00 1.00 1.00 1.00 1 $1. 00 / 1.50 \ 1 1. 00 1 1.50 1 i,s 1.00 100 lbs Boston. . . 1 $6. 60 11.00 1.2. 50 2 1.00 / 1.50 1 '.55 11.00 Cu. ft. 100 lbs. Cu. ft. New York. . . . Cuft.... 100 lbs.. 1 JO. 15 Philadelphia. Cu. ft... 100 lbs., do 1.11 1.19 }Cu. ft. 100 lbs. Cu. ft. 11.00 do Norfolk 1.50 Cu. ft. do. Newport News Cu. ft. 100 lbs. Cu- ft. 100 lbs. Cu. ft. <1.40 Galveston Cu. ft. 100 lbs- / 1=3.50 \ 16 2.90 ; 1=3.50 \ 16 2.90 ; 1=3.50 \ 16 2.90 1 100 lbs.. 1 ...do Seattle 1 do ... * ' 1 International Merchant Marine. 2 Cunard Steamship Co. (Ltd).. 3 Kerr Steamship Co. (Inc.). ^ Leyland Line. = H. L. Ziegler, broker, Galveston. 6 High density cotton. ^ Standard cotton. 8 Mobile Liners (Inc.). » Texas Transport & Terminal Co. 10 Cake. 11 Meal. 12 Cold pressed. 13 Heavy lumber. 1^ Light lumber. 1= Finished. i« Rough. STEAMSHIP RATES FROM GULF PORTS TO FOREIGN PORTS. The relationship between railroad export rates from the Central West to the Gulf ports and the outbound steamship line rates ap- plicable at these ports in 1913 was even closer than at the North Atlantic ports. Railroad exports rates were generally blanketed to all the Gulf ports, Pensacola to Galveston, inclusive, so as to place them on a substantially equal footing, and the ocean rates reported as of June, 1913, indicate that a substantial degree of uniformity was also maintained between the Gulf ports by the steamship lines serving them. Eeports received from New Orleans, Galveston, and Mobile disclose numerous variations in their rates to European ports, but none of these variations appear to have been wide. The outbound line rates from New Orleans and Galveston to Mexican and West India destinations were uniform to a marked extent. (See rate table No. 15.) In June, 1920, the blanketing of the Gulf ports in the making of outbound line rates was the general policy of both the Shipping Board 202 UNITED STATES TARIFF COMMISSION. and the steamship lines. Shipping Board rates from Mobile, New Orleans, and Galveston to Liverpool, Antwerp, Hamburg, Havre, Kotterdam, Gothenberg, Christiania, Genoa, and Cadiz placed these Gulf ports on a common ocean-rate basis; and the rates reported by various steamship lines were either uniform at these ports or subject to but slight differences. The returns showing rates from Key West, Fla., are incomplete, but the Shipping Board rates to Liverpool indi- cate that Key West was on a lower rate level than Mobile, New Or- leans, and Galveston. This is in accord not only with the geographi- cal location of Key West with respect to Liverpool but also with the export-rate adjustment of the railroads under which the export rates to the "Gulf ports" on traffic destined to Europe are not apphcable to Key West. (See rate t^ables Nos. 12, 13, and 14.) Shipping Board rates to Habana, Kingston, Bluefields, and Port Limon were also fixed at uniform levels from Mobile, New Orleans, and Galveston, and those to Vera Cruz, Mexico, were the same from New Orleans and Galveston. The rates reported by mdividualsteam- ship lines were again subject to variation at different Gulf ports, but the differences between Mobile, New Orleans, and Galveston were slight. Key West, so far as the Cuban export trade is concerned, has, on the contrary, been on a different rail and ocean rate basis. It will be recalled that the railroads extend export rates to Key West on traffic destined to Cuba and that these rates were established at fixed differ- entials above the export rates in effect to the other Gulf ports.^ The general rate advance of August 26, 1920, has temporarily at least disrupted the standard differentials of Key West somewhat, but the original differentials were fixed with close reference to the relative ocean rates in effect from Key West and the Gulf ports to Habana. Under the established prewar relationship the railroad eXport class rate differentials. Key West above Gulf ports, were as follows: Class 12 3 4 5 6 Differential.. 52 44 36 28i 24 J 20^ and these differences were equal to the amounts that the ocean-line rates from the Gulf ports exceeded those from Key West to Habana. The result was that the combined rail-ocean rates to Habana were uniform via all the Gulf ports, including Key West. The following export rail and ocean rates of 1914 from Kansas City to Habana illustrate the standard adjustment: ^ Classes. 1 2 3 4 5 9 Railroad class rates to Gulf ports 75 85 65 75 50 65 35 50 30 40 25 Steamship class rates from Gulf ports to Habana 35 160 140 115 85 70 60 127 33 109 31 86 29 63J 21i ?t| 45i Steamship class rates from Key West to Habana 14i Combined rates 160 140 116 85 70 60 1 See chapter VIII. 2 William Cameron, chairman St. Louis Eastbound freight committee and St. Louis-Cincinnati-Louis- Tille freight committee, " Export and Import Freight Rates," p. 73. Ocean rates are from dock to dock. Wharfage, handling, or lighterage is 7i cents per 100 pounds in addition to ocean rates named. PREFERENTIAL TRANSPORTATTON RATES. 203 In the long-distance non-European trades the reports received from individual steamship lines are too incomplete to permit of accurate comparisons between the various Gulf ports. Those con- tained in the Shipping Board tariffs covering the South American trades, however, are the same from Mobile, New Orleans, Galveston, and Key West on shipments to Puenos Aires, and to Montevideo, Rio de Janeiro, Para, Iquique, and Guayaquil. No rates from Key West to the Far East were obtained, but the Shipping Board rates from Mobile, New Orleans, and Galveston to Shanghai were on a uniform basis, and the same policy of uniformity at the Gulf ports pre- vailed in case of outbound rates to Yokohama, Hongkong, and Manila. (See rate tables Nos. 16, 17, 18, and 19.) The available record of inbound ocean rates from foreign countries to the Gulf ports is too incomplete to permit of an accurate general statement. Such quotations as were obtained, however, place them oh a uniform rate basis. The rates from Port Limon, Costa Rica, on coffee, cabinet woods, and hides and skins in June, 1913, and June, 1920, were uniform to Mobile, New Orleans, and Galveston. The rates quoted in 1912 on an extensive list of commodities shipped from Vera Cruz, Mexico, were uniform to New Orleans and Texas ports, and table No. 20 shows that this was also the case in Jyne, 1921. This adjustment of inbound ocean rates is in line with the import rates of the railroads which are blanketed from all "Gulf ports," Pensacola to Galveston, inclusive. As in case of the export trade, Key West is on a different rate basis in the Cuban import trade. Railroad import rates on Cuban traffic destined to the Central West are higher from Key West than from the Gulf ports, and the difference is explained in large part by the differences usually maintained in the inland steamship rates from Habana. 204 UNITED STATES TARIFF COMMISSION". Rate Table No. 15. Ocean freight rates to Kingston, Jamaica, from United States ports on the following commodities, June, 1913, and June, 1920. [Rates in United States dollars and cents per unit of cargo as indicated.] Agricultural implements. Automobiles. From— 1913 1920 Unit. 1913 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. i.=$6.'i6j iiS.26 "s'.'ioj !.26 "V.'26' $0 ^s i.sio.'so' ii!.60 "s.V.'io' 2,3.60 "'V.'eo' Cu. ft . SO. 57 1.02 .67 1.02 .67 1.02 .57 1.02 .57 1.02 .67 1.02 .67 1.02 .67 1.02 .57 1.02 1.2S6.'42' 1.2.84 Cu. ft. Portland, Me { 68 38 68 38 68 38 68 38 68 38 68 38 68 38 68 38 68 30 60 30 60 30 100 lbs 100 lbs. > Cu.ft Cu. ft. Boston 1 100 lbs 100 lbs. Cu.lt... 100 lbs.. Cu.ft... 1.2 $0.18 1.2. 40 Cu.ft. 100 lbs. Cu. ft. Philadelphia I 100 lbs. Cu. ft. 100 lbs, Cu. ft. Cu ft . . Norfolk ■ 1 100 lbs. Cu. ft. Cu ft . Newport News \ 100 lis. Cu. ft. Cu. ft . . . Savannah \ 100 lbs. Cu. ft. Cu.ft... Key West | 100 lbs. Cu. ft . - - Mobile \ Cu.ft... 100 lbs.. Cu.ft... 2.18 2.40 2.3. 42 2,3.84 Cu. ft. 100 lbs. 100 lbs.. < .40 '.84 100 lbs. Railroad cars. Coal. 1913 « 1920 Unit. 1913 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. Portland. Me / 1.2 . 26 "'"'i'.'ioi = .26 ■"V."26' 80.47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .30 .60 .30 .60 .30 i.'mso" i>2 . 60 "iAm 2.3.60 '""'■.■(io" Cu.ft... 100 lbs.. 80.45 Cu.ft... 100 lbs.. .45 Do. Npw Vrtrk- J Cu.ft... 100 lbs.. Cu.ft... 1.280. 22 .45 1.280. 45 Do. 100 lbs. . .46 Do- Cu.ft... 100 lbs.. .45 Do. Norfnilr Cu.ft... 100 lbs.. .46 Do. Cu.ft... 100 lbs. . .46 Do. Cu.ft... 100 lbs. . .45 Do. TCpv Wpst Cu.ft... 100 lbs. . .45 "".'45" Do. Mobile 1 Cu.ft... 100 lbs. . Do. New Orleans -j Galveston .j Cu.ft... 100 lbs. . Cu.ft... 2.22 .46 2.3. 45 Do. 60 100 lbs. . «.24 .45 <.45 Do. 1 Atlantic Fruit Co. 2 United Fruit Co. 3 Bluefields Fruit & Steamship Co. ' United Steamship Co. (Inc.). PREFERENTIAL TRANSPORTATION RATES. 205 Rate Table No. 15 — Continued. Oeean freight rates to Kingston, Jamaica, from United States ports on the following commodities, June, 1913, and June, 1920 — Continued. [Rates in United States dollars and cent.s per unit of cargo as indicated.) From- Dry goods (cotton goods). 1920 U.S. Ship- ping Board. Other lines. Unit. Builders' hardware. 1913 U.S. Ship- ping Board. Other lines. Unit. Portland, Me | Boston I New York Philadelphia Baltimore NorJolt Newport News { Savannah | Key W est | Mobile I New Orleans | Galveston I SO. 1 $0. lOJ 2.18 1.26 2.40 2.18 '.40 '.2$0.42 Cu. tt.. 100 lbs. Cu. ft.. 100 lbs - Cu. ft . . 100 lbs . Cu. ft.. 100 lbs. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs . Cu. ft.. 100 lbs. Cu. ft . . 100 lbs. Cu. ft.. 100 lbs. Cu. ft . . 100 lbs. 2 . 26 .26 .40 SO. 57 1.02 .57 1.02 .57 1.02 .57 1.02 .57 1.02 .57 1.02 .67 1.02 .57 1.02 .57 1.02 .30 .60 .30 .60 .30 .60 1.2S0. 42 2,3 . 30 2,3 . 60 Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. From — Portland, Me Boston New York Philadelphia Baltimore Norfolk Newport News Savannah Key West Mobile New Orleans { Galveston { Machinery and parts of. 1913 2S0.10i 10^ 26 1920 U.S. Ship- ping Board <.2b $0.47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .47 .84 .-17 .84 .47 .84 .47 .84 .30 .60 .30 .60 .30 .00 Other lines. i,2S0. 30 1,2 . 60 2.3.30 2,3. 60 1.60 Unit. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.- 100 lbs.. Cu. ft.. 100 lbs.. Iron and steel, sheets and plates. i,2$0. lOi 1,2 . 22 2.10J ' .22 U.S. Ship- ping Board Other lines. 1,2*0. 25 .50 2,3 . 25 2,3 . 50 Unit. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. tt. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. 1 Atlantic Fruit Go. 2 United Fruit Co. ' Blueflelds Fruit & Steamship Co. < United Steamship Co. (Inc.). 206 TNITED STATES 'TAEIFF COMMISSION. Rate Table No. 15 — Continued. Ocean freight rates to Kingston, Jamaica, from United States ports on the following commodities, June, 1913, and June. 1920 — Continued. [Rates in United States dollars and cents per unit of cargo as indicated.] From- Portland, Mc Boston New York Philadelphia ■( Baltimore Norfolk Newport News Savannah Key West { Mobile I New Orleans | Galveston < Iron and steel, structural. 1913 .280. lOJ hK 22 2. lOi 2.26 U. S. Ship- ping Board, $n.3S .68 .38 .68 .38 .68 .38 .68 .38 .68 .38 .68 .38 .68 .38 .68 .38 .68 Other lines. 1 SO. 30 ■ 2.25 1.50 2.60 2.30 2.60 ».50 Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. ■Cu. ft.. HOOlb.s., Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft . . 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Cu. ft.. 100 lbs.. Railroad rail.* i,2$0. 19 Cu. ft.. 100 lbs.. 100 lbs.. u. s. Ship- ping Board. $0.38 .68 .38 Other lines. 2,3.45 "<.'45 Unit. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft. 100 lbs. Cu. ft, 100 lbs. Cu. ft, 100 lbs, Cu, ft. 100 lbs. Cu. ft, 100 lbs. Cu, ft, 100 lbs, 100 lbs. 100 lbs. 100 lbs. Lubricating oil. From- 1913 U, S. Ship- ping Board, Other lines. Unit. U.S. Ship- ping Board. Other lines. Portland, Me \ Boston { New York Philadelphia Baltimore Norfolk { Newport News \ Savannah { Key West Mobile New Orleans Galveston I 1 2S0. lOJ 12,26 2.10i 2,26 SO, 30 I ,54 ,30 I ,64 ,30 ,54 ,30 ,54 ,30 ,54 ,30 ,64 ,30 ,64 ,30 ,54 ,30 ,54 ,25 ,50 ,25 ,50 ,25 ,50 1 SO, 25 2,30 1,60 2,60 2,30 2,60 ',50 <.50 Cu, ft.. 100 lbs.. Cu.ft.. 100 lbs.. .Cu.ft.. .100 lbs.. Cu. ft-. 100 lbs.. Cu.ft.. lOOlbs.. Cu.ft.. 100 lbs.. Cu.ft.. 100 lbs.. Cu.ft.. 100 lbs.. Cu.ft.. 100 lbs.. Cu.ft.. 100 lbs.. Cu.ft-. .lOOlbs... Cu, ft . . . lOOlbs... .2S0, lOi 1.2,26 2. lOJ 2,26 1.26 80,47 .9A ,47 .84 ,47 .2S0. 30 {\ 2,25 50 Cu, ft. lOOlbs, Cu, ft. lOOlbs. Cu.ft, 100 lbs. Cu. ft, lOOlbs, Cu, ft. lOOlbs. Cu. ft. lOOlbs. Cu. ft. lOOlbs. Cu. ft. lOOlbs. Cu, ft, lOOlbs. Cu. ft, lOOlbs. Cu. ft. .lOOlbs. Cu. ft. lOOlbs. 1 Atlantic Fruit Co, 2 United Fruit Co, » Bluefields Fruit & Steamship Co, ^ United Steamship Co, (Inc.), PEEFERENTIAL TEANSPOKTATION E^TES. 207 Rate Table No. 15 — Continued. Ocean freight rates to Kingston, Jamaica, from United States ports on the folio u-ing commodities, June, 1913, and June. 1920 — Continued. [Rates in United States dollars and cents per unit of cargo as indinated.] Paper, printing. Lumber. 1920 Unit. Cli. ft . - . 1913 1920 1913 V. S. Ship- ping Board. Other lines. V. S. Ship- ping Board. Other lines. Unit Portland, Me i ! SO. 47 S4 1 i .47 i ! -84 1 1 .47 1 100 lbs... Cu. ft . - . j 100 lbs... Cn. ft... Philadelphia '■2S0. 27 1 .84 1 .47 S4 1.2.S0. 56 100 lbs... Cn. fl . . . i.2$6. 50 i.^Slo.OO 1,000 ft. lOOllK... Baltimore .47 .84 .47 .84 .47 .84 .47 Ca. ft... WO lbs... Norfolk Cu. ft . . . 100 lbs... Newport News Cu. ft... 100 lbs... Savannah Cu. ft... . S4 1 .47 .St ! lOOlbs Cu. ft...' 100 lbs... Mobile .56 1 100 lbs... 20.00 Do New Orleans 2_ 27^ . 56 2.S. 56 100 lbs 20.00 fn8.00 \>20.00 } Do. Galveston ■i.27i .56 ; J. 56 1110 lbs... < 8.00 20.00 <21.00 Do. Port'.and, Mo. Boston New York-- - Philadelphia - Baltimore Norfolk Newport New Savannah Key West-... Mobile New Orleans . Galveston Canned salmon. 1913 {::; .!.?0. 10' '.2.26' U.S. Ship- ping Board. Other lines. .10-; .26 -SO. 47 .m .47 .84 .47 . S4 .47 .M .47 .84 .47 ..■it .47 .84 i .47 ..S4 :"l . :-iu ! . 6(1 .30 .60 .30 .60 ^■m. 30 1.2. 60 2.3. 30 2.'. 60 Unit. Cu. ft.- 100 lbs.. Cu. tt . . lOOlbs.. Cu. ft.. lOOlbs.. Cu. ft.. lOOlbs.. Cu. ft . . lOOlbs.. Cu. ft . . lOO.bs.. Cii. ft.. lOOlbs.. Cu. ft.. lOOlbs.. Cu.ft. lOOlbs.. Cu. ft.. lOOlbs.. Cu. ft-- lOOlbs.. Cu.lt.. lOOlbs-. General cargo. U.S. Ship- ping Board. Other lines. » SO. 60 1 At Ian I If Fruit Co. 2 United Fruit Co. ' Blueflelds Fruit & Steamship Co. * United Steamship Co. (Inc.). 208 UNITED STATES TAKIFF COMMISSION. Rate Table No. 16. Ocean -freight rates to Buenos Aires, Argeritina, from United States ports, on the follow- ing commodities, June, 1920. mates in United States doUars and cents, per unit of cargo indicated. Abbreviation W/M=Ton, weiglit , or measurement, ship's option.] Agricultural implements. Automobiles. Railroad cars.- From— 1920 Unit. 1920 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. $14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M $18. 00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 W/M-. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M . $16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 16.00 W/M. 1 $14. 00 2,3,1.514.00 »14.00 1 $18. 00 2.3.1.518.00 8 18.00 1 $16. 00 2 14.00 \ 3 « 16. 00 5 20. 00 "16.00 W/M. TSIew York Iw/M. Philadelphia W/M. W/M. Norfolk W/M. Newport News W/M. ' 14. 00 ' 18. 00 ' 16. 00 W/M. Tv pv West W/M. Mobile W/M. New Orleans <14.00 <1S.OO < 16.00 W/M. W/M. 8 14. 00 9 18. 00 Dry goods (cotton goods). Builders' hardware. Machinery and parts of. 1920 Unit. 1920 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. Portland, Me 320.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 W/M.. $18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 W/M. 1 $20. 00 2,3,4,520.00 » 20. 00 W/M 1 $20. 00 2,3,1,520.00 s 18. 00 W/M.. W/M.. W/M.. 1118.00 2,3,4,518.00 '18.00 W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. New York W/M Philadelphia W/M W/M.. Norfolk W/M Newport News W/M.. » 20. 00 W/M ' 20. 00 W/M.. '18.00 Key West W/M.. Mobile W/M New Orleans < 20. 00 W/M.. * 20. 00 W/M.. <18.00 Galveston W/M San Francisco 8 18.00 See page 210 for footnotes to this table. PREFEBENTIAL TKANSPORTATION EATES. Rate Table No. 16 — Continued. 209 Ocean freight rates to Buenos Aires, Argentina, from United States ports, on the follow- ing commodities, June, 1920— Continued. [Eates in United States dollars and cents, per unit of cargo indicated. Abbreviation W/M- Ton, weight or measurement, ship's option.] Iron and steel, sheets and platfes. Iron and steel, structural. Railroad rails. From— 1920 Unit. 1920 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- Board. Other lines. U.S. Ship- ping Board. Other lines . Unit. Portland, Me $12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 Pounds. 2,240 2,240 2,240 2,240 2,240 2,240 2,240 2,240 2,240 2,240 2,240 2,240 $12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 12.00 W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. W/M.. 2,240ibs. W/M.. W/M.. W/M.. W/M.. W/M.. $12.00 12.00 12.00 12.00 12.00 12.00 12.00 1 12.00 12.00 12.00 12.00 12.00 Pounds. 2,240 Boston >$12.00 2.3,1.512.00 « 12.00 1 $12. 00 2,f.<.512.00 "12.00 i$12.00 6 12.00 2,240 2,240 2,240 2,240 New York Philadelphia Baltimore Norfolk 2,240 Newport News 2,240 2,240 Savannah '12.00 1 '12.00 '12.00 Key West 2,240 2,240 2,240 2,240 Mobile New Orleans. . <12.00 < 12. 00 < 12. 00 Galveston San Francisco . . . 8 12.00 1 Kerosene. Lubricating oil. Paper (printing). 1920 Unit. 1920 Unit. 1920 U.S. Ship-. ping Board. Other lines. U.S. Ship- ping Board. Other lines. U.S. Ship- Board. Other lines. Unit. Portland Me $14. 00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 14.00 W/M.. i$14.00 aaislJ. 00 a 14. 00 W/M.. i$20.00 2,»,<.i20.00 « 17. 00 W,1£. New York p.« 20. 00 W/M. W/M. W/M. W/M - W/M. W/M. W/M. W/M . W/M . W/M . W/M . T/M . . W/M . W/M . W/M . T/M . . W,M. W/M. 3 22.50 W/M. Lubricating oil. ' 88. SO U. S. Shipping Board. $18. 00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 18.00 20.00 20.00 20.00 Other lines. " 17. 20 T/M. T/M. W/M. T/M. T/M. T/M. T/M. T/M. T/M. T/M. T/M. 2 17. 20 ; T/M. T/M. W/M. T/M. W/M. W/M. = 20.00 < 20. 00 '.5 20. 00 3.6 20. 00 3 22.50 i W/M. See page 215 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 17 — Continued. 215 Ocean freight rates to Iguigue, Chile, from North American ports on the following com- m,odities, June, 1913, and June, 1920 — ^Continued. [Rates in U. S. dollars and cents per unit of cargo, as Indicated. Abbreviations: W/M— ton, weight or measurement, ship's ogtion; T/M=ton, measurement; T/W=ton, weight.] Paper, printing. Lumber. From— 1913 1920 Unit. 1913 1920 U.S. Shipping Board, Other lines. u. s. Shipping Board, Other lines. Unit. Portland, Me $45.00 45.00 1,000 ft. Do Boston I 2 $13. 20 113.20 T/M... . 1 1.2 $8. 80 WAI.... / 2 $30. 00 \ 124.00 \ 45. 00 45.00 45.00 45.00 45.00 45.00 45.00 45.00 45.00 45.00 /2$45.00 \ 142.75 } Do. Philadelphia Baltimore Do Norfolk Newport News Do Savannah Do Key West Mobile Do New Orleans 2 7.20 2 22.80 W/M.... 2 24. 00 2 45.00 Do Galveston Los Angeles $20.00 3 20.00 '20.00 s. 3 20.00 6,3 20.00 3 22.50 W/M. . . . San Francisco f T/M W/M.... W/M.... } '13.00 ',5 37.50 8 37.50 i 20.00 20.00 Do. Seattle Do Vancouver, British rnlnmhif^ W/M.. Canned salmon. General cargo. From — 1913 1920 Unit. 1913 1920 U.S. Shipping Board. Other lines. U.S. Shipping Board, Other lines. Unit. Portland, Me $28.00 28.00 28.00 28.00 28.00 28.00 28.00 28.00 28.00 28.00 28.00 28.00 25.00 W/M.... Boston W/M.... New York . i.!$14.00 1,2 $26. 20 W/M.... W/M.... i$14.00 1 $26. 20 W/M. Philadfilphia ■RaltiTTinrfi W/M. .. Norfolk W/M-... Newport News W/M.... W/M.... W/M.... Mobile W/M.... > 14. 00 2 26.40 W/M.... W/M-... "25.00 '25.00 5,3 25.00 3.3 25. 00 3 27. 50 W/M.... $25.00 25.00 25.00 "25.00 ',5,8 25.00 3," 25. 00 "27.50 W/M. 1 '11.00 T/M W/M.... W/M.... \ '12.00 San Francisco 25.00 25.00 W/M. Seattle W/M. W/M. Vancouver, British W/M.... 1 Panama Railroad Steamship Line. ' W. R. Grace it Co. 2 United Fruit Co. = Toyo Kisen Kaisha. 3 Rolph Mall Steamship Co. ' General Steamship Corporation, Note,— Kerosene rates of United States Shipping Board are 75 cents per 10-gallon case for all except Pacifle coast ports. According to figures prepared by the Bureau of Standards, Circular No. 77, this rate is approximately $21 per ton, W/M. 216 UNITED STATES TARIFF COMMISSION. The general policy of blanketing the Pacific coast ports is also applied in the making of inbound steamship line rates. The in- bound rates published by the Transpacific Freight Bureau in a tariff effective June 25, 1920, from Penang and Singapore were uniform to San Francisco, Portland, Seattle, Tacoma, and Van- couver. A record of average inbound rates effective during 1911, 1914 to 1917, and six months of 1918 shows that the rates on general merchandise were blanketed from ports on the east coast of Asia to San Francisco, Seattle, Tacoma, and Vancouver; the same policy was applied in the making of inbound rates on specific commodities such as hides, rice, and rubber until 1915 or 1916, after which these com- modity rates varied somewhat to different Pacific coast ports. ^ In- bound tariffs obtained from the Rolph Mail Steamship (Jo., effective April 15, 1920, from ports on the west coast of South America, from Balboa and west coast ports of Central America and Mexico, blanketed its general merchandise rates and specific commodity rates to San Diego, San Pedro, San Francisco, Seattle, and Vancouver. The policy of extending uniform rates to the Pacific coast ports which was so generally pursued by steamship lines is in accord with that of the transcontinental railroads whose special import rates to central western and eastern destinations apply uniformly from all ocean ports located on the Pacific seaboard. RELATION BETWEEN RAIL AND OCEAN LINE RATES AT RIVAL SEABOARDS. The relationship between inland and ocean rates applicable at ports located on different seaboards is as clearly established as that obtaining at ports all of which are located on the same seaboard. Indeed, the rate relationship between the North Atlantic and rival seaboards is more clearly defined than any that is now maintained between the various North Atlantic ports. The desire to equahze in a general way the combined rail and ocean rates to and from the Central West by way of the North and South Atlantic, Gulf, and Pacific seaboards is borne out by a comparison of the rail and ocean rates prevailing during June of 1913 and 1920. 1 Ocean Rates and Terminal Charges (Report to U. S. Shipping Board, 1919), pp. 20-21. PREFEREN"TIAL TKANSPOETATJON KATES. Rate Table No. 18. 217 Ocean freight rates to Shanghai, China, from North American ports on the following commodities, June, 1913, and June, 19. '0. [Rates in United States dollars and cents per unit of cargo indicated. Abbreviations: W/M=ton, weight, or measurement, ship's'option; T/M=ton, measurement basis; T/W=ton, weight basis.] From- Wheat flour. 1920 U. S. Shipping Board. Other lines. I'nit . Cottnii, raw. 1913 1920 U.S. Shipping Board. Other lines. Unit. New York, . Los Angeles. San Francisco- Seattle Vancouver, B. C. iSl. 15 If ISO. 20 1 -^\ 1.9.20 ; so. 50 .50 .50 100 lbs. ..do... 1 1,9,5 45 50 1.50 ...do.... l..do.... ...do.... J'$0. 40 \ 1.70 '.40 9.45 1.70 1.70 3 ?1.10 •1 1. 25 10 25 3 1.10 <1.25 2 $1. 75 |:; /i,s,8,',n.i ■^1,5,6,7,11.; fl,S,6,7,31.10 .25 1.60 ',3 1. 35 '.«1.60 1.9.5 1. 25 1 1.26 100 lbs. Do. Do. Do. Machinery and parls of. Dry goods (cotton goods.) Portland, Me., Boston New Yorli Philadelphia . . . Baltimore Norfolk Newport- News. Mobile New Orleans - Galveston Los Angeles- - San Francisco. Seattle. Vancouver, B. C. 1920 U. S. Shipping ! Board. / i.?7. 50 I ' s. 60 fi.',9 7. 60 \ ■\ "6.60 / 7 "6.60 \ •\ 17.50 /• $22. 00 22.00 22 00 22.00 22.00 22.00 22.00 22. 00 I 22.00 22.00 16.00 Other lines. l.9.2$22.00 Unit. W/M . ^^7M . "••sU.Ofl 1 » Ifi. 00 / W/M. W/.M . \\7M. ^^7M . W/.M . W/M . Wfii. W/M . W/M . !}w/.\i . l."16.00 W/.\I... 1913 U.S. Shipping Board. ' iK 50 ' 12. 50 ' 7.50 1 .s. 50 97.00 '8.50 $20. 00 20.00 20.00 20.00 20.00 20.00 211.00 20.00 20.00 20.00 14.00 14.00 Other lines. 2S23. 00 9 23. 00 1 20. 00 20.00 1.5.5 14. 00 « 16. 00 1.5 14.00 ' 16. 00 9 14. 00 1 14. 00 Unit. W/M. W/M. T/M. W/M. W/M. W/M. W/M. W/M. W/M. T/W. W/M. WAI. WAI. T/M. ►W/M. T/M. ■W/M. T/W. T/M. T/M. See page 219_for footnotes to this table. 218 UKITED STATES TARIFF COMMISSION. Rate Table No. 18 — Continued. Ocean freight rates toJShanghai,1China, fromJNorth American ports on the following ^ commodities, June, 1913, and June, iSfO— Continued. {Rates in United States dollars and centsper unit of cargo indicated. Abbreviations: ■W7M= ton, weight or measurement, ship's option; T/M-ton, measurement basis; T/W=ton, weight basis.] From- Nails and spikes. 1913 1920 U.S. Shipping Board. Other lines. Unit. Iron and steel (sheets and plates). 1913 1920 U.S. Shipping Board. Other lines. Unit. Portland, Me. . . Boston New York Philadelphia... Baltimore Norfolk Newport News. Mobile New Orleans — Galveston Los Angeles San Francisco. . Seattle Vancouver, B. C. $20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20.00 20 00 12.00 i.9,2$20.00 8 $5. SO 16.50 1 ' 6. 50 ' 1 6. 50 1 " 12. 00 12.00 12.00 8 11 26 ■ ' 11. 00 i.s 12. 00 ' 11. 25 ■ 1,9,5,11 12.00 W/M. W/M. W/M. W/M. W/M. W/M. W.'M. W/M. W/M. W/M. W/M. T/W. }w/M.. T/W.. [w/M.. T/W.. W/M., J20. 00 20.00 20.00 20.00 20.00 20.00 20.00 1>»>!'S20.00 20.00 20.00 20.00 12.00 i» 20. 00 8 J5. 50 16.50 12.00 12.00 "11.00 5 12. 00 8 11. 25 1 12. 00 r ' 11. 25 .»>iil2.00 1,5 12. 00 W/M. W/M. W/M. W/M. W/M. W/M. W/M. T/W. W/M. W/M. W/M. W/M. ■T/W. WAI. T/W. W/M. T/W. W/M. From- Tobacco, leaf. U. S. Shipping Board. Other lines. Unit. Tobacco manufactures. U. S. Shipping Board. Other lines. Unit. Portland, Me., Boston New York Philadelphia . . . Baltimore Norfolk Newport News. Mobile New Orleans... Galveston 1*03 Angeles $2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 1.75 ! $2. 25 '2.00 San Francisco : i,8 so. 52 Seattle . Vancouver, B. C. 1.52 / ',' 1. 25 \ 1.5 1.75 ' 1.12 1,9,5 1. 75 100 lbs. ..do... -..do.. . ..do... ..do... -.do... ..do... ..do... ..do... ..do... ..do... 1 SO. 27 -do. -do. '.31 1 .27 .do. 1 .27 $2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 .371 2 $2. 35 = 2.00 .37J 5.70 5.35 1,5 .37i 8.27i .371 ' .27* 5 . 35" 1,9 . 37* .37J 100 lbs. Do. \ Do. Do. Do. Do. Do. Do. Do. Do. Cu. It. 100 lbs. fCu. ft. 100 lbs. fCu. ft. 100 lbs. Cu. ft. See page 219 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. 219 Rate Table No. 18 — Continued. Ocean freight rates to Shanghai, China, from North American ports on the following commodities, June, 1913, and June, 1920 — Continued. [Bates in United States dollars and cents per unit of cargo indicated. Abbreviatinns; W/M=ton, weight or measurement, ship's option; T/M=ton, measurement basis; T/W=ton, weight basis.] General cargo. From — 1913 1920 U.S. Shipping Board. Other lines. Unit. Portland, Me S23.00 23.00 2.5.00 23.00 23.00 23.00 23.00 23.00 23.00 23.00 W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. W/M. Boston i,»,2$23.00 Philadelphia Baltimnrfi Norfolk : Newport News MobUe San Francisco / 1 SIO. 50 \ 8 12.50 !.',» 10. 50 1 10. 50 5.= 14. 00 |W/M. W/M. 1.8 16.00 '.'i».5 16.00 116.00 Seattle Vancouver, B. C W/M. 1 Frank Waterhouse & Co. ' Fumess, Withy & Co. (Ltd.). 3 High density cotton. ' Standard cotton. s Robert Dollar Co. « Osaka Shosen Kaistia. ' Admiral Line. 8 Toyo Kisen Kaisha. » Nippon Yusen Kaisha. 1° Mobile Liners (Inc.). 11 Blue Funnel Line. The record of line rates from Savannah, Ga., before the war is too incomplete to permit of accm-ate comparison with the rates from other seaboards. The Shipping Board rates of June, 1920, which permit of more extensive comparison, indicate that the general level of outboimd ocean rates on most commodities for which rates were quoted from Savannah to Liverpool, Hamburg, Christiania, and Havre was somewhat higher than that maintained at the North At- lantic ports. There were certain exceptions to this interseaboard rate adjustment, however) the rates on phosphate rock, for example, being lower from Savannah than from Baltimore or other eastern ports. (See Rate Tables Nos. 12 and 14.) This rate relationship between the South Atlantic and North Atlantic ports is changed in case of export shipments to Caribbean and South American markets because the length of the voyage from the South Atlantic ports is substantially less man from Baltimore or New York, which are the basic ports in the fixing of railroad export rates to the South Atlantic seaboard. Shipping Board rates to Kings- ton, San Juan, Colon, Port Limon, Bluefields, and Habana from Savannah, Ga., as of Jmie, 1920, were the same as those from the North Atlantic ports. This is in direct accord vrith the prevailing export rates from the Central West to the South Atlantic ports, most of which were adjusted with reference to the eastbound railroad rates applicable either at Baltimore or New York. The record of rates to Habana reported by individual steamship lines indicates, however, that the Shipping Board policy of equalizing the North and South Atlantic ports in the Caribbean trades was not uniformly maintained, 220 UNITED STATES TAEIFF COMMISSION. most of the line rates reported being somewliat lower from Savannah than from New York. The June, 1920, rates of the Shipping Board from the South Atlantic ports to Buenos Aires, Montevideo, Rio de Janeiro, and Para were also the same as those from the North Atlan- tic seaboard to these South American ports; and in line with the general rate-making principle that differences in distances are less important in long than in snort voyage trades, the rates reported by individual steamship companies serving Savannah, Philadelphia, New York, and Boston were substantially uniform, although subject to slight variations. Shipping Board rates of June, 1920, from the South Atlantic ports to Gauyaquil, Ecuador, and Iquique, Chile, were the same as those from the North Atlantic ports. (See Rate Tables Nos. 15, 16, 17.) The relationship between ocean-line rates from the Gulf and North Atlantic ports to Europe are in general accord with the railroad-rate structure under which most of the export rates from the Central West to the Gulf ports on traffic destined to Europe were originally established with reference to the westbound rates currently in effect to either New York or Baltimore, but which are now lower than the New York or Baltimore rates because of the horizontal rate advance of August 26, 1920. Steamship-line rates in June, 1913, were in most instances higher from New Orleans, Galveston, and Mobile than from New York to Liverpool, and although the ocean-rate differences against the Gulf ports did not correspond exactly with the railroad- rate differentials favoring the Gulf ports relative to New York, the effort to substantially equalize through rates via the two seaboards was obvious. (See Rate Table No. 12.) The same general relation- ship is shown in the June, 1913, rates in effect from New York and the Gulf ports to Hamburg. (See Rate Table No. 11.) Of the rates on 12 groups of commodities published by the Hamburg- American Line, all, with the exception of the rates on cotton, were higher from New Orleans than the rates of this line from New York, and the gen- eral cargo rate on measurement goods was 2 cents per cubic foot higher at New Orleans than at New York. The steamship r. tes reported by the Kerr Steamship Co. were not so generally in favor of New York, but the majority of them were higher from New Orleans. The steamship line rates in effect from the Gulf ports to countries other than Europe are also in general accord with the railroad export rates apphcable at the Gulf ports. It will be remembered that some of the export rates from western points north of the Ohio River crossmgs on traffic destined to such countries were adjusted with reference to either New York or Baltimore, while others were estab- lished above the rail rates to New York. An examination of the steamship rates of June, 1920, to Vera Cruz, Mexico, both those of the Shipping Board and those of steamship lines reporting individu- ally, shows that the rates from New Orleans and Galveston were lower than those from New York on all commodities for which rates were obtained with the exception of automobiles, the rates of which were the same from both seaboards. The rates to other Caribbean ports were subject to more variations. Line rates reported as of June, 1913, to Habana from New York, New Orleans, and Galveston mdicates approxunate port equalization. Those on certain com- modities such as lumber were higher from New York than from the Gull ports, but a larger number were either slightly lower from New PREFEEEXTIAL TKA^tsPORTATION EATES. 221 York or exactly the same as the rates from New Orleans or Galveston. In June, 1920, the Shipping Board rates to Habana were the same from the North Atlantic, South Atlantic, and Gulf seaboards, whereas Gulf rates reported by individual lines were either the same as the New York rates or slightly higher than the latter. The June, 1913, rates from the Gulf ports to Kingston, Jamaica, reported by various steamship lines were, with few exceptions, the same as the rates from New York; and in June, 1920, the Shipping Board rates reported were in 'most instances somewhat lower from the Gulf ports than from New York. The rates reported by various lines operatmg to Kingston in June, 1920, though subject to more variations, were in most in- stances the same from New Orleans and Galveston as from New York. (See Rate Table No. 15.) Subject to a few exceptions, the rates of June, 1913, reported by lines operating to Port Limon, Costa Rica, were the same from the Gulf and North Atlantic seaboards, and this equalization was also maintained by most of the Shipping Board and steamship line rates reported as being in effect in June, 1920. Rates reported by steamship lines as of June, 1913 and 1920, to Colon, Panama, were in nearly all instances from New Orleans and New York. TVTiile the relationship between the North Atlantic and Gulf ports in these Caribbean trades varies somewhat for different commodities and ports of destination, it is clear that the Gulf ports do not, aside from exceptional instances, suffer the disadvantage of higher ocean rates as is generally the case in the European trades. The majority of the rates reported to the Caribbean countries were either the same a,s or actually lower than those in effect from New York. It is for this reason, at least in part, that the railroads distinguish between European and Caribbean export traffic in some of their export tariffs. In the long voyage trade to South America a marked degree of •equalization between the Gulf and Atlantic seaboards obtained in June, 1920. The Shipping Board rates to Buenos Aires were uni- form from the North Atlantic, South Atlantic, and Gulf seaboards, and such lines as reported their rates maintained the same rate level on nearly all commodities included in the schedules returned and also on general cargo from New Orleans, Savannah, Philadelphia, New York, and Boston. The same interseaboard relationship pre- vailed in the export trade with Montevideo, and Shipping Board rates also equalized the North and South Atlantic seaboards and the Gulf ports in the export trade with Rio de Janeiro, Para, Guayaquil, and Iquique. Steamship line rates reported in effect during June, 1913, and June, 1920, were uniform from New Orleans and New York to Iquique, Chile, and to Guayaquil, Ecuador, except in case of a small minority of commodities. (See Rate Tables Nos. 16 and 17.) Shipping Board rates of June, 1920, placed the North Atlantic and Gulf ports on an equal rate basis in the export trade with Shanghai, Hongkong, Yokohama, and Manila; and such rates as were reported by individual steamship lines operating to Shanghai, Hongkong, and Yokohama were the same from both seaboards. (See Rate Tables Nos. 18 and 19.) 222 UNITED STATES TARIFE COMMISSION. Rate Table No. 19. Ocean freight rates to Singapore, Straits Settlements, from United States ports on specified commodities, June, 1920. [Rates in United States dollars and cents per unit of cargo as indicated. Abbreviations: W/M-Ton, weight or measurement, ship's option; T/M=Ton, measurement; T/W=Ton, weight.) Dry goods (cotton goods). Machinery, and parts of. Iron and steel, sheets and plates. From— 1920 Unit. 1920 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. $18.00 18.00 18.00 18.00 18.00 18.00 18.00 / 20.00 \ 22.30 / 20.00 t 22.30 J 20.00 W/M... W/M... |w/M-.. W/M... W/M... W/M... W/M... $20.00 20.00 20.00 20.00 20.00 20.00 20.00 W/M... W/M... }W/M... W/M... W/M... W/M... W/M... T/W... T/M.... T/W... T/M.... T/W... $18.00 18.00 18.00 18.00 18.00 18.00 18.00 20.00 22.30 20.00 22.30 20.00 W/M. W/M. }W/M. W/M. /i$18.00 \ " 23. 00 /i$20.00 V 322. 00 /!$20.00 V na 00 Philadelpliia W/M. Norfolk W/M. Newport News W/M. T/W. T/W 1 20 on Los Angeles T/M.... T/W... T/M.... 22.30 20.00 22.30 T/M. San Francisco ^ 5 22. 29 ' 22. 80 ' 19. 40 S22.29 5 22. 80 i « 19. 40 '17.54 T/W. T/M. T/W. Seattle fT/W...n 20.00 [T/M.'.;;r'22."36" ' 11. 00 1 22.30 T/M.... 22.30 T/W. Wire, barbed. Kerosene. Lubricating oil. 1920 Unit. 19 20 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other lines. Unit. Portland, Me 318.00 18.00 18.00 18.00 W/M... $17. 00 17.00 17.00 17.00 17.00 17.00 17.00 20.00 22.30 20.00 22. .30 20.00 "22." jo" W/M. W/M. T/W. Boston W/M. New York i' sis. 00 \!20.00 }w/M 1 $21. 00 W/M... /1S17.00 \ ' 20. 00 Philadelphia W/M... W/M. W/M. W/M. W/M. W/M. T/W. T/W. T/W. T/M. (T/W. W/M.. Norfolk 1 18.00 W/M... Newport News i 18.00 W/M... LosAngeles ,{ ^;™ T/W... T/M.... T/W... T/M.... T/W . . . $20.00 22.30 20.00 22.30 20.00 T/W... T/M.... T/W... T/M.... T/W... W/M... T/M.... San Francisco < / 20.00 \ 22.30 30.00 1 17. 64 ' 22. 80 6 25. 00 = 23. 80 6 19. 40 Seattle 5 11.00 1 22. 30 T/M.... 22.30 See page 223 for footnotes to this table. PRBFBEENTIAL TRAKSPORTATION BATES. Rate Table No. 19 — Continued. 223 Ocean freight rates to Singapore, Straits Settlements, from United States ports on specified commodities, June, WtO — Continued. [Rates in United States dollars and cents per unit of cargo as indicated. Abbreviations: W/M=Ton, weight or measurement, ship's option; T/M = Ton, measurement; T/W=Ton, iveight.l Tobacco manufactures. General cargo. 1920 Unit. 1920 U.S. Ship- ping Board. Other lines. U.S. Ship- ping Board. Other Unes. Unit. Portland, Me $1.80 1.80 1.80 1.80 1.80 1.80 1.80 .45 .45 .45 100 lbs . ....do... }...do... do... ....do... do $21. 00 21.00 21.00 21.00 21.00 21.00 21.00 / -651 1 .89 / .55i t .89i 1 -551 W/M. W/M. }W/M. W/M. W/M. W/M. W/M. Cu.ft. Boston \ s 2. 00 New Yorlc P$23.00 \i 321. 00 Philadelphia Baltimore Norfolk Newport News ....do... Cu.ft.. ....do... ....do... = .44i «.25 100 lbs. S.57 s 1. 114 / "•■184 \ '■55| Cu.ft. Seattle 100 lbs. Cu.ft. Cu.ft. .891 f ' . 86i 100 lbs. Do. ' Franlc Waterhouse & Co. s Furness, Withy & Co. (Ltd.). 3 Nippon Yusen Kaisha. * Rates of Toyo Kisen Kaisha are via Hongliong. 5 Toyo Kisen Kaisha. G Admiral Line. ' Robert Dollar Co. The statements made in previous chapters to the effect that the special export and import rates apphcable at the Pacific coast ports are designed primarily to equalize these ports with the North Atlantic and Gulf seaboards in the trade between the Central West and the countries of the Pacific Ocean is in full accord with prevailing rail and ocean rate structures. While the special export rates from central western points to the Pacific seaboard on traffic destined to points in the Far East and Australasia are higher than the railroad rates from the Central West to the North Atlantic or Gulf ports, substantial equalization of ports and routes is obtained in the Pacific trades because the ocean rates from the Pacific coast ports are lower than from the Atlantic or Gulf seaboards. Rate Table No. 18, listing rates in effect June, 1920, from the various competitive seaboards to Shanghai, China, show that the rates on all commodities for which Shipping Board and individual line rates were requested were sub- stantially lower from Los Angeles, San Francisco, Seattle, and Van- couver than from New York, Mobile, New Orleans, and Galveston. The special export rates of the transcontinental railroads were re- duced sufficiently below their domestic rates to enable the Pacific ports to share in this business. The ocean rates to Hongkong, Yoko- hama, and Manila show a similar difference in favor of the Pacific coast ports, and the Pacific coast ocean rate differentials continue until the southern Asiatic ports are reached. The rate relationship 224 UNITED STATES TARIFF COMMISSION. between New York and the Pacific ports in case of shipments to Singapore and Calcutta varies for different commodities ; in a number of instances the rates of June, 1920, to these distant ports were higher from the Pacific coast than from New York. The line rates of June, 1913, reported by W. R. Grace & Co. were with few excep- tions lower from San Francisco to Iquique, Chile, than those reported by several lines operating from New York, and, although the Ship- ping Board and individual line rates reported as of June, 1920, to this port were more variable, the majority were lower from the Pacific ports than from New York or New Orleans. (See Rate Table No. 17.) Ocean rates from the Pacific ports to Europe, on the con- trary, are so much above those in effect from the Atlantic and Gulf seaboard that no effort is made by the transcontinental railroads to divert any considerable part of the European export trade of the central western or eastern States, and their special export rates are not applicable on traffic destined to Europe. The heavy disadvan- tage of the Pacific coast ports in the European trades is fully illus- trated in Rate Tables 12, 13, and 14. The number of available inbound tariffs and rate statements ob- tained from foreign concerns showing ocean line rates from foreign countries to the various rival seaboards of the United States is too small to permit of comprehensive comparisons. Such rate quota- tions as were obtained are for the most part on different commodities to one seaboard, and therefore serve only as a basis for comparing ports all of which are located on the same seaboard. It was par- ticularly difficult to obtain inbound ocean rates in effect from Euro- pean ports to the United States. But few of the European steam- ship agents to whom rate schedules were sent consented to disclose the rates charged on shipments destined to American ports. The supplementary inbound rates in effect from various foreign ports in June, 1913, and June, 1921, later obtained from Mr. Marvin, were also for the most part limited to a single ^Vmerican seaboard, so as to preclude the maJking of comprehensive comparisons between different seaboards. Such inbound rates to different seaboards as were obtained from him are charted in Table No. 20. Those from Liverpool and Antwerp were reported as being the same to Montreal as to New York in June, 1913, and June, 1921. Those from Liver- pool to New Orleans were also reported as being the same as those currently in effect to New York. In case of shipments from Ant- werp, however, most of the inbound rates reported as being in effect to New Orleans were above the New York inbound rate basis in Jime, 1913, but the same as the rates to New York in June, 1921. The June, 1913, rates from Havre were also higher to New Orleans than to New York. Inbound rates at New Orleans reported as being in effect in June, 1913, were below the New York basis from Port Limon, and either below or the same as the New York basis from Colon. Those reported as in effect in June, 1921, from Port Limon, Colon, and Kingston were the same to New Orleans and New York; those from Vera Cruz were either lower to New Orleans than to New York or uniform to both ports of entry, and those from Calcutta were in all reported mstances lower to New Orleans than to New York. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 20. 225 Ocean-line freight rates from named foreign ports to designated United States and Canadian ports on articles specified, June, 1913, and June, 1921. [Rates in United States dollars and cents per unit ofcargo as indicated.] FROM LIVERPOOL. To— Clay. Fullers earth. Dry goods (cotton and woolen goods). Chinaware, earthen. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. $0.19 .19 .19 .19 .19 $0.30 .30 .30 .30 .30 lOOlbs.. ...do.... ...do.... ...do.... ...do.... $0.13 .13 .13 .13 .13 $0.18 .18 .18 .18 .18 lOOlbs.. ...do.... ...do.... ...do.... ...do.... $0.30 .40 .40 .40 .40 $0.48 .58 .68 .58 .58 Cu.ft.. ...do.... ...do.-.. ...do.... ...do.... i$0.15 1.16 1.15 1.15 1.15 $0.29 .29 .29 .29 .29 Cu.ft. Boston Do. New York Do. Philadelphia New Orleans Do. Do. To— Leather and tanned skins. Chalk (unmanufac- tured). Hides and skins. Ammonia sulphate. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. Montreal Boston New York. .. Philadelphia. New Orleans. 150.55 1.55 1.55 1.55 1.55 /2S0.94 t 2.66 / 2.94 1 2.66 / 2.94 1 2.^6 / 2.94 1 2.66 / 2.94 \ 2.66 100 lbs .^. Cu.ft... lOOlbs.. Cu.ft... 100 lbs.. Cu.ft... lOOlbs.. Cu.ft... lOOlbs.. Cu.ft... $0. 18i .20 . .ISJ .20 .18i .20 .18i .20 .184 .20 SO.Sli .30 .31i .30 .31i .30 .31i .30 .31i .30 lOOlbs- Cu.ft... lOOlbs.. Cu.ft... lOOlbs.. Cu.ft... lOOlbs.. Cu.ft... lOOlbs.. Cu.ft... $0.54 .36i .54 .36i .54 .364 .54 .364 .364 2$1.04 2.424 2 1.04 2.424 2 1.04 2.424 2 1.04 2.424 2 1.04 2.424 lOOlbs.. ;\,n ,,,, Cu.ft...lP-^''l lOOIbs.. \ ,,, Cu.ft.../ -^"i lOOlbs.. \ ,fi, Cu.ft...l/ •^'** 1001ba-|\ ,„i Cu.ft...!/ -i"' lOOlbs.. ;\ ,„ Cu.ft...!/ 'ibi $0.25 .25 .25 .25 .25 lOOlbs. Do. Do. Do. Do. To— Tm, in blocks or pigs. Kainit. Wool (raw). 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. SO. 43 $0.65 .65 .65 .65 .65 lOOlbs.. ...do.... ...do.... ...do... ...do.... $0.19 .19 .19 .19 .19 $0.22 .22 .22 .22 .22 lOOlbs.. ...do... ...do... ...do... ...do... $0.60 .60 .60 .60 .60 $1.25 1.25 1.25 1.25 1.25 lOOlbs. .43 .43 .43 .43 Do. New York Do. Philadelphia Do. Do. To— Steel plates and sheets. Steel ingots and blooms. Ferromanganese. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 10.21 .21 .21 $0.36 .36 .36 lOOlbs.. $0.21 $0.36 .36 .36 lOOlbs.. ...do... ...do.... $0.14 .14 .14 $0.18 .18 .18 lOOlbs. New York ...do...-l .21 ...do 21 Do. Do. 1 Or IJ per cent and 10 per cent ad valorem. 77036—22 15 ' Or 2 per cent ad valorem. 226 UNITED STATES TAEIFF COMMISSION. Rate Table No. 20 — Continued. Ocean-line freight rates from nain.edforeign ports to designated United States and Canadian ports on articles specified, June, 1913, and June, 1921 — Continued. [Rates in United States dollars and cents per unit of cargo as indicated.] FROM ANTWERP. To- ChaUc (unmanufac- tured). Glass, window, cylin- der, and crown. CSlycerine, crude. Linen fabrics. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. Montreal New York Baltimore New Orleans $0.13 .13 .13 .16 $0.27 .27 .27 .27 100 lbs.. ...do.... ...do.... ...do.... ISO. 17 \ .07 i -17 i .07 i .17 1 .07 I .22 \ .15 $0.27 .20 .27 .20 .27 .20 .27 .20 100 lbs.. Cu.ft... 100 lbs.. Cu.ft... 100 lbs.. Cu.ft... 100 lbs.. Cu.ft... }$0. 19 } .19 }.19 } .22 $0.60 .50 .50 .50 100 lbs.. ...do.... ...do.... ...do.... $0.17 .17 .17 .15 $0.40 .40 .10 .40 Cu.ft. Do. Do. Do. To— Hides and skins, ex- cept fur skins. Eags, paper stock. Iron and steel ingots, blooms, slabs, etc. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. Montreal $0.26 .26 .26 .36 $0.75 .75 .75 .75 100 lbs.. ...do.... ...do.... ...do.... $0.15 .15 .15 .19 $0.36 .21 .21 100 lbs.. ...do.... ...do.... ...dd... $0.17 .17 .17 .17 $0.34 .34 .34 .34 inoihs New York. Do New Orleans Do. FROM HAVRE. To— Dry goods (cotton and woolen goods). Chinaware and crockery. G rass seeds. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York $4.Ki 6.31 $8.05 l$23.51 1,000 kilos... $4.34 5.31 JS. 05 1,000 kilos. Cu. meter or 1,000 kilos S/0. New Orleans Cu- meter or 1,000 kilos S/O. To— Hat materials. Leather and tanned skins. General cargo. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York. P$4.83 \=2.90 5.31 2 88.05 M.03 jCu. meter. . . Cu. meter or 1,000 kilos S/O. $4.83 5.31 $8.05 Cu. meter or 1,000 kilos S/0. ...do $4.83 5.79 5.31 $8.05 9.66 ICu. meter \ S/0 1,000 1 kilos. . New Orleans Cu. meter or 1,000 kilos S/0. ' Rate on chinaware is a through rate from Limoges via Havre to New York * Expensive material. ' Cheap material. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 20 — Continued. 227 Ocean-line freight rates from namedforeign ports to designated UnitedStates and Canadian ports on articles specified, June, 1913, and June, -Z9;?-?— Continued. [Tlates in United States dollars and cents per unit of cargo as indicated.] FROM HABANA. To- Pineapples. Hides, green and pickled. Sugar. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York SO. 37 to. 60 .57 Crate do sn. 3U so. 66 .66 100 lbs do f.$0. 12 t .13 }$0. 15 2.18 100 Ib-^ To— Tobacco. Wax. Cabinet woods. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York. i$1.00 SI. 33 1.33 Bale do S0.31J so. 83 .63 100 lbs do '810.00 $16.00 .55 1,000 ft. 100 lbs. ' Net. 2 Marcb, April. from: SYDNEY, AUSTRALIA. To— Hides, green and pickled. Wool. Meats, chilled and frozen. Tin, in bars, blocks, or pigs. General cargo. 1921 Unit. 1921 Unit. 1921 Unit. 1921 Unit. 1921 Unit. New York Baltimore SO. 0197 to .0258 .0197 to .0258 Pound. ...do.... ...do.... ...do--- ISO. 0296 Pound - to 2.02.5S ...do.... 1.0296 ...do...- to 2.02.38 ...do-... 10.0258 to .0296 .0258 to .0296 Pound. ...do...- .r.do-... ...do.... . 89.48 Ton.... 9. 48. ..do.... S19.90 to 26.53 19.90 to 26.53 Ton. Do. Do. Do. 1 Scoured. « Greasy. FROM PORT LIMON, COSTA RICA. To- Coffee. Cabinet woods. Hides and skins. General cargo. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York SO 50 SO 75 100 lbs S23.44 /1,000 ft. \ b.m. jiSl.OO 2S2.47 100 lbs. 80.16 SO. 39 Cu.lt. (s. ) .40 .99 100 lbs. .16 .39 Cu. ft. Baftimore .50 .75 ...do.... 23.44 ...do.... 11.00 2 2.47 ...do.... .40 .99 .39 (S.O.). 100 lbs. Cu. ft. New Orleans. .40 .75 ...do.... 23.44 ...do.... 2.50 2 2.47 ...do.... .99 (S.O.). 100 lbs. 1 N. 0. s. iDry. 228 UNITED STATES TARIFF COMMISSION. Bate Table No. 20— Continued. Ocean-line freight rates from named foreign ports to designated United States and Canadian ports on articles specified, June, 1913, and June, i921— Continued. [Bates in United States dollars and cents per unit of cargo as indicated.] FROM COLON, PANAMA. Hides and skins, dry. Coconuts in shell. Vegetable ivory. General cargo. To- 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New Yoric Baltimore New Orleans- -. 150.64 .64 .40 SI. 00 1.00 1.00 100 lbs. ...do.... ...do.... SO. 35 .35 SO. 75 .76 .75 Bag.... ...do.... ...do.... JO. 17i .17i .17i SO. 35 .35 .35 100 lbs. ...do.... ...do--.. SO. 35 .70 .35 .70 .35 .70 $0.55 1.10 .55 1.10 .65 1.10 Cu. -ft. (S.O.). 100 lbs. Cu. ft. (S.O.). 100 lbs. Cu. ft. (S.O.). 100 lbs. FROM KINGSTON, JAMAICA. To— Logwood and other dyes. Coconuts in shell. Spices. Mangrove bark. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. New York Baltimore SO. 20 .20 $0.60 .60 .60 100 Ibs- ...do--- ...do.... m. 22 'so.' 60 '"."60 .60 100 lbs. Bag.... 100 lbs. Bag.... ...do...- Jso.30 1 .30 SO. 60 .60 .50 100 Ibs- ...do.... .--do.... $0.30 .30 $0.86 .86 .86 100 lbs. Do. Do. FROM VERA CRUZ, MEXICO. To- Cabinet woods. Lead, in ore pigs, bars, or base bullion. Istle fiber. 1913 1921 Unit. 1913 1921 Unit. 1913 1921 Unit. f ISO. 68 \21.00 $0. 56J ..56J 100 lbs., -.-do.... $0.18 S0.33i <.25 ".26 100 lbs.. ...do ...do MSO.ao \Net... 1 SO. 50 .50 .50 100 lbs. Do. -.-do Do. 1 Carload. 2 Less than carload. ^Net. FROM WELLINGTON, NEW ZEALAND. 2 16} 6} 6 Import duty. Commodities. Actual duty. Bleach' Clay Fhnt, not ground or pulverized Fuller's earth, crude. . . Kainite Ore, manganese Potash, sulphate of Soda ash Sugars Tin, in pigs Whiting 8 Wood pulp Ac. per lb . . 50c. per ton. Free 75c. per ton Free Free Free Free Free. Free, Con- verted to cents per 100 lbs. 10 2J From Quebec to — Pittsburgh. Pres- ent differ- ence. 15} 19} 15} 15} 15} 21} 15} 15} 9} 40 19} I 10} For- mer differ- ence. 11 14 11 11 11 15 11 11 7 28} 14 71 Cleveland. Pres- ent differ- ence. 26} 26} 26} 26} 26} 32 26} 26} 26} 53} 26} 3 For- mer differ- ence. 19 19 19 19 19 23 19 19 19 38 19 2 Cincumati. Pres- ent differ- ence. 29} 26 26 26 30 26 26 23 47 29} U For- mer differ- ence. 18} 21 18} Chicago. Pres- ent differ- ence. 19} 23} 19} 18} 19} 18} 19} 21} 25} 18} 19} 18} 19+ 16} 14} 33} 40} 21 23} M} See page 255 for footnotes to this table. For- mer dtEEer- ence. 14 17 14 14 14 18 14 14 10} 29 17 PREFERENTIAL TRANSPORTATION RATES. 247 Rate Table No. 21 — Continued. Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to interior domestic points — Amount by which domestic freight rate exceeds import rate, in cents jjer hundred pounds (see note, page 255) — Continued . Import duty. From Quebec to — Actual duty. Con- verted to cents per 100 lbs. Louisville. St. Louis. Kansas City. St. Paul. Commodities. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleadi' fjc. perlb.. 50c. per ton. Free 10 2J 24 28 24 24 24 30 24 24 19i 46 28 17 20 17 17 17 21 17 17 14 33 20 ■ 21 254 21 21 21 27 21 21 14i 44i 25J 1 1 15 18J 15 16 15 19i 15 15 lOi 32 18i 21 HI 19 ^ 21 13 45 24 12 15 18i 15 15 15 20 15 15 lOJ 32 181 13J 26 13i 13J 13i 22 131 131 301 171 Ml 10 Clay • 191 10 pulverized. Fuller's earth, crude. . . Kauilte 75c. per ton- 3J 10 10 Oro, manga^PP'^ Free. 161 Potash, sulphate of Soda ash Free 10 Free .... 10 Sugar 3 4i Free 23 Whiting' 13 Free '31 Import duty. From St John to — Actual duty. Con- verted to cents per 100 lbs. Pittsburgh. Cleveland. Cincinnati. Chicago. ComTTiodities. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach? Ac. per lb . . 50c. per ton. Free . . . 10 2i 291 331 291 291 LI 29i 691 11 21 24 21 21 21 25 21 21 III 24 21 401 401 SI 43 73 401 151 29 29 29 29 29 33 29 29 301 52 29 11 40 431 40 40 40 44 40 40 39 661 til 281 31 28i 281 28- 31 28,. 281 28 471 31 91 331 371 331 331 331 391 331 301 60 371 24 Clay 27 Flint, not ground or 24 pulverized. Fuller's earth, crude. . . 75c. per ton- Free 3i 24 24 Free 28 Potash, sulphate of Free 24 Free 24 Sugar 3 22 Tin in nies Free 43 Whiting e 27 Free 5 Import duty. From St. John to — Actual duty. Con- verted to cents per 100 lbs. Louisville. St. I^ouis. Kansas City. St. Paul. Commodities. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. . Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach^ T^cperlb-. 50c. per ton- Free - . 10 21 38 42 38 38 38 44 38 38 351 651 42 38 27 . 30 27 27 27 31 27 27 251 47 30 27 35 391 35 35 35 41 35 35 f^ 391 25 281 25 26 26 291 25 25 22 46 281 6 21 251 181 19 181 241 21 191 141 45 24 12 15 181 16 15 15 20 15 16 If 181 261 39 261 i 36 264 26 27 54 304 20 Clay 291 Flint, not ground or pulverized. Fuller's earth, crude . . . Kainite 20 75c. per ton. Free 3J 20 20 Free 261 Potash, sulphate of Free 20 Free 20 17 Free 404 Whltinff fi 23 Free See page 255 for footnotes to this table. 248 UNITED STATES TARIFF COMMISSION. Rate Table No. 21 — Continued. Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to interior domestic points— Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, page 255)— Continued. Import duty. From New Orleans to— CoTTiTTiodities. Actual, duty. Con- verted to cents per 100 lbs. Pittsburgh. Cleveland. Cincinnati. Chicago. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For mer differ- ence. Bleach. ' Ac. per lb.. 10 From foreign countries other than Europe or Africa. 27i 32i 22 26 244 32J 184 244 60e. per ton. 2i From foreign countries otlier than Europe or Africa. 28§ 36 22J 294 284 364 214 274 Flint, not ground or pulverized From foreign countries other than Europe or Africa. Free 25 32J 20 26 2U 32J 18J 244 75c. per ton. 3J From foreign countries other than Europe or Africa. 25 32i 20 26 244 324 184 244 Kainite Free.- From foreign countries other than Europe or Africa. 5i 3i 24 Free. ... From foreign countriesother than Europe or Africa. 14§ 21 lOi 16 14 21 lOJ 16 From foreign countries other than Europe or Africa. 12 5i Mi 4J 3i 24 Free From foreign countriesother than Europe or Africa. 25 324 20 26 244 324 184 244 From foreign countries other 7i 15 6 12 8 than Europe or Africa. From Europe and Africa 6 Free From foreign countries other 45 52* 36 42 48 56 36 than Eiu-ope or Africa. 42 Whiting s From foreign countries other 28i 36 22J 284 284 364 214 than Europe or Africa. 274 Free 25 324 20 26 24J 324 18J than Europe or Africa. 241 See page 255 for footnotes to this table. PREFEEENTIAL TRANSPORTATION RATES. Rate Table No. 21 — Continued. 249 Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to interior domestic points — Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, page 255) — Continued. Import duty. From New Orleans to — Actual, duty. Con- verted to cents per 100 lbs. Louisville. St. Louis. Kansas City. St. Paul. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach^ ■^c. per lb . 10 13i 21 11 17 6i 144 5 11 554 554 404 404 684 764 50 than Europe or Africa. 56 Clay 50c.perton. 2i From foreign countries other than Europe or Africa. From Europe and Africa. 17i 25 14 20 16i 20 12J 15 724 724 53 53 88 89 644 654 Flint, not ground or pulverized. From foreign countries otlier Free 13i 21 11 17 6i IH 5 11 344 344 25 25 174 254 124 than Europe or Africa. From Europe and Africa. 184 Fnllp.r's PArt.li prntip 75c.perton. 34 From foreign countries other m 21 11 17 6i 6 11 414 414 304 304 444 444 324 than Europe or Africa. 324 From foreign countries other than Europe or Africa. 214 24i 174 174 234 234 17 17 Fromforeign countries other than Europe or Africa. 3i lOi 3 8i 4i 3i 384 384 28 28 40 40 294 294 Free From foreign countries other than Europe or Africa. From Europe and Africa 554 554 404 404 684 764 50 56 Free From foreign coimtries other than Europe or Africa. From Europe and Africa . 13i 21 17 6i 14J 5 11 554 554 404 404 684 764 60 66 From foreign countries other than Europe or Africa. '1 6i 5i ilOi 121 28 22 9i 94 64 6i 1164 '84 2 13 27 From foreign countries other than Europe or Africa. 32i 40 26 32 27 35 20 26 60 60 434 434 92 100 m 731 Whiting ^ 1 From foreign countries other than Europe or Africa. , 17* 25 14 20 12 26i 9 20 414 in 304 301 444 444 324 1 321 From foreign countries other than Europe or Africa. 13i 21 11 17 6i 145 5 11 414 414 304 304 444 444 324 324 See page 355 for footnotes to this table. 250 UNITED STATES TARIFF COMMISSION. Rate Table No. 21 — Continued. Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to interior domestic points — Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, page 255) — Continued, Import duty. From Mobile to— Actual duty. Con- verted to cents per 100 lbs. Pittsburgh. Cleveland. Cincinnati. Chicago. CoTTiTnodities. Pres- ent differ- ence. For- mer diflter- ence. Pres- ent differ- ence. For- mer difler- ence. Pres- ent differ- ence. For- mer dUIer- enoe. Pres- ent differ- ence. For- mer differ- ence. Bleach ^ Ac. per lb.. 10 From foreign countries oth- er than Europe or Africa. 27J 32i 22 26 m 32J 18i 24J Clay SOc.perton. 2i 28i 36 22J 28J 28J 36i 21i 27i er than Europe or Africa. FUnt, not ground or pulverized. From f ore^n countries oth- er than Europe or Africa. Free 110 '2i 28 22 114J '6J 2 11 25 Fuller's earth crude 75c. per ton. 3J From foreign countries oth- er than Europe or Africa. 25 32i 20 26 24i 32J 18i 2^ Kainite Free . er than Europe or Africa. From Europe and Africa. 5J 4i 3i 2i Ore, manganese Free I7i 11 26 21 112 15 29 er than Europe or Africa. ■prnTTl Enrnpp (^nd A frifci 2 3J Free From foreign countries oth- 12 5i 2 1i 4i er than Europe or Africa. From Europe and Africa. . . 3i 2i Soda ash Free From foreign countries oth- er than Europe or Africa. 26 32 20 26 24J 32i 18i 24i Sugar 3 From foreign countries oth- er than Europe or Africa. Si 16 7 13 8 6 Tin, in pigs Free From foreign countries oth- 45 52i 36 42 48 56 36 er than Europe or Africa. From Europe and Africa. . . Whitings Fr om foreign countries oth- 28i 36 22i 28i 28i 36J 21i 27J er than Europe or Africa. From Europe and Africa. . . Wood pulp Free From foreign countries oth- 25 32i 20 26 24i 32i 18i 24i er than Europe or Africa. From Europe and Africa. . . 1 See page 255 for footnotes to this table. PREFERENTIAL TRANSPORTATION BATES. Rate Table No. 21 — Continued. 251 Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to inferior domestic points — Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, page 255) — Continued. Import duty. From Mobile to— Actual duty. Con- verted to cents per 100 lbs. Louisville. St. Louis. Kansas City. St. Paul. t Pres- ent difler- ence. For- mer difier- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach' -^c.per lb.. 10 From foreign countries oth- er than Europe or Africa. From Europe and Africa . . 13J 21 11 17 6; 14J 5 11 54 4ni 66} 74} 50 54 40* 56 Clay 50c. per ton. 2J From foreign countries oth- er than Europe or Africa. 17* 25 14 20 16i 20 12i 15 71 71 53 53 86 87 64} 65} Flint, not ground or pulverized. From foreign countries oth- er than Europe or Africa. Free 117; 110 2 14 i26i I18i 2 20 2 14 33i 33J 25 25 16} 24} 12} 18} 75c. per ton. 33 From foreign countries oth- er than Europe or Africa. 13i 21 11 17 6i 14i 5 11 40i 40} 30} 30} 43 43 32} 32'. Kainite Free From foreign countries oth- er than Europe or Africa. "Prnm F^nrnppflnri Afrinn 23} 23} 17} 17i 23 23 17 17 Free From foreign countries oth- er than Europe or Africa. From Europe and Africa . . . 115 18 2 Hi 26 120 115 2 14} 2 11 37} 37} 28 28 39 39 29} 29} From foreign countries oth- er than Europe or Africa. 54 54 40§ 40} 66} 74} 50 56 Sofia ash Free From foreign countries oth- er than Europe or Africa. m 21 11 17 6i 14 5 11 53} 53} 40} 40} 66} 74} 50 56 Sugar 3 From foreign countries oth- er than Europe or Africa. 11 6J 5i llOi 12J 28 22 8} 8} 6} 6?. 117 19 2 13 27 Free From foreign countries oth- er than Europe or Africa. 32i 40 26 32 27 35 20 26 58 58 43} 43} 90 98 67} 73} From foreign countries oth- er than Europe or Africa. 17i 26 14 20 12 26i 9 20 40} 40} 30} 30} 43 43 32} 32} From foreign countries oth- er than Europe or Africa. 13i 21 11 17 6i 14J 6 11 40} 40} 30} 30} 43 43 32} 32} See page 255 for footnotes to this table. 252 UNITED STATES TABIEF COMMISSION. Bate Table No. 21— Continued. Customs duties compared with differences between dom.estic carload rates and import car- load rates by rail from various ports to interior domestic points—Amount by which, domestic freight rate exceeds import rate, in cents per hundred pouvds (see note, page 255) — Continued. Import duty. From Pensacola to— Actual duty. Coa- vejted cents per 100 lbs. Pittsburgh. Cleveland. Cincinnati. Chicago. Pres- ent difler- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. ■Rlparh 7 tVc. perlb„ 10 From foreign countries oth- er than Europe or Africa. 27i 32^ 22 26 24i 32} m 24* Clay 50 c. per ton ^^ From foreign countries oth- er than Europe or Africa. 36 22i 28i 36i 2U 27* Flint, not ground or pulverized. From foreign countries oth- er than Europe or Africa. 110 i2i 28 »2 I14i i6i 2 11 25 Fuller's earth, crude From foreign countries oth- er than Europe or Africa. 75c. per ton. 3i 25 32i 20 26 244 324 Wl 24J- From foreign countries oth- er than Europe or Africa. 5i 44 34 2* From foreign countries oth- er than Europe or Africa. •7J 11 26 2i 112 1 5 2 9 2 3* From foreign countries oth- er than Europe or Africa. 12 5h Mi 44 34 24 Free From foreign countries oth- er than Europe or Africa. 25 32 20 26 244 324 184 244 From foreign countries oth- er than Europe or Africa. 20 m 16 22 184 264 14 20 From foreign countries oth- er than Europe or Africa. 45 52^ 36 42 48 56 36 42 From foreign countries oth- er than Europe or Africa. '3 4i 2 2i 3i 18 26 Free From foreign countries oth- er than Europe or Africa. 25 323 20 26 244 324 184 244 See page 255 for footnotes to this table. PREFERENTIAL TRANSPORTATION RATES. 253 Rate Table No. 21 — Continued. Customs duties compared with differences between domestic carload rates and import car- load rates by rail from various ports to interior domestic points — Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, page 255) — Continued . Import duty. From Pensacola to — floTnmnriit.ipt; Actual duty. Con- verted to cents per 100 lbs. Louisville. St. Louis. Kansas City. St. Paul. Pres- ent difler- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ-' ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach ? tVo. per lb - 10 13i 21 11 17 13i 21i 10 16 64 64 404 404 664 744 50 er tlian Europe or Africa . 66 Clay 50c. per ton 2i From foreign countries oth- m 25 14 20 23i 27 20 71 71 53 63 86 87 644 er than Europe or Africa. Erom Europe and Africa. 66* Flint, not ground or pulyerized. Free I17i 110 2 14 28 1 26i 1 18i 2 20 2 14 33i 33i 25 25 164 244 124 erthan Europe or Africa. 184 75c. per ton ^ From foreign countries oth- 3i 21 11 17 13i 21J 10 16 40i 40i 304 304 43 43 324 er than Europe or Africa. From Europe and Africa. 324 Kainite Free From foreign countries oth- er than Europe or Africa. 234 234 174 174 23 23 17 17 From foreign countries oth- 115 18 2 Hi 26 120 115 2 144 2 11 374 374 28 28 39 39 294 er than Europe or Africa. From Europe and Africa. 294 From foreign countries oth- er than Europe or Africa. 54 54 404 404 664 744 50 56 From foreign countries oth- er than Europe or Africa. 13i 21 6J 17 13§ 21i 10 16 • 534 534 404 404 664 744 50 56 From foreign countries oth- er than Europe or Africa. 6 13J 5 11 3i llj 2i 8i 84 64 64 46 54 344 404 From foreign countries oth- er than Europe or Africa. 32i 40 26 32 35i 43i 26J 32J 58 58 434 434 90 98 674 734 From foreign countries oth- er than Europe or Africa. I7i 26 114J 29 404 404 304 304 7 7 .■» .W From foreign countries oth- er than Europe or Africa. 13J 21 11 17 13i 21i 10 16 404 404 304 304 43 43 324 324 See page 255 for footnotes to this table. 254 UNITED STATES TARIFF COMMISSION. Rate Table No. 21 — Continued. Customs duties compared with differences between domestic carload rates and im.port car- load rates by rail from various ports to interior domestic points — Amount by which domestic freight rate exceeds import rati, in cents per hundred pounds (see note, page 255) — Continued. Commodities. Import duty. Actual duty. Con- verted to cents per 100 lbs. From Key West to — Pittsburgh. Pres- ent differ- ence. For- mer differ- ence. Cleveland. Pres- ent differ- ence. For- mer differ- ence. Cincinnati. Pres- ent differ- ence. For- mer differ- ence. Chicago. Pres- ent differ- ence. For- mer differ- ence. Bleach' Clay FUnt, not ground or pulverized. Fuller's earth, crude . . . Kaioite Ore, manganese Potash, sulphate of Soda ash Sugar 3 Tin, in pigs Whiting 6 Wood pulp i^jC. per lb - . 60c. per ton. Free 10 2i 75c. per ton. Free Free Free Free 1 Free. Free . 20 20 20 4i 34 .5 20 60 21 20 20 15i 16 2 10i 1.5J 3J 29* 4" 1.5* 47 16 15i 15i 20 20 >13J 20 51 38J 5i 20 72 21 20 20 16 16 ! lOJ 16 4 32i 4 16 Sti 16 16 16 20 17i '13§ 20 5 30 5 20 50i 21 20 20 16 16 2 10} 16 4 28 4 16 44* 16' 16 16 20 20 I13i 20 10 72 I 10 I 20 72 21 20 20 16 16 noi 16 4 56 4 16 57i 16 16 16 Commodities. Bleach' Clay Flint, not ground or pulverized. Fuller's earth, crude Kainite Ore, manganese Potash, sulphate of Soda ash Sugar 3 Tin, in pigs Wluting« Wood pulp Import duty. Actual duty. T^c. per lb-. oOc. per ton. Free 75c. per ton. Free Free Free Free Free. Free . Con- verted to cents per 100 lbs. 10 2i From Key West to — Louisville. Pres- ent differ- ence. 20 20i il3i 28i 5 20 50J 21 20 20 For- mer differ- ence. 16 16 U0§ 16 4 27i 4 16 44i 16 16 16 St. Louis. Pres- ent difler- ence. 20 20 20 5 50i 5 20 57i 21 20 20 For- mer differ- ence. 16 16 siOi 16 4 47i 4 16 46 16 16 16 Kansas City. Pres- ent differ- ence. 20 20 il3i 20 5 41 5 20 72 214 20 20 For- mer differ- ence. 16 16 'lOJ 47i 4 16 63i 16 16 16 St. Paul. Pres- ent differ- ence. 20 20 20 5 60i 5 20 36i 21 20 20 For- mer differ- ence. 16 16 >101 16i 4 50^ 4 16 .35 16 16 16 See page 255 for footnotes to this table. PSEFERENTIAL TRANSPORTATION BATES. Rate Table No. 21 — Continued. 255 Customs duties compared with differences between domestic carload rates and import car- load rates by rail from, various ports to interior domestic points — Amount by which domestic freight rate exceeds import rate, in cents per hundred pounds (see note, this page) — Continued . Import duty. From Savannah to — Actual duty. Con- verted to cents per 100 lbs. Pittsburgh. Cleveland. Cincinnati. Chicago. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach^ iV;.perlb.. 50c. per ton. Free. 10 2i 27i 116 2 11 16 11 27i 11§ 30 32 l4i 21i .1? 2 21i 25i 25 "3i 40 5 114.} 2 27* 40 Hi 73 43 li 32 4i 2 114 2 2 1 214 2 % 32 9 584 344 62 15 144 164 38 164 52 32 804 62 74 40 Clay 124 Flint, not ground or n pulverized^ 75c. per ton. Free 3i 12 TTftinitP. 13 29 Potash, sulphate of. Free 13 Soda ash Free 40 Sugar 3 254 Tin^ in pi£.«: Free 624 Whitinge 40" Wood pulp Free 64 Import duty. From Savannah to — Commodities. Actual duty. Con- verted to cents per 100 lbs. Louisville. St. Louis. Kansas City. St. Paul. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bleach 7 . . . T>5C. per lb - . 50c. per ton. 10 2J .20* 13 15 22i 1 5 34i 4 67i 3S 16 27* If 18 »6 274 3 64 30i • 46 4 i23i 46 I5i 29 '5i 46 4J 87i 51 3 34i 3 "174 34i 24 ?\' 2i 30 1 1 i5i 26 '"il" 494 12 111 104 1 i 354 144 50 18 634 62 64 40 Clay 9 Flint, not ground or pulverized. '84 7.5c- per ton. 3J 94 1 19i 22 29 Potash, sulphate of Free 12 Free . 1 64 34i >*4 264 10 53 274 2 34 40 16 Free.. 624 42* 64 1 Present domestic rate less than import (present) rate. ' Former domestic rate less than Import (former) rate. 8 Duty varies according to polariscopic test. * No througti domestic rates published. « Wliiting: Dry, 0.1 cent per pound, or 10 cents per 100 pounds. ' Bleaching powder. Note. The difference between import and domestic rates shown reflects that existing in 1920- "Former" August 25, and "Present" subsequent thereto. 256 UNITED STATES TAKIEF COMMISSION. EATES FROM NEW YORK, BOSTON, PHILADELPHIA, BALTIMORE NORFOLK, AND PORTLAND, ME. (VIA ROUTES OTHER THAN GRAND TRUNKJ. There are no differences between the domestic carload rates and import carload rates from the aboVe-named points of origin to Pitts- burgh, Cleveland, Cincinnati, Chicago, Louisville, St. Louis, Kansas City, and St. Paul. Rate Table No. 21 shows the difference between domestic and import rates on a group of imported commodities shipped through the North Atlantic, eastern Canadian, South Atlantic, and Gulf ports to Pittsburgh, Cleveland, Cincinnati, Chicago, Louisville, St. Louis, Kansas City, and St. Paul. It also shows whether they are on the tariff free list or are subject to import duties, and, in the latter in- stance, the rate of duty imposed and such duty converted into the actual or approximate number of cents per hundred pounds. The following significant facts may be noted in connection with this table : (1) Import differentials or differences between domestic and im- port rates obtain at Montreal, Quebec, Halifax, St. John, Portland via the Grand Trunk, Savannah, Key West, Pensacola, Mobile, and New Orleans, but not at Boston, New York, Philadelphia, Baltimore, and Norfolk. (2) The import differentials of the ports at which import rates apply are radically different at one port than at another and they vary widely at different interior destinations. The apparent dis- crepancies are due directly to the fact that these import rates were not made to neutralize customs duties or to discriminate against domestic products, but to equalize the various ports included in the table. The import rates were made with reference to the domestic rates of the basic North Atlantic ports, regardless of the differences which would result between the import and domestic rates in effect at the eastern Canadian, South Atlantic, and Gulf ports. The specific differences in cents per hundred pounds between import and domestic rates applicable at a given port such as New Orleans, there- fore, were largely accidental in that they represent a subtraction of import rates, which were established with reference to the rates in effect at the North Atlantic ports, from domestic rates, which were established in accordance with conditions obtaining in the domestic traffic of New Orleans. The purpose in making an import rate at a given port is not to place it a fixed number of cents below the domestic rate but to place the port and its inland routes on a competitive basis with rival ports and transportation routes. Indeed, it will be noted that in several instances referred to in the table the import rate is actually higher than the corresponding domestic rate. PEEFEKENTIAL TRANSPORTATION RATES. 257 s 00 13 cs Si, S 3 ■a 5 •^S ox OO OOi CD (DOO ■smoi ■^S ox CO OOOOCO T-H OO O sr « 00 O lO o ooooo o ooo •puci -OAaio ox CO oooooo ■atlTA -STnoi ox «■ iOX O OOOOCD •ilSmq -smi ox O OOOOO O OOO ■pni3t -8Aa[0 ox E? 0000(0 ■3tlIA -sinoq ox OOOOCD -nptno ox CD O O CO 'oSbo -no ox O O O-* CD O -* OOO t! W M In >^ O ft 3^ 3m (iiS ftp, ui [a o §»•«■« o o £ 03 OJ >V . Cfl H c3 5p£ 1 f-; 03 WJO r rt CO c 3 a 03 3 77036—22 17 53 a « ftrt 03 oeo^ 2-- » S ft§.2«> ^ o ?^ 2 a; o ii^ !z;*+3 boo ■d O ^ •■ . 'O o 2« > o ^ 3 «a2g C ° g H .■=3 , ftoSg'^0^ flJ3 . S2>g..og.g3 St:a°"§-^sa -d ff-s tD . o +2 -s ft ■g B g ftg-go & „ 333 z 1 H CL _ g£,g*o« " - g ft°^-i,-« b t ■rl-^Sd^^°^od aa°|i=^a2'2-a a a o 7 ifl 0) t-i ■ > 3 0. or-' dW c3 ftO >^-'0'-i.g a> °"-"- *^3dSg'3 g ft^ ftoO o o +j,2 ■5 £0 . a, o M Sag a ;?_2 c3 o if S S 3 w 258 UNITED STATES TARIFF COMMISSION. Rate Table No. 23. Customs duties compared with differences between domestic carload rates and import car- load rates, by rail, from various Gulf and Atlantic ports to the Central West (see note, page 260). Commodities. Import duties. Actual duty. Import less than domestic freight rates (cents per 100 pounds). Rate. Bagging: Burlap — Unbleached Bleached, dyed, etc. . Jute- Unbleached Bleached Gunny Oils: Palm and palm kernel. . Tin, in bars, blocks, pigs, etc Sugar * Wool, in grease Rubber, crude Hides, green or green salted, bundles or barrels. Matting, mats, or rugs of straw or other vegetable fiber. Fans: Palm leaf Paper Camphor, crude Bamboo, not manufactured.. Rattan, not manufactured Fiber: Free. . . 10 per cent Free 10 per cent Free Unit. .do. -do. do. ...do. Jute, in pressed bales. . . Hemp, in pressed bales. Copra: Meal Cake Cotton goods: Yarn, not colored & Yarn, colored ' Towels, blankets, ' dam- ask,Bsheets,pillow cases. Cloths— Not bleached, dyed, etc. Bleached, dyed, col- ored, etc. Stripes, manufactured, 7 not otherwise specified. 2J cents . . Free 60 per cent 1 cent Free ..do Converted into cents per 100 pounds. From New Orleans to — Pres- ent differ- ence. For- mer differ ence. Free. 271... Square yd. Free. 271... Free. -do. .do. Free. .do. -do. 260- . Chicago. Cincinnati. }■ / =0 I '8 '60 '66 »56 ■65i I') 113 123i Free. .do., .do.. 2 cents-... f.5-25 per I cent. (7J-27* per \ cent. ■25 per cent 7§-27i per cent. 10-30 per cent. 30 per cent Pound. ..j 100... ..I Free, .do.. Pound .do., .do.. 200 (Minimum, 1 1,566. /Maximum, \ 8,560. 9 3,090.. '° 4,680 . "2,826 . 59i {im 2i 36 42 6 37i 49J 41i 49J (^) 85 Pres ent differ- ence. / 'S3i \i99i 141 •24 10 '36i 144J n3j '6i } m m (') 37J 64i 25 43 62J 74* 31 19 ,'6 27i 33i 3,210 "4 m m m 4i 45 52i 7i 15 48 63 57i 67i (.') 96 106 45i 79i 30i 53 71 86' 47 32 .2 6 2i 36S 43 ■'7i For- mer differ- ence. From Sa- vannah to— Cincinnati. Pres- ent differ- ence. 3i 36 42 6 12 39i 50i 46 54 (') 77 85 37 64 24J 42i 57 69 38 26 .»4 2 28i 34i 3.16 35 (») V) V73 }iii }47 }64i 7 } 96 54§ 43§ 36i 29 71 66J 39J 32i }10 }64J } 6J m m For- mer differ- ence. 28 lOi 6SJ 9 37J 51i 5i 51 i 4i m (.■') 82 See page 260 for footnotes to this table. PREFEEENTIAL TRANSPORTATION RATES. Rate Table No. 23 — Continued. 259 Customs duties compared with difference between domestic carload rates and import car- load rates, by rail, from various Gulf and Atlantic ports to the Central West (see note, page 260) — Continued. Import duties. Import less than domestic freight rates (cents per 100 pomids). .\ctual duty. Con- verted into cents per 100 pounds. From Montreal to — From Halifax to — Commodities. Chicago. Cincinnati. Chicago. Cincirmati. Hate. Unit. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Bag^g: Burlap — Free Free. . 271.... Free. . 271.... Free. . ...do.. do 4 4 26i 4 4 4 4 4 If i 4 4 4 4 4 3 3 3 3 19 3 3 3 3 3 12 8 3 3 3 3 3 3 14 14 14 9 33 12J 17 14 12i 14 m 31i 17i 17i 17i 12i 12J 11 10 10 10 m 23§ 9 12i 10 9 10 34 22i 12§ 12i 12i 9 9 8 38 38 38 38 60i 31 45i 38 31 38 98 664 45i 31 31 27i 27 27 27 27 43 22 32 27 22 27 32 32 32 22 22 19i 48 48 48 48 67 It 48 39J 48 129 86 58i 58i 58i 39i 39i 34J Bleached, dyed, etc. Jute- 10 per cent Free 34 Bleached Cnrmy 10 per cent Free. 34 34 34 47i 28 OUs: Palm aiid palm kernel. Tin, in bars, blocks. ...do .do pigs, etc. Wool, in grease. Free Free. . ...do.. ...do.- 250.... Free. . Eubber, crude Hides, green or green salted, bundles or bar- rels. Matting, mats, or rugs of straw or other vege- table fiber. Fans: ...do ...do 2i cents.... Square yard. 34 28 34 91i 61 Paper. . 50 per cent 1 cent Free Camphor, crude Bamboo, not manu- Pound ioo.... Free. . ...do.. ...do.. ...do.. 200.... m 41i 28 28 factured. Rattan, not manu- factured. Fiber: Jute, in pressed bales Hemp, in pressed bales. Copra; Meal.... ...do ...do ...do U cents Pound Cake 24i See page 260 tor footnotes to this table. 260 UNITED STATES TARIFF COMMISSION. Bate Table No. 23— Continued. Customs duties compared with differences between domestic carload rates and import car- loadrates,byrail,fromvariousOulfandAtlanticports to the Central West (see note, this page) — Continued. Import duties. Import less than domestic freight rates (cents per 100 pounds). Actual duty. Con- verted into cents per 100 pounds. From Montreal to— From Halifax to — Commodities. Chicago. Ciuciimati. Chicago. Cincinnati. Rate. Unit. Pres- ent differ- ence. For- mer difler- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Pres- ent differ- ence. For- mer differ- ence. Cotton goods: Yam, not colored ''.. Yarn, colored ^ /5-25 per \ cent. r7J-27iper \ cent. 25 per cent 7J-27i per cent. 10-30 per cent. 30 per cent } } Mini- mum 1,556. Maxi- mum 8,560. "9 »11 «9 11 «6J »8 = 6i 8 «25 8 31J 8 25 31i «17i 8 22i fil7i 22J 5 51 8 654 6 51 66i 6 35 8 46i 6 35 46i •65J »86J 6 65i 86i »46 8 61 damask sheets, pillowcases. Cloths— Not bleached, dyed, etc. Bleached, dyed, colored, etc. Stripes, manufac- tured, not other- wise specified. f S3, 090 ^M,680 [112,826 »46 61 1 Applicable only on traffic ira.ported from. Europe and Africa. 2 Domestic less than import. 3 Applicable only on traffic imported from Asia^ Australia, New Zealand, Central Americaj South America, and Philippine Islands. ^ Duty varies according to polariscopic test. 5 The bulk of cotton yarn imported comprises the plain goods on which the duty is 20 per cent, with duty per 100 pounds of 62.26, and in the colored, etc., goods, taking duty of 22^, 25, and 27 per cent, the corresponding duties per 100 pounds being 70.0i, 77.82, 85.60, respectively. 6 Cotton goods in original piece. ' Too wide a range in values and weights to enable the satisfactory calculation of an average figure. Towels, domestic, 22 and 17^ less than import. 8 Damask if in original piece same as cloth, etc. 9 Unbleached: Average import price, June, 1920, was .309 cent per square yard. Bulk of these goods being imported at 25 per cent duty, this figure was used to determine duty of 30.90 per 100 pounds. 10 Bleached: Average import price, June, 1920, was .39 cent per square yard. Buli: of these goods being imported at 30 per cent duty, this figure used to determine duty of 46.80 per 100 pounds. " Colored: Average import price, June, 1920, was .471 cent per square yard. Bulk of these goods being imported at 15 per cent duty, this figure was used to determine duty of 28.26 per 100 pounds. Average weight of cotton goods per square yard is 4 ounces. Note. — The difference between import and domestic rates shown reflects that existing during year 1920— "Former" August 25, and " Present" subsequent thereto. RATES PROM NEW YORK, BOSTON, PHILADELPHIA, AND BALTIMORE. There are no differences between domestic carload rates and import carload rates from either of the ports of New York, Boston, Phila- delphia, or Baltimore to Chicago and Cincinnati. PREFERENTIAL TRANSPORTATION RATES. Rate Table No. 24. 261 Differences by which standard all-rail import rates are less than domestic class rates per 100 pounds from Atlantic and Gulf ports to the Central West (see note, page 263). From— Pres- ent differ- ence. To Cincinnati. Class I. For- mer difler- ence. Pres- ent differ- ence. Class II. For- mer differ- ence. Pres- ent differ- ence. Class III. For- mer differ- ence. Pres- ent differ- ence. Class IV. For- mer differ- ence. Pres- ent differ, ence. Class V. For- mer differ- ence. Pres- ent differ- ence. Class VI. For- mer differ- ence. Montreal Quebeci St. Jolms Halifax Boston New York PMladelphia Baltimore Norfolk Portland: Via Grand Trunk Standard Savannah New Orleans and Mobile: Applicable only on im- ports from Asia,Aus- tralia. New Zealand, Central and South America, and Philip- pines Applicable only on traffic from Europe and Africa Galveston: Applicable only on im- port.s from Asia, Aus- traUa, New Zealand, Central and South America, and Philip- pines Applicable only on traffic from Europe and Africa 31i 56 84 86 4 36i 30i 53 159 181J 22J 40 60 61 3 D 29 241 42i 113 131 29i 5Di 75 77 6 27i 22i 45 130i 163 53i 53i 4 22 18 36 92i llOi m 35 58 58i 29J 32i 47i 113i 128i 12i 25 41i 41i 31i 26 14 28 47i 48 561 271 37} 121 131 121 23 39 391 H 451 20 271 961 161 28 28 1 361 641 70} 11 20 34 34 21 35 21 28} 14} 24} 24} 2 28 16} 22} 262 UNITED STATES TARIFF COMMISSION. Rate Table No. 24 — Continued. Differences by which standard all-rail import rates are less than domestic class rates per 100 pounds from Atlantic and Gulf ports to the Central West (see note, page 263) — Continued. From- To Chicago. Class I. Pres- ent difter ence. For- Pres- mer ent differ- difler- ence. ence. Class II. For- mer difler- enoe. Class III. Pres- ent differ- ence. For- mer dlfiter- ence. Class IV. Pres- ent differ- ence. For- mer difler- ence. Class V. Pres ent difler; ence. For- mer differ- ence. Class VI. Pres- ent differ- ence. For- mer differ- ence. Montreal Quebec St. Johns Hahfax Boston New York Philadelphia Baltimore Norfolk Portland: Via Grand Trunk , Standard , Savannah , New Orleans and Mobile: Applicable only on im- ports from Asia, Aus- tralia, New Zealand, Central and South America, and Philip- pines AppUcable only on traffic from Europe and Africa Galveston: AppUcable only on im- ports from Asia, Aus- traUa, New Zealand, Central and South America, and Philip- pines Applicable only on traffic from Europe and Africa 11 35i 63i 65J 4 100 33i 57i 132 156 25i 45i 464 3 79 96J 1144 11 32 564 584 54 1064 1304 23 404 «i 4 634 134 314 774 954 4 214 444 454 814 254 414 96 112 3 154 32 32 65 4 18 374 38 77 264 37 109 1194 4 144 304 31 1 64 184 264 784 3 104 22 22 1 484 574 634 4 13 27 274 24 494 184 264 3 94 194 194 2 14 20 PREFEEENTIAL TRANSPORTATION RATES. 263 Rate Table No. 24 — Continued. Differences by which standard all-rail import rates are less than domestic class rates per 100 pounds from Atlantic and Gulf ports to the Central West (see note, this page) — Continued . From— Pres- ent difler- ence. To St. Paul. Class I. For- mer differ- ence. Pres- ent differ- ence. Class II. For- mer differ- ence. Pres- ent differ- ence. Class III. For- mer differ- ence. Pres- ent differ- ence. Class IV. For- mer differ- ence. Pres- ent dlfler- ence. Class V. For- mer differ- ence. Pres- ent differ- ence. Class VI. For- mer differ- ence. Montreals Quebec St. Johns HaUfaxi Boston New York Philadelphia Baltimore Norfolk Portland: Via Grand Trunk Standard Savannah New Orleans and Mobile; Apphcable only on im- ports from Asia, Aus- tralia, New Zealand, Central and South America, and Philip- pines Applicable only on traffic from Europe and Africa Galveston: Apphcable only on im- ports from Asia, Aus- traha, New Zealand, Central and South America, and Philip- pines Apphcable only on traffic from Europe and Africa 6 lOi 44 107i 4 72J «59i <63 8 83i 4 87 99i 123i 4i 8 33 71i 61i 2i 7i 40i 92i 5i 58i }62i 71i 2 5i 30i 61i 4 50 }34i }521 53i 711 6 2i 32i 74 65i |350 52i 72i 881 2 241 491 55 } 371 }«1 521 641 21 6 291 551 {:65i 671 96 1061 2 4i 22 37 571 49 57 21 6 23 411 li 50 S54 <56 651 731 2 ^ 17 27 1 43 }34i }«1 471 631 H Vi 201 (') 21 (') (') (=) (■) 1 51 151 (•) 2 (•) (') (■) (») 1 Domestic rates, HaUfax to St. Paul; combination rates, via Chicago; differences estimated by use of this combination, domestic rate. " More than one classification governs. • From Mobile, Ala. * From New Orleans, La. 6 Domestic less than import. P Note.— The difference between import and domestic rates shown reflects that existing during year 192C^— "Former" August 25, "Present" subsequent thereto. Rate Table No. 25. Customs duties compared with differences between domestic carload rates at San Francisco and import carload rates at Pacific coast ports, by rail (see note, page 264). Import duties. Import less than domestic freight rate (cents per 100 pounds). Commodities. Actual duty. Con- verted to cents per 100 pounds. Former difference. Present difference. To Chi- cago. To Cin- cin- nati. To New York. To Chi- cago. To Cin- cin- nati. To New York. 2 cents per pound Free 200 Free ...do }X9. 9 19 9 IS 40 Ill 25 Ill Fibers In pressed bales: Jute do 264 UNITED STATES TAEIFE COMMISSION. Rate Table No. 25 — Continued. Customs duties compared with differences between domestic carload rates at San Francisco and import carload rates at Pacific coast ports, by rail (see note, this page) — Contd. Commodities. Import duties. Actual duty. Con- verted to cents per 100 pounds. Import less than domestic freight rate (cents per 100 pounds). Former difference. To Chi- cago. To Cin- cin- nati. To New York. Present difference. To Chi- cago. To Cin- cin- nati. To New York. Cotton goods: Yarn- Minimum. Ma.ximum- Towels, blankets, damask sheets, pillowcases .2 Not bleached, dyed, etc. .. Cloths, bleached, dyed, colored. Stripes and manufactures, n. 0. s.z Hides, green or salted, in bun- dles or bales. Mattings: Matting grass Mats and rugs of straw or other vegetable fiber. Oils: Soya bean, cotton seed, palm, and palm kernel. Bean Silk: Raw Spun Silk goods: Handkerchiefs, hemmed... Fabrics, ribbons, etc Plushes, velvets Laces and embroideries 2.. , Wool, in grease, inhales Rubber, crude Coconut, concentrated or desic- cated. Camphor, crude Camphor oil, red and white, value $11.90 per 100. Bamboo, not manufactured Rattan, not manufactured Bagging: Burlap- Unbleached Bleached, dyed, etc Jute- Bleached, dyed, etc Unbleached, etc Gunny Fans: Palm leaf Paper, in packages 2... Tin, bar, black, pig, or slab Plain, 5 per cent; color, 7i per cent ad valorem. Plain, 25 per cent; color, 27i per cent ad valorem. 25 per cent ad valorem 7J to 27i per cent ad valorem. 10 to 30 per cent ad valorem. 30 per cent ad valorem . Free Free 2J cents per square yard. Free 1 cent per pound Free 35 per cent ad valorem. 50 per cent ad valorem . 45 per cent ad valorem. 50 per cent ad valorem. 60 per cent ad valorem. Free ....do 2 cents per pound 1 cent per pound . 10 or 20 per cent.. Free. .. ....do.. Free 10 per cent ad valorem. 10 per cent ad valorem. Free ....do .do.. 50 per cent ad valorem. Free 1,556.... 8,560.... '3,090... < 4,680 5 2,826... Free. . Free. 100... Free 17,325.. « 35, 631 I 45, 640 42,600 15 156i 22J Free. ..do.. 200. . . 100. 238. Free. . ..do... ..do., 271... 271... Free. ..do.. .do.. Free 159 134 156i 1564 |l56J }31i - 31i 31i 387i 175 184 16 165 22J 169 144 165 165 37J 37i 37i 406ii 187i 194 15 1811 224 1814 1564 I8I4 I8I4 1814 1624 I624 1624 444 2124 2064 «i 20 2084 220 45 30 2454 2004 225 192 2384 238* 220 220 2284 220 42 504 42 6O4 42 504 6164 233 2704 5411 8 250 2584 20 242 242 209 242 242 2161 2161 2161 692 8 283 2754 3 n^KiTi S ^ ?^® '° "^^'^^ ^^'^ weights to enable the satisfactory calculation of an average figure. Uubleached: Average import price June,1920,was 0.309 cent ner sq. yd. Bulk of these goods being T^^M^f''^?^ P"' "","' ?"\'y; "^'5 ^Sure was used to determine duty of $30.90 per 100 pound! AveragI weight of cotton goods stated as 4 oz. per square yard. u i-uiiii^io. .n.voiae" nortedT/'m n^ ^S-^S 'f Pfh- ^^^ •''"'®' ^^^"j 7""^ °-^^ cent per sq. yd. Bulk of these goods being im. ported at 30 per cent duty, this figure was used to determine duty of $16.80 per 100 pounds. 15 ne? ?Bn? dnfT»^rt "^R^fi' P™^ June, 1920, was .471 cent per sq. yd. Bulk of these goods imported at 6 Handkerchiefs, silk, hemmed: Average import price June per dozen, 4 ounces , was $1.78 per dozen; average weight 8Cll^si°fl^ir^^laTstnTeslTn%aratior"^^'^'^ ''°-'' "" P"^""^- ?^ror^7rT^lu'^St"2°6r'Se"?"?uCqZ' ^ ^''°™ "'^'''' *''^' ''^'^'^^ -^"-^ ''"^ PKBFEKENTIAL TRANSPORTATION BATES. 265 (3) The import differentials of the ports at which import rates apply bear no fixed relationship to the customs duties imposed on the commodities listed in the table. Some of them are less than the import duties a,nd others exceed them; and although the customs duty on a particular product is uniform at all points, the railroad import rates on which it moves to the interior vary widely at different ports and interior destinations. The lack of a fixed relationship is again due to the underlying purpose for which import rates are established. They are not made by deducting the amount of the import duty from the domestic freight rates, but by adjusting them with reference to the railroad rates in effect at rival ports. This is the reason, moreover, why a change in customs duties is not followed by a readjustment of railroad import rates. The established import rate adjustment as between the North Atlantic ports and the Gulf ports in case of import traffic received from Europe and Africa, for example, was adopted in 1907 and remained in effect even though the Dtngley Tariff Act was displaced by the Payne-Aldrich Act and this in turn by the Underwood Tariff Act of 1913. The rate rela- tionship between these ports was temporarily changed when general rate advances were affected in 1915 and 1918 only to be reestab- lished. It was again disturbed by the general rate advance of August 26, 1920, perhaps temporarily, the disturbance, however, being in no way attributable to customs duties. (4) Import rates are granted to many commodities which are on the customs free list, and the differences between the import and domestic rates on such commodities are equally as variable from different ports to different interior destinations, and are equally as wide as the differentials obtaining in case of dutiable commodities. Among the widest import differentials extended to any of the com- modities included in the table are those between the import and domestic rates on tin in pigs, which is on the tariff free list. Rate Table No. 26. Customs duties corn-pared with differences between domestic carload rates and import carload rates by rail from various Gulf and South Atlantic ports to interior southern points with reference to certain commodities (see note, page 267). Import less than domestic freight rate (cents per 100 pounds). Import duty. From New Orleans— Commodities. Actual duty. Con- verted into cents To At- lanta. To Bir- ming- ham. To Chat- ta- nooga. To Macon. To Colum- bus, Miss. To Nash- ville. To Mem- phis. J, ^ ■^ <-. ^ ^ •^ J, J, ^ ■^ ^ hi. J, perlOO •a aj ■an! ■=o; -^l^ ^m o -' ^ to a nS R C3 sa n a s ^ nri teS n CI ^s s^ H ^■, !?!S as N ^■. a, ff ^% S S 'H NS !BSS o — o*— Ph Ix, 1=^ Ph h Ph N Ph ^ (u !=^ p^ t^ Free Free. . ...do.. f 2i 2i 3 6 2i 5 f 2i 3i 3 2i 21 f 8i 10 7 8 Fertilizer mate- rial. Fuller's earth, do 76 cents per ton 3J 3 2i 21 25 19i 15 7 10 aoi 8 24i 8 3 1 13i 101 1 Pyrites... Free Free. . ...do.. 1 Ore, manganese.. do See page 267 for footnotes to this table. 266 UNITED STATES TAEIFF COMMISSION. Rate Table No. 26 — Continued. Customs duties compared with differences between domestic carload rates and import carload rates by rail from various Gulf and South Atlantic ports to interior southern points with reference to certain commodities (see note, page 267) — Continued. Import less than dome.stic freight rate (cents per 100 pounds). Import duty. From Mobile, Ala.— To At- lanta . To Bir- To To Macon. To Co- To To Commodities. Con- ming- ham. Chatta- nooga. lumbus, Miss. Nash- ville. Mem- phis. Actual duty. verted into >^. ^ ^ u, «i. :i J. *i ^ k J, *!. i 'A per 100 ■D a, ■a n! •a n; •On; ■" al ■Oa? ■° c , ^ •\ s S ? Automobiles 7 5 S 8 5 5 f 3 7i 7 5 3 7A 64 2 3 5 8 5 74 7 64 2 3 7il 8 7 1 7 6 7 5 7 5 7 Cotton piece goods 5 ^ S 2i 2 2i "a" 2 3 2 3 ^^ 2 3 2 3 2 3 2 3 ^ ■> Iron and steel nails and wire 3 Machinery and parts 3* H H 3 3 3 3 3 3 3 3 3 3 3 3 3 Oil, petroleum 2 3 3 3 2 3 3 3 2 3 3 3 2 3 3 3 2 3 3 3 2 3 3 ^ ^ s 3 3 Paints, dry nr TniTTPd 3i ■> 24 ? 3 •? 3 11 3 3 3 9 3 •> 3 3 3 3 ? 3 9 3 3 ? 3 Paper, newsprint ? Tobacco, unmanufactured ii 3 4 i 4 4 4 4 4 4 4 4 4 4 4 4 Commodities. To Savannah. From Pitts- burgh, Pa. From Cleve- land, Ohio. From Cincin- nati, Ohio. From Chicago, lU. From Louis- ville, Ky- From St. Louis, Mo. From St. Paul, Minn. From Kansas City, Mo. Agricultural implements Automobiles Boots and shoes Cotton piece goods Iron and steel rails Iron and steel nails and wire. Machinery and parts Oil, petroleum Packing house products PatQts, dry or mixed Paper, newsprint Tobacco, unmanufactured — 194 44§ 104 1144 804 27 31 524 41 424 674 374 464 124 94 74 104 64 124 9 18 12 84 374 See page 274 for footnotes to this table. 77036—22 18 274 UNITED STATES TAEIFF COMMISSION. Rate Table No. 27 — Continued. Differences by which carload domestic rates exceed export commodity rates by rail from central western points to selected North Atlantic and Gulf ports, in cents per hundred pounds (see notes this page) — Continued. To •^ew Orleans From Pitts- burgh, Pa. From Cleve- land, Ohio. From Cincin- nati, Ohio. From Chicago, m. From Louis- ville, Ky. From St. Louis, Mo. From St. Paul, Minn. From Kansas Mo. Commodities. i 1 a i ''3 i III i s s a £ i s (1< i a 8 PI £ i 1=1 Cl 1 1 s s 1 i ■■3 Id ■■3 1 p g s ■■3 S £ a i 1 ■■a Agricultural implements: Applies on traffic to foreign countries other than 18J 'Si »6J ^64 21 21 76i 76J 87 22 22 7i 9 29i ill 26 8 8 22i 22i 61i 51i 15i 15i 57 57 65 161 6i 22 22 5J 5i m 17i 39i 391 81 81 121 31 31 '8 184 6 134 631 631 51 51 .... 16 ■6 24 21 24 li n Applies on traffic to Europe Automobiles: Applies on traffic to foreign countries other than Europe and Africa. . AppUes on traffic to Europe Boots and shoes 25 20 334 25 121 10 13J 10 Cotton piece goods: AppUes on traffic to foreign countries other than Europe and Africa 163 16? Applies on traffic to Eiu-ope Iron and steel rails 14 111 " 141 111 15 114 6 Iron and steel nails and wire 521 4 «l 1 8 8 761 761 51 51 .... 1 Machinery and parts: AppUes on traffic to foreign countries other than Europe and Africa 10 51 8 7 81 12 61 91 31 3 4 3 AppUes on traffic to Europe and Africa Oil, pet.rnlmiTti 51 54 125 1 130 130 1194 Packing house products 18 131 J i31i i23i 123J 26 2 24 !24 '17J '17i a 31 91 7 Paints, dry or mixed: Applies on traffic to foreign countries other than Europe and Africa AppUes on traffic to Europe and Africa Paper, newsprint: AppUes on traffic to foreign countries other than Europe and Africa 2 11 AppUes on traffic to Europe and Africa Tobacco, unmanufactured: Applies on traffic to foreign countries other than Europe and Africa 17 »51 '8 26 ilOi '8 134 134 Applies on traffic to Europe and Africa 8 26 1 1 Present export rate greater than present domestic rate. 2 Former export rate greater than former domestic rate. Note.— The difference between export and domestic rates shown in this table reflects that existing during 1920, Foimer" Aug. 25, " Present " subsequent thereto. PREFERENTIAL TRANSPORTATION RATES. 275 RATES TO NEW YORK, PHILADELPHIA, AND BALTIMORE. There are no differences between the carload domestic rates and the carload export commodity rates listed in Table No. 27 from the above-named points of origin to New York and Philadelphia. The export rate differentials computed in Tables 27, 28, and 29 will serve the purpose of comparison with the import differentials computed in Tables 21 to 26. It will be noticed that the export differentials are easily as large as the import differentials; and that as in the import trade, export differentials obtain in case of central western traffic moving through eastern Canadian, South Atlantic, GuK, and Pacific ports but, with the specific exception of grain and fiour exports, not at New York, Philadelphia, Baltimore, and Norfolk. Boston is the only North Atlantic port having general export differentials without at the same time having import differen- tials in the freight trade of the Central West, and this variation is due to the fact that the west-bound domestic rail rates of Boston are the same as those of New York while the east-bound domestic rates of the two rival ports differ. To enable Boston to compete in the export trade of the Central West it was found necessary to apply the east-bound rates of New York as export rates to Boston and these rates are lower than the east-bound domestic rates to Boston by the amounts shown in Tables 27 and 28. The tables, moreover, indicate that, as in the import trade, the export differen- tials of the ports at which export rates apply are not uniform or fixed amounts below the prevailing domestic rates in effect at these ports, but vary at different ports and interior points in a way that would seem astonishing and highly erratic were it not for the knowl- edge that both export and import rates are made primarily to equalize competitive ports and rival inland carriers. Import and export rate structures differ in detaU because the competitive conditions in the import and export trades are not identical in all respects, and because the domestic rate structures applicable at the ports in opposite directions are not the same. The railroad export rates now in effect from the Central West were with few exceptions so definitely established with reference to the domestic rates applicable at the basic rate ports of the North Atlantic seaboard, and most of those in effect from interior southern points to South Atlantic and Gulf ports were adjusted so closely with reference to the domestic rates in effect at pivotal South Atlantic and Gulf ports, that no influence of foreign import duties upon the export rates of American railroads is traceable. As the general effect and purpose of these export rates is to divide the volume of traffic between the various ports having export rates and those having domestic rates only, it is doubtful whether more than the exceptional few tend to neutralize the import duties imposed on American exports by foreign governments. 276 UNITED STATES TARIFF COMMISSION. Kate Table No. 28. Differences by which domestic class rates exceed export class rates by rail from central western points to Atlantic and Gulf ports, in cents per hundred pounds (see note page 277). From Cincinnati. Class I. Class II. Class III. Class IV. Class V. Class VI. To- Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. 22* 45" 7.5 73 7 7 30 59 }25 153i 16i 32 53 62 7 7 24 47 20 108J 20 39 654 63i 6 6 21 62J 17 125 15 28 46i 45i 6 6 17 42 13J 88 15i 31 54* 54 5 5 39i 74J 29 110 Hi 22 38i 3SJ 5 5 31J 59J 23 78 12 24 44 43J 4 4 78J 24J lis 9 17 31 31 4 4 45 62J 19i 85J lOJ 19 35i 35 3 3 41i 63J 17i 86J 8 13i 25 25 3 3 36i 51 14 62J 9 16 30i 30 2 2 35 £6 19 (*) 7 Hi Halifax 21* St. Jolins 24 Portland(via Grand Trunk) Boston 2 2 28 Key West 12 44 Quit Port, Pensacola s New Orleans, Mobile'.... 15 From Chicago. Class I. Class II. Class III. Class IV. Class V. Class VI. To- Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Montreal 2 24i 62i 7 7 88i 122 }33i 132 2 ^? ^n 7 70i 101 25 96J 2 21 474 454 6 6 69 106 18 1064 2 15 334 324 6 6 554 88 134 774 2 i? 404 5 774 117 254 96 2 124 29 29 5 5 62 96 19 70 2 14 34 334 4 784 105 264 109 104 24 24 4 4 594 824 20 80 2 104 27 264 3 3 62 844 184 784 2 1? 19 3 3 484 68 14 574 2 9 234 23 2 2 47 734 184 (*) 2 64 HaUfax 164 St. Johns 16* Portland (via Grand Trunk) 2 2 .'^avftnnfl.h 1 37 Key Westi,2 58 Gulf Port, Pensacola ' New Orleans, Mobile « 14 From St . Louis. Class I. Class II. Class III. Class IV. Class V. Class VI. To— Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dif- fer- ence. Pre- sent dif- fer- ence. For- mer dit- fer- 'ence. Montreal 2 244 544 524 7 25 1134 }l34 112 2 174 384 374 7 19 904 10 814 2 21 47 454 6 6 15 1014 5 91 2 15 334 324 6 6 11 81 34 66 2 174 41 41 5 5 40 1114 17 84 2 124 29 29 5 5 30 88 13 614 2 14 34 334 4 4 684 96 194 98 2 10 24 24 4 4 44 75 144 72 2 104 27 264 3 3 474 774 12 724 2 1? 19 3 3 354 61 9 53 2 9 234 23 2 2 354 694 134 (0 2 164 2 2 Halifax St. Johns Portland (via Grand Trunk) Boston . Savannali i 264 544 10 (0 Key Wests' Gulf Port, Pensacola » New Orleans, Mobile 3 Galveston ' 1 Bates to Savannah and Key West (domestic rates) are combination rates; diflerences determined by use of such rate combinations. ' On traffic destined to Cuba. 'Applicable on traffic to foreign countries other than Europe and Africa. * Domestic rate governed by western classification; no sixth class rate. PREFERENTIAL TRAKSPORTATION RATES. 277 Kate Table No. 29. Differences hy which domestic carload rates at San Francisco exceed export carload rates by rail at Pacific coast ports, in cents per hundred pounds (see note page 277). Comjnodities. Agricultural implements . Architectural castings . MacMnery and parts Billets and blooms Rails and railroad equipment . Nails and wire Automobiles, passenger Tobacco, plug or twist Tobacco, smoking or cut plug. Tobacco, unmanufactured Boots and shoes Oil, petroleum Cotton piece goods Paints, dry or mixed Paper, newsprint Export less than domestic freight rate. Present difference. Former difference. From New York. From Cincin- nati. From Chicago. From New York. From Cincin- nati. From Chicago. 136i 108i 1184 100 814 75 1954 170 171 1464 1274 1214 186i 170 1804 140 1274 1214 103J 78i 79 774 59 524 / 1112 t ! 230i i86i 179 184 165 1524 2 2031 !208 2 173 2 1524 2 1464 103J 78i 79 774 59 524 H6J 83 135 874 624 60 90 62 784 65 464 40 90 62 784 65 464 40 122 97 1254 914 724 664 340 293 290 255 220 1924 52§ 32i 59 394 244 194 48i 234 304 364 17J 114 90 65 70 674 49 42^ 63i 384 50 474 29 22i 1 Applicable on rails. 2 Applicable on cars, etc. Note. — The differences between export and domestic rates shown in this table reflects that exist- ing in 1920—" Former " of August 25 and " Present" subsequent thereto. PART III. HISTORY OF EXPORT AND IMPORT RATES. INTRODUCTION. A. After the rail carriers began actively to compete for foreign business there grew up the practice of quoting through rates to and from foreign destinations on a through bill of lading. This through rate was divided between the railroad and the steamship line accord- ing to some agreed formula. The history of special export and import rail rates reveals the different methods pursued by the roads in fixing the inland proportion of the through rate. This proportion had to be fixed in such a way that all parts and sections of the United States might share in the export and import business. It was soon evident that in order to secure such traffic, rates had to be established which were lower than contemporaneous rates on domestic shipments, there being no widespread competition for the latter. Eate wars were frequent because of one road quoting an especially low rate to attract the traffic, and only by agreements could these disastrous occurrences be avoided. B. The necessity from the standpoint of the carriers for special rail rates on imports and exports was early pointed out by Albert Fink, commissioner of the Trunk Line Association. In his "Report upon the adjustment of railroad transportation rates to seaboard cities," published in 1881, he states as follows: If there was no competition for the export traffic between the trunk lines or sea- board cities, the pro rata principle applied to domestic traffic would work satisfac- torily to all parties. But as the through rates through the various cities to foreign destinations must be made with a view to meeting competition in foreign markets; that is, must be substantially the same via all routes, and the trunk lines are simply links in the through route between the common points of competition in this and foreign countries, the proportion of the through rate, or that portion of it which the trunk lines can charge, must be determined with regard to the competition in export trade, and that proportion may and does greatly differ from the domestic rates estab- lished upon a pro rata principle. Further complication arises from the fact that over one link in the through route — over the ocean — the rates can not be adjusted by agreement, but are always open and always changing. The difficulties of the adjustment of rates to the seaboard cities arise, therefore, from the dual position of the trunk lines as carriers of domestic traffic to the seaboard cities and as competitors for through European trade, having the ocean as a link in the through route.' These competitive forces, both here and abroad, are largely re- sponsible for the special export and import rates as developed by competing rail carriers. This fact is clearly shown by the following historical sketch of the development of the rates. Special export railroad rates were quoted before concessions were made in the rates on imported articles; hence the history of the export rates will be considered first. 1 Albert Fink, "Eeport upon the adjustment of railroad transportation rates to seaboard cities," 1881. 279 280 UNITED STATES TARIFF COMMISSION. EXPORT RATES. A. Probably the most interesting and authentic information ob- tainable relative to the origin and development of the export busi- ness of American railroads can be obtained from the testimony of George R. Blanchard, before the special committee on railroads of the New York State Assembly (Hepburn committee) in 1879. He stated the situation as follows:^ At the time the trunk lines were opened from the West to the East, of course, all through freight * * * passed entirely through the hands of persons at the termini of the roads, who paid the freights, took the property away, and what subsequently became of it was a matter of which the railroad companies had no knowledge. The rates were made only to the seaboard; the deliveries were made to the seaboard to the consignees; * * * and then, on various articles, the parties to whom it was consigned would sell a portion * * * here, and export a portion * * *. As the business increased and a demand sprang up for our products abroad, inspections were established at the ports. These inspections assorted, packed, and prepared merchandise for foreign shipment, receiving a fee from the exporter for this service. Up to this time, however, " there was no such thing known as a through bill of lading from the West to Liverpool." ^ When the Grand Trunk Railroad was built (somewhere in the fifties) it was put there almost exclusively by the capital of England and the Dominion, and that was one of the inducements held out for the expenditure of capital, that the relations of the Dominion to the mother country would be made more intimate by the exchange of property by through joint bills of lading.^ In order to induce vessels to come to the ports of Montreal or Port- land, Me., the Grand Trunk was required to make guaranties of a fixed amount of eastbound cargoes. Because of these contracts, through bills of lading were issued at any rate which was necessary to place that tonnage there. Almost simultaneously with the opening of the Grand Trunk Railroad * * * perhaps but a little after, the foreign freight agent of the Lake Shore Co. at Chicago procured the rates of the ocean steamers, originally I think from Boston, and adding to those rates the inland rates at the tariff, plus certain charges at the port, inspection and delivery, etc., * * * guaranteed, particularly on provisions at Chicago, a through price to Liverpool. That began in a very small way, and at first it was believed that it would not be successful, because upon the presentation of the bill of lading at Liverpool the steamship company, in the e^ent of damage, might decline to settle, and they did not at first favor this thing at all; but the Grand Trunk Co. having a contract * * * it became ultimately a necessity to do something of that kind through the American ports or lose through the Grand Trunk Co. almost the entire growth of this business. As soon as it had been done at Boston, of course, similar efforts were made at New York. Very little of that business was done at Baltimore or Philadelphia for the reason that Baltimore during the war had no steam connection with Liverpool whatever. ' ' ^ Immediately after the Civil War, however, the Baltimore & Ohio Railroad acquired several steamers for use in the Liverpool trade. The Pennsylvania Railroad Co., induced by jealousy of the Baltimore & Ohio, constructed a large elevator at Philadelphia, the first one built by any trunk line on the seaboard. Docks and terminal facil- ities were gradually acquired by all roads, and the system of inspec- tion soon became unnecessary, as the vessels came directly to the railroad piers. In some cases contracts existed between the rail and ocean carriers, "m which, in consideration of the coal, which was 2 Special committee on railroads of the New York State Assembly, 1879, p. 3139. PEEFBEElirTIAL TRANSPORTATION RATES. 281 reduced in price, the delivery of the coal, the free dockage, and various other things, the steamship companies agreed to give to the railroad C9mpanies those guaranties both as to rates of freight and their continuance for one or two weeks that they formerly had been unable to get." ^ Previously, railroads, in quoting through rates, had found it necessary to add an excessive rate in order to take care of fluctuations in the ocean charges. This guaranty enabled the rail- roads to go into the West and receive freight from forwarders in preference, if they paid a little more, quoting a through rate and gradually developing the system of foreign bills of lading. Now, New York during this time had no such facihties, and the circumstances of the business of the ports were almost entirely different. It is well known * * * that none of the steamship lines would under any circumstances send one of their ships after advertising its regular sailings away from its own docks to the docks of the railroad company; because they carry a large number of passengers, and they have delivered to them freight from numerous sources ; so that to go to the docks of any one of these rail- roads at New York, with the magnitude of the general commerce, would be simply to require the cartage or handling of all other than the through business or delay sailings; therefore, they have positively declined * * * to send any one of these vessels to the docks of the railroad companies. It therefore became a necessity of the railroad companies of New York that if they desired to compete with the steam lines that ran right alongside the tracks and depots at Baltimore and Philadelphia and where these considerations did not influence those cities, to deliver freight alongside of the vessels, either in cars upon their floats, barrels of flour upon lighters, and grain in canal boats — by these three various methods of delivering. The New York lines have repeatedly sought from the New York steamers the right to make rates by the way of their steamers in the West (as is done by the Pennsylvania, the Baltimore & Ohio, and the Grand Trunk), and just as often as they have asked for it, just so often they have been refused, for the reason that the aggregate of "spot" tonnage and the aggregate of the arrivals by the canal here make these gentlemen independent of the railroads at New York, while at Philadelphia, Baltimore, Boston, and Montreal they are dependent upon the railroads.^ The onlj- way in which New York lines were able to compete for this through business was occasionally to take the chances as to the probable ocean rates two or three weeks in advance; and in some cases, when the ocean rates advanced before delivery of merchandise to the steamers, the railroad was forced to accept a much smaller proportion of the through rate for its haul than the regular tariff specified. In 1876 the prominent freight agents of the various trunk lines were instructed to visit the New York agents of the steamship lines in order to ascertain whether or not they would cooperate with the New York railroads in the quoting of through rates. No success was attained at this conference. B. From additional information available it appears that probably the first particular commodity on which trunk lines quoted special export rates was cotton. Soon after its organization the Trunk Line Association formed a permanent cotton committee, which was to recommend cotton rates from time to time. Thus, on March 8, 1880, the rate on cotton from Memphis to New York for export was fixed at 67 cents per 100 pounds; on March 30, 1882, this rate had been reduced to 52 cents. So important was this traffic considered that on September 7, 1880, the cotton committee was given full power to change rates whenever necessary in order to meet com- petition via the Gulf and South Atlantic ports.^ 2 Special committee on railroads of the New York State Assembly, 1879, p. 3139. " Proceedings of trunk-line committees, 1880-1S82, 282 UNITED STATES TAMFF COMMISSION. Tobacco was another commodity on which special export rates were early quoted. Grain, however, was the principal commodity calling for special rates for export via several routes. From the testimony secured in the Export Rate case of 1899,* it appears that on September 8, 1880, the rate on flour for export from Kansas City, Mo., to New Orleans, La., was 27 cents per 100 pounds, as compared with 32 cents for domestic consignments to New Orleans. This low rate was put into effect by the Gulf lines in order to secure a share of the grain traffic from the trunk lines. Wheat was carried at the same rate as flour, which was the same for export as the domestic rate on this commodity at that time. During the succeeding two decades this rate was reduced nearly two-thirds. In 1889 the trunk lines from Minneapolis to New York quoted a special export rate of 30^ cents on grain, grain products, and corn. This was followed the next year by a rate of 28 cents on export corn from the Central West to Galveston, and in 1891 oats were included at the same rate. Competition between lines serving the North Atlantic and Gulf ports, however, did not become severe until 1896, when export rates on grain began to show a steady decline.* In the competition between the lines serving the various North Atlantic ports there developed the method of establishing their relative position by port difl^rentials. This question has been in controversy ever since 1869, when the first differential became effective. Although port differentials must be distinguished from special import and export rates, yet in this early period, characterized by the quoting of through rates to and from foreign points, they are practically analogous, inasmuch as such inland rate formed an indistinguishable part of the through rate. C. Baltimore was the first city to receive a differential freight rate. In 1869 Baltimore was granted a differential of 10 cents per 100 pounds on grain, and after a war of rates this was reduced to 5 cents m 1870. By 1876 there was the same dift'erence on grain and low- class freight, while on first, second, and third classes of freight the differential was 10 cents per 100 pounds. On westbound freight both Baltimore and Philadelphia received a fixed differential under the New York rate. In 1870, by agreement among the trunk lines, Boston was per- mitted to quote the New York domestic rate on merchandise for export ; on domestic shipments to Boston the agreed differential over New York rates was charged. This concession to Boston has re- mained in effect up to the present time and constitutes one of the first specific special export rates of which there is any record. On April 13, 1876, the principle of fixed differences in rates was abandoned and a tariff adopted which was based upon the relative distance of the North Atlantic ports from common western points. According to this tariff, the rates from Chicago to Baltimore were 13 per cent and to Philadelphia 10 per cent less than to New York. From Cincinnati to Baltimore 24 per cent less and to Philadelhpia 12 per cent less than to New York.' This principle, however, failed to take cognizance of the controlling factor of competition, and after a trial of one month and a half the 'Albert Fink, " Report upon the Adjustment of Railroad Transportation Rates to Seaboard Cities 1881.'!