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BEFORE THE
INTERSTATE COMMERCE COMMISSION

DOCKET No. 11756

NEW ENGLAND DIVISIONS CASE

BANGOR & AROOSTOOK RAILROAD CO., ET AL
VERSUS
ABERDEEN & ROCKFISH RAILROAD CO., ET AL

TESTIMONY BY
W. H. WILLIAMS

Chairman of Special ‘Committen of Presidents,
Trunk Line and Central Freight Association Lines

WASHINGTON, D. C.
JANUARY 28 AND FEBRUARY 7,
1921

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WILLIAM HENRY WILLIAMS
was called as a witness in behalf of the defendants and, having been first duly sworn, testified as
follows:

DIRECT EXAMINATION BY Mr. NEWCOMB:

Q. Mr. Williams, you are Chairman of the Special Committee of Presidents, organized to
consider the matters in this case?

A. Yes, sir.
Q. Will you state your experience in railroad work?

A. I began railroading in 1890, as Assistant to Cashier in local freight office of the Pennsyl-
vania & Hocking Valley, at Toledo. During, I think, all of 1891 and part of 1892, I was on the
engineering corps of the Pittsburgh & Lake Erie, and in the forepart of 1892 I went with the Super-
intendent of Telegraph of the Pennsylvania, and in the fall of 1892 became attached to the Gen-
eral Manager’s office of the Pennsylvania Lines West, and worked on various desks in that office
until in 1896, when I became Secretary to the General Manager.

I subsequently was made Secretary of the Association of Transportation Officers, the Special
Committee on Blanks which had charge of the introduction of economical methods, and along about
1900, I think, I became Chief Clerk to the Vice President in Charge of Operation.

Around 1900 or 1901, I became Assistant Secretary of the Baltimore & Ohio, assigned to spe-
cial work, more particularly along economic lines.

Something like a year later I was made Assistant to the General Manager, having in charge
the station service, the make-up of fast freight trains, investigating yard operations and various
other special work which was assigned to me from time to time by the General Manager.

In the spring of 1904 I was made Superintendent of Freight Transportation, yard and station
service on the Frisco and Chicago & Eastern Illinois, having charge of the freight movement, the
yards and stations, as I recall, on about 6,000 miles of line.

I left that company, owing to a change of management, in October of the same year.

I think along about February—I am not quite sure as to the time—anyway, early in 1905, I
took up special work for the General Managers’ Association of New York, and subsequently, in
the same year, pursued the same lines for the General Managers’ Association of Chicago, the work
for the two Associations going along together, making inquiries as to rates of pay in train
service, yards, station service, shop service, telegraph operators and maintenance-of-way men.

My recollection is that the study for the General Managers’ Association of New York was lim-
ited to the men in engine and train service, but all the other branches were covered for the Gen-

eral Managers’ Association of Chicago.
a

Then, in the spring of 1905, I became Traffic Manager of the Merchants’ & Manufacturers’
Association of Pittsburgh, and subsequently, when that Association was merged with the Chamber

of Commerce, I became Traffic Manager of the Chamber of Commerce of Pittsburgh. I continued
to do that work, as well as the work for the General Managers’ Associations of New York and
Chicago.

About May or June, 1907, I was appointed Assistant to the President of The Deleware and Hud-
son Company, and I think in October—either October or November; my recollection is October—
of that year I was elected Vice President of The Delaware and Hudson Company, in charge of the
Treasury and Accounting departments.

Following that 1 was made a member of the Committee of Twenty-five which at that time was
making the recommendations and cooperating with the Interstate Commerce Commission in pre-
paring the system of accounts which subsequently was adopted.

Q. That was a Committee of the American Acounting Association?

A. That was a Committee of the Association of American Railway Accounting Officers.

Immediately after the organization of the Wabash Railway Company, I was elected Chairman
of the Board. For a brief period during Federal control, following the death of the President of
that Company, I was also President of the Wabash, until the property came back to us for operation.

My present position is Chairman of the Board of the Wabash and Vice President of The Dela-
ware and Hudson Company.

Q. Now will you describe, in your own way, the investigations which you have made bearing
upon this case and the results of those investigations?

A. I would say that I came into this case at the first informal conference in Washington—no.
My first connection with the question at all was as a member of the Eastern Presidents’ Conference.
That was prior to the matter being brought before the Interstate Commerce Commission. There
there was more or less discussion of the subject, but in so far as this case was concerned I first
heard of it a day or two before the first informal hearing, when advice came to me at Chicago, and
I attended the first informal conference here, immediately after which the Committee of Presidents
was appointed, consisting of Messrs. Pearson, Hustis, McDonald, representing the New England
lines, and Messrs, Rea, Smith, Truesdale, Underwood, Duncan, Alfred and myself, representing the
lines outside New England, and subsequently Mr. Maher was added. Mr. Bird M. Robinson, Presi-
dent of the Short Line Association, was also elected a member of that Committee. At the time
of its organization I was selected as Chairman of the Committee.

As a result of that, I have, of course, been present at the various conferences which have been
held, and by reason of my connection have found it necessary to make a study, to the extent I could,
of the matters at issue. I have endeavored to analyze the testimony of the complainants, and nore
particularly along the question of the cost of operation.

2
Taking the matter up in its entirety, the application of the New England lines, if granted,
would result in a very substantial re-distribution of whatever gross freight revenues may result to
the Eastern Rate Group under the schedule provided for by the Interstate Commerce Commission
in Ex Parte 74. Attempt is made to justify such a re-distribution on grounds which may be
summarized as follows:

(1)—It is assumed by the New England carriers, that although the Interstate Commerce Com-
mission has exercised its discretion by forming a rate group consisting of what had been known for
many years as Official Classification territory, it is still appropriate to separate that group into
distinct districts for the purpose of considering whether one of them has obtained the full statu-
tory return.

(2)—Assuming that such a separation may be made, the New England lines assert that if the
territory in which they operate is considered as a distinct group, it will be found that they will
receive approximately $25,000,000 annually less than the six per cent return on the value of their
property, and that about $25,000,000 has been gained by all the other carriers in the rate group,
considered as an aggregate, which would not have been gained if the New England railways had not
been included with them in a single group.

Aside from the legal question of whether the facts suggested by the foregoing, if they actually
exist, would justify divisions intended to effect a re-distribution of the gross freight rates, this appli-
cation raises at least the following questions:

(1)—Whether the lines operating in New England territory, considered in combina-
tion, are in fact separated from the other carriers in the Eastern group by actual differ-
ences that justify treating them in such combination as a distinct group.

(2)—Whether the operating costs of the New England lines are so adversely affected
by inadequacy of facilities or by methods still susceptible of improvement that their
gross operating revenues do not now yield proper operating income.

(3)—Whether the rate structure of the New England lines, including both passenger
and freight rates is such that they derive reasonable revenue from traffic local to New
England and from the traffic which they interchange with lines other than those in the
Eastern rate group.

(4) Whether the lines constituting the balance of the Eastern rate group, consid-
ered in combination, but excluding the New England lines, will actually obtain
$25,000,000 or any comparable sum, more than the six per cent return to which they would
have been entitled if placed in a separate rate group and whether the New England lines
will actually receive $25,000,000 less than they would had they been made a separate
group.

(5)—Whether the changes proposed in this proceeding would, considering the New

England lines alone and irrespective of injustice to their connections, divert revenues to
the railways and in the proportions, if any, in which it is needed.

The foregoing will be discussed in their order.

3
FIRST

ARE THE LINES OPERATING IN NEW ENGLAND TERRITORY, CONSIDERED IN COMBINATION, IN FACT SEP-
ARATED FROM THE OTHER CARRIERS IN THE HASTERN GROUP BY ACTUAL DIFFERENCES THAT JUS-
TIFY TREATING THEM IN SUCH COMBINATION AS A DISTINCT GROUP?

It is submitted that this proceeding does not require any inquiry as to whether conditions
exist that might justify the exclusion of New England from the Eastern rate group and estab-
lishing that region as a separate group. If thus set off and treated independently, the railways of
these six States would plainly be entitled to a rate schedule so adapted to any special conditions
therein found, including their heavy proportion of passenger traffic, as to produce in its entirety
the same rate of return upon their investment as the Commission allows on the aggregate invest-
ment of the carriers in each of the other rate groups. The Commission, however, exercising the
discretion conferred by the Transportation Act of 1920, and with the complete acquiescence of the
New England carriers, determined to unite that region with the Trunk Line and Central Freight
Association territories, and it would be most unsuitable to attempt, here and now, to suggest
considerations that cannot be assumed to have been overlooked.

The present application does not, however, suggest a regrouping of Eastern territory, but its
whole basis is the assumption that the present grouping is to be continued and, on that assump-
tion, it seeks a re-distribution of the income accruing and to accrue to the respective railways within
the Eastern rate group. And it supports this effort by contending, in substance, that it is desirable
and proper to erect sub-groups within the group lawfully created by the Commission, and alone
recognized by the statute and to look to and provide for the fiscal requirements of the sub-groups
thus erected, even though in order to do so it is necessary to take without compensation, from some

or all of the remaining carriers in the Eastern rate group.

Presumably, in providing for rates adapted to produce a statutory rate of return in respect of
all the railway property in any group which the Commission, in its sound discretion might erect,
Congress must have recognized the mathematical fact that provision for such an average return
would necessarily result in returns to some carriers above, and to others below, the statutory per-

centage.

The Transportation Act of 1920 plainly contemplates leaving the individual railways in each
group to obtain such results as they are able from the group rates, relying upon their respective
advantages (or lack of them) in location; efficiency of management, design and organization. To
do otherwise would confiscate the economies of some railways and might place a premium upon
the inefficiency of others. If such discriminations within groups are to be made it would perhaps
seem easier to obtain a measurably satisfactory return at the expense of other carriers, or by
diverting shares of the revenue in which the Government may have a substantial interest, than to
obtain equally satisfactory results by the development of economies. It would tend to discourage
future expenditures of money to effect economies of operation should increased returns obtained by
past expenditures for such purposes, be diverted to less progressive lines.

4
Moreover, there is nothing in the conditions peculiar to New England which would warrant the
action proposed. These peculiar conditions are (1) the very high proportion of passenger train
mileage to total train mileage, (2) the high proportion of less than carload freight as compared
with total freight tonnage, (3) the very substantial volume of traffic moving in and out of New
England by water, owing to the concentration of population within a narrow area adjacent to tide-
water, (4) the fact that the territory is contiguous on only the west to other portions of the Eastern
rate group and (5) the character of the products of its manufacturing establishments. In other
respects conditions in New England are closely paralleled elsewhere. Railways that are unable to
earn a fair return under existing conditions can be found in any region. Only the three southern-
most States of New England show the relatively high proportion of passenger traffic that exists
there and, it is not evident that with a proper adjustment of passenger rates this situation would
not have its compensations.

In connection with the water situation as it affects the railways of New England, I have had
taken off of the 1910 census returns a statement of the population in each of the New England
States located within 25 and 50 miles of tide, the work being done for me by Marwick, Mitchell,
Peat & Company, chartered accountants.

By ATTORNEY EXAMINER GERRY:
Q. You say 1910?

A. Yes. Those were the latest figures available—at least, available to me in the time I had.
I understand the present census has been completed, but I haven’t got the official data. I shall,
however, be glad, if the figures are available, to make a similar statement at this time.

That statement I offer as an exhibit. It shows that in Connecticut 64.75 per cent live within
25 miles of the coast line; 96.98 per cent live within 50 miles. As a matter of fact, the 50-mile
stretch pretty nearly takes in the state.

In Rhode Island, 98.55 per cent live within the 25 mile distance, and all of them, of course,
live within the 50 mile distance, as the state is no wider than that.

In Massachusetts, 51.2 per cent live within 25 miles of tide and 61.76 per cent within 50 miles.

In New Hampshire, 19.44 per cent live within the 25 mile distance, and 57.15 per cent within
the 50 mile distance.

In Maine, 58.75 per cent live within the 25 mile distance, and 77.82 per cent within the 50
mile distance.

Or, taking all New England, 56.21 per cent live within the 25 mile distance, and 73.04 per
cent live within the 50 mile distance.

Q. You say, “taking all New England?”
A. All New England; yes, sir.

Mr. Newcomb: I ask to have that received in evidence and marked as an exhibit.
(The document referred to was received in evidence, marked “Defendant’s Exhibit No.
130, Witness Williams,” and the same is forwarded herewith.)

5
The Witness: If especial difficulties exist in New England it can scarcely be otherwise than
that they relate to local rather than to interchange traffic. The railways of that region take or
deliver the traffic interchanged with other lines in precisely the same condition that their connec-
tions deliver or take it. It is not transferred en route but arrives at the destinations in the cars
in which it was originally loaded.

The only exception to that is l. c. 1. traffic, which passes through transfer stations en route,
moving in one direction or the other.

By ATTORNEY EXAMINER GERRY:

Q. You mean to say, by that, that if the loading in New England per car is lower than in
Central Freight Association or Trunk Line territory, that fact does not affect the interchange
traffic?

A. That is correct; yes, sir.

The tonnage in the car when given to us, of course, is just the same as it was moving over
their line, or vice versa.

The commodities and classes, the aggregate tonnage, the types of cars, the number of loaded
cars, the average load in the cars, etc., are identical. Hast and west of New England this inter-
changed traffic must require equal track facilities and equal expenditure of the efforts of men and
motive power per mile of road haul and for yard service. Substantially equal station labor and
station facilities must be necessary at the respective terminals. With these equivalent demands
upon labor and materials, if the railways of New England are unable to operate upon equal terms
with their connections, the difficulty must arise from insufficient local traffic or other local condi-
tions and not out of anything directly appertaining to the interchanged traffic.

The results obtained in any two or more sections of a rate group result from their relative
rate structures as well as their relative operating costs. The New England lines have undertaken
to prove that the operating costs in New England are greater than on the other railroads included
in the Eastern rate group. They have shown estimates of a division of the costs as between pas-
senger and freight service. Although they have shown separately the traffic local to particular
roads, the traffic local to New England territory and that handled by two or more New England
carriers, and also the traffic interchanged with Trunk Line and Canadian roads, they have not sub-
mitted any testimony as to their relative costs of handling these different classes of traffic. Nothing
now in the record of this proceeding throws direct light upon the question whether the traffic local
to particular lines and that exclusively interchanged among lines in New England territory is self-
sustaining.

I want also to raise some question as to the division of expenses between passenger and
freight. The information is rather meager. They show the cost for certain selected items. Those
are the items which can reasonably be distributed as between passenger and freight. The capacity
of a railroad line is not measured by tons, not measured by passengers. The capacity of a line is
measured in trains, and trains operated at varying speeds reduce the capacity of the line.

6
 

That is why, in France, all the trains moved at a uniform rate of speed during the war
they were passenger or freight; and, therefore, when it comes to the fixed charges or the |
the capital, and when it comes to the maintenance and other items of that kind in connec
the main line, clearly, with two-thirds of the train mileage on the New Haven and consider
50 per cent of the train mileage on the Boston & Maine being passenger train mileage,
assume that the passenger train service as to those lines would be called upon to carry it
tion of the burden.

Furthermore, strictly freight railroads do not maintain their track at quite the same

as those with high speed passenger service.

Now, as to the division of cost, there has been no testimony that I have seen separatins
load from the less carload, the number of tons of each which are handled, and it would
sary to have that subdivided as between the traffic local to one road, the tonnage which is
between two or more carriers within New Engand and the tonnage moving to and from 1

lines.

In subdividing the terminal cost which, as I understand it, includes the station cost, 1
worked it out on a ton-mile basis. It costs just as much to handle that ton of freight at <
whether it moves one mile, sixty or a hundred. So there is no relation between ton-mile
the station cost in the way in which it is used in this record.

And, furthermore, there should be some analysis of the average length of haul, so as
separately the average length of haul for traffic local to one road, the inter-line traffic handl
New England and the inter-line traffic which is interchanged with the Trunk Line and (

roads.

Cunningham Exhibit No. 17 shows that the average length of haul for revenue freig
Grand Trunk Railway in New England and the seven railroads operated by the complain:
ing the year 1918 was 100.64 miles. According to the Interstate Commerce Commission’s
nary Abstract for the year 1918 the average length of haul for all New England carr
103.44 miles. Mr. Cunningham shows an average distance hauled of 153.39 miles for certa
Line and Central Freight Association roads, while the Commission’s Preliminary Abstra
an average of 144.23 miles for all of the roads in these territories.

No attempt, however, has been made to compare the average length of railroads in }
land with the railroads outside of New England, and presumably a road that is only 40
length could not have an average distance hauled in excess of that distance; and when we
the many lines which operate from New York to Chicago, we would naturally expect to 1
slight difference in the average distance hauled.

Cunningham Exhibit No. 17 shows, for the seven roads of the complainants, an a
revenue ton miles of 8,802,281,375 and an aggregate revenue tonnage of 87,501,565. Mr.

a
testified that the tonnage figures include duplications, each ton being counted as a ton for each
road by which it was handled, (that is, on pages 52 and 53 of the Record). Excluding duplica-
tions, the tonnage was stated by him as 53,854,253 tons. Dividing this into the aggregate rev-
enue-ton mileage indicates that were the seven complainant railroads to be consolidated into one

system, the average length of haul of revenue freight would be approximately 163 miles.

By Mr. NEWCOMB:

Q. Before you leave that subject, Mr. Williams, would the length of haul be affected by the
concentration of population along the seaboard?

A. That depends somewhat on the way it moves. With the railways as constructed it might
possibly reduce the average length of haul on that part of the New Haven within Connecticut.
There would be part of it that would not be materially affected.

When it comes, however, to Rhode Island, I should not say that it would have any material
effect.

When it comes to Massachusetts, they certainly are fortunate in having the people at the east-
ernmost end of the state. It gives them that large volume of traffic over the greater part of the line
east of Mechanicville up to within 20 or 25 miles of Boston.

I should say that they might reasonably expect to get the haul through to Ayer on the greater
part of their traffic, and when it comes to Ayer then it begins to thin out.

By ATTORNEY EXAMINER GERRY:

Q. Mr. Williams, did you say that you knew of no testimony in the case as to the average
length of the New England lines as compared with the average length of lines in Trunk Line and
Central Freight Association territory?

A. As to the length of the roads, I do not recall it; no, sir. I have endeavored to go through
the testimony. I have been on my back, in bed, a good part of the time, and I have had to read
the extracts made for me in order to get through. If there is such testimony, of course I would

accept it.

Attorney Examiner Gerry: Is the Examiner correct in recalling that there was such testimony?
Mr. Choate: Yes, Cunningham Exhibit No. 18.
The Witness: Then, I withdraw that. That [ have not seen.

By Mr. NEWCOMB:
Q. Did you conclude your comment on the length of haul?

A. When it comes to Maine, it is purely a question of mathematics until you get over a certain
distance, where the location of people along the coast tends to probably reduce the length of haul, as

against being spread out over the state, as they are in most of the other states.

8
Vermont and New Hampshire are sparsely settled, and I do not feel that as to those states—
well, New Hampshire is 84 per cent within 25 miles of tide. That leaves very few people for the
rest of the state. But the relative number of people there is not so great. Of course, it would
change the distribution of traffic if the people were not all concentrated in that limited space.

I should assume, as to the lighter traftic lines, like those operating north, in New Hampshire,
Vermont and Maine, that it then becomes a question as to the character of trafiic handled. To the
extent that it is manufacturing, if it is centered all at one place, then it would have some effect;
but if it is of an agricultural character, then it would not have, I assume, a very material effect.

Now going oack to the 163-mile average distance haul, as the total tonnage reported by the
seven lines aggregates 87,501,565 tons, and eliminating duplications reduces this totai to 53,854,253
tons, it is evident that 33,647,312 tons represent auplications of tonnage by reason of a consider-
able volume of traftic being handied by at least two carriers and, therefore, that the New England
lines do have a substantial volume of interchange or overhead traffic.

They have shown the interchange traffic there on the local New England business, but I do
not recall seeing the figures as to the twatlic coming from Trunk Lines which moves up in there; and
the difference between that local interline tonnage and this figure, of 33,647,312, would indicate the
traffic that apparently passes over one line to get to another.

If station expenses in New England are greater than on other lines included in the Hastern
rate group, the fact cannot properly be attributed to interchange traflic. I have prepared a state-
ment from data contained in the Commission’s Preliminary Abstract of Statistics of Common
Carriers for the year 1918 which shows that of 27,695,089 tons originating at stations in New Eng-
land, located upon complainant lines, 4,042,218 tons, or approximately 14% consisted of less than
carload traffic. All carriers in the Eastern Rate Group, other than thee New England carriers,
originated an aggregate tonnage of 654,670,323 tons, of which 24,764,521 tons, or less than 4%
consisted of less than carload traffic. I would like to offer that as an exhibit.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 181,
Witness Williams’, and the same is forwarded herewith.)

Platform labor at stations is required for less than carload traffic only, and each consignment
of less than carload traffic requires approximately the same clerical effort on the part of station
and auditing forces as that required for a carload shipment.

I offer as an exhibit a statement showing road freight locomotive miles and train switching and
yard switching locomotive miles, freight service, during the year 1918, based on data contained in
the preliminary abstract of the Commission.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 182,

Witness Williams,” and the same is forwarded herewith.)

The Witness: From this Exhibit, No. 132, it appears that the total freight train switching
and yard freight switching mileage of the New England lines, excluding the Canadian Pacific and

9
Grand Trunk, was 61.91 per cent of the total road freight locomotive mileage for the year 1918;
while on the roads having interchange with the New England lines it was 68.10 per cent, and on
all roads in the Eastern group other than the New England lines, it was 71.60 per cent.

By MR. CHOATE:

Q. Would you mind explaining just what the point of this exhibit is?
A. What is that?

, Q. Would you just state brietly what the point of this exhibit is?

A. Yes; Iam coming to the question of facilities and terminal cost. It may be you have a
lack of facilities. I am also going into the question of mileage. The next two go together. So
far as this particular statement is concerned, it does not indicate, from that standpoint, that your
switching service, in proportion to your road freight service, is out of line with the other terri-
tories.

By Mr. NEWCOMB:
Q. Why did you combine train switching and yard switching?

A. It is purely a question for the operating man to determine which is the more economical,
train switching or yard switching. If there is not sufficient switching service required at a sta-
tion to necessitate the operation of an engine locally in switch service, then that switching is per-
formed by the road freight crews. That is why the separation is made as between train switch-
ing and yard freight switching. I combine them also in the total. That explains both. You
must take them into consideration, because you may substitute one for the other.

I offer, as an exhibit, a statement showing the miles of road operated during the year 1918,
based on data contained in the preliminary abstract of the Commission for the year 1918.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 133,
Witness Williams,” and the same is forwarded herewith.)

The Witness: This exhibit, No. 133, indicates that the percentage of yard track and all sidings to
miles of road of the New England lines, excluding Grand Trunk and Canadian Pacific Railway, was
58.06%, while for all the roads in the Eastern rate group, other than New England, the percent-
age was 71.46 and for the roads having interchanges with the New England lines the percentage
was 88.98. I am going to take these three statements together.

I offer, as an exhibit, a statement showing the average number of manufacturing establishments
per mile of road, taken from page 57, Vol. 8, 1910 Census, or 13th Census of the United States.

(This statement referred to was received in evidence, marked ‘Defendants’ Exhibit No. 134,
Witness Williams,” and the same is forwarded herewith.)

The Witness: This exhibit, No. 184, shows that for each mile of road in New England there were
3.201 manufacturing establishments, while the average in the Middle Atlantic States was 3.257, in the
East North Central States 1.348, and in the States of Delaware and Maryland it was 3.161. These data

10
do not suggest any significant difference between the distribution of industries in New England
and in the balance of the Eastern rate group. The effect of the slight difference that appears can-
not have been very great.

By ATTORNEY EXAMINER GERRY:

Q. Does the census report show the total capitalization of the industries by the same dis-
tricts?

A. My recollection is it does. I can furnish that. I have it, I think, later, as to total for New
England, and then I simply use the total of the group outside; but I could work that out, I think,
by these same districts. I think it is shown by states, so that it could be shown, if you would like
to have that done.

Q. Suppose you supplement this exhibit with that data?
A. Very well.

I would call attention there to Exhibit No. 132, that while it shows the train switching on the
New England lines, the train switching mileage on the New England lines is a little greater per-
centage of the road freight mileage than is the fact for the rest of the Eastern group; as to yard
switching, theirs is only about 50 per cent of the total, while the rest of the group is much in
excess of that percentage of the total. So, it is by bringing those two together, the two items
which cannot be considered separately, that we get the full relation, and a better basis of com-
parison.

It has been suggested by the complainant lines that they have a heavier expense in handling the
traffic they receive from us, by reason of the necessity of distributing that over New England,
which they claim makes the cost heavier than ours. They did not, however, give any consideration
to all of the things which go into the collection of this freight before we forward it to them. The
quantity of cars which they receive at each of the important junctions in a day clearly indicates
that they are in the same position we were at our initial point, in so far as their ability to make
up trains from the starting point is concerned, excepting that we have to go around to the dif-
ferent industries and collect that stuff to get it into our working yard and classify the freight before
we can get the tonnage moving forward. It makes no difference when it comes to the junction
point. All they have to do is to classify it, then, for their own lines, and they are in a position to
make up full trains. When you come to look, however, westward, the situation is somewhat dif-
ferent. To a large extent your eastbound movement is carload traffic, and therefore you can deal
pretty largely with just cars; but when you go westward and you go into the question of distribu-
tion, we have the proposition of distributing all over the United States, and of course, so far as the
defendants are concerned, or so far as those in the Eastern rate group are concerned, distributing
over our territory and passing on to our connections beyond less than carload traffic in much greater
proportion than any less than carload traffic we give to the New England lines. For example, take
the less than carload freight coming to The Delaware and Hudson from the Boston & Maine. All of
that traffic reaches us at Mechanicville. A very substantial part of that traffic must go to the
transfer station at Mechanicville for rehandling.

11
By Mr. NEwcoms:
Q. Does that go to Mechanicville in carloads, although it is less than carload traffic?
A. All freight interchanged is handled in cars.
Q. It goes in practically full carloads to Mechanicville, does it not?

A. It would vary in volume, depending on the quantity of traffic moving from their various
loading stations. Generally speaking, traffic moving to transfer stations has a greater average ton-
nage than the traffic moving on the final 50 or 100-mile run, where the distribution is ultimately
made. After that traffic is handled at Mechanicville, assume, for example, it is going to a point
between Columbus and Indianapolis, on the Pennsylvania. As to how it is loaded, that is dependent
upon the volume of tonnage at the time. You load it in a car for Wilkes-Barre transfer, which is a
junction point between the Pennsylvania and The Delaware and Hudson. Hither Mechanicville or
Wilkes-Barre, as the case might be, would make a car for Pittsburgh transfer, unless there was suffi-
cient volume of traffic to justify making a car for Columbus, Ohio. Handled at Pittsburgh transfer,
they load it in a car for Columbus, and when it moves out of Columbus on a train headed towards
Indianapolis, the traffic is then handled by the way-freight crews; so that as against the distribution
of carload traffic in New England, we have a very much more expensive job of distributing less than
carload tonnage west of New England. Of course, to the extent that we receive carload traffic from
New England, we have all the expense of distributing that carload traffic.

Attorney HKxaminer Gerry: We will take a recess for five minutes.

(At this point a brief informal recess was taken, at the conclusion of which the hearing
was resumed as follows:)

Attorney Examiner Gerry: You may resume, Mr. Newcomb.

By Mr. NEWCOMB:

Q. Will you proceed, Mr. Williams?

A. As I said, in the statement with reference to the work of distribution, consideration must
be given to the work of assembling and other work incidental to getting that traffic in trains. For
example, you have the industries spread out over your line, and have to go around and pick up the
car, just the same as the New England lines have industries or consignees distributed over their
line and have to peddle them out. Now, it may be true that at the point of origin there will be a
greater tonnage originating with one shipper than the volume of traffic handled by one consignee.
But I have seen no comparison of the figures of that kind. But take, for example, a mine. The
originating line has to furnish the cars, as a rule. The mines do not work Sundays, and they do
not work holidays. Generally speaking, the consignees do not, so, to that extent, we are about even.
But in the mines they have a different idea of holidays than usually the employes of the consignee.

In the anthracite mines they celebrate every church holiday, practically, and they celebrate
the national holidays of practically all the countries represented by the employes at the mine.

12
We have something over 32 dialects. They also have what are known as “button strikes.” That
is the means provided for collecting the dues. This is also true as to bituminous mines. If the
dues are not paid, the men decline to go in the mine until the employe is wearing a union button.
That means the mines close down at least for that day. Then, you must have the cars in sight for
loading. The men will not go into the mine in the morning unless there are some cars there to
be loaded, some railroad cars. In the bituminous mines they are even more strict than the an-
thracite. In many districts they take the position that there must be in sight sufficient cars to
take care of a day’s operation.

Now, to meet those conditions and to overcome the effect of any delays to your road move-
ment, especially in the handling of your empty cars, getting them back through the day, you have
got to get your empties there in advance of what you might do for another producer of tonnage.
Generally speaking, we figure on having from 100 to 200 cars in the district over and above what
we might need. That is, we count on having on hand and in sight, about 200 cars more than would
be loaded, in order to reasonably insure the mines operating as against those adverse conditions.

Q. Is that condition affected by the condemnation of coal loaded in cars?

A. As to bituminous coal, generally speaking, that is not affected. In the case of anthracite,
it all must be inspected for market, because it is mechanically prepared, and from 12 to 18 per
cent. of the cars will be condemned after they are loaded, condemned as to the quality of the coal.
Some of those cars, on reinspection, may go forward; but a substantial part of them, a very sub-
stantial part of them, are placed back in the empty yard, and must pass through the breaker
again for rehandling. Practically none of the mines has sufficient track capacity to hold enough
empties for a day’s loading, and a loading yard to take care of a day’s operation. In some places
it is necessary to switch twice, and in some places three and four times.

After you have gotten all these cars loaded, in a bituminous or anthracite mine, you have dif-
ferent sizes of coal. They are not quite as great in the bituminous as in the anthracite; and you
have different customers for the different sizes. Then, you have customers located over a very
great territory, and you are endeavoring to please each of them by helping them out a little, with
the result that these cars are billed to various places and to all points of the compass, so that those
cars must go into the working yard. All of those cars do not go just to one connection, and do
not go a substantial distance. You will find that traffic starts going off within 10 miles, 20 miles,
or 30 miles of its point of origin, so that you not only have to separate it by towns for movement
over your own line, but you have to separate it for the various connections. But it necessitates
that rehandling through the working yard, and when you start out of that classification yard, as
I have said before, you are in no different position than the New England lines would be if at
the point they receive the freight they classified that freight in the working yard so that they
could make up their trains to move, just as we make up our trains to move over our line.

When you get into other industries that do not produce the tonnage, quite possibly, in that
volume, then, of course, you have a little different situation, but you do not have all these other

13
things, possibly, that 1 spoke of. But you still have to pick it up. You have the collecting expense,
and in one case you simply put in the empty and pull out the load, while down in New England
they put in the load and they may pull out the empty. While you have the empty haul back to us
of the coal car, we have the empty haul of that car back to the mines.

Professor Cunningham and Mr. Slater discussed at considerable length, in their testimony,
the alleged adverse effect on the New England operations of the low average length of haul, and
also of the numerous branch lines and the consequently large number of junction points, more par-
ticularly with reference to the Boston & Maine and the New York, New Haven & Hartford Rail-
road, which were said to be quite similar.

{ offer, as an exhibit, a statement of freight train and freight locomotive performance, mixed
and special trains not included, for the 12 months of the calendar year 1919, compiled from monthiy
statistics of the United States Railroad Administration, series O. S. 1-3.

(The paper referred to was received in evidence, marked ‘Defendants’ Exhibit 135,
Witness Williams”, and the same is forwarded herewith.)

The Witness: This exhibit, No. 135, shows that the New England lines are able to utilize a
higher proportion of the tractive power of their locomotives than other railways in the Eastern
group. The per cent. of the tonnage actually moved to the engine rating on the railroads in the
several operating districts defined by the Director General, and which are embraced in the Eastern
Rate District during each month of 1919, are as follows:

 

Months New England Central Ohio-Indiana Allegheny Pocahontas
JAMA occa cccssscsscscpncconitesscctnce 66.4 59.0 60.1 60.7 68.3
FRO LUALY isos sssneeeecseseeseceseesecneee 69.0 61.0 63.2 63.0 72.2

70.5 63.7 66.1 66.2 74.7
74.1 68.3 67.0 69.5 74.2
75.4 71.1 67.6 12.9 16.7
76.0 As 69.2 73.8 76.8
15.8 F214 69.1 72.2 17.9
74.8 43.0- 70.1 74.0 78.3
76.2, “tt4— 70.7 73.5 17.7
76.3 70.4 69.3 71.5 77.2
NOVOM DEY occ eeeseceeesseecceeeeeeeenee 73.3 65.9 64.8 66.3 73.9
SBT =Xe1=1441 0) ee B 68.1 59.8 60.4 60.6 70.1

These percentages indicate that the loss of tonnage due to picking up and setting off cars
between terminals and all other causes adversely affecting the ability to move tonnage equal to the
rated capacity of the locomotives was less in New England than the average of all the other lines
in the Eastern Rate Group. The same reports of the Director-General show that the difference be-
tween the gross ton miles per locomotive mile obtained in the months of most favorable weather con-
ditions and in those in which such conditions are most unfavorable to operation was smaller in New

England than in the region west of the Hudson river.

14
According to Cunningham Exhibit No. 17 the Bangor & Aroostook Railroad had a higher aver-
age length of haul for revenue freight than any other of the eight carriers shown thereon and ap-
proximately 24% greater than the average for the eight lines. Notwithstanding this, the Bangor &
Aroostook Railroad obtained an average of only 41 miles per locomotive day as against an average
for the eight railroads of 48.7 miles. Although the conditions are said to be similar on the Boston
& Maine and the New Haven, the former shows an average mileage per locomotive day of 54.5
miles and the latter an average mileage of only 41.9 miles. The Central New England, which had
an average haul of only 70.44 miles or 70% of the average for the eight lines, had the third high-
est average miles per locomotive day, namely, 52 miles, which was 3.3 miles greater than the
average for the eight New England lines.

By examination of the exhibit, which does show the gross ton miles per train mile, and an
analysis of that column month by month, it is possible to show the loss of tonnage in winter months
as against the tonnage handled in the summer months in the various groups adopted by the Direc-
tor General for the purpose of operation during the period of Federal control.

There has been some discussion of the relative amount of traffic handled into New England by
water: They also handle traffic out of New England by water. I have no figures on the outbound.
I offer, as an exhibit, a statement showing the tonnage of anthracite and bituminous, and the total
coal tonnage moving into New England separately by rail and water, for the years 1917 and 1916.
I think we have a later statement than that, whichI want to put in, which Mr. Pearson has furnished.
We are trying to locate it.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No.
136, Witness Williams’, and the same is forwarded herewith.)

The Witness: This also shows the water tonnage, separated as between tidewater and water,
the tidewater tonnage being that part of the tonnage which reaches New England by water and
moves back by rail? The water tonnage is not handled by the railroads.

I offer, as an exhibit, a statement showing the tidewater shipments of bituminous coal to New
England for the calendar years 1915 to 1920, both inclusive, shown separately by months, the figures
being taken from the United States Geological Survey reports, No. 152 and subsequent reports.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No.
137, Witness Williams”, and the same is forwarded herewith.)

The Witness: I would like to locate that other statement later, and have it inserted at this
place, because it has a relation to these same figures.

This statement shows, for bituminous coal, the tonnage reaching New England by water:

LOLS sooesscsesns Sones satsseos ess 11,960,000 tons
VOLO so te eee ee cote eee 12,686,000 “
WON P2225 Si Teen ree oes oS 11,798,000 “
TOTS oe he eee ei 15,268,000 “
1919 Jos Ske oe ee eas S 8,385,000 “
PO2022.22cSs coos oo 2 ese esos ce 10,457,000 “
Later on there will be an exhibit introduced which will show the coal production of the coun-
try, and it will indicate that 1918 was the year of maximum production, and that in 1919 there was
a very, very heavy falling off as compared with 1918, while 1920 is the second highest in the history
of the country. The figures are not materially out of line when giving consideration to the fluctua-
tions in tonnage, and would indicate that possibly as to 1920 it was slightly below the average based
on the total production, and assuming New England took as much coal as in other years. But I
think the statement furnished by Mr. Pearson will show that a little bit more fully.

Exhibit 136 showed that for 1917 the total coal forwarded to New England was 37,893,119
tons, of which 20,208,929 tons moved all rail; 4,929,907 tons reached New England by water and
were then forwarded to destination by rail, and 12,759,283 tons reached New England by water
and were not transshipped by rail. During the year 1916 the total reaching New England was
37,110,897 tons, of which 17,014,595 tons moved all rail, 5,941,142 tons reached New England by
water and were transshipped by rail, and 14,155,160 tons reached New England by water and were
not transshipped.

Although the New England lines may originate no coal tonnage, Exhibit 136 indicates that coal
reaching New England by rail and water constitutes approximately 47 per cent of the total freight
tonnage—except that that does not give allowance for the other freight tonnage that might reach
New England by water, and which I did not have.

As to fuel costs, Prof. Cunningham’s statement of fuel costs, Exhibit No. 29, shows as follows,
on basis of average cost, first eight months of 1920; and this is an estimate of the tons of fuel con-
sumed during the calendar year.

I do not believe it is necessary to read into the record the actual tonnage that is shown on the
exhibit, but it is shown separately for freight service and for passenger service, and then the total
for the two classes of service; the aggregate cost is shown, and a comparison with the total for
Trunk and C. F. A. I do, however, want to call attention to the cost per ton.

Bangor & Aroostook___.____--____-.-_---_---------- $7.15
Boston: & .Mame- 23 ee 7.19
Central New England______-_-______________________ 6.58
Central: Vermont) <5.) 222255050 ee en eo ee 6.85
Grand Trunk in New England______________--------- 7.92
Maine ‘Cent¥al 2.2 Soe ee ee ee 9.97
New Haven. sos 2e5 ooo Soe ee eee ee Se ee 7.28
Rutan Ge a a ale ear eae 5.14

The statement indicates a total of 2,048,715 tons for freight service; 1,581,670 tons for pas-

senger service; total for both classes of service, 3,630,385 tons, at an aggregate cost of $26,759,725,
or an average of $7.37.

The total for Trunk and C. F. A. lines was shown as 28,777,551 for freight service, 10,997,366

16
for passenger service; total for both classes of service, 39,774,917, at an aggregate cost of $150,-
746,935, or an average cost per ton of $3.79.

In Brigham Exhibit No. 5, the aggregate freight charges paid to Trunk Lines on fuel coal for
the above New England lines, excluding the Grand Trunk, on basis of 1919 consumption (1920
being said to be much greater), is shown as $8,591,915 and 40% increase in said freight charges is
shown as $3,824,634.

Assuming that $8,591,915 represents the total freight charges and deducting that amount
from $26,184,195, (i. e., the total cost shown on the Exhibit less cost to Grand Trunk $575,530),
leaves a net cost, exclusive of freight charges, of $17,592,280, or an average price of $4.95 per ton.
The average cost per ton of fuel coal for Trunk Line and Central Freight Association lines
is shown as $3.79, but this cost of $3.79 per ton includes freight charges, so that the price
exclusive of freight charges, would not be in excess of $3.50 per ton. I have to say that I have
simply roughly estimated that amount and feel that 29 cents is probably an under-statement. In
other words, the New Engiand lines are paying not less than $1.45 per ton for coal (exclusive of
freight charges) in excess of the price paid by other lines, if I understand their figures. The
lines west of New England are expecting to save ai least 50 cents per ton after April 1st, next,
so that the New England lines should effect a saving of about $2.00 per ton.

Generally speaking, our fuel coal is covered by contract; otherwise we would effect a substan-
tial part if not all of that saving at the present time. The coal year ends March 31st; the con-
tracts are all made on that basis.

The fuel tonnage covered by Cunningham Exhibit No. 29 does not include all the New Eng-
land lines, nor does it include the fuel coal reaching New England by water. I would say in con-
nection with my Exhibit 136 that I am inclined to feel that it does not include the Bangor & Aroos-
took and the Maine Central. I think it includes all other lines. In the statement of revenue
needs of New England filed by counsel for complainants at the first informal hearing before the
Commission, it is stated on page 3, that

“The increased cost of fuel of 1920 over 1919 has been $13,000,000.”
“The increased cost of fuel of 1920 over 1916 has been $25,000,000.”

Cunningham Exhibit No. 29 shows the fuel consumed during the calendar year 1919 was
3,630,385 tons, and the estimated cost for 1920 is $26,759,725. Deducting $25,000,000 therefrom,
would leave a cost of $1,759,725 to cover the price of coal at the mines, plus freight to New Eng-
land on 3,630,385 tons, or for 1916 an average cost per ton for coal at the mines plus freight to New
England of only 48.48 cents. Presumably the tonnage and costs include coal for road freight and
passenger train engines only, and the estimates submitted at the informal hearing of the increased
cost does not include coal for switching service, mixed train service, shops, stations, etc. Data for-
warded to me by the Presidents of New England lines show a total fuel coal consumption on all
New England lines in excess of 6,000,000 tons, which on basis of $2.00 per ton reduction in price
f.o.b. mines would permit of an annual saving of approximately $12,000,000.

17
The Barge rates on bituminous coal moving from various Atlantic Seaboard ports to Boston
and Portland according to data furnished me by Messrs. Garfield & Proctor, wholesale coal dealers,
Boston, Mass., are as follows:

 

 

 

BOSTON PORTLAND
1 yr. ago|6 mos. ag 1 yr. ago|6 mos. ago,
Port 1919 1920, 1919 1920,
Nov.& } June & | Present rate | Nov.& | June & | Present rate
Dec. July Jan. 19, 1921 Dec. July Jan. 19, 1921
Perth Amboy (N. Y.)--| $2.00 $2.25 | $1.50 to $1.85] $2.15 $2.40 | $2.00 to $2.10
Philadelphia __________ 2.50 2.75 2.25 2.75 3.00 2.40
Baltimore ~___________ 3.00 3.29 2.50 3.25 3.50 2.65
Hampton Roads _______ 2.50 2.75 2.25 2.75 3.00 2.40

 

 

 

These rates indicate a substantial reduction since June and July, 1920.

There has been placed in the record a statement which shows the barge rates in 1916 and 1917,
as I remember the figures. Those indicate rates very substantially less than this. They do indicate
that for the present the New England lines are paying more for water transportation than they did
in those years. These figures, however, show a substantial reduction, and it is reasonable to expect
that still further reductions may be secured. In fact, since securing this data I have been furnished,
through the officials of the Chesapeake & Ohio, a statement of barge rates from Hampton Roads,
showing, on tonnage other than Shipping Board vessels, a rate of $1.75 to Providence, $2.00 to Bos-
ton, and $2.25 to Portland.

To the extent that reductions occur in the barge rates, of course reductions can be had in the
cost of fuel to the New England lines, in so far as the traffic moves by water or in so far as the
rates then become lower than the all-rail rates.

Mr. Cunningham and Mr. Brigham claim that under the 40% increase in freight rates the
New England lines will pay $3,824,634 additional freight revenue to Trunk Lines. Normally,
approximately 45% to 50% of the fuel coal for the New England lines reaches New England by
water. Therefore, when figuring the increased cost of fuel on the basis of 40% of freight charges,
he has apparently added 40% to the water rates, no part of which accrues to the Trunk Lines, or
he has not given consideration to what the situation will be with the water rates more nearly
normal. They have also included the freight charges presumably paid New England lines for their
proportion of the haul.

In this connection it should be borne in mind that coal mines are not located on the lines of
all the carriers in Trunk Line and Central Freight Association territory, and that many of
these carriers buy coal at points which are not on their lines in order to procure it from mines
nearer to the points of consumption and they are obliged to pay freight charges on such purchases.
In other words, even those that have mines located on their lines go off their lines to buy coal by
reason of the very long haul and the cost to them if they had to haul it the distance, and take it
then from the nearer mines. Over 60% of the fuel coal used by the anthracite carriers, other
than the Pennsylvania and Erie, which also have bituminous mines, is bituminous coal and must

18
be purchased at mines on other railroads. Little, if any, of the coal is loaded on the engines at
the point of production, so that all roads, whether in New Engiand or outside of New England,
must handle practically all their fuel from the points of origin to the places of consumption and
the cost of transporting this coal has necessarily increased with the increased cost of labor, ma-
terial, etc. The average length of haul of company freight on lines in the Eastern rate group,
exclusive of the New England lines in 1918 was about 115 miles, while the distance such freight
was carried by the New England lines was only 62 miles. Therefore, to the cost of fuel coal as
shown in the reports, there should be added the cost of handling the extra distance of 53 miles on
the lines west of New England and which cost necessarily has increased with our increased operat-
ing charges. To the extent that the lines in Trunk Line and Central Freight Association terri-
tories pay a smaller amount per ton for freight charges on coal, the difference is due to the natural
advantages resulting from the proximity of their lines to the places at which coal is produced.

The total production of bituminous coal in the United States during the calendar year 1920 was
approximately 50,000,000 tons in excess of the average annual production of the preceding five
years, and about 122,000,000 tons in excess of the average annual production, of the five-year
period preceding the war.

I offer as an exhibit a statement showing the bituminous coal production 1910 to 1920, showing
also the total exported, and of that exported showing separately that exported to Canada.

The total exported to Canada is included in the total export tonnage.

It also shows the average per year, 1910 to 1914, which I term the five pre-war years, and the
average for the five years 1915 to 1919, and separately the tonnage for the year 1920.

(The statement so offered and identified was thereupon received in evidence, marked
“Defendants’ Exhibit No. 138, Witness Williams”, and the same is forwarded herewith.)

The Witness: I offer as an exhibit an extract from an article in the ‘‘Coal Age’ of December
23, 1920, on the bituminous coal price situation, showing the prices of spot steam coal, mine run
basis, net tons f. o. b. the mines, for November, 1919, May, 1920, August 5, 1920, December 9, 1920,
December 16, 1920, and December 23, 1920, and then, taken from subsequent issues of the same
paper, the figures for December 30, 1920, January 6, January 13, and January 20, 1921, and which
shows a very rapid fall in the price of coal. As you will note, I have been unable to get the printer
to keep up with the reducing price. If I could get yesterday’s coal issue we would have still later
figures.

Mr. Newcomb: I ask to have that received and marked as an exhibit.

(The statement so offered and identified was thereupon received in evidence, marked
Defendants’ Exhibit No. 138, Witness Williams’, and the same is forwarded herewith.)

The Witness: Exhibit 139 shows very substantial reductions in the price of coal f.o.b. the
mines, and that the market is rapidly falling. In view of the over-production during the year 1920
as indicated by Exhibit 138 and the substantial reduction in industrial activity, it is reasonable to

19
anticipate that the price of fuel f.o.b. the mines after April 1st next will not, in normal times, be
in excess of $3.00 per ton, based on present rates of wages and prices of material. I feel that $3
is an overstatement rather than an understatement of the price.

I believe I stated in another case that the carriers west of New England wil! also be able to
make material reductions in their prices of coal with the change in prices herein stated.

It may be found that the disproportionate amount of passenger train service to freight train
service in the New England States, and the volume of traffic moving by water to and from New
England and other local disabilities, are sufficient to create a situation in that territory which does
not exist in the balance of the territony >

  
 

Row e. ‘aced within the Eastern rate group. This, how-

ever, is a condition for which the rem ng lines in the Eastern rate group are in no way respon-

sible and any losses sustained by the New England lines by reason thereof should not be trans-

ferred to the other lines within the group.

SECOND

ARE THE OPERATING COSTS OF THE NEW ENGLAND LINES SO ADVERSELY AFFECTED BY INADEQUACY OF
FACILITIES OR BY METHODS STILL SUSCEPTIBLE OF IMPROVEMENT THAT THEIR GROSS OPERATING
REVENUES DO NOT NOW YIELD PROPER OPERATING INCOME?

Exhibits Nos. 133 and 134 indicate a likelihood that the New England lines have insufficient
yard facilities for handling their traffic. The adverse effect of insufficient facilities was well set
forth in the New Haven report for the year 1919, as illustrated by the following extract from the
remarks of the President of that Company, contained therein:

“Increases in rates alone, except as they rehabilitate the Company and enable it to
acquire funds for enlargement as the volume of traffic demands and the opportunities of
better and more economical operation present, will not fully solve the problem; it also de-
pends at the present time on increasing transportation capacity.

“During 1916 and 1917 traffic exceeded capacity and was handled with difficulty.
Except for the earlier portion of 1918 and the latter part of 1919, capacity for the rea-
sons hereinbefore stated, was more nearly adequate. The result was the handling of the
greater volume of traffic, not perfectly, but in a manner generally filling the demands.
The operating results during the past eight months have again indicated lack of capacity
during periods of heavy passenger travel, of heavier freight movement, and of unfavor-
able weather. The road has been overtaxed accordingly.

“Industry in the territory served by the New Haven expanded largely during war
time. Two hundred and three industrial tracks were extended or added during the past
two years. Present indications are that this expansion will continue. The confidence of
those financially interested after the armistice is shown by the completion during the past
eight months of ninety-three large additions to existing plants or of new construction on
a large scale, smaller items not being included; of one hundred and sixteen additional
similar items which are still under construction; and of information obtained throughout
the territory which, although necessarily more or less problematical, indicates intention on
part of those interested to proceed in the early future with construction plans for nu-
merous additional extensions and improvements of the same general character.

20
“The New Haven system serves a territory with a population approximately fifteen
million, but in particular there are, roughly, four million, including many large cities,
which are served almost exclusively without other means of transportation. Its mileage
is approximately 1% of that of the United States railroads. The gross revenues of the
system about 214%, and the population exclusively served is roughly 334%. Prosperity
of this latter depends almost entirely on the sufficiency of New Haven service.

“Inadequacy of capacity results in congestion, delays to trains, and necessitates much
extra work and duplication of endeavor to accomplish the final results. Service under
such conditions is unsatisfactory to the public and uneconomical to the railroad. The in-
creased difficulty of operation cannot but be adversely felt by the officers and employes. The
trend of operating results is in the wrong direction. With adequate capacity, service to
the public improves. The more favorable working conditions customarily prevailing un-
der normal operation, become possible. The cost of transportation and of car hire can be
brought more nearly to a minimum basis. Expenditures heretofore for increased capacity
have been profitable and have also enabled a more effective use of the property as a whole.
The return from some items is direct. Others indirectly contribute their portion toward
capacity to economically and properly handle a large business. If the operating ratio is
again lowered to say 70% of the income, roughly 30 cents from each dollar increase in
revenue becomes available for net income.”

The Witness: I would just say in that connection that of course that 70 per cent must
have referred to the situation existing before the increase in rates. Generally speaking,
we estimate that the increase in rates will cause an increase of about 8 to 10 per cent in
the operating ratio; so in speaking of 70 per cent there I assume that, translated on the
present-day proposition, that would be nearer 78 or 80 per cent. (Continuing): _

“Summarizing the necessity for increasing capacity, your company must provide
such transportation that the requirements of the many communities depending entirely
upon it will be met, otherwise the prosperity of its territory, which is necessary for its
own prosperity will diminish. Satisfaction, support, and good-will of the public will re-
sult from proper service. The improvement in working conditions will increase the
effective results as well as the interest and loyalty of employes. All of these factors will
operate toward the maximum net income. From whatever angle of view, the maintenance
of the property in condition to normally meet the commercial demands is not only neces-
sary, but promises in the end to be the most satisfactory and profitable.

“The estimated needs on a minimum basis for power and for increased capacity dur-
ing the present year are:

40 heavy freight locomotives
5 passenger electrics

\ $3,500,000

Additions and improvements for increasing transportation capacity
and securing economy in operation_________________-_______ 10,000,000

$13,500,000

“Of the above completion of the freight terminals at Cedar Hill and Providence are
the most pressing.

“With the consolidation of the several roads into the New Haven system, their small
yards formerly existing have been continued in use. Such operation divides and sepa-
rates what should be the proper handling of freight trains and cars. Traffic has in-
creased beyond the capacity of these terminals. Classification cannot be kept up. Trains
and cars are delayed. The capacity of the road as a whole is restricted. The terminal at
Cedar Hill when completed, will enable the receipt of trains, however made up, and of

21
=

cars, whatever their loading, from all directions, their proper classification and reloading,
and then the forwarding in straight trains properly made up and cars properly loaded
for destination to every important gateway and commercial center on the system. Such
operation will unify, simplify and expedite the handling of freight. The Providence Ter-
minal will perform corresponding service with a similar benefit to the lines East. Large
advantages will accrue from decrease in cost of train and terminal service and in car hire.
Capacity of the system will be increased.

“Construction on both terminals was commenced in 1917. Work in 1918 could not be
undertaken until the season was well advanced because financial arrangements were not
earlier possible. A similar condition, resumption of work being at a still later date, ob-
tained in 1919. The delays while unavoidable have been most discouraging. The present
investment in each project is large. Partial and but small use can be made as yet of
either, and the larger advantages which will ultimately result from their completion, are
not being obtained. The present necessities are such that every endeavor will be made to
complete to the extent needed for the present volume of traffic, during the coming season.
The plans of both terminals not only provide for those portions now needed, but also for
additions from time to time as traffic increases.”

ari ee aes,

Sa e

I should like to say that there has been much done to improve the capacity and operation of the
New Haven under Mr. Pearson’s management. I quite appreciate many of the difficulties which have
confronted him during the war period and also during the period after the war, what we call our
reconstruction period. The adverse effects of the coal strike which disarranged transportation, and
subsequently the adverse effects of the outlaw railroad strike, necessarily have brought about con-
ditions other than normal, and my only point in bringing these matters out at this time is to indicate
the thought in my mind that these unusual conditions ought not to control the decision of matters
which are now under discussion, when, as indicated—admitted by their own people—those conditions
are within their power to overcome. And as to the general conditions which confront all of us, we
should expect that they will get their operations back to normal as soon as we are able to get ours
back to normal. I have more in mind there the question of methods of operation—the improve-
ment which can be had in that direction.

Q. (By Attorney Examiner Gerry) Mr. Williams, what effect does inadequacy of terminals

have on the amount of per diem?

A. Mr. Pearson testified that it is his feeling that there is some. If you are not in a position
to make the proper classification of your trains in the initial yard where you handle the freight, you
are going to increase the amount of work in each of the intermediate yards between there and the
final destination of the freight. Generally speaking, the economic location of your terminals is a
hundred miles. That is the ideal location for freight terminals—a hundred miles apart—for slow
freight; but sometimes you have topographic conditions which make that impossible. For instance,
take The Delaware and Hudson. Coming out of the coal territory that is congregated at Carbon-
dale. Now, from there to Oneonta is considerably less than a hundred miles, and then from
Oneonta across to Mechanicville is less than a hundred miles. Then you have a line coming from
Binghamton across; that is the old Albany & Susquehanna; that goes to Albany, and you have
numerous junction points in there.

22
The result there is that we have a constructive mileage of about 15 to 16 per cent. It is ab-
normally high. A study has been made, and we are looking forward to see if it is going to be phys-
ically possible to so arrange those terminals that we might reduce that constructive mileage.

In speaking of constructive mileage, the agreements with the men obligate you to pay them so
much per mile in engine and train service, and then with a minimum day. That is usually figured
at a hundred miles; so that if you operate your crew only 85 miles you have a constructive mileage
of 15 miles. You pay the same wage for the 85-mile service that otherwise you would pay for the
100; and those are conditions which confront every railroad. There is no railroad that has all of its
terminals just a hundred miles apart. I have a situation confronting me out west that is a little on
the other side. Under the old schedules before the passage of the Adamson law, and when your
schedules were based on a ten-hour day, you could have your distance between terminals a little
greater than a hundred miles, and in that case we were working to make the terminals nearer to-
gether than farther apart. But the real effect of the thing is that you have got to pass it through
that terminal every hundred miles unless you do the work in the first instance. When it comes to
the next yard you have got to switch out, because there will be some branching off before you get
to the next terminal a hundred miles away. Now, it is much cheaper to do it in that yard than it is
to do it with train service; and the other thing is that if you escape the re-working through the

classification yard you save that amount of time.
I will illustrate later—I might say it now; I am coming to this question of per diem next.
Q. Do not let me interrupt you.
A. Ihave a point there, and I will bear in mind just what you said on that.

I have a statement which I will offer, consisting of two pages, which will be Exhibit 140. The
larger one ought to be No. 1 and the other No. 2, because it is a summary—140, sheet 1, and 140,
sheet 2.

(The statement referred to was thereupon received in evidence, marked “Defendants’
Exhibit No. 140, Witness Williams”, and the same is forwarded herewith.)

The Witness: Exhibit 140, sheet 1, is a summary of operating statistics, New England lines,
prepared from statistics compiled by the Bureau of Railway Economics, their No. O. S. Series B,
and shows the situation by railroads for each of the first nine months of 1920, being all the data
available at the time that was prepared.

Exhibit 140, sheet 2, is a summary of the statistics for the same nine months, prepared from
the reports of the Bureau of Railway Economics, O. S. Series B No. 9 and O. S. Series 2-3 and 5 of

‘the U. S. Railroad Administration, and shows the information for the Eastern district, tak-
ing the totals as they appeared on the statements referred to. Then deducting from that the New
England district, which figures are also shown separately, gives me the balance of the Eastern dis-
trict; and then the Director General had certain of the lines in the Pocahontas district—not all of
them, but some of them—under a separate Federal manager and they were shown separately, and

23
by adding those I get the total for the Eastern district. Then I have shown the information below
for each of the New England lines.
I am introducing this in connection with the question of per diem particularly.

The freight car miles per day on the New York, New Haven & Hartford for the first nine
months of 1920 averaged only 9.9 miles, as compared with 14.1 miles during the corresponding
period of 1919. In no month of 1920 did the New Haven equal its best month’s performance of
1919, and in only three months did it equal its poorest performance of 1919, 7. ¢., 12.5 miles in Jan-
uary, 1919.

The tons per loaded car averaged 23.5 tons as against 23.2 tons last year. The net ton miles
aggregated 2,228,042,000, as compared with 2,396,168,000 during the corresponding period of
1919. With the improved loading per car and the reduction in net ton miles, the New Haven could
have handled the business of 1920 in approximately 32,000 cars if it had obtained a mileage equal
to that of 1919. The average number of cars on the line was 46,486 in 1920 and 35,866 in 1919.
Handling the traffic of 1920 with 32,000 cars would have effected a saving of about $14,000 per day
in per diem charges for hire of freight cars, or about $5,000,000 per year.

I offer as an exhibit a statement of embargoes either issued by the Boston & Maine against The
Delaware and Hudson or issued by The Delaware and Hudson against the Boston & Maine, in the
years 1916, 1917, 1918, 1919, and 1920; and accompanying that—I assume that probably they should
be separate exhibits; there are two that I have mislaid and I will have to locate—I offer as an exhibit
a similar statement prepared by the Central Railroad of New Jersey in connection with the traffic
routed via the Central Railroad of New Jersey, the New York, New Haven & Hartford, the Central
New England Railway and the Lehigh & New England Railroad for the years 1916 to 1920 both
inclusive; also a statement prepared by the Delaware, Lackawanna & Western of embargoes in effect
against traftic for points in New England account embargoes placed by the New York, New Haven
& Hartford and Central New England during the year 1920; also statement prepared by the Long
Island Railroad Company of cars held for the New Haven Railroad in the year 1920 under rule 15,
which covers reclaims for per diem—in other words, on account of the inability of the New Haven
to take the cars; also a statement prepared by the Pennsylvania Railroad Company of embargoes
placed by the Pennsylvania Lines Hast of Pittsburgh and Erie, also placed by the U. S. Railroad
Administration (Allegheny Region and Eastern Region) affecting shipments moving to and from
New England via Wilkes-Barre, Harlem River, Campbell Hall and Maybrook gateways during the
period 1916 to 1920 inclusive; a statement prepared by the New York Central Railroad and the
Boston & Albany covering embargoes placed against the Boston & Albany; statement covering
embargoes placed by the New Haven or placed by the New York Central against the New Haven
during the period January 1, 1919, to October 22, 1920, affecting business via the New York Cen-
tral and Boston & Albany; and a similar statement for the New York Central in connection with
traffic moving via the Boston & Maine which was interchanged with it at Rotterdam Junction or

Troy.
I have coming down today similar statements which are set up in type and which the printer
was unable to get out last night, from the Erie Railroad and the Lehigh Valley which will com-
plete the situation as to the more important roads connecting with the New England lines. Shall

those have separate exhibit numbers?
Attorney Examiner Gerry: Are they all attached together, Mr. Williams?

The Witness: No; they are not attached together. They could be given one number, though,
as they all relate to one subject, and the New York Central is not in type. I have all the others

in type, as a matter of convenience.
Attorney Examiner Gerry: We will give it one number, consisting of five packages.
The Witness: I have, you see, the New York Central here in this shape (indicating).
Attorney Examiner Gerry: I see.

The Witness: That would be six; and then there will be two that we will add, covering the

other two lines, so as to make it complete.
Attorney Examiner Gerry: Hight packages.
The Witness: Then that will be Exhibit 141.

(The statements referred to were thereupon received in evidence, marked “Defendants’
Exhibit No. 141, Nos. 1, 2, 8, 4, 5 and 6, Witness Williams’, and the same are forwarded
herewith.)

The Witness: Taking the first of those, relating to The Delaware and Hudson, it is an analysis
of embargoes placed by the Boston & Maine Railroad against its connections, and embargoes placed
by The Delaware and Hudson Company against the Boston & Maine and other lines, restricting
traffic moving via the Boston & Maine.

During 1920 there were 129 days during which The Delaware and Hudson had embargoes
against traffic moving via the Boston & Maine, while there were 299 days on which the Boston &
Maine had embargoes against its connections. Allowing for overlapping embargoes, it appears that
there were 216 days on which restrictions were in effect against traffic moving via the Boston &
Maine. The general manager of The Delaware and Hudson Company informs me that no record was
kept of embargoes during the Federal control year of 1919. For the four years 1916, 1917, 1918 and
1920 The Delaware and Hudson had embargoes against traffic moving via the Boston & Maine aggre-
gating 976 days, while the Boston & Maine had embargoes against traffic from its connections aggre-
gating 785 days. After allowing for overlapping embargoes it appears that there were 929 days
during the four years, or 63.59 per cent of the total number of days in the period, on which restric-
tions were in effect against traffic moving via the Boston & Maine, an average of 232 days per year.

This Exhibit 141, No. 1, shows the number of cars held during each day of each month and the

places at which they were held on The Delaware and Hudson, also the number of cars held on the

25
connections of The Delaware and Hudson. During the year 1920, for example, cars were held to the

extent of the number of car days which I will state.

 

 

On
Del. & Hud. On connections

January _--------. —
February ____-__-- 20,131 19,622
Mate ete oe eee 3,848 —
April. 2-555 2s Jeu. 15,985 —
May: soccer 61,159 34,695
SUNG 22 ese a 18,836 7,995
JULY toeeceseesecss 26,427 14,455
August __-________ 19,832 6,664
September ________ 280 —
October _________- 705 —

Totaliceaissse 167,203 88,431

Q. (By Attorney Examiner Gerry): That is all on page 26, is it, Mr. Williams?

A. Of my statement here?

Q. Yes, sir.

A. The first summary I made comes on the first page there, and the other is on page 26; yes,
sir. As you turn over the pages, 28, 29, and so forth, you will note it shows the yards on The
Delaware and Hudson and The Delaware and Hudson connections in which cars were being held.

The adverse effect upon these western connections of these unfavorable traffic conditions should
not be underestimated. For example, during the month of July—that is not a winter month—
cars were held for the Boston & Maine in twelve yards on that division of The Delaware and Hud-
son Company on which Mechanicville, the point of interchange with the Boston & Maine, is located.
In addition thereto, cars were held back on the Saratoga and Pennsylvania divisions as well as on
the New York, Ontario & Western Railway, the Central Railroad Company of New Jersey, the
Lehigh Valley, the Erie Railroad and the Pennsylvania Railroad. The originating lines, in addi-
tion to furnishing the cars, were denied their use far beyond the time reasonably required for
handling the traffic.

Attorney Examiner Gerry: We will take a recess now until 2 o’clock.

(Thereupon, at 12:45 o’clock p. m., a recess was taken until 2 0’clock p. m.)

AFTER RECESS.
The hearing was resumed at 2 o’clock p. m., pursuant to the taking of recess.
Attorney Examiner Gerry: You may proceed, Mr. Williams.
Mr. Williams: Thank you.

The Witness: I have found those three exhibits among our papers. They were here, but

just misplaced momentarily.

26
The first which I would like to offer is a statement showing tidewater and all rail coal consumed
by each of the New England roads for the years 1920, 1914, 1918 and 1912. The data was fur-
nished by Mr. Brigham. I said this morning, “Mr. Pearson.” I see that it is Mr. Brigham. That
is for the seven complainant lines.

I would suggest that that be Exhibit No. 137, sheet 2. It all relates to the general subject.

(The statement referred to was received in evidence, marked “Defendants’ Exhibit No.
137, Sheet 2, Witness Williams”, and the same is forwarded herewith.)

The Witness: In the analysis of Exhibit 187 we showed an analysis of the tidewater tonnage,
and this Exhibit 137, Sheet 2, indicates that there is a very substantial reduction, apparently, in the
fuel coal that is received by water and would ina very large measure account for the fluctuating
tonnage moving into New England by water, as shown on Exhibit 137, Sheet 1, that statement in-
cluding both railroad and commercial coal.

Then I have located the analysis of embargoes by the Erie Railroad Company, showing the
restrictions in effect against traffic for points in New England routed via the Erie Railroad and
the New York, New Haven & Hartford during the years 1916, 1917, 1918, 1919 and 1920, and the
statement furnished by the Lehigh Valley Railroad Company of cars held for the New York, New
Haven & Hartford Railroad during the years 1916 to 1920, both inclusive, on which reclaim was
presented. This is a part of Exhibit 141.

(The data above referred to will be found attached to Defendants’ Exhibit No. 141,
Witness Williams, forwarded herewith.)

The Witness: I offer as an exhibit what is called a tentative statement of cost of freight car
ownership for per diem purposes, that indicating the results of a study made by the Railway Ex-
ecutives to whom the matter was referred, and it was used by them in recommending the per diem
rate of $1.00 per car. That will be exhibit No. 142.

(The matter referred to was received in evidence, marked “Defendants’ Exhibit No.
142, Witness Williams”, and the same is forwarded herewith.)

The Witness: This Exhibit 142 shows, in connection with the adoption of the current per diem
rate of $1.00 per car, the estimates of cost of owning cars, which led to its adoption. ‘The esti-
mate on the basis of new cars will be seen to be $1.54 per day. It is noteworthy that all New Eng-
land lines except Boston & Maine and Maine Central voted for the present per diem rate; that in-
formation being furnished me by the General Secretary of the American Railway Association.
The computations on which it was based make no allowance for losses due to idleness of cars when
the traffic movement is not sufficient for the employment of all freight car equipment.

I should like to say, in connection with the suggestion about the relation of per diem to divisions
of a rate, that the per diem charge is fixed primarily to recompense the owner of the car for his
investment, for the repairs to his car and for depreciation. If you pay the owner of the car the
rental for the car and then, with the other hand, you take that money away from him through a
change in the division of the through rate, you leave him nothing for the use of his car.

27
Q. (By Attorney Examiner Gerry): Do you mean to say, by that, that you do not think the
per diem should be considered as one of the expenses which should be taken into consideration in
determining divisions?

A. Absolutely not. All that you do is to pay the owner of that car a rental, or a return on his
investment figured at six per cent. You pay him simply a rental for his car and enough to take
care of his repairs to and the depreciation of the car. If you take any of that back through a
change in divisions, the owner of that car is not going to be paid for his investment, and he is not
going to make any further investments of that kind.

Now, this per diem rate, as will be noted, does not fully recompense the owner. If you go back
over the records 1906 to date—and we have reasonable records for that period—we find many
years in which there were large surpluses of cars. There are large surplusages of cars today.
The owners of those cars are finding the cars coming home on their lines. They are not earning
any per diem; they are not earning anything in the way of rental. So that to the extent to which
the per diem charge fails to take care of a condition of that kind the owner is the loser.

Now, where the owner in a measure helps himself, or hopes to help himself, why he buys cars
is that the earnings of freight cars average about $2,000 per year.

In other words, take the total revenue of the Class 1 roads and add to that 30 per cent, assum-
ing that is the average increase for the country on this rate advance, and that would give $1,926
per car as the average earnings per car, just on class one roads only. So, when you take into con-
sideration all the cars, it would probably be in excess of that.

That, however, does not make an allowance for the private car line car which, of course, would
also be earning some revenue; and I should say that somewhere between $1,800 and $2,000 would
be about what the average freight car earns.

I did, when Assistant to the General Manager of the Baltimore & Ohio, and afterwards, when
Superintendent of Freight Transportation of the Frisco, work it out on the basis of various classes
of equipment, and it showed that the box cars were the best earners of any of the classes of equip-
ment per year, and next to that came the open-top, and the car that earned us least was the flat car.
Back at that time, about 1903 and 1904, an open-top car earned us about $800 per year, and a closed
car earned us about $1,200 per year. With the changes that have taken place since, I should say
that $1,800, or in there some place, was a close enough approximation, at least, to illustrate the
point.

Now, I have illustrated with The Delaware and Hudson, that being the first statement that was
prepared at my request. Then that was forwarded out, with the suggestion that the other people
prepare it along somewhat the same lines, so as to simplify the analysis of these exhibits.

When we come to analyze the other exhibits, we find pretty much the same situation. There is
relatively little difference in the situation, for instance, at Mechanicville, as indicated by the re-
ports of the New York Central and those of The Delaware and Hudson; and to a large extent you find
a similarity existing when you come to analyze the interchange points with the New Haven.

Take, for example, the New York Central, and we find on the last day of March, or through
the month of March, cars being held at 37 different points on the New York Central. Inasmuch

28
as the exhibit shows the points and the number of cars at each place, I won’t take the time to set
them out in the record.

Now, in connection with the New Haven situation taking the Jersey Central as an illustration,
in the five years 1916 to 1920, account of New Haven embargoes and Central New England em-
bargoes, the total number of days cars were held was 1,232; account of the Jersey Central em-
bargoes against those lines, the number of days cars were held was 142, and account of the Lehigh
& New England embargoes, the number of days cars were held was 18. That made a total of 1,392
days; loss account overlapping embargoes, 269 days, or a grand total of days restricted during the
5-year period of 1,123 days.

Q. (By Attorney Examiner Gerry): Are you talking about days all the time?

A. These are days through the years on which the embargoes were in effect on part or all
of the traffic.

A statement of the character of the embargo in effect and the length of time it was in effect
is set forth in detail through the exhibit. This shows a grand total of days restricted during the 5-
year period of 1,123 days, or on an average of 224 2-5 days per year.

And in 1919 the low number shown there is explained on account of the fact that during the
operations of the Director General reclaims were not made for per diem during a part of the time.

I assume that those illustrations will be sufficient, as the other exhibits speak for themselves.
As I said, that indicates the situation as to the different gateways.

Now, during this period, according to Mr. Pearson’s annual report, they had an abnormal sit-
uation growing out of the war. As to 1920, itis my recollection of a statement made to me by Mr.
Pearson—or, rather, made to the Eastern Presidents by Mr. Pearson—that they were in pretty
good shape until the outlaw railroad strike made it impossible for the lines west of the river to
take traffic from the New England lines. That caused some freight to back up there, and then,
when the strike was over and the traffic began to move eastbound again, there was a congestion
which unduly embarrassed them during the year; and I am only pointing out the fact that this must
be an exceptional situation which has confronted them to produce these very extreme results, which
we would not duplicate in other sections of the country.

Now, as stated, the average earnings per freight car or the per diem rate does not recompense
the owners for these unnecessary delays. Furthermore, the large number of cars held by The
Delaware and Hudson Company, the Central Railroad of New Jersey, the Erie and other western
railroads connecting with the New York, New Haven & Hartford Railroad, Central of New Eng-
land, or the Boston & Maine, in the various yards of these western connecting lines, seriously em-
barrassed their operations and materially added to their operating costs. No allowance was made
by the New Haven or the Boston & Maine for these heavy additional expenses which they forced
upon their connecting carriers. It is particularly unfortunate that such serious delays as these
should have occurred when there was imperative need for more cars to handle traffic that awaited
shipment from many points in the United States.

29
It is to be noted that the average number of miles traveled per freight car per day on the
Boston & Maine was 16 miles during the nine months of 1920 and on the Boston & Albany 26.6
miles. During the corresponding nine months of 1919 cars averaged 17.5 miles per day on the Bos-
ton & Maine and 31.9 miles per day on the Boston & Albany. In view of the fact that the average
length of haul is approximately the same on these roads, it should be possible for the Boston &
Maine more nearly to approximate the daily movement obtained by the Boston & Albany. An
improvement of ten miles per car per day by the former would effect a saving of approximately
14,000 cars per day, or $14,000 per day in per diem charges, an annual saving of over $5,000,000.

An analysis of the exhibits will indicate that in most months in which the Boston & Maine
had the maximum number of cars on the line it had lower average miles per car per day than in
the months when a lesser number of cars were on the line, indicating that the reduction in mileage
was due to too many cars on the line; rather than to an insufficient number of cars to make up
trains at the various engine terminals.

According to the annual reports of the Boston & Maine, that Company owned 20,962 revenue
freight cars as of December 31, 1919, and 26,341 cars as of December 81, 1911, a decrease of 5,379
cars. This reduction in the number of cars owned involves an annual charge of about $1,963,335
for per diem.

J have already indicated that it is cheaper, on the average, for a road to pay per diem than
to own the cars, if you take in the good years and bad years, and assuming that you can get enough
of the other roads’ cars to handle your traffic and with the large volume of traffic going into New
England being in excess of the quantity moving westbound, they are always in position to handle

their business and take care of their shippers with the cars of other companies, even though they
fail to maintain their own equipment.

Mr. Slater, in answer to inquiry, stated that the average number of cars on the New Haven
and Central New England, ranges from 40,000 to 45,000 per day, of which 11,500 to 13,000 are con-
stantly being loaded or unloaded. He asserted that, in other words, approximately 30% of the total
cars on the system are constantly on tracks where traffic originates or to which it is destined. He
stated that nothing more clearly indicates the terminal nature of the railroads than the fact that at
all times almost one car in three is in process of being loaded or unloaded (Record, pp. 150 and 151.)
From these statements it appears that the cars are in the hands of shippers and consignees ap-
proximately 7.2 hours out of each 24. Assuming 6% of cars to be on repair tracks, 1.44 hours of
each 24 would be so occupied. This would leave 15.86 hours during which the cars would be in
the hands of the transportation department for handling in yards and movement on the road.

My Exhibit No. 135, compiled from O.S 1 and 3 reports of the Director General, January to
December, 1919, inclusive, shows that the average freight train speed on the New Haven was in
excess of 10 miles per hour. It would appear, therefore, that the freight cars on this line

were engaged in road movement between terminals not over one hour out of each 24, although
they were available for such movement during 15.36 hours out of each 24.

30
Of course, during that 15.36 hours they also would have to handle them through their yards.

By dividing the average number of miles per hour made by the trains west of New England
into the average number of miles per day made by the cars, you get approximately the time that
those cars were in motion between terminals west of New England. Of course, that would include
the time in passing tracks or anything like that.

It would indicate that they are in motion between terminals west of New England between
21% and 3 hours.

Such study as we have been able to make of the situation does not indicate that the fact that
they have the cars in the hands of the shippers or consignees 30 per cent of the time, as claimed
by the New England lines, is materially different than the situation west of New England.

If there is greater terminal delay in the actual loading and unloading of cars in the New Eng-
land States than west of New England, the remedy would appear to be in a revision of demurrage
rates rather than in assessing other lines to offset losses due to the improper use of cars by the ship-
pers of New England.

Attention is called to the relatively light lading of the cars and trains on the New England
lines. The average freight load per loaded car is only 22.28 tons as compared with 30.47 tons for
all other lines embraced in the Eastern rate group. There has been no evidence to indicate that
the New England lines are securing the maximum practicable loading of their cars.

The New England lines own 2,915 locomotives with an aggregate tractive power of 81,019,675
pounds, as compared with 28,242 locomotives, with an aggregate tractive power of
977,287,998 pounds, owned by the other lines embraced in the Eastern rate group. In other words,
the average tractive power of the motive power of the New England lines is approximately 27,000
pounds, while that of the other roads in the Eastern group averages about 34,600 pounds.

Now, those figures are not altogether fairly comparable. At best, they could only be used as
an aid to judgment, in that the statistical information at our disposal does not separate the average
tractive power of locomotives in freight service, those in yard service and those in passenger
service. The average tractive power of those in road freight service would be the greater.

Q. (By Attorney Examiner Gerry): The tractive power would have to be weighted to show
its true comparison?

A. Yes, sir, it would have to be; but it only points out the likelihood that their engines can
haul less.

If you analyze the Director General’s report showing the gross tonnage which their engines
can haul and divide that by the percentage of the gross tonnage rating which they say they were able
to obtain, it indicates that the hauling capacity of their locomotives in New England was substan-
tially less than the hauling capacity of the locomotives west of New England.

The lighter loading of cars, whether attributable to the use of cars of smaller capacity or failure
of the shippers properly to load the cars furnished, materially increases the percentage of dead

31
weight to the paying load, and this, together with the lighter motive power necessarily reduces the
revenue tonnage per train and correspondingly increases the cost of operation.

As an illustration of the effect of the average loading on the cost of operation, I would state
that the present average capacity of the freight cars of the country is 41 tons. In 1918, they were
loaded to 65.56 per cent of capacity. In other words, they contained 26.88 tons.

In the pre-war period they were loaded to 54 per cent of capacity, equated for the difference in
carrying capacity of all cars in the country, which would be on the basis of 21.39 tons per car.

A locomotive having a capacity of 4,000 adjusted tons on a 8 per cent grade line would haul
65 cars containing 26.88 tons each, while it would haul 72 cars containing 21.39 tons each; but the
aggregate tonnage contained in the 72 cars would be 207 tons less than the aggregate tonnage con-
tained in the 65 cars. Therefore, if the cars be loaded with only 21.39 tons, it would require 13.5
per cent more road freight engines, freight trains and freight crews and fuel, and 11 per cent more
cars. The additional trains and cars will require additional track.

THIRD

{S THE RATE STRUCTURE OF THE NEW ENGLAND LINES, INCLUDING BOTH PASSENGER AND FREIGHT
RATES, SUCH THAT THEY DERIVE REASONABLE REVENUE FROM TRAFFIC LOCAL TO NEW ENGLAND

AND FROM THAT INTERCHANGED WITH CARRIERS OTHER THAN THOSE IN THE EASTERN RATE
GROUP?

Attention is called to a statement made by a former member of the Interstate Commerce Com-
mission in an address on November 29, 1920, which is of historical value in considering the rate

structure of the New England lines. He said:

“There has been no adequate and intelligent study of our New England freight rate
structure for a generation. It is a haphazard congeries of accidents, guess-work and tradi-
tions. We who have had official responsibilities have been utterly unable to induce the
railroad executives to give it proper attention. About seven years ago, when Mr. Prouty
was on the Interstate Commerce Commission and I was on the Massachusetts Commission,
we raised rates, and told the New England executives that they ought to make a careful
study of their rate structure. They did not do it. Three years ago, as an Interstate Com-
merce Commissioner, I heard another case and again we raised rates in New England and
again besought the railroad men to make a careful study of their freight rate structure.
It was then clear that no one knew what ought to be known for an intelligent dealing
with that difficult and intricate problem. This advice was practically disregarded, at least
until very recently. Responsibility resting upon the New England executives for their
non-attention, or at any rate, belated attention, to this fundamentally important matter,
is very heavy.”

32
I offer as an exhibit a statement prepared from the data contained in the 13th Census, 1910, of
the United States, Volume 8, page 57, which shows the population in various states and in various
groups.

(The statement referred to was received in evidence, marked “Defendants’ Exhibit No.

148, Witness Williams’, and the same is forwarded herewith.)

The Witness: That does show what you were asking, Mr. Examiner, and the land area, the
population per square mile, and, as to manufacturing establishments, the number of industries re-
ported, number of establishments, wage earners (average number), the value of products, the
value added by manufacture, and then, per capita of total population, the value of products, the
value added by manufacture, and the ratio of average number of wage earners to the total popula-

tion, in per cent.

Q. (By Attorney Examiner Gerry): It does not show, however, the capitalization of the

industries, per mile of line?
A. Oh, no; it does not show that. We might try to work that out.

From this statement it appears that as to the New England States:

Valieof produttsi2s22c 20 ecco 3ecee Coste oes emo $2,670,065,114
Value added by manufacture. ee eee 1,193,768,236

New York, New Jersey, Pennsylvania, Ohio, Indiana, Illinois, Michi-
gan, Delaware, Maryland, District of Columbia, Virginia, West
Virginia (being approximately the balance of the Eastern Rate

Group)
Valite-Of products... os... ee a ee ee $12,538,699,217
Value added by manufacture______________--_.______-__-____ 5,232,392,161

It is my understanding that the larger figure contains the smaller.

For the Constructed Year ended October 31,1919 (Hx Parte 74), the Freight and Switching
revenues were shown as follows:

Freight and Per cent of
switching revenues value of products
New England carriers____________-____-__-_____ $140,568,424 5.26
All other carriers in the Eastern district__________ 1,679,281,825 13.39

In the New England States the value of products per capita of population was $408 and the
value added by manufacture, per capita, was $182—each being greater than the respective averages
for any of the other groups, and nearly twice the average for the United States.

From this it would appear that the probabilities are that the value of the products produced
by the various manufacturing establishments in New England per ton of traffic produced is
greater than the value of the products produced west of New England. I do not regard this
statement as conclusive. I only offer it for what it may be worth.

33
There have been numerous meetings and certain changes in rates have been agreed upon by
representatives of the New England lines and the lines west of New England, which changes ought
to be made in order to bring the New England rates affected more into line with the general rate
schedule. Numerous other changes in New England tariffs have been suggested by the traffic rep-
resentatives of the Trunk Lines which, as yet, have not been accepted by the New England lines.
It appears that there is opportunity for the New England lines materially to benefit themselves

by revisions of rates in their own territory.

Other witnesses will go into this subject more in detail, that being a traffic matter.

FOURTH

ARE THE LINES CONSTITUTING THE BALANCE OF THE EASTERN RATE GROUP, CONSIDERED IN COM-
BINATION BUT EXCLUDING THE NEW ENGLAND LINES, OBTAINING $25,000,000, OR ANY COMPAR-
ABLE SUM, More THAN THE SIX PER CENT RETURN INTENDED BY THE COMMISSION; ARE THEY
So SITUATED THAT $25,000,000 ANNUALLY COULD REASONABLY BE TAKEN FROM THEM; AND ARE
THE NEW ENGLAND LINES ACTUALLY RECEIVING ABoUT $25,000,000 LEss THAN THEY WOULD
Hap THEY BEEN MADE A SEPARATE GROUP?

Mr. Brigham’s Exhibit No. 14 shows an estimate of 34,099,720 tons of freight interchanged by
New England lines with Canadian lines and Trunk Lines, the total freight revenue therefrom
amounting to $191,505,655, divided as follows:

Through Revenue

Amount Per cent
New: Bniglanid:. niga ot oer a a el ae $67,272,648 85.1
Un MOS" 55s Sse ie Ss a OS Seas 68,485,946 85.7
Central Freight Ass’n lines__________---------_-_-_-------_- 18,319,857 9.6
Lines outside Eastern Rate group (including Canadian lines)_ 387,427,204 19.6
DIS OPA caper nth Oh SO Ot A CF ahaa $191,505,655 100.0

The statement furnished by Mr. Brigham to the Joint Accounting Committee, showing ton-
nage interchanged and revenue thereon for a constructive year, and based on an analysis of revenue
for six alternate months, September, 1918, to October, 1919, inclusive, shows that the Canadian
lines handled approximately 10.8% of all traffic interchanged by the New England lines with their
connections, and that the Canadian lines and their connections received about 13.5% of all revenue
therefrom accruing to the lines outside of New England. Therefore, the $37,427,204 shown above
would divide—

$25,873,263 revenue to Canadian roads and their connections.
$11,553,941 revenue to American roads.

34
The following statement of freight traffic moved to and from New England points separated
by territories of origin and destination, is taken from Brigham Exhibit No. 14:

Territories, received and Percentage of
forwarded combined Tons: total tonnage:
NPN nie. 3S OS ee on cee ee sa ado eae 20,748,182 61.
Central Freight Association._.__________________________ 9,262,487 27.
GREW Saeaeieee DT eo oe We coe a 1,255,253 3.7
CRAGIN atric ccomeemseco ee 5 aaa eT 1,028,381 3.
RON UMM 2 aia plgiepea nh sai ey. So ee eS 930,478 2.8
dY¥anscontinental): ooo. csceses ens Ss eee ao ge 875,039 2.5
TOTAL RECEIVED AND FORWARDED____________________ 34,099,720 100.

(Note) :—Figures are based on actual movement for month of October, 1919, equated to
yearly totals.

That is a little different from the totals previously read,

The New England lines are asking that they be given $25,000,000 annually in excess of the
amount to which they are entitled on the basis of existing divisions, this amount to be diverted to
them by the application of tonnage arbitraries. Were 40% to be added to the freight revenue and
the $25,000,000 pro rated on the basis of tonnage percentages shown in Brigham Exhibit No. 14,
the total revenue accruing to the carriers in each group as shown in Exhibit No. 14 would be
changed to the following:

Total revenueif Per cent
increase asked total

 

Roads Revenue is applied revenue
New England lines___________-_ $94,181,707 + $25,000,000 = $119,181,707 44.45
Per cent of present basis______ 126.54
Drunk lines s-2 Sane pee 95,881,324 — 61% of $25,000,000
or $15,250,000 — 80,631,324 30.07
Per cent of present basis______ 84.09
Central Freight Association lines 25,647,800 — 27% of $25,000,000
or $ 6,750,000 = 18,897,800 7.05
Per cent of present basis______ 73.68
All other rate groups (including ‘
Canadian lines) __._______ 52,398,086 — 12% of $25,000,000
or $ 3,000,000 = 49,898,086 18.48
Per cent of present basis______ 94.27
TOTAE: G2eche oe oe $268,108,917 $25,000,000 $268,108,917 100.00

However, the New England lines claim that it is the carriers in Trunk Line and Central Freight
Association territories which have received $25,000,000 more than the amount that would accrue to
them at the rate of six per cent. and should this $25,060,000 be deducted from their revenues from

35
interchange traffic, the revenue figures in Mr. Brigham’s Exhibit No. 14 (plus 40% increase) would
be modified to the following:

 

Per cent
Revenue as of total
Roads Revenue Changes revised revenue
New England lines___________ $94,181,707 + $25,000,000 $119,181,707 44.45
Per cent of present basis__ 126.54
Trunk lines ______~_--_-_- Le 95,881,324 — 17,285,000 78,596,324 29.32
Per cent of present basis__ 81.98
Central Freight Assn. lines____ 25,647,800 = 7,715,000 17,932,800 6.69
Per cent of present basis__ 69.90
All other rate groups (including
Canadian lines) _~_______ 52,398,086 No change 52,398,086 19.54
"EOUVAT,) Sakon hers ioag ne One $268,108,917 $25,000,000 $268,108,917 100.00

Inasmuch as the tonnage and revenue shown for lines outside of the New England group em-
brace traffic moving to all points in the United States, the service performed, as measured by the
average length of haul or in any other way, must necessarily be greater than that of the New
England lines, so that when consideration be given to that factor, the disproportionate results of
allowing the Trunk Lines only $78,596,324, as against $119,181,707 to the New England lines would
be much greater than indicated by the comparison of the revenues.

Q. (By Mr. Newcomb) : That would be that, for handling the same traffic, the western lines
would receive $78,000,000 and the New England lines $119,000,000?

A. That is the same traffic in so far as the trunk lines—No; that would also include the
traffic moving via the Canadian lines. We were unable, from the figures, to make a complete separ-
ation just as to the traffic moving through the Central Trunk Line territory. The figures as shown
here are, as I understand, the figures presented by Mr. Brigham in his Exhibit No. 6. All the
traffic going into Trunk Line territory shown in that table would represent the direct interchange.
The Central Freight Association and Southern traffic would come through here.

When it comes to the Canadian traffic, apparently, from the second table I read, only 3 per
cent of the total tonnage originates in or is destined to Canada, notwithstanding the fact that there
is 10.8 per cent of the traffic interchanged with the Canadian lines, indicating that about 10 per
cent of the total interchange traffic moves over the Canadian lines into or out of New England
and then into or out of the United States, and we cannot quite work that out to show the full com-
parison there. There would have to be some equation of those figures.

From some of the testimony offered by Mr. Brigham on behalf of the New England lines
(Brigham Exhibit No. 6), it would appear that the New England lines claim that at the time the
application for the increase in rates was made the lines in Central Freight Association territory
and the Pocahontas lines were in need of a smaller percentage of additional revenue than the other

36
lines in the Eastern Rate District. Mr. Campbell referred (Record p. 1169) to a statement that
the Pocahontas lines would earn about $19,000,000 in excess of 6% on their aggregate cost of
property devoted to public use.

The fact that the Pocahontas lines haul a relatively small amount of traffic other than bitu-
minous coal, and that the production of bituminous mines during the past five years has been
abnormal, owing to conditions resulting from the war, should not be overlooked. The abnormal
export demand and the change in the distribution required by the United States Fuel Administra-
tion have been of substantial temporary advantage to those lines.

I should like to offer as an exhibit a statement furnished at my request by the Pocahontas
lines, showing the net railway operating income separately for the months of September, October,
November and December, 1920; December, being partially estimated, and showing the relation of
that to their property investment account.

(The statement referred to was received in evidence, marked “Defendants’ Exhibit No.

144, Witness Williams’, and the same is forwarded herewith.)

The Witness: It is to be noted that there has been a substantial decrease in earnings and in
net railway operating income in November as compared with the two preceding months, and that
December shows a further substantial reduction in net railway operating income.

Q. (By Mr. Newcomb) Will you state the amount of that reduction, Mr. Williams?
A. The total for the four Pocahontas roads is as follows:

DCPLEIMMDCE sr eras Bau aed see) $4,646,527
October. 2s 4a ees eee eee 4,869,658
November _____-__------_----------- 3,286,852
Décember 23 ee 2,789,283

or at the rate of 6.36 per cent, notwithstanding the fact that at the time the figures for the con-
structive year were furnished it was estimated that these lines might earn a figure somewhere
approximating that stated by Mr. Campbell.

My Exhibit No. 138, showing the coal production of the country 1910 to 1920 indicates that the
production during the year 1920 was approximately 50,000,000 tons in excess of the average of the
preceding five years and approximately 121,000,000 tons greater than the average of the five years
immediately preceding the war. It shows an increase of about 98,000,000 tons over the year 1919.
In view of the tremendous slowing down of industries and the large production of coal last year,
which was the second largest in the history of the country, a substantial decrease in the output
of the mines may be reasonably expected. Such a decline in coal production is certain adversely to
affect the Pocahontas lines.

If, as claimed by the New England lines, under the operation of the schedules provided for
by the Commission in Ex Parte 74 the New England lines should receive approximately $25,000,000
less than six per cent. upon their combined investment in property and if, on the other hand, the

37
Pocahontas lines should receive approximately $19,000,000 more than the amount thus indicated,
it would follow that the lines in Trunk Line and Central Freight Association territory, excluding
the Pocahontas and New England lines, would receive approximately $6,000,000 in excess of six
per cent.

This illustration indicates the situation or the status as between the lines handling inter-
change traffic with the New England lines or handling traffic to and from New England states and
those lines in the Central Freight Association and Trunk Line territory, which, while located to-
gether geographically, have no interchange business with the New England lines covered by
through rates.

Mr. Hildum has discussed Mr. Brigham’s exhibit No. 6, sheets 3 and 4.

In Brigham Exhibit No. 6, the Erie Railroad and the Baltimore & Ohio were shown in the
Trunk Line group only, no part of their operations being reflected in the Central Freight Associa-
tion statement, notwithstanding the fact that about 40% of the Erie mileage and about 65% of
the Baltimore & Ohio mileage is in the latter territory. All the New York Central Railroad was in-
cluded in the Trunk Line Statement while all of the subsidiary lines were included in the Central
Freight Association Territory. These arbitrary arrangements controlled the comparative showing
as between these regions. Transferring the Baltimore & Ohio and the Erie to the Central Freight
Association group would entirely alter the result and it would then appear that the Central Freight
Association lines needed 29.013%, instead of 24.431% and that the Trunk Lines needed 27.072%,
instead of 29.767%. Were all Central Freight Association lines to be included in Mr. Brigham’s
Exhibit, there would be some further changes in the percentages.

In view of the effect of transferring these lines merely from one statement to another, where
it is impossible to segregate their earnings, it indicates that there is no violence done to the Trunk
lines or the lines in the Central Freight Association group by the consolidation of all those lines
into one rate group.

Mr. Hildum’s Exhibit No. 126 shows the property investment as well as the total operating
revenues of the carriers in the Eastern rate group for the constructed year ended October 31, 1919,
and the effect on these revenues of changes in passenger and freight tariffs suggested in the orig-
inal and supplemental applications of the carriers in Ex Parte 74.

These estimated results, however, were dependent upon the maintenance of the volume of
business shown for the constructed year, upon the continuance of the operating revenues then
received from the Pullman Company and the then basis of costs for labor, materials and supplies,
etc. (See Shriver statement accompanying Exhibits Nos. 1, 2, 3, page 4, Ex Parte 74). They did
not reflect the loss of earnings resulting from the new contract with the American Railway Express
Company which became effective as of September 1, 1920.

Mr. Hildum’s Exhibit 126 indicates that over and above a 20 per cent increase in all pas-
senger fares, excess baggage and 39.75 per cent in milk and a surcharge of 50 per cent on all Pull-
man Fares, the carriers estimated they would require 39.75 per cent increase in all freight and
switching revenues to enable them to earn 6 per cent upon their aggregate investment in property
devoted to public use.

38
The New England carriers represent that, had they not been included in the Eastern rate
group, the applications of the other carriers, instead of showing a necessary increase of 39.7 per
cent in freight and switching revenues, would have shown only 38.41 per cent (that is Brigham
Exhibit No. 7), a reduction of 1.59 per cent below the full 40 per cent, and amounting to $25,-
666,236 per annum (page 47 of the record.)

The New England carriers claim they are, therefore, entitled to receive approximately
$25,000,000 per annum from the other carriers in the Eastern rate group.

I have not attempted to go into the correctness of Mr. Brigham’s Exhibits Nos. 6 and 7. I
should like to comment, however, on the fact that, while the carriers showed they needed 39.75 per
cent as the case was finally closed, I think that Mr. Brigham, instead of making his comparison
with the 39.75 per cent, makes the deduction between what was shown as needed and the full 40
per cent. To the extent that any fractional amount was given to the carriers, I assume that the
Commission had in mind that that was to cover contingencies.

Attention is called to the fact that the New England carriers base their claim upon the esti-
mates contained in the exhibits accompanying the applications of the carriers in Ex Parte 74, and
not upon the award of the Commission, nor do they give consideration to substantial changes which
have taken place since the application was filed or the award made. Their argument, however, is
based upon conditions existing when their complaint was entered.

It is necessary, therefore, that some analysis should be made of the estimates submitted by the
carriers in Ex Parte 74 and of the results obtained by the carriers under the decision of the Com-
mission,

Volume of Traffic: Although the aggregate revenue tons moved one mile during the year
1920, probably when ascertained, will approximate the previous high record of 1918, the last three
months have indicated a reduction of 12% to 15% in the volume of freight traffic in the Eastern Rate
District, below the corresponding period of 1919. There has been also a substantial reduction in pas-
senger traffic and further decreases seem probable. The New England carriers have called attention
to the falling off in traffic in New England in October with a “real falling off in November” (Record
35). The carriers in Trunk Line and Central Freight Association territory have suffered equal or
greater losses in traffic due to the general depression in industry. Automobile plants are operating
at not over 25% of capacity; there is a corresponding reduction in output at the rubber factories and
other establishments affiliated with the automobile trade. Many of the iron furnaces have been
shut down; the output of the iron and steel mills has been heavily curtailed; the tin plate plants are
closed; and, in fact, all lines of industry except coal mines show reduced output.

I will say that since preparing this I have noted, by the weekly reports of the Geological Sur-
vey, an indication of the falling off of about 1,000,000 tons per day in the production of bituminous
coal mines. An article appeared in the New York Evening World of January 26, 1921, from
which the following statement has been prepared. I think possibly I had better just read it. It
relates to an analysis made by the Department of Labor Employment Service. It says:

“The Employment Service’s figures represented a reduction of 36.9 per cent in the number of
workers employed in industries as compared with January a year ago.
39
“Michigan led the States in proportional reduction with 82 per cent and Ohio and Indiana
follow with a reduction in employment of 50 per cent each. Next came Illinois with 44 per cent,
Connecticut with 43 per cent, Massachusetts with 38 per cent, Wisconsin, 32 per cent, New York,
28 per cent, and New Jersey, 22 per cent.

“The largest percentage of reduction in specific industries, 69 per cent, occurred in the auto-

mobile and accessory industry.
“Second in rank in the reduction of employees were the building trades, with approximately

58 per cent.
“A reduction of 35.5 per cent was noted in the textile and related industries; 35 per cent in

leather and its products and 32 per cent in lumber and house furniture. The reduction in metals
and products, machinery, electrical goods and foundry products was 30.5 per cent; in packing and
food products 19 per cent, and in clay, glass, cement and stone products 19 per cent.

“Numerically the greatest reduction was in New York City, where 234,243 were reported
discharged. Chicago had a reduction of 86,000; Philadelphia, 76,000; Detroit, 160,000; Cleveland,
84,000; Boston, 25,000; Newark, 47,000; Cincinnati, 24,000; Milwaukee, 24,320; St. Louis, 49,250;
Baltimore, 30,565; Kansas City, 20,640; Pittsburgh, 12,500; San Francisco, 13,000; Portland, Ore.,
20,000; New Bedford, 30,000; Fall River, 25,000; Manchester, N. H., 21,000; Bridgeport, 20,000;
Worcester, 10,000; Lawrence, 14,500; Lynn, 12,000; Providence, 17,500; Lowell, 11,000; New
Haven, 10,000; Haverhill, 7,800; Springfield, 7,200; Paterson, 20,000; Rochester, 18,000; Scranton,
18,000; Jersey City, 15,000; Passaic, 12,000; Syracuse, 10,000; Reading, 7,000; Troy, 8,000; Utica,
8,000; Schenectady, 7,000; Trenton, 6,500; Camden, 3,000.

“The total reduction in the Southern States, including Kentucky, was only about 100,000.

“The unemployed in Wilmington, Del., was placed at 9,026 and in Washington, D. C., 8,612.”

The total reduction in the Southern states, including Kentucky, was only about 100,000. The
statement says that the director’s figures show the number of unemployed in the country as 3,-
493,466. From those figures it indicates that the amount of unemployment is greater west of
New England than in New England.

There will be a further loss to the Eastern railways over and above the reduction from the
slackening of industry, due to the diversion of freight on account of the difference in the percentage
of increase in freight rates authorized for the several rate districts, thereby changing differentials
formerly existing. For example, the Gulf ports formerly enjoyed a differential of 5 cents per 100
lbs. as against Atlantic ports, on export grain traffic, while under the new rate schedule this differ-
ential has been increased to 14c per 100 Ibs. due to the difference in the percentage of rate advance
in the two rate groups. Therefore, unless the rates to Gulf ports are increased the lines
in the Eastern Rate District will have to reduce their rates to Atlantic ports, thus reducing
their freight revenues below the authorized rates, or suffer a substantial loss of revenue through
diversion of grain to the Gulf ports. The copper producers have arranged to divert practically all
their Atlantic seaboard traffic from the all rail routes to the rail and water routes, thus further
reducing the revenues of the carriers in the Eastern Rate District. The interterritorial rate ad-
vance of 831/3% applies to coal from the Kentucky coal fields to points in the Eastern Rate Dis-

40
trict, while an advance of 40% was made on coal produced by mines located in the Eastern Rate Dis-
trict and destined to points within said district, thus materially changing the differentials formerly
existing. Unless corrected there will be a substantial diversion, and on the tonnage thus affected the
lines within the Eastern Group will receive but 331/3% increase. Presumably similar diversions
of other traffic will occur but it is too early to forecast the full effect of these changes.

The carriers other than the New England carriers in Eastern Rate District will not earn
$25,000,000, or any other sum, increased by 6% upon their investment in property devoted to public
use but will actually earn much less than 6%.

The Commission in its decision in Ex Parte 74 did not grant the full increases in freight,
passenger, switching and other revenues requested by the carriers.

(a) There was no change in the minimum carload charge, minimum class scale, nor

in the minimum charge per shipment.

(b) Interterritorial freight rates (i. e., rates between points in the Eastern Rate

District and any points in other rate districts) were increased only 33 1/3%. The

difference between 33 1/3% and 40% applied to the traffic affected is estimated to cause a

substantial loss in the freight revenues of the carriers in the Eastern Rate District, of which

only a small portion will be lost to the New England carriers.

On the traffic that is interchanged by the New England lines with their connections, only a
small part goes beyond the eastern rate group, while to the Trunk Lines, and more particularly the
C. F. A. lines, they have a very heavy volume of traffic that is affected by reason of the large inter-
change with the other rate districts.

The following statement shows increases in rates obtained by lines in Eastern Territory,
under Ex Parte 74:

BETWEEN C.F. A. Tilinois

Trunk Line (Except Freight

AND New and I, F.C. Committee

England Pocahontas Territory) Territory

Southern Territory (Note 1)--_--------------- 3314% 331 % 8314% 3314%
Southwestern Territory ___._____-------------- +40 +40 3314 35
Western Trunk Line Territory__.______-_-------- 40 40 40 85
Northwest Territory _------------------------ ae oe 3314 #3314 35

Inter-Mountain and Pacific Coast Territory_-__-_ | Weio \ 3314 3314 3314
Illinois Freight Committee Territory____-_-____ 40 40 40 40
: E.B.3714

G:F. A. Tétrnitory 2.26 Sss2casscccesseccoce W.B.40 40 40 40

Note 1—Small volume of traffic to and from Southern Territory governed by sums of local rates on which car-
riers in Eastern Group received 40% increase.

+On a few commodities north bound, 334% increase.

*On bituminous coal from Indiana mines to Northwest, also to Missouri, on through rated traffic 35% increase.

tExcept from Boston, and also Portland, Brunswick and Lewiston on traffic moving via Boston.

Explanatory Note—In the case of the Illinois Central north of Cairo, which is in the Eastern Rate Group, in
addition to the traffic to and from points on that road north of Cairo included in the table on which the Illinois Cen-
tral would get less than 40%, it also includes all traffic between points north of Cairo and all of Western Trunk
Line Territory, except traffic in what is known ag Illinois Freight Committee territory.

In the case of the Wabash R. R., in addition to the traffic shown in the table, it includes all traffic to and from
points on that road in Illinois, Missouri and Iowa, to and from all of Western Trunk Line territory, except what is
known as Illinois Freight Committee territory. (That will be commented on more by Mr. Maxwell at a later time.)

41
(c) The application to the Commission, and presumably the decision of the Commis-
sion, were based upon the contracts then in effect with the American Railway Express
Company and with the Pullman Company. The contract with the Express Company ex-
pired with the termination of the Guaranty Period, i. e., on August 31, 1920, and a new
contract became effective as of September 1, 1920. On the basis of information obtained
from the Express Company officers it is estimated that the receipts of the carriers in the
Eastern Rate Group from express will be approximately $32,000,000 per annum less than
the amount shown in the constructed year in Ex Parte 74— and this means a reduction of
$32,000,000 in the amount available for return on the investment in property devoted to
public use. Of this $32,000,000, the loss to the New England carriers will be approxi-
mately $4,683,000.

The Contract with the Pullman Company, I may say, continues to be the subject of
discussion with that Company.

Carriers are not receiving the full benefit of the award of the Commission in Ex Parte 74. All
the New England States permitted increases in intrastate rates equal to the increases authorized by
the Interstate Commerce Commission. This was not done by all the other States in the Eastern
Rate group.

I am not sure as to New England, with reference to commutation travel, but I understand
that is correct as to all the others. That was the statement made to us by the railroad executives
of New England. This was not done by all the other states in the Eastern rate group.

The increases in passenger rates in Illinois were secured in December, 1920, and in
New York were secured in part only during the same month and then by means of court proceed-
ings, prior to which the carriers in Ilinois suffered a loss from this source of $2,096,472 and those
of New York a loss of approximately $4,000,000. The increases have not become effective on intra-
state passenger traffic in the States of Ohio, Indiana or Michigan, and only partially on intrastate
freight traffic in Indiana and Illinois—the loss resulting is estimated at $3,070,462 per year in
Illinois, $5,558,293 in Indiana, $2,978,960 in Michigan, and $5,018,045 in Ohio.

I understand a decision has been handed down within the last two or three days in connection
with Ohio, and in connection with the freight in Illinois, so that carriers may reasonably hope
to get the matters adjusted, at least as to those rates within a short time.

Certain increased operating costs were not included in the constructive year in Ex Parte 74:
The cost of coal is 50 cents to $1.00 per ton greater than the cost which was included in the esti-
mate of the carriers. It is hoped that under normal conditions the price will be as low as the price
used’ in the constructive year. However, as the coal year ends on March 31, no change in contract
coal can be secured prior to April 1 next.

No allowance was made for a possible understatement of maintenance costs resulting from un-
der-maintenance during the period included in the constructive year. (Shriver Statement above re-
ferred to; that is, the one putting in the Exhibits to Nos. 1, 2 and 3 accompanying those exhibits.)

42
I will offer a letter from Mr. Parmelee, Director of the Bureau of Railway Economics, to my-
self, dated January 13, 1921, inclosing an analysis of the net operating income compared with 6
per cent, on valuation, for class one roads, Eastern district, showing New England district sep-
arately.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 145,
Witness Williams”, and the same is forwarded herewith.)

Q. (By Mr. Choate): Mr. Williams, there is one now on your desk that has not gone out,
and that is that Erie embargo.

A. Ihad only proof copies for the Erie, and one other company. They have been turned over
to the reporter; also the New York Central. We will see that copies are given to you of each
of those. I will have all except the New York Central here probably tonight or in the morning, and
then we can furnish those for your consideration.

The New York Central was not in type. We will give you a typewritten copy of it.

This exhibit, No. 145, contains figures compiled by the Bureau of Railway Economics. These
data show that during the three months which ended with November 30th, 1920, the railways of
the Eastern rate groups failed, by $50,499,212, to earn at the annual rate contemplated by the
Commission in its decision in Ex Parte 74. The facts are summarized as follows:

 

Income, 3
months at an-
nual rate of Actual Income,
6% on value. 3 months Shortage
New England lines _-__---------------------- $13,796,000 Def. $459,405 $14,255,405
Other lines 2252 ee ELSES 129,613,000 93,369,193 36,243,807
Total Eastern Rate group _---------------- $153,409,000 $92,909,788 $50,499,212

The New England Lines represented in the foregoing are the New Haven, Central New Eng-
land, Boston & Maine, Central Vermont, Rutland, Boston & Albany, Bangor & Aroostook, Can-
adian Pacific, Grand Trunk and Maine Central. The figures do not take into account lap-over items
growing out of the settlements with the United States Railroad Administration.

Mr. Parmelee informed me that he took the relation which these three months bore to a year’s
earnings, on the basis of past performances, and used that as his basis in arriving at the average,
at the annual rate, that might be expected fora year. That was, for the Eastern rate group, not
totalled. He has used the same method of figuring in making his estimate for the New England
lines. On this basis, for the three months, all the carriers in the Eastern rate group collectively
would earn at the rate of 3.9 per cent on the value of the properties as assumed by the Commis-
sion for the purposes of its order. Eliminating the nine New England lines from the
group, the balance of the group actually earned at the rate of 4.3 per cent per year that was an
earning less than the average of any year for twenty years. It is submitted that there could be no

43
justification for further reducing lines that are actually in receipt of much less than the statutory
rate in order to increase the operating income of other lines.

FIFTH

WOULD THE CHANGES PROPOSED IN THIS PROCEEDING, CONSIDERING THE NEW ENGLAND LINES
ALONE AND IRRESPECTIVE OF INJUSTICE TO THEIR CONNECTIONS, DIVERT REVENUES TO THE
RAILWAYS AND IN THE PROPORTIONS BY WHICH ITIS NEEDED?

It has been shown that the changes applied for in this case could not be accorded without tak-
ing from carriers which are already earning less than a fair return upon the fair value of their
property and that there is nothing in the way of peculiar disability of a nature that could entitle the
complainants to what they seek. It is now to be noted that if the foregoing could be disregarded,
the changes sought, while working a redistribution of revenues would not produce an equitable
redistribution and would not afford relief to the lines by which it may seem to be needed or in pro-
portion to their necessities.

It is noted, of course, that although there are ten New England lines, only seven of them are
parties complainant in this proceeding. The Boston & Albany, Grand Trunk, and Canadian Pacific
are not asking relief. I am referring there only to Class I Lines in speaking of the ten and seven.
It would be impossible, however, to grant relief in the form sought without extending the same
favor to these carriers. Whatever additional revenues should accrue to them on account of such
action would be in addition to the total which the complainant lines seek to divert. Moreover, the
amounts diverted to New England would be drawn most unfairly from the other carriers. The
claim of the New England lines is that by reason of their inclusion the other railways in the East-
ern rate group gained 1.59 per cent. (Mr. Brigham’s Exhibit No. 7) in the percentage increase ac-
corded to them. If this is true no railway outside of New England gained' more than 1.59 per cent.
TI am not discussing the correctness of that percentage, but merely its application; but the amounts
proposed to be diverted to New England would be drawn in a preponderating extent from the im-
mediate connections of the New England carriers and almost wholly from railways that would thus
be compelled to sacrifice more than they are alleged to have gained.

I will offer a statement, which will be Exhibit No. 146, which shows, for the seven complain-
ant lines, and then for the Boston & Albany, and then the total for the eight lines, in the first
column, 6 per cent return (Brigham Exhibit No. 6) ; the second column, the estimated net rail-
way operating income of the seven New England lines based on the constructive year October 31st,
1919 (Brigham Exhibit No. 6, Sheet 2, Column 5; Column 9) ; the third column is the estimated net
railway operating income of seven New England lines based on the year ended June 30th, 1920
(Mr. Brigham’s Exhibit No. 1); the fourth column shows the net fixed charges to be met out of
operating income (Brigham Exhibit No. 8) ; the fifth column shows the estimated amount by which
roads will fail to meet fixed charges, based on the year ended June 30th, 1920 (Brigham Exhibit
No. 3); the sixth column shows the alleged deficiency for each line, on account of the New Eng-
land lines being included in Eastern rate group—that is, Column 1 less Column 3; Column 7 shows
the revenue from proposed arbitraries, based on data given to me by Mr. Choate.

44°
This Exhibit 146 shows the facts in detail. Among other things, it shows that the Boston &
Maine, which claims to have a deficit below the amount necessary to pay 6% upon its cost of property
of $2,507,444 per year, would receive $8,351,000, or almost three and one-half times this deficit, out
of the total diverted. On the other hand, the New York, New Haven and Hartford, which claims
on the same basis a deficit of $13,946,930, would receive $9,824,000. Similar inequalities would
exist with respect to other lines. No basis for a redistribution of amounts thus diverted to
New England has been suggested and no method is known by which a redistribution within that
territory could be made. I am speaking now as to the record in this case. Certainly it could not
be made to the prejudice of the United States if the Government has a substantial interest in
revenues in excess of 6%.

CONFERENCES WITH NEW ENGLAND LINES

Reference has been made in the testimony (Mr. Elliott, Record 522) to discussion between rep-
resentatives of the parties to this proceeding which, while dealing with some of the matters that
have been brought to the attention of the Commission has no real connection with the question here
pending, which is whether the New England railways are entitled, under the law, to the increased
divisions they seek. A Committee of Twelve Presidents (three of whom were from New England)
was appointed, and I was elected as the Chairman. At a certain stage of their progress it was ar-
ranged that the railways of the Eastern Rate group, outside of New England, should be represented
in them by President Rea of the Pennsylvania Railroad, President Maher of the Norfolk & Western
and the present witness, Chairman of the Board of the Wabash Railway. The New England Rail-
ways at the same time designated President Hustis of the Boston & Maine, President Pearson of the
New Haven, and Mr. Choate, of Counsel in this proceeding, as their representatives.

The foregoing met, and the New England representatives were informed at the outset by the
representatives of the other railways, that the latter consider the existing divisions of through rates
applicable to traffic in and out of New England as not only reasonable and just, but exceedingly lib-
eral to the New England carriers, and that no enhancement of the proportions east of New Eng-
land gateways could be conceded. The representatives of the lines west of New England inquired
of the New England representatives whether, if the former were to recommend to the Presidents
of their constituent lines that if they could do so with the approval of the Commission and “without
prejudice to the rights of the respective parties,” to raise during the year beginning with December,
1920, the sum of $12,000,000, to be paid to the New England lines for that year only, said action
would be acceptable to the New England lines. This suggestion was not received favorably by the
New England representatives and, thereupon, the representatives of both sections of the rate group
reported to their constituent railways that they were unable to make any recommendations in the
premises.

45
The foregoing is the complete record of the so-called compromise offer of $12,000,000, and it is
submitted that there is nothing in this incident which could properly affect the judgment of the
Commission in this proceeding.

The Committee of three Executives representing the lines outside of New England, in express-
ing their willingness to recommend a payment of $12,000,000, limited, as stated, at all times insisted
that the offer which they were proposing to suggest was not based upon any concession of legal
right but that on the contrary they were fully satisfied that the present allowances to New Eng-
land lines out of the through rates are as great as could be admitted or justified in law. The
offer was based, and was understood to be based, wholly upon a willingness to go as far as
possible in relieving the immediate financial condition of the New England carriers and to
make the utmost sacrifice that could be justified in law or in ethics in order to protect the general
railway credit situation which it was recognized might be impaired should any New England line be
unable to extricate itself from present difficulties. It was prompted by the view that a payment of
the amount stated, during the year referred to, would afford these carriers ample time to rearrange
their own schedules of rates and in other suitable ways to equalize their expenditures and income
or otherwise satisfactorily to adjust their financial responsibilities.

There has been introduced on behalf of the New England lines (Choate Exhibit No. 1, p. 20)
a copy of letter written by Vice-President Campbell of the New York, New Haven & Hartford Rail-
road to the Chairman of the Interstate Commerce Commission, dated April 10, 1920. In view of the
introduction of this letter, it is considered that further correspondence concerning the same subject
matter should be made a part of this record. A copy of the letter of Mr. Campbell, above referred
to, was sent to Mr. G. H. Ingalls, Vice President of the New York Central Lines and Mr. Ingalls
thereupon, under date of April 14, 1920, wrote to Mr. Campbell, sending copies of his letter to
Mr. W. C. Maxwell, Vice President in Charge of Traffic of the Wabash, and Mr. George D. Dixon,
Vice President in Charge of Traffic of the Pennsylvania Railroad. Mr. Ingalls’ letter follows:

TO MR. B. CAMPBELL, VICE PRESIDENT OF THE NEW YORK, NEW HAVEN & HART-
FORD RAILROAD COMPANY, FROM MR. GEO. H. INGALLS, VICE PRESIDENT, NEW
YORK CENTRAL LINES, dated April 14, 1920:

“Referring to your letter to Mr. Clark, Chairman of the Interstate Commerce Com-
mission :

“According to my recollection the New England lines have never discussed with our
Committee the question of a division or apportionment of the rate increase in respect
to ous various territories within the Official Classification Territory.

“T am not disposed to criticise, but is there not some danger that the Commission
might consider your letter as voicing the views of our Committee in the fact that we
were considering and devising means of distributing a greater increase to New Eng-
land lines, and in view of the fact, as stated above, that this has not been discussed or
any conclusion arrived at by our Committee, it might be well to point that matter out to
the Commission.”

46
Mr. Campbell’s reply to the above letter was as follows:

TO MR. G. H. INGALLS, VICE PRESIDENT, NEW YORK CENTRAL LINES, FROM MR. B.
CAMPBELL, VICE PRESIDENT OF THE NEW YORK, NEW HAVEN & HARTFORD
RAILROAD COMPANY, dated April 14, 1920.

“Answering your letter of this date:

“My letter of the 10th inst. to Chairman Clark was purely a review of the subjects
that were orally discussed at the informal conference with the Commission, held on the 7th
inst., and was put in written form in compliance with the suggestion from the Chairman
and one or two members, that the things that were said be placed before the Commission
in written form.

“Commissioner Hall asked me the question whether an average percentage increase
would meet the New England roads’ requirements, to which I replied that it would not,
but that the New England roads were anticipating that a way might be found for passing
to them the difference, as stated in my letter.

“Personally, I do not consider the matter under discussion one of option with the
lines connecting with the New England carriers. If an average percentage increase
should be granted, which is made up of the requirements of the New England carriers,
there will be a given sum of money in the possession of the connecting carriers which will
belong to the New England roads, and the Commission will, naturally, be asked by those
carriers to have that money reach them through some method, the form of which will be
suggested to the Commission.

“Under the circumstances, there is no qualification to my statement that could be
made to the Commission.”

As indicating that the New England Lines did not feel that there was any commitment made
by the lines West of Pittsburgh, Mr. E. J. Pearson, President of the New York, New Haven &
Hartford Railroad Company, under date of May 9, 1920, addressed identical letters to various mem-
bers of the Eastern Presidents’ Conference. The following, received by me, is copy of Mr. Pear-

son’s letter:

Mr. Newcomb (interposing): If the Examiner please, this is a pretty long letter. Perhaps
it might be handed to the stenographer. .

Attorney-Examiner Gerry: Do you have that in exhibit form?

The Witness: No. I can put it in that form if it is desired. I could have it done that way
within a couple of days.

Attorney-Examiner Gerry: Very well. You may read it, and the stenographer need not
transcribe it. You may furnish a copy of it later.*

The Witness (continuing): The matter was the subject of discussion at some meetings, some
committees were appointed, and some reports were made, but the carriers were unable to work out

a solution among themselves.

 

*(See ‘‘Defendants’ Exhibit No. 204, Witness Williams.’’)

47
CONCLUSION

It is evident that the New England lines can materially reduce the cost of their coal. They
should make substantial savings in per diem and other charges. Over and above this they may be
in need of additional revenues. If they are to remain in the Eastern rate group this should be
secured through a readjustment of New England rates. If this cannot be done without violence
to the general rate structure in the Eastern rate group it should then be accomplished by placing
the New England lines in a separate rate group.

In connection with less than carload movement, the tonnage interchanged between The Dela-
ware and Hudson and the Boston & Maine for the first 11 months of 1920 showed that we gave to
them 135,082 tons of less than carload freight, and we received in exchange 236,492 tons. Inasmuch
as according to the reports the 1. c. ]. tonnage on the New Haven is considerably in excess of that
of the other lines, it would seem fair to assume that the percentages might be in even greater pro-
portion. But I have not been able to get the figures as to that.

There are two other exhibits. I would like to offer a statement showing the operating statist-
ics of the railroads in the New England states for the year ended December 31st, 1918, prepared
from the Interstate Commerce Commission report, a preliminary abstract of statistics of common

carriers, for that year.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 147,
Witness Williams’, and the same is forwarded herewith.)

Also a statement showing the operating statistics of the railroads in the Eastern district, ex-
cluding the New England district, and showing the total for the Eastern district of all the lines
there, taking the figures as reported by the Commission in its preliminary abstract. They show
the Eastern district, and then we have pulled the New England district out of that, so as to show
the total, excluding them. Then, the Commission had thrown some of the Pocahontas lines into
the Southern district, and we pulled the Pocahontas lines back into it, so as to show the total of the

Eastern district, excluding the New England lines.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 148,
Witness Williams’, and the same is forwarded herewith.)

That is generally to show the ton mile, train mile, car mile figures, etc., on a comparative

basis, taken from the Commission’s report.

Then, I would offer as an exhibit a statement compiled from the operating statistics bulletin,
issued by the Interstate Commerce Commission. This statement shows the figures for April and
September, and also for the first nine months ending with September, 1920, compared with a cor-
responding period of 1919.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 149,

Witness Williams’, and the same is forwarded herewith.)

48
That is the Commission’s monthly bulletin, and it makes various comparisons.

I have another exhibit I would like to offer, being an analysis of freight and passenger train
earnings on 14 roads operated exclusively in Trunk Line territory for the calendar year 1919. The
information shown thereon is compiled from statistics in Poor’s Manual of Railroads for 1920.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 150,

Witness Williams”, and the same is forwarded herewith.)

That shows the information for each of these roads that operate exclusively in Trunk Line ter-
ritory, excluding the New England lines. Two other lines really should have been included there in
a statement of that kind. I think the Virginian and the R. F. & P. really do operate exclusively in
that territory. The Norfolk & Western and the Chesapeake & Ohio extend into C. F. A. territory.
That shows the figures, and then the grand total for those lines. It is interesting to note that the
average haul per ton per railroad is 120.98. It is not materially different from New England, when
you consider that these are simply the railroads that do not go beyond the Trunk Line territory.
The exhibit gives further information also.

The average haul per road in New England district, in the year 1919, was 112.47.

I would offer a statement that shows comparative figures by roads, and then the average haul
per road in New England, for each year, 1910 to 1919, both inclusive.

(The paper referred to was received in evidence, marked “Defendants’ Exhibit No. 151,
Witness Williams”, and the same is forwarded herewith.)

Q. (By Mr. Newcomb) Mr. Williams, when you consider the traffic and operating conditions
in New England, and the percent. of engine ratings which they are able to secure, and the train-
loads, what conclusion do you reach as to the reasons for the light train loads?

A. The fact that out of each thousand pounds tractive power, they had a greater percentage
of gross tons back of the engine than we did indicated that whatever the conditions were that tend
to reduce the tonnage in a train, the adverse effect thereof was less in New England than it was

on the lines west of New England.

Q. You found that they were making the most that could be made in the way of loading, with
the engines that they had available?

A. They had a slightly better percentage. The gross tonnage back of the engine, the percentage
of that gross tonnage to the hauling capacity of the engine, was a little bit better than west of
New England.

Q. Did you find that they were under any special disability on account of the frequency of

junction points in New England?

A. Comparison of the tractive power shows that, as to that, it did not adversely affect the
tonnage that they got back of the engines. So far as the junction points are concerned; or the

49
terminal facilities, by reason of the fact that it simply showed the total per ton mile, without
separating carload and less than carload, and without separating the traffic local to New England,
‘or local to one line, as against the traffic interchanged with connections, it is difficult to reach a con-
clusion as to what the situation is on the interline traffic. I have already explained the difference
between the character of traffic they give to us and the class of traffic we give to them. We give
them carload traffic considerably in excess of what they give to us. For example, take carload ton-
nage. The Delaware and Hudson Company gave the Boston & Maine, in 1916, 4,630,058 tons of car-
load freight, and received from them only 732,830 tons of carload freight, or about one-sixth.

In 1917 The Delaware and Hudson gave the Boston & Maine 5,630,849 tons of carload freight,
and received in exchange 806,781 tons of carload freight.

I have already stated as to the difference in the 1. c. 1., indicating that it is much greater west-
bound than eastbound. The figures as to the Boston & Albany are relatively in the same propor-
tion as to the Boston & Maine. The carload traffic in 1916 to them was 513,248, and from them was
81,825 tons; in 1917, to them, 440,141 tons of carload traffic, and from them, 108,591 tons.

On less than carload tonnage, The Delaware and Hudson gave them in 1916, 21,044 tons, and re-
ceived from them 20,352, being almost the same. In 1917 The Delaware and Hudson gave them
10,570 tons, of less than carload freight, and received in exchange 19,883 tons.

Q. (By Mr. Newcomb) Have you any further comment that you care to make concerning any
of the data that has been presented?

A. I think not.

Only one thing. I only want to say that I cannot help reaching the conclusion, in going
over it, that the New England lines have been operating under exceptional conditions during the
last year, at least, and possibly during the war period, the full effect of which I am unable to state.

Mr. Newcomb: If the Examiner please, Mr. Bronson desires to ask one question of this wit-
ness before he is cross examined.

Q. (By Mr. Bronson) I want to ask you a question, Mr. Williams, somewhat similar to the ques-
tion I asked Mr. Hildum yesterday. You have referred several times in your testimony to the
situation of five particular trunk lines and C. F. A. lines, to-wit., the C. & O., the Norfolk & Western,
the Virginian, the R. F. & P., and the Southern, I want to ask, as a matter of record in this case,
the purpose you had in mind in separating these particular carriers from other Trunk Line and C.
F. A. roads and using the combined results of these five roads in this, a division case?

A. Well, there are two things connected with it. In the first place, the data of the Interstate
Commerce Commission has thrown their statistics in the Southern district, notwithstanding the fact
that these roads have been members of the Trunk Line Association for many years. I assume that

is simply an oversight in the classification.

Q. It is an old method?

A. Yes; because their traffic is more in harmony with that of the Western Maryland, the

B. & O., and to some extent the Pennsylvania.

50
Q. The Director General, during the period of Federal control, had a separate regional direc-
tor for some of the lines in that group, or in that geographical territory, and it was known as the
Pocahontas group, for operating purposes. Therefore the statistics of the Director General showed
them for that territory separately. They showed them for New England separately, and then they
showed them for what is known as the Allegheny region, where Mr. Markham was in charge. Mr.
Smith’s territory was divided into three groups, the Ohio-Indiana, the New England, and one other
group, after the Allegheny group was taken away, and the Pocahontas; but Mr. Smith’s Eastern
district originally included them all?

A. Yes. So, in throwing the tables together, it was necessary to pick them out, and I have en-
deavored, so far as possible, to simply use the figures as they come in the official reports, making
it easier to handle it, in going over the record and checking it up.

Furthermore, in tabulating those figures, when I first looked into the situation I was under the
impression, by reason of the inclusion in the Southern group, that those lines were Southern lines,
and I did, in preparing a memorandum for consideration of the railway executives, suggest that
among other things they might consider the question of whether the Pocahontas lines should be
construed as a separate group, assuming that New England was to be considered as a separate
group; but there never was any discussion of that subject in quite that way. The real purpose of
bringing it forward in the subsequent discussion is to.show that here are five lines—now only four,
because the R. F. & P. and the Washington-Southern were consolidated; the R. F. & P. and the
Washington-Southern, I do not believe, have ever been construed as a trunk line up to this time.

Q. How is that?

The other three were.

The R. F. & P. have not?

I am not sure.

Yes; they have always been.

Was the Washington-Southern ?

2 > © p © >

The Washington-Southern too.

A. Then, these lines constitute five lines which operate in Trunk Line and C. F. A. territory,
and yet have a distinct geographical location. When we come to consider the question of divisions
as between the New England lines, we find that these lines have practically no interchange with
New England. If the statement of facts be as stated by Mr. Brigham, and further changed in the
exhibits by Mr. Hildum, the amount that they got, or were expected to get, but which they are
not getting—and it is all based on hopes—was going to be in excess of 6 per cent. by about the
same amount as the New England lines claim to have lost below 6 per cent. There are no divisions
between them. Then, it seemed to follow naturally that as to the rest of the roads in that group,
which did have interchange with the New England lines, that those lines in the group were not
earning substantially above the 6 per cent.

51
Q. Then, as I understand, to be brief, the original memorandum that you prepared was pre-
pared under a misapprehension of facts, due to the fact that those five roads were carried in the

Southern accounting tabulation of the Interstate Commerce Commission, while Trunk Lines and C.
F, A. lines?

A. I think my statement fully covers the circumstances under which it was prepared. As I
say, when I first started out, I did not know that they were not members of the Trunk Line Asso-
ciation.

Q. It is not your desire, in referring to the Pocahontas lines in this proceeding, to have any
inference drawn that these lines are not properly ‘'runk Lines and C. F. A. lines, and therefore
properly included in the Eastern group, is it?

A. No, sir.

Q. I asked Mr. Hildum a question yesterday, and I understood him to answer it pretty much
along the same line as you have answered. I will read you the question which I put to him. It is
very brief. I expect this is about what you mean, so far as the use of these figures is concerned, in
connection with this, a division case:

“Q. Am I to infer that the real object of your Exhibit 126 and references to the Pocahontas
group is to show, for the purposes of this, which is a pure division case, that by excluding the five
Trunk Line and Central Freight Association lines, which serve the so-called Pocahontas portion of
Trunk Line and C. F. A. territory, so located geographically that the New England interchange
traffic is negligible, the other Trunk and C. F. A. lines which handle substantially all the New Eng-
land interchange traffic profited to but a slight extent, based upon the figures in Brigham’s Exhibit
No. 6, and to no extent whatsoever based on your exhibit No. 126, by the inclusion of New England in
the Eastern group? Is that the real object of separating the Pocahontas lines and including them

in your exhibits and your testimony?”

A. Ido not see any difference between that statement and mine, except that I go back into
the history of the development of the Pocahontas proposition.

Mr. Bronson: I am very much obliged to you. That is all.
Mr. Newcomb: You may cross examine.

Mr. Choate: Mr. Examiner, might I ask a very few questions tonight, and then suspend the
cross examination of Mr. Williams with reference to the exhibits until Monday?

The Witness: I am sorry I will not be able to be here Monday or Tuesday. We have a confer-
ence in New York, and I must act on that, and I want to go over some matters with the board on
Monday. I could make it Wednesday.

Q. (By Mr. Choate) How about tomorrow?

A. Tomorrow I will be at your disposal any hour of the day or night, or Sunday, if you work
Sunday.

52
Mr. Choate: I suppose the Examiner would not want to sit on Sunday. If I have time to go
over these exhibits, would you be able to go ahead tomorrow?

The Witness: Yes, sir.
Mr. Choate: I will let you know in the morning.

(At this point followed brief informal discussion of the record, at the conclusion of
which a short recess was taken, following which the hearing was resumed as follows:)

CROSS EXAMINATION.

Q. (By Mr. Choate) Mr. Williams, what was the date of that letter which you read, that Mr.
Pearson wrote to the Presidents of the Eastern railroads?

A. Those are not the Presidents of the Eastern rate group. Those are the Presidents of the
Eastern Conference. That is a little different: That consists of Presidents who have offices in New
York, and J think they do forward them to the presidents of other eastern lines, and then, any

president who may have an office in New York, or who may be there—it is a little broader than
that.

Q. What was the date of that letter?

A. That was May 9th.

Q. Was any written reply made by the Presidents of the Eastern Conference to that letter?

A. No; there was not. There were a number of meetings at which Mr. Pearson was present.

Q. There were committees appointed, were there not, to consider his suggestion?

A. I think there were two committees appointed, a Traffic Committee and an Accounting Com-
mittee.

Q. Those Committees met and conferred and made a report on August 11, 1920, did they not?

A. I could not say the date they made the report. They made two or three reports. The
first report was to the effect that—

Q. (interposing). Pardon me. I just asked you the date.
A. I could not state as to the date.

Q. About August 11, 1920, they made the report?

A. I could not say.

Q. Among other things, they said in that report, in reply to Mr. Pearson’s suggestion, this,
did they not?

“Statements show the percent. of increase in freight revenue necessary to produce a railway
operating income equaling 6 per cent. of the property investment by individual roads, summarized
to show separately totals for New England, Trunk Line, and C. F. A. territory. The percents. are
as follows:

53
“(1) New England, 47.407 per cent.; (2) Trunk Line, 29.767 per cent.; (3) C. F. A., 24.434
per cent.; (4) total 29.461 per cent.; (5) Trunk Line and C. F. A. combined, 27.981 per cent.; (6)
excess of (4) over (5) (that is, excess of Trunk Line and C. F. A. combined over the total), 1.48
per cent.”

A. Well, I would have to accept that as your statement, I could not possibly carry all those
figures in my mind and say at this time that those were the exact figures.

Q. That committee reported this $24,000,000 or $25,000,000 which we have been discussing as
having gone principally to the C. F. A. lines, did it not?

A. It is my recollection that some statement of that kind did indicate that, and that was
why I have shown in here the fallacy of that line of reasoning, because it is simply estimates
made at the time.

Q. I just wanted to bring out the fact that the first report was that it went to the C. F. A.
lines.

A. There have been several statements made, but it is rather difficult, in a rate group like
this, and with the many conflicting factors, to get at the facts. We have been working diligently,

and did all the way through. We have tried to get the New England lines to agree with us on the
facts.

Q. You have attributed to Mr. Campbell the origin of this suggestion that the $19,000,000
went to the Pocahontas?

A. I beg your pardon; I did not. I said Mr. Campbell made reference to it in the record. I
stated myself I was the man who first raised the Pocahontas question. That is quite different.

Q. You originated the idea that the Pocahontas lines got $19,000,000 out of the $25,000,000
or so?

A. I don’t know that I stated the exact amount. I did raise the Pocahontas question, yes.

Q. By another wave of your wand, you have made the $19,000,000 disappear altogether.

A. I don’t recall that it was any wave of my wand. I did not prepare the figures. You have
some other people that are making these estimates. I am simply using the figures which the con-
ference committees got together. It is quite impossible for me to go through all these details.
There have been different people having different ideas.

Q. By your Exhibit No. 144 that you put in today—

A. (interposing) Yes.

Q. (continuing) The $19,000,000 that went to the Pocahontas lines has practically vanished
into thin air, has it not?

A. Which is Exhibit No. 144?

Q. Have you got it there before you?

A. (Examining papers). I should say that if the lines in this Eastern group are not earning
over 3.9 per cent., it certainly does not exist any place.

54
Q. That is Exhibit No. 144?

A. Yes; that shows that the Pocahontas lines—although it was claimed there was a state-
ment furnished in Ex Parte 74 that showed certain lines would earn in excess of 6 per cent., and
these lines did anticipate at that time that they would earn in excess of 6 per cent., this shows
that our estimates were quite above our actual results.

Q. So, the history of this $25,000,000 is that it was first chased into C. F. A. territory, then
into the Pocahontas lines, and now it is gone altogether?

A. Back of all that is the question of whether there was $25,000,000. We never could agree
on whether there was or not.

Q. Just a word more about this conference. No reply being made to Mr. Pearson’s letter, and
nothing coming of the report of the two committees, this petition was brought, and while the pe-
tition was pending, the conference occurred in New York, which you referred to in your testimony,
where you said that a subcommittee, of which you were a member, submitted a proposition of
$12,000,000, which the New England lines declined to entertain. Now, it is a fact, is it not, that
when you submitted that proposition of $12,000,000, the New England lines said that it was not
sufficient to enable them to meet their fixed charges?

A. Well, I should not want to let that statement go just the way you stated it.
Q. That statement was made to you, was it not?

A. But I am taking your whole statement to me. I would say that I cannot answer that whole
statement. You have two things there. You leave the impression that this letter of Mr. Pearson’s
was never answered.

Q. So you have said.

A. Not in writing: That is a different thing. Mr. Pearson, the following day, sent a mes-
sage, in which he asked for a conference, and there was a conference. As I said before, it was con-
sidered at different times, but we were unable to agree; so that I should not want to leave that

kind of an impression.
Q. Let me bring your mind to the conference in New York, at which you say the $12,000,000
proposition was submitted.
A. Yes.

Q. You say reply was made to that, in the first place, that $12,000,000 would not enable the
New England lines to meet their fixed charges, was it not?
A. That is right, and at that time we could not agree on the figures in the case, the New

England representatives and ourselves.

Q. In addition to that, the suggestion was made by your subcommittee that that $12,000,000
would be contributed by a percentage upon the freight revenues of the lines west of the Hudson

River, was it not?

A. How does that question read?

55
Mr. Choate: Read it to him, please.
(The reporter read the question referred to, as follows:)

“Q. (By Mr. Choate) In addition to that, the suggestion was made by your subcommittee
that that $12,000,000 would be contributed by a percentage upon the freight revenues of the lines
west of the Hudson River, was it not?”

A. Suggestion made to whom?
Q. To the New England subcommittee?

A. Ido not understand we discussed with them the method in which we would raise the
money, and we never reported the resolution out to the people as a whole. I will say frankly that
that was what we thought we might have to do, if we could get the lines to vote on the proposition,
and if you had accepted it, that is probably what we would have recommended.

Q. You also said at that time that you had not realized the full 40 per cent. on your inter-
change business with the South and West, and that you had not realized your whole 40 per cent.
on certain intrastate rates, did you not? :

A. That is correct, and we have not yet.

Q. And we replied to you that if that was so, and you had not realized all that you hoped you
would under the Order in Ex Parte 74, that we were willing to share that loss with you, and we
offered to accept 1.1 per cent. of your freight revenues?

A. No. That is not quite the proposition. That leaves the impression that you are comparing
1.48, or 1.47 and 1.1. You will recall that when you made that statement in the meeting of the
presidents as a whole, I then asked you if it was not the fact that 1.1 per cent. upon the current
freight revenues would be expected to produce 1.53 or 1.54 per cent. upon the freight revenues
shown in Ex Parte 74, and you answered in the affirmative. So, when we talked about those, we
were talking relatively about the same thing, only stated in two different ways.

Q. You recall that we did make the counter proposition that we would accept 1.1 per cent.
of your freight revenues?

A. That was not coupled with it, however, the fact that we did not get the full 40 per cent.:
We were discussing the question of the 1.48. You then jumped up your figures, and you have gone
to 1.53 or 1.54, or something of the kind, and you were asking that you get the equivalent of 1.53
or 1.54 on the basis of Ex Parte 74; but then, if instead of that, we would simply base it on cur-
rent revenues, on the 1.1 per cent, if we would get more than that, you would get more, and if we got
less than that, you would get less, so that the relation of that to Ex Parte 74 would be dependent
upon the amount of business. That would not compensate us in the slightest degree for the loss
that we would sustain on inter-territorial traffic, for the loss on intrastate traffic, or for other
losses of a similar nature; nor would it protect us against the changed conditions in the way of in-
creased operating costs and things of that kind. It would not let us break even at all. Take your
present situation, where these roads are earning at the rate of 3.9 per cent—

56
Q. (interposing). Pardon me. I am going to ask you to answer my question?

Mr. Newcomb: Just let him answer the question. You asked a question, and he has not
finished his answer.

~Q. (By Mr. Choate): You do recall a proposition submitted to you by the New England
roads that they would accept 1.1?

A. With these qualifications that I am stating.
Q. That they would take 1.1 per cent on your freight revenues, whatever they were?

A. No; not whatever they were. Whatever they might be. Those are two entirely different

Q. Whatever they might be in the future?

A. Just bear in mind, now, the difference between that and the revenues under Ex Parte 74.
This is after the increase was on.

Q. That is exactly the purpose with which the proposition was made to you?

A. Yes; it was very ingenious.

Q. That if you lost money, as you said you would, or were losing, we would share your losses
with you?

A. But when you asked that question you simply tied it up with the inter-territorial traffic.
You did not couple that question, in asking me, at all with the loss in business that comes from
industrial depression or the changed operating costs, and things of that kind.

Q. It was necessarily tied up with any diminution in your revenue?

A. All right; tie it up with your question, then, and we will be together from the beginning.

Q. Then, the proposition was very plainly put to you, was it not, that we would accept 1.1
per cent of your freight revenues, however depressed those were by business depression, or failure

to realize the full 40 per cent, or failure to realize the full increase on intrastate business. Is not
that the fact?

A. Not quite that way. You based the willingness to accept 1.1 per cent on the current
freight revenues from month to month.

Q. Whatever they might be?
Whatever they might be.
And that you declined?

Certainly. That is all that you are asking in this case, and a little more.

Pe

That is not a correct statement, is it, Mr. Williams?

A. Yes, because if the revenues did not decrease it would be based on gross revenues and
not net.

57
Q. If your freight revenues fell below what they were in 1919, if your business fell off from
what it was in 1919, we would receive very much less under that offer?

You would receive a pro rata reduction.

It is quite clear that 1.1 is less than 1.48, is it not?

That would depend upon the volume of business in the period covered.

Wait a minute. It is quite clear that the fraction 1.1 is very much less than 1.48.
Just one minute; no. 1.48 is based on the revenue in Ex Parte 74.

You are not answering my question.

It is based on Ex Parte 74, the constructive year.

You are not answering my question.

You are trying to tie two things that are not together.

Oo pop oro Po Pe

One minute.
Attorney-Examiner Gerry: Try not to talk both at the same time.

-Q. (By Mr. Choate): I am asking you to compare 1.1 with 1.48. You will admit it is less,
will you not?

A. Not if they are not based on the same amount. They might be identical.
Q. If they are based on the same amount, it is less?

A. If they are based on the same amount.

Q. If it is based on a less amount, it is a less amount of money?

A. That is not a correct proposition either, because your 1.48, in the first place was based on
the revenue in Ex Parte 74. Now, when you jump to your 1.1, that was based on those revenues
plus 40 per cent. That is quite a different thing, and when you take the 1.1 and apply it to 1.48,
as I did for you, in the New Haven Board Room, it became 1.54; so that your 1.1, instead of being
less than 1.48, as a matter of fact, was 6 points greater.

Q. If, as we replied to you, the 1.1 applied to the revenues that you then told us you were
going to receive, instead of being 6 points greater, it would have been about $6,000,000 less, as we
then pointed out to you, would it not?

A. No; you didn’t point it out to us.

Q. You certainly had it stated to you, that if what you said was so with reference to the de-
pletion of your revenues, 1.1 would yield us from $18,000,000 to $22,000,000 instead of $25,000,000.

A. I don’t know how you got at that amount, because that would all depend on what the
revenues are.

Q. Those figures were stated to you at the time, were they not?

A. I don’t recall it. If you state it, I would be perfectly willing to accept your statement for
it, Mr. Choate, but I don’t recall that figure.

58
Q. If you are going to discuss the conference, I want you not to leave the impression that you
made a proposition of $12,000,000 and we turned it down, without making any counter proposition.
We want to have the whole of it in there.

A. Iam glad to have it all in.

Mr. Choate: Now, if I may, I should like to suspend the cross examination of Mr. Williams
until we shall have had time to look over the exhibits.

Mr. Bills: Mr. Choate, will you proceed with Mr. Williams’ cross examination tomorrow?

Mr. Choate: If we can do the necessary work on the exhibits tonight, we will. If we cannot,
I would like to go on with Mr. Bradley tomorrow. I will let you know the first thing in the morning.

REDIRECT EXAMINATION
By Mr. NEWCOMB:

Q. Mr. Williams, you have some additional exhibits that were asked for by the other side, that
you wish to present? ,

A. Ihave three. The first is the population of New England in connection with the census
of 1920. I found I was able to get that. After that was prepared, my attention was called to the
fact that in both of the exhibits,—I mean, in the first exhibit, as well as in this—the State of Ver-
mont was omitted. The State of Vermont has a smaller population than New Hampshire. Just
aminute. I can give that, I think. (After consulting papers:) It had 355,956 people in 1910, and
352,428 in 1920, none of which came within the 50-mile limit of tide. I state that so as to make it
complete as to New England; but Vermont is excluded in the total figures.

Q. Did you wish to make a correction with regard to the percentage of condemned coal cars?

A. Justaminute. I want to complete this.

J understood Mr. Pearson, from his testimony, to feel that there was a material change. It
will be noted, comparing with my exhibit No. 130, which showed the census of 1910, that the per-
centage of people living within 25 miles of the coast line is identical in 1920 and 1910; and of those
living within 50 miles of the coast line in 1920, there were 73.29 per cent, and in 1910, 73.04 per
cent. '

I offer that as an exhibit.

(The statement referred to was received in evidence, marked “defendants’ Exhibit No.
203, witness Williams”, and the same is forwarded herewith.)

The Witness: There was a letter of May 9th from Mr. E. J. Pearson, President of the New
Haven road, forwarded to various members of the Eastern Presidents’ Conference, which I read
at the time I was previously on the stand, but which it was stated the reporter need not take down,
the understanding being that the letter would be introduced as an exhibit; and I offer that letter
now as an exhibit:

(The letter referred to was received in evidence, marked “Defendants’ Exhibit No. 204,

witness Williams”, and the same is forwarded herewith.)

59
The Witness: Then, when I' was on the stand, I was asked, in connection with my exhibit
No. 184, I believe, showing the number of manufacturing establishments in New England, as to
whether it were possible to secure information which would show the capital invested, in the same
comparative form; and I have been able to obtain that from the 1910 census. The information has

not been collected by the Census Bureau in connection with 1920 census. I offer that as an exhibit:

(The statement referred to was received in evidence, marked “Defendants’ Exhibit No.
205, witness Williams”, and the same ts forwarded herewith.)

The Witness: When on the stand, speaking off the book, I stated that at the anthracite mines
from 12 to 18 per cent of the coal was condemned. On checking that up, I find that it is from 10
to 12 per cent. I wanted to make that correction in the record.

By Mr. NEWCOMB:
Q. You mean, of the number of cars?

A. Of the number of cars which are loaded at a breaker, from 10 to 12 per cent are con-
demned by the inspectors of the coal companies.

Of the total number of cars loaded, approximately 4 per cent are placed back in the empty
yard, dropped by the breaker, unloaded, and pass through the breaker again for re-preparation.
Some of the others are condemned as to the tonnage, and some are condemned account of prepara-
tion, which is adjusted—either the coal sold as a different size, or some other provision made,

which permits of its going to market. But there is a delay there until it has been handled by the

inspectors. ,

By Mr. NEWCOMB:

Q. Will you tell us what transfer facilities are maintained at Mechanicville for less than car-
load freight?

A. At Mechanicville there is a transfer station, as I recall, of the Boston & Maine and The
Delaware and Hudson Company. Both handle transfer of less than carload traffic at Mechanicville;
The Delaware and Hudson operating the station in connection with the westbound traffic. I
assume that the Boston & Maine would handle it only as to the eastbound traffic.

I should like to say, in connection with that transfer of less than carload freight, that Mr.
Pearson intimated that we were trying to transfer that traffic as many times en route as possible.
Using my illustration, you will recall that I made the statement that in the first instance the traffic
would be transferred at Mechanicville. It is entirely a question of tonnage as to where the traffic
goes from one transfer station—as to the destination of the tonnage loaded at a transfer station.
You endeavor to load that as far as it is possible to load it and get a full car. If it is within 50 or 100
miles of the point of loading, you usually make a way car. If it goes beyond that, you may load a
car that breaks bulk at a station, and after they take out of the car the traffic for the particular sta-
tion, the way freight crew takes it along and peddles it out at other stations. But, if it is going any
considerable distance, it may go through two or more transfer stations. It just depends on the
volume of traffic at each loading station as to whether you can place in a car sufficient tonnage to

60
warrant sending that car through to any given destination; and it is not an unusual thing for less
than carload traffic moving, say, 400 miles to be transferred two or four times en route.
I had charge of the loading stations, of all stations on the B. & O. and on the Frisco, and was

thoroughly familiar with their loading schedules at the time; and that is one of the unfortunate
things which attaches itself to less than carload traffic.

Q. You heard Mr. Miller’s testimony concerning your Exhibit No. 141. Do you wish to
comment upon that in any way?

A. No, not particularly. The embargoes, presumably, are issued because there is too much
traffic for one point or one consignee, or because there is too much traffic for one road to handle.
The situation as to New England is different, generally speaking, than that of the rest of the coun-
try when it comes to embargoes. West of New England, if one line is in difficulty, or one gateway,
it is usually possible to forward your traffic through over other lines or through other gateways.
Generally speaking, the situation in New England is not materially different on the three east and
west lines—that is, the New Haven, the Boston & Maine and the Boston & Albany ;—except that the
Boston & Albany is usually freer in taking traffic than is the Boston & Maine.

I have been interested in the coal trade in connection with The Delaware and Hudson mines for
thirteen years, and in all of that period, with the exception of only one year, we have had diffi-
culty in getting our coal on to the Boston & Maine Railroad, and up to the time of the war we pre-
ferred not to sell any coal going to the New Haven, unless the connecting lines would furnish the
cars, because it took so long for the cars to make the round trip that it tied up our mines. The
cars did not come back in sufficient time to keep the mines running full, and the loss from the
operation of the mines partial time was so great that we could not afford to stand it.

Q. Did you, during the summer of 1920, make a special effort to get the coal into New Eng-
land promptly, in order to get it out of the way of other equipment?

A. It goes back of that period. As early as 1908, we made special arrangements urging the
wholesale dealers handling the traffic on the Boston & Maine to make special provision so as to
get the coal to move into Boston & Maine points in the summer months. That is one of the few
places where the volume of traffic all-rail moving during the summer months is in excess of the
volume of traffic moving all-rail through the winter months. As to anthracite coal, it was neces-
sary for them to finance the dealers to some extent, in order to get them to handle it in that way.
But that action was forced upon us, in order to secure the volume of that business which we were
desirous of obtaining.

I did have some correspondence in May, 1920, pointing out the dangers to New England if
the action with reference to embargoes on coal during the summer months were not to be withdrawn
and permit of the coal going forward to meet their winter necessities, and having particularly in
mind the experience of thirteen years and the inability of the Boston & Maine to handle its monthly
pro rata of the traffic during winter months; and I would offer as an exhibit a copy of my letter as
Senior Vice-President of The Hudson Coal Company, addressed to Mr. Hustis, President of the Bos-
ton & Maine, under date of May 10, 1920; his reply to me of May 14, 1920; my letter to him of

61
May 26, 1920, and his reply to me of May 29, 1920, clearly setting forth the difficulties we were hav-
ing in connection with the handling of coal traffic.

(The matter referred to was received in evidence, marked “Defendants’ Exhibit No. 206,
Witness Williams’, and the same is forwarded herewith.)

The Witness: I would say, as to that, that the situation last year was abnormal. This is
practically the first year that we have had serious trouble during summer months, and I only men-

tion it because I feel that it is abnormal, and that any abnormal results brought into the record
ought to be given due consideration.

By Mr. NEWCOMB:

Q. Does that correspondence show the number of days during which you were unable to put
coal out of Mechanicville for Boston & Maine points?

A. There were 47 days during which we were unable to load coal for Boston & Maine points.
I believe the Superintendent of Transportation of the Boston & Maine roughly estimated it, from
our exhibit, to be 45 days, but there were 47 days between May Ist and the 1st of September, 1920,
when we could not doit. As I say, that is an abnormal result. While we have always experienced
trouble in the winter, this is the first time we have had serious trouble in the summer.

Q. Were you present when Professor Cunningham testified this morning?
A. I was.
Q. Do you wish to make any comment upon his testimony?

A. I should prefer to take it up in logical order, taking first Mr. Pearson’s testimony and
then taking Professor Cunningham’s testimony.

Q. Proceed in your own way.

Attorney Examiner Gerry: How long will this take? We have gone past the adjournment
hour.

Mr. Newcomb: I think only a few minutes.

The Witness: It may take forty minutes.

Mr. Elder: The witness we have, I believe, will take only about ten minutes. So, if we con-
tinue, there is just a possibility that we might conclude before six o’clock. I think that is the prob-
ability, so far as I can judge.

(At this point a brief informal recess was taken, at the conclusion of which the hearing
proceeded as follows:)

Attorney Examiner Gerry: Proceed, Mr. Williams.

The Witness: I should like to say, in connection with that last exhibit, No. 206, that the cor-
respondence shows to some extent an adverse situation on the Boston & Maine, as a result of the
outlaw railroad strike and, presumably, some diversion of traffic from the southern roads to the
northern roads, which were not so seriously affected by that strike.

62
In the testimony some statements have been made as to the relative wages paid in New Eng-
land in former years, as against those paid on other lines, while today they are all working on a
relatively uniform scale. I came in touch with that situation when doing special work for the
General Managers’ Association of New York, as I stated when I qualified as a witness, and subse-
quently have taken the matter up with Mr. Whiter and Mr. Walber and Mr. Duncan, who have
handled the matter for the railroads.

By reference to the Commission’s report of 1910, Statistics of Railways in the United States,
page 39, we find a comparison of what are known as Group 1 roads with Group 2 roads; the Group
1 roads representing the New England lines and, apparently, a very short piece of the New York
Central, and the Group 2 roads are the lines immediately west of there. The report goes into con-
siderable detail to show the names of the individual lines; but it is interesting to see the compari-
son at as early a date as 1900. The general officers—I will give Group 1 and Group 2 in column
form. The first will be Group 1, and the second Group 2.

Group 1 Group2

General Officers _____---_--- $10.70
This is the average daily compensation in dollars.
Group. 22 soccso-- ee $11.25
Other officers ______-----___ 5.80 6.66
General office clerks_________ 2.08 2.30 |
Station agents _____--______ 1.80 1.68 oF
Other station men_________- 1.79 1.64
Engine men ____--------_-_- 3.48 3.62
Firemen ___--------------- 1.97 2.05
Conductors ____------------ 2.97 2.97 )5
Other trainmen _____-______ 1.94 1.90
Machinists ___-.-------_--- 229 219 ~—
Carpenters ______---------- 2.06 2.04 ee
Other shopmen ______------ 1.86 1.64 ~~
Section foremen __--------- 2.03 1.66
Other trackmen ____------_- 1.44 eal
Switch tenders, crossing ten-

ders and watchmen______- 1.48 1.59
Telegraph operators and dis-

patchers ~-_------------- 1.84 2.01
Employes, account floating

equipment ___----------- 1.71 2.01
All other employes and la- yo

DOTrerS) oe cee ee ee 1.66 1.56

By ATTORNEY EXAMINER GERRY:
Q. Does it give the average daily compensation for all the employes there?
A. It does not; no, sir.
Q. Does it give the average daily compensation excluding general officers?

A. No. That, I believe, could be worked out from other tables that are in here (referring
to book). I assume that there is here, some place, a statement of the total number of employes.

63
Yes; there is a statement here showing the total number of employes of each class, and then, as
they show the aggregate pay-roll by classes and by groups, that could be ascertained by dividing
one into the other.

Now, the only place where New England seems to have had a lower scale was general officers,
other officers, general office clerks, enginemen, firemen, switch tenders, crossing tenders and watch-
men, telegraph operators and dispatchers, and employes account floating equipment. As to all the
other classes, with the exception of conductors, which was identical, the pay in the case of the
Group 2 lines was less than the pay in the case of the Group 1 lines.

In 1907, when I came to The Delaware and Hudson, their rates were below the rates, for in-
stance, of the Pennsylvania, which was known as a standard line, and we adjusted them in 1908.
In the last two years a decision was handed down, growing out of an appeal made by all the
lines that had less than what was known as the standard scale, and in going over the record in
that case at the Bureau of Railway Economics it indicates that the wages were less on these larger
systems west of New England than in the Eastern Rate Group. Cincinnati, Hamilton & Dayton,
Wheeling & Lake Erie, Coal & Coke, Cincinnati Northern, Chicago, Terre Haute & Southeastern,
Chicago, Indianapolis & Louisville, Cleveland, Cincinnati, Chicago & St. Louis, Lake Erie, Alli-
ance & Wheeling, Lake Erie & Western, Kanawha & Michigan, New York, Susquehanna & West-
ern, Pere Marquette, Toledo, St. Louis & Western, Wheeling & Lake Erie, Zanesville & Western;
those roads being included in the presentation of the case.

As to the pay of the enginemen and firemen, it should not be overlooked that the statistics of
the Commission include the pay for both passenger enginemen and firemen and trainmen and con-
ductors, as well as freight enginemen, firemen, conductors and trainmen.

Now, the pay in passenger service is less than it is in freight service. That would in a large
measure, if not entirely, account for the relatively slight difference in the average rates of pay in
1900. Furthermore, the pay of enginemen and firemen has for many years varied with the size of
the locomotive, and with the larger locomotives in use west of New England that would also ac-
count for any slight difference in the average rate of pay as to those two classes.

In the data which I prepared for the General Managers’ Association, a very voluminous book,
it was indicated that the pay in train service on the New Haven was greater than the pay for sim-
ilar runs on the lines west of New England. The pay of the men in engine service was not com-
parable, because they had thrown it on a weight basis, instead of on the basis of the size of the
cylinder; so that the figures are not quite on the same basis. That was the only way in which
we could get the information from the New Haven at the time, apparently their agreements being

based on the weight of the engine, rather than on the size of the cylinder.

In connection with Mr. Pearson’s statement that the revenue of the New Haven system’s local
freight approximates 330 per cent. of the average operating cost, intra-New England 240 per cent.,
and the inter-Trunk Line only 82 per cent., I wish to emphasize my previous testimony as to the
failure to bring in the variable factors.

First is the class of traffic. The fluctuations as between the first six classes only are very
considerable. Taking the present rates, for example, from Boston to New York City, as shown in

64
Mr. Maxwell’s exhibit 179, the first-class rate being 74 cents, second 6614 cents, third 5514, fourth
42, fifth 3014 and sixth 2414, it will readily be seen that in working out the revenue per ton mile
the class of traffic that is handled is quite an important factor, and any comparisons that are made
on ton miles ought to be on the basis of the same classes of traffic.

Then comes the question of distance. The rate per ton mile decreases as the distance increases,
until it gets to the irreducible minimum, whatever that might be. So that it is essential in mak-
ing comparisons between the local traffic, the local inter-line in New England, and the inter-line
traffic interchanged with trunk lines and Canadian lines, that they should give some data showing
the average distance hauled.

Now, in order to ascertain the average earnings per ton mile which they have introduced in
this case, it was necessary for them to ascertain the aggregate tons handled and the aggregate tons
moved one mile for each of the three classes of traffic. Therefore, it would have been relatively easy
to have divided the tons into the ton miles and ascertained the distance each of those three classes
of traffic is handled, and that would throw considerable light onto these figures which are used in
making these comparisons.

Then, as to the less-than-carload traffic, the volume originating on the New Haven being so
exceptional and the volume handled on the New Haven in proportion to its total traffic being so
exceptional as compared with the country, it seems quite important that there should be some
analysis showing how much of that is local, how much of it local inter-line and how much of it is
traffic interchanged with the lines outside New England.

I have not quite the fear some have as to the question of analyzing the cost of the service. In
so far as dividing up the freight traffic expense is concerned, we must first divide the expense he-
tween passenger and freight service. I stated the other day that my belief is that the capacity of
your line is dependent upon trains, in the first instance. A train is an engine, with or without cars,
and carrying signals. Now, those trains must be spaced on the road, and if you have a single
track you have got to give way for an opposing train, clear the track ten minutes if it is a pas-
senger train, and five minutes if it is a freight; and, then, you are not permitted to run those trains
too close together. So that the capacity of your line is first determined by the number of trains.

Now, if you operate them at a uniform speed you get the maximum number of trains over a
line. As I said the other day, that is why during the war in France all passenger and freight
trains moved at one uniform speed. When you bring the varying speeds into play, you reduce the
capacity of the line as to the number of trains that can be moved.

Now, the next determining factor in the capacity of your line, of course, is your grade, and
then comes the question of the capacity of your locomotive. After that comes the capacity and the
average loading of your cars.

On the lines in the West, where I have operated, we have had in effect an adjusted tonnage
rating, going back to the Pennsylvania in the late 90’s and on other roads in the early part of this
century. Prior to that time, while the operating men knew that an engine would not haul the
same number of gross tons regardless of the number of cars in the train, they had never worked
it out to determine the exact effect, and the practice then was to treat two empty cars as a load.

65
But when it came to the loaded cars, they had never worked out a suitable basis for equating the
difference in the average tons per car; and the importance of that developed very rapidly after
about 1895 or 1896, when the big car began to come into use. Prior to 1896, the average capacity
of what you might consider the car of the time was about 40,000 pounds. Today a modern coal car
has an average capacity of 100,000 pounds, or over.

Now, as we brought in the larger car, the importance of the difference in the tonnage carried
and the number of cars that were carrying the tonnage, and its effect on the train load, became
more and more marked and necessitated giving it closer attention. So we experimented with
cars of various capacities and cars with varying tonnage loading, and then had dynamometer tests
made, with the result that we ultimately got down where we found that for the 0.8% grade line
that adjusted tonnage was about 15 tons. Now, for a 2% grade line it is 3 tons; for a 1% grade
line it is 5 tons, and for a 0.5% grade line it is 10 tons.

Mr. Pearson, in commenting on my illustration of 0.3% grade line, stated that there are rela-
tively few lines with those grades, and that my illustration accentuated the effect of the adjust-
ment in the tonnage loading. I have, therefore, taken an engne that can haul 4,000 tons over a 0.3%
grade line, an engine that can haul 4,000 tons over a 0.5% grade line, and an engine that can haul
4,000 tons over a 1% grade line. Those would have to be three entirely different engines. I am
eliminating the effect of the grade, simply to show the effect of putting your tonnage into an in-
creased number of cars. In each case I have taken the dead weight of thecar as 21 tons. The average
paying load of cars in New England for the first nine months of 1910 was 24.2 tons, and for other
roads in the Eastern Rate Group it was 32.9 tons. An engine that could haul 4,000 adjusted tons
over 0.3% grade line could haul 1,911 tons, paying load, in cars having an average loading of 32.9
tons, and 1,607 tons in cars having an average loading of 22.2 tons. An engine that could haul
4,000 adjusted tons over a 0.5% grade line could haul 2,060 tons of paying load in cars having 32.9
tons average loading, and 1,754 tons in cars having an average load of 24.2 tons. An engine that
could haul 4,000 adjusted tons over a 1% grade line could haul 2,234 tons, paying load, in cars
with an average load of 32.9 tons, and could haul 1,928 tons of paying load in cars having an
average load of 24.2 tons.

Stated in another way, the percentage of the revenue tonnage—that is, of paying load
—in a train with cars having 24.2 tons revenue freight, to the revenue tonnage in a train with
cars having 32.9 tons each of revenue freight, would be 84.2 per cent. for a 0.8% grade, 85.2 per
cent. for a 0.5% grade, and 86.3 per cent. for a 1% grade.

Now, that does not make any material difference insofar as my statement, for purposes of
illustration, is concerned; the fluctuation being relatively slight.

Now, to handle the increased tonnage due to the lighter loading of cars necessitates an in-
crease in the number of cars, an increase in the number of trains, an increase in the number of
locomotives, in the number of créws, in the amount of fuel and other train supplies, an increase
in yard facilities and, possibly, an increase in main track facilities—all of which requires addi-
tional investment or additional operating expense, and without in the slightest degree increasing

the operating revenue to the carrier.

66
Therefore, it is important to know, on the traffic that originates in New England and local to
New England and the traffic which they interchange with their connections outside New England,

as to whether the local traffic has a less loading per car. If it has, it very materially adds to the
cost of performing the service.

As to New England having no points originating a great volume of traffic, while that may
be correct, except as to slate or granite, the New England lines do get from their connections a
very great volume of traffic, as indicated by the exhibit which was put in by the Superintendent of
Transportation of the Boston & Maine of the tonnage that they get at Mechanicville.

Now, he indicated that *80 per cent. of that tonnage moves through to South Deerfield in solid
trains, or can move in solid trains; that 80 per cent. of that which goes into South Deerfield can
move into Ayer, and 30 per cent. of that which goes into South Deerfield can move into Boston.

Mr. Brigham in his exhibit with reference to the tonnage admitted that there was a duplica-
tion, and when I took the net tons that were handled, without duplication, and divided it into
the tons moved one mile, I obtained an average distance that all freight moves within New Eng-
land of 163 miles. I am only bringing that out because of the point that is in my mind—that it
does not indicate a short terminal service. One hundred and sixty-three miles does give a substan-
tial road movement; and it certainly does not come within the Commission’s classification of ter-
minal and switching lines. And the illustration made or the exhibit introduced by the Superin-
tendent of Transportation of the Boston & Maine indicates that a very substantial part of its
traffic—80 per cent. of what we give them at Mechanicville—goes 100 miles. As to some of the
balance, of the 20 per cent. which is cut off, some of it is going over to other lines, and to that
extent they have overhead traffic. To the extent of the tonnage going into Ayer, which is 60 per
cent. of the traffic delivered to them at Mechanicville, to the extent that that goes to other lines
they have overhead traffic. And the difference between the actual tons which are handled and the
total tons which are handled, including duplication, is so marked as to indicate that if all the facts
are developed the New England lines must have a substantial overhead traffic of their own. It
was for that purpose I was attracting attention to the average distance hauled of 163 miles in
New England.

By Mr. NEWCOMB:
Q. You are basing your testimony on that upon your recollection of Mr. Miller’s testimony?

A. Yes, sir. He said *80 and 80 and 30.

Now, as to the percentage of the tonnage rating which you get back of the engine, and which
Mr. Cunningham says he introduced during the period of the United States Railroad Administra-
tion or, at least, he was connected with the Administration in the use of those figures: I was

familiar with that system over 13 years ago. I do not know its origin, but am under the impres-

 

*(Mr. Miller said 90% to 92%.)

67
sion that it originated on the Great Northern Railroad. We have it in use on the Kansas City
Southern, of which road I am a director, and it has been in use on other lines. Even though the
Interstate Commerce Commission should discontinue the statistics, we would continue to prepare
them ourselves, for economic operation of our line.

The figures are not conclusive, when prepared in just the way that the Railroad Administra-
tion prepared them. We divide our traffic into quick dispatch and slow or continuous movement
traffic. We divide it by directions, and we divide it as between main line and branch line traffic.
Now, unless you give consideration to the effect which those variable factors would have in these
results, you do not get the full effect; but, after all, the figure as shown does indicate in a general
way what you are able to secure under all conditions that control the loading of your locomotive.
But, insofar as operation on an individual property is concerned, to enable you to follow it through
closely, you would have to make the separation I spoke of.

Now, the New England lines get a better movement in each direction, apparently, than do the
lines west of New England; my exhibit showing a little better percentage of loads to the total num-
ber of cars handled, and that would in a measure account for their getting a little better percent-
age of tonnage back of the engine. But, whatever the factors are, whether it be the tonnage by
directions, by branch lines, or whatever the factors are, it does show that they are getting a little
better tonnage back of their engines than we.

Now, as to the size of locomotive, clearly with the volume of the traffic that is moving east
of Mechanicville, with 80 per cent. moving to Deerfield, with 80 per cent. of the Deerfield ton-
nage moving to Ayer, there is no good reason why as large a locomotive cannot economically be
used there as can be used west of New England for similar grades.

They are only coming to the use of the large locomotive. As I understood the testimony of
Mr. Cunningham, he referred to the changes they had to make in their bridges. He was not sure
whether they had completed the work or whether they could go on installing the larger locomotive.
West of New England we have been busy for some years in changing our roadbed and strength-
ening our bridges so that we could put in heavier power and get the economies which come from
that power.

Now, as to their ability to finance needed improvements of that kind, clearly if the New Haven
had taken the money which it has expended for trolley lines, being in excess of $100,000,000, the
money which they have expended in other directions, such as their guaranty of the Westchester
line, involving the guarantee of interest in excess of $800,000 per year, and other money of that
kind, and had utilized that same credit for their common carrier property as a steam railroad, they
would be in better shape.

When it comes to the Boston & Maine, they lease a number of lines. They have just been in
the hands of the court. They had their election, when they were in the hands of the court, as to
whether in reorganizing that line they would cut off such lines as were not satisfactory earners or
whether they would elect to keep them, and they elected to keep them. Now, if those lines are a
hardship insofar as this interchange traffic is concerned, clearly, if we are to be charged for the
cost of supporting them, we should have had some voice as to whether they were to keep them or

68
not. And, if they had eliminated some of the poorer earning lines, these low earning branch lines,
which they say cannot use modern power—if they had eliminated them in their reorganization, as
some of the other lines have done, it would have made their traffic more remunerative at this time.

Now, as to the average mileage of locomotives, Mr. Pearson testifying, on pages 2,531 and
2,582, and Mr. Cunningham, I think, today, I did not use that figure, although it was on one of
my exhibits. I made no comment upon it in my testimony. It is dependent upon the number of
engines in work stock and the volume of traffic that is moving. If, for example, you had 15 loco-
motives withdrawn from service and not written out of your accounts, those engines would be
used in figuring out the average mileage of your locomotives; or, if you had 15 engines that were
laid up—I mean, if you are not running your engines full and you are taking them first in and
first out, but there is considerable loss of time at the terminals by reason of the volume of traffic not
needing all the engines to be used, it will pull down the average miles per locomotive. All roads
must have engines to move the maximum traffic, or as near the maximum traffic as they can afford
to have. So that that mileage figure is quite a variable factor.

Mr. Pearson commented on the Trunk Lines, at page 2,535, requiring the New Haven to fur-
nish some of the New Haven’s cars used in loading company fuel. I had assumed from the other
testimony, to the effect that they were having difficulty in getting cars off their lines, that that would
be to their advantage and some credit would be given us.

Now, the situation as to the owner of a car in times of business depression is no different in
New England than outside New England. When you are paying a dollar a day for a car, whether
you have any need for it or not, you are going to get it home as quickly as possible, whether it
is owned in New England or whether it is owned in Trunk Line, C. F. A. territory, or some place
else. So, that works no greater hardship on the owner if located in New England than if located
some place else. You purchase enough cars to handle the business of your line. Now, with the
falling off of the business there is not enough loading so that you can keep those cars off your line,
any more than there is an ability on the part of the New England lines to keep the cars off their
lines.

Then, if there was any relation between the per diem and the average distance that a car
moves per day, I am at a loss to understand what would happen in a case like that of the New
York, Susquehanna & Western, making an average mileage of 4.6 miles per car per day. The
purpose of per diem is to recompense the owner for the use of his car, and also to keep that car
moving; and in time of stress in former years we did have what was known as a penalty. The
owner could call upon the person having the car in his possession to return that car promptly;
otherwise you would add a penalty over and above the per diem, in order to force the car to move.
I recall when this subject of per diem was up in the American Railway Association, and the situa-
tion which confronted us then was the fact that our cars got down into New England and did not
get out, and the owner of the car was not getting the use of the car and was not getting paid for
the car.

Now, Mr. Pearson commented on the very big improvement which the New Haven has made
in the last two years in the handling of embargoes and the effect that has had on their car situa-

69
tion. I think Mr. Pearson recognizes the necessity of protecting that situation as much as any
one; but in former years they did not use it, and it was their failure to recognize it and the unfair
use which the cars got on the New England lines that was really responsible for the adoption
of per diem.

One of the witnesses testified today to the clock arrangement they had on the Boston & Maine,
I believe, for showing the improvement, and so forth, and I think they also testified to the fact that
they had gotten up to 19 miles per car per day. All that I have suggested as to the New Haven was
that the New Haven simply equal its former efforts in the handling of cars. I did not set up a
theoretical performance, and if they make the same movement that they made in 1919, it will make
a difference of $5,000,000 per year in per diem. Now, that is a matter in their hands. It is nota
matter in the hands of the roads west of New England; and if they fail to save the $5,000,000 of
per diem it should certainly be charged to them and not to us.

Now, the Boston & Maine has not equaled the Boston & Albany in the past. It may be that
they cannot quite approach these figures; but if they will equal anything like the performance that
they have been making in the last two or three months, it will very materially reduce their per diem.

And, on the other hand, the Boston & Maine, as I testified before, have reduced the number
of cars something like 5,000 or 6,000. Of course, if they do not keep up their equipment, they
are going to add very materially to their per diem cost; and I can well see how everybody will
cease owning cars if the paying of the per diem permits you to increase your divisions, but 1 am
quite at a loss to understand who is going to furnish the cars, because if you take it out of the
divisions of the through rate—any sum of money—in order to pay any part of per diem, when
under the present rate all it does is to recompense the owner for his expenditures for repairs, de-
preciation and 6 per cent. on his money, you are not going to have anybody that will be willing
to build any new cars. And, if I could get my cars on that kind of basis, I would certainly be
perfectly willing to let any equipment I have today go on the scrap heap, because I would be
money ahead.

Now, as to the difference between the mileage rate and per diem, consideration must be given
to the very heavy increase in car repairs. Some 8 to 10 years ago we figured on repairs to freight
cars costing $40 to $60 per year.

In my exhibit 142, showing the result of the consideration of per diem by the Railroad Exe-
cutives, it shows an average cost per car of $227.21 for maintenance, $36.38 for depreciation, $8.08
for taxes and $64.01 for interest at 6 per cent. Now, just let us take out the interest for a moment,
and you have $271.67 as out of pocket cost in the way of maintenance, depreciation and taxes;
and I cannot see where the owner is going to break even with any hocus pocus that takes money
away from him through a change in divisions.

Now, Mr. Cunningham commented on my testimony with reference to passenger and freight
service. I did not undertake to say that passenger service or freight service, either one, was pay-
ing its way in New England. I do feel, however, that the passenger service in New England should
pay its fair proportion of the operating cost, as well as its fair proportion of the investment

necessary to handle the traffic; and when you bear in mind the difference in the capacity of your

70
line, bear in mind that the capacity of your line is first measured by trains, I think that as to the
investment we could well divide the investment on the basis of trains. As to operating costs, I
would not do it. As to the separation of costs as between less carloads and as between commodi-
ties, it is possible to ascertain the average tonnage that is handled in the cars that are moving over
the road for each kind of commodity, and whether it is carload or less than carload. Having as-
certained the average tonnage per car, it is then possible to ascertain the quantity of paying load
of each of those classes of traffic, whether it is carload, less than carload, or first class, second
class, and so on, which can be handled by any given engine; and from that you can ascertain what
your train earnings would be if it moved in solid train lots.

Now, it makes no difference whether the coal moves over the Boston & Maine in train lots or
whether it moves over the road in connection with something else. It requires for a given number
of cars the same tractive power effort, whether it moves in solid trains or whether it moves in
trains with other freight. So that that basis of dividing the cost would be fairly correct. It would
certainly be as correct as any division between passenger and freight.

When it comes to the coal business, while it is true that the earnings per train mile might
show approximately the same as the earnings per train mile on other classes of freight—it does not
as to all—you then find that, except for a very few exceptions, you have no return loading for
your coal car. Now, that situation is not peculiar to New England; it is the same as to their con-
nections. So, if you give consideration to the cost of taking these empty cars back to the mines,
as against traffic moving in box cars, where the box car is loaded to a greater extent on the west-
bound movement, you will find that the box car traffic will be better paying than the coal traffic,
taking the movement of the engines and cars in the two directions and the tonnage that can be
handled.

Now, as to the switching, my use of the yard and train switching mileage: Mr. Cunningham
testified that the ‘‘cars handled” was the controlling factor in the yard, rather than the relation
of the road and yard locomotive freight switching mileage to the road freight locomotive mileage.
I am very glad he has gone that far. I think I could meet him on common ground. I was object-
ing to their use of ton miles, and used this as the only information which was available—they having
not put in the record any information indicating the number of cars passing through the different
yards and the cost of handling those cars. And it is of particular importance in giving consid-
eration to the large volume of |. c. 1. traffic which the New England lines handled and which he
said had a relatively light loading per car, because it costs just as much to handle that car through
the yard, as nearly as it is possible to estimate it, as it does a car of coal or other freight. To
some extent the tons have a slight effect, but it is so slight as to be ignored generally in operation.

Now, as to the adjusted tonnage, I have answered the comments of Mr. Pearson. Mr. Cun-
ningham testified that no road in New England uses adjusted tonnage. Prior to our use of it west
of New England—and, as I have said, we have used it over 15 years—we did not get as good eco-
nomical results as we have since we introduced the practice of adjusted tonnage. You cannot esti-
mate it today, I am satisfied, with the varying capacity of your cars and of the loading.

71
Some reference was made by Mr. Cunningham to the inference that I thought might be drawn
that there was some inefficiency in the operation of the New England lines. I do not recall any
testimony to that effect; certainly it was not my intent in bringing out the exhibits that I did.
I should want to feel entirely in touch with the operating conditions before I discussed the question
of efficiency. What I did undertake to do was to put in some exhibits which would indicate the like-
lihood that there was a considerable difference between plant facility in New England and plant
facility outside of New England, and that by bringing their plant facility into harmony with ours
they would probably bring their cost more nearly into harmony with ours.

Mr. Newcomb: That is all.
Mr. Choate: No questions.

(Witness excused.)

72
W. H. Williams Exhibit No. 130

NEW ENGLAND STATES
POPULATION TAKEN FROM 1910 CENSUS RETURNS

25 miles 50 miles
from from

Coast}line. Coast line.

Connecticut ............ DAVE T56. oe x cea Say TAN 810-. sew meeenes, deaecsad 1,080,507
Percentage... 64.75 Percentage.... .......... 96.93

Rhode Island ........... 542,610 ............. DBAMO2)> “wide Gaeie wakes Eebtoceaeece da 542,610
Percentage... 98.55 Percentage.... .......... 100.00

Massachusetts ........... 3,366,416 ............. THESIS awepeeekslesteue: 2 fapeeien 2,079,043
Percentage... 51.20 Percentage.... .......... 61.76

New Hampshire ......... 430/502... alana hctawies BO O84 cuss aGamses, Bain ecweals 246,088
Percentage... 19.44 Percentage....  ........-. 97.15

Maine: 2 cae pchade neste F42 301) veces esse soe 399.040 ae vekewienasa: nective tad 577,702
Percentage... 53.75 Percentage.... .......... 77.82

Total) a2cisiuacedeens 6,196,725 ...........6- 9483008 segereteecagegs Gieesea ee 4,525,950

Percentage... 56.21 Percentage.... .......--- 73.04
 
NEW ENGLAND STATES
POPULATION 25 MILES FROM COAST LINE

 

 

 

 

 

State. County.
Connecticut.......... Fairfield ........ 245,822 Less New Fairfield ...............-..200005 551
Brookfield. sccsasaesaav ease weve ses 1,101
1,652
New Haven ...... 337,282 Less Wolcott ....... 0... ccc cee ee eee eee 563
Middlesex ....... 45,637 Cromwell. cccesct nage te tawe aon enes 2,188
New London .... 91,253 Add Windham County—Plainfield .......... 6,719
Rhode Island......... Washington ..... 24,942
Kent ........... 36,378
Providence ...... 424,353 Less Burrillville ................000 000000 7,878
Newport ........ 39,335
Bristol .......... 17,602
MIDDLESEX COUNTY.
Massachusetts........ Plymouth ....... 144,387 Less Tyngsborough ...............00ee eee 829
Norfolk ......... 187,506 BSW. iis nada eae d die ue agi aes 885
Bristol .......... 318,573 Townsend) ¢ 2.0 .c4c06 65 ste eee ae cee 1,761
Middlesex ....... 669,915 PEP POrell <i ove naleur ee we eee Vatee 2,953
Groton: si sice ce een Se aA eS 8 2,155
Vit LOGO Ta os sate ais ada daa Vo en Sa aes 1,229
WeestlOrd, g.cioxaocace de eee wee ruben: 2,851
Dunstable: ccc ieewienere weit 284 batiea dee 408
13,071
NEW HAMPSHIRE.
Essex ..........- ASG ATT. Add: Pelliam: sax <se cay 2h.e see eseee dees 826
New Hampshire...... Rockingham ..... 52,188 Less Northwood .............. eee cece eee 1,059
DDG erteld 3 cscs csaceticace dee egies ie os 917
Candia: S86sacs tach exis ewes ake 993
AUDUPY ax ees awe ete aa ee ees 637
Londonderry ...........--ee ee eee eees 1,533
5,139
Strafford ........ 38,951 Less Middletown ............. 00. e eee eeee 291
Malton sake iihed oie, Sos eee 1,542
New (Durllainy <5 scnece acne a carne ia eet 523
Straflord ...ccaiderens sake dea eases 786
3,142
Maite: ig twa ainde dens Mork scsiceieeates 68,526 Less Parsonfield ........-..-- sees eee ee ees 1,057
COmMishi: cds uations Ghee REESE 954
Newfield. é.ccc0vgtausgurteeutes eens 5 620
2,631
County.
Cumberland

112,014 Less Otisfield

Harrison

Lisbon ..

Auburn

Dixmont
Newburg
Hampton

Carmel
Hermon
Bangor

Orrington
Brewer City
Eddington

Clifton ..

Kossuth

35,575 Less Township 32
Plantation 33

42,905 Less Danforth

Ce

Cc

Ce

Sow me we ewe ee we eee eee www ene

ee

Se we mee eww wee eww eens

632
967
2,660
736
536

 

5,031

499
1,213
4,116
1,625

15,064
1,382

 

23,899

757
694
2,380
1,050
1,210
24,803
1,219
5,667
611
217

 

38,608

17
54

 

val
1,295

259
69
162
94
1,091
290
104

 

3,408
State.
Connecticut. .

Rhode Island.

Massachusetts

NEW ENGLAND STATES
POPULATION 50 MILES FROM COAST LINE

County.

piece Fairfield ........ 245,322
New Haven ..... 337,282
Litchfield ....... 70,260
Middlesex ....... 45,637
Hartford ........ 250,182
New London ..... 91,253
Tolland ......... 26,459
Windham ....... 48,361

Peete Washington ..... 24,942
Kent “sciseaieesas 36,378
Providence ...... 424,353
Bristol ......... 39,335
Newport ........ 17,602

Deeaceine Worcester .......

399,657 Less Royalston

Less LITCHFIELD.
Salisbury
Sharon
Canaan
Cornwall
Norfolk

er ry
Od
Ce
Ce
ee wm ee mw we me ew wwe ee www es
Ce we we ww ewe ew eee eee ewe

HARTFORD.
Less Hartland
Granby
Suffield
Garfield

Winchendon
Ashburnham
AHO: | wieeisngiewcetniadieew eee ae ees
Templeton
Gardner
Westminster
Phillipston

Petersham

Habbardston
Dana
Barre
Hardwick
Oakham
New Braintree

West Brookfield
North Brookfield
Spencer
Warren
Brookfield

 

544
1,383
3,841
9,719

 

15,487
State. County.

 

 

 

 

 

Sturbridge ..........0. cee ee eee eee 1,957

Millbury <c¢2ssa004, Qos eer naeenG coy 4,740

AMDUPN) geek Avieca ae oad se ew este. 2,420

Oxford: 2A.ondeccn knees nee aesae 3,361
Plymouth ....... 144,337

Norfolk ......... 187,506 17,422
Bristol .......... 818,573
Middlesex ....... 669,915
HS86X cusses: 436,477

New Hampshire...... Hillsboro ........ 126,072 Less Hillsboro .......... 0... eee eee eee 2,168

AMPIMN Asece Ge eesreieete cb Aes eas SRY 1,235

Hanc0ek’ joc ceaecsangeer eee cereus 642

Pétetboro- ssh cceuen se Mee eee ee 2,277

DHBFOM: ayewiiavnewine sede gee aes 71

New: TPS WiGhi sisi ssardiersieedc dare ieuavardtvatisidie are 927

MOM ple: oo52:sn da ewese eae kaieeaee wie 284

Gren tel Wis ars x wigs testes ea Ses eeeetelatescencals 574

Francestown ........... 0c eee eee ees 602

Deering...42 aso. addy tase ler soc 353

WICEIE= gris oa esa atari seers Boats 1,325

Rockingham ..... 52,188 10,458

Strafford ........ 38,951 Add MERRIMACK.

Pittsheld: feces cies wy eaeeede eves 2,222

SPSOM soca iiae ect esseaieoniewie ataveony ice ope eras 725

Allenstown .......... 0... cccec cee eeee 1,457

FOOKSCtE occ ds aw eee eee 1,528

Dunbarton avcieaede diem ce nace 513

BOW? stash SOs CIAO. lest, stata nals eoaee a a ate 676

Canterbury: vcic. eos eanesenaee tes ewerees 680

Chichester ......... 0. cece cece eee eee 606

CONGO? vi d20 9b ceadintas nbuleewasakoires 21,497

29,904

Add BELKNAP.

ALTOID aire civ petaemee aes eae eae 1,348

Gilmanton sos. ese ov eaie ek eee be eal 968

Barnstead o. cccn cee rcanu ca ogdelee eas 1,081

GULOPO- canieraigiseGkrie eae es 744

4,141

Maine............... Yorke osc isneecss 68,526 NEW HAMPSHIRE.
Add CARROLL.

PWECC OM wis acre HAS PwiS Ba eaIA. Wesel ees 942

Biingham. ..cc4escie (ei datiesesawetes 558

OBSIPEE - ascob eee a wie ean edie wesaee woes 1,354

W GlfebOre: 6 s0s 00 than oaaere dae neues 2,224.

TUltOnbOre: pceswingeeaiwewn ee wens 612

5,290
County.

 

 

Cumberland ..... 112,014 Add OXFORD.
ROGER 2 Sena deoanala w.alxtbad awash Bae ans 864
Brownlield.. cc5sscacw sees teu weaese eas 933
Denmark: ::...26 cc adenieswnt eee kee 596
P¥yebure: >... ccaaiieearie weal ieae ad ee 1,282
Sweden s24ncanaydank cee ktews @eewesok 266
Waterford ....... ccc cece ee eee eee 934
NORWAY? hi Ghee do daa Saeed 3,002
PATS: dsccnadenne kay gia eeedoesd 3,436
Albany suscsawoei ne evi de eNee ee es 410
GreCHWOOG) 2 cade. adcend it xed e ene ae des 664
Buchtield: cisco erie sees hades sew eee was 1,087
Wooodstoch: acccca diac dala 808
Summer Hartford ..................5. 592
14,874
Sagadahoe ...... 18,574
Androscoggin .... 59,822
Lincoln ......... 18,216
Kn 0K: os c.cieieoen 28,981
Kennebec ....... 62,863
Waldo .......... 23,383
Penobscot ....... 85,285 Less PENOBSCOT.
Mty (Chase: as 02) Acoceui boca gaciuahew de 227
Patton cca Rated heaetckleceire ce 1,406
Staceyville ...........000.0. 0.0 e ee eee 577
MO Way ont: sain alanis eaainadeeleicee 489
Woodville .......... 0... cee cee cee eee 125
Mattawamkeag ..................-00.. 517
OMNIA) - 40g. e lie we see ase eee ae gees 741
Drew cicexans is wfnieca eae ais said Ga eaten es 247
WATT a2 asses a dal bed oa i eee seat ences 655
Webster) <2 esis vas omer Se wee 103
PRONEISS 2 Seu) skeen y cys ise ase ecoteveleeGnals 472
Carrol: sou vaeck hice Rilo kee awe euler 472
Springfield ......... 0... cece cee eee 459
GEG. arch aeotad st ateica tee ncnaitend wis ake erat ae 748
Tiake vill €) cea wisetesesee Se sce iain el caca le al ivwce ae 96
TNNGOME Shes ewIGUesea eee aos ean 1,988
Burin gion sy ci0. pte eee daw ae ees 370
Garheld sccswse ese ie ae ian ies Gas 970
TRO WIA 25 ais ecttcancust a6ecsiauadacaciaw isd AG ae 494
MaCOheld’) s2n338.eeic mn ieieceeuean ids 719
Township 1-8) iwc. weactewtare encase 356
11,591
Hancock ........ 35,575
County.

 

 

Washington ..... 42,905 Less Danforth ...............000 cece eee
TOpSHEld 22.64 sive : tower Stiowe aces
TRCOSSUEN) 1 2 ieee, tans foe dicen acre Seo Una t
Codywille 6625cre ihe dol Saat eesti italtie
HOPES seh bk tgs bonds aR am actriohe ay Ske tas
Lambert Lake ..............00.00 0005
Add SOMERSET.
Mercets. 222 aiciidet Ge eRe ed
Smithhel @) song on eg tah pie wea ee ods
Bartel: exc exes ewes Sac ani ouse ny cies
Norridgewock ............ 000 cee eens
Skowhegan ...............0 eee eee eee
Cornville:.-3 Sesaw aware Rae ees eS
Pittsheld: ssccceccac dalek se Aas Gale eee
Par tland wis.d ooo rises eds wind eee
PAY Pa aa iise odd ee re enacts ony
St Albans: cosy vasocewca dee ee eee
Harmony -i.cios. cn cdcakoan eter as
Cambridge” 02 4.0. o00 509 ees Cee eee
RECAPITULATION
Add. Deduct.
Connecticut ........ 0 .2.-eeee 245,322 18,762
337,282 15,487
70,260
45,637 34,249
250,182
91,253
26,459
48,361
1,114,756
34,249
1,080,507
Rhode Island ...........-.-.- 24,942
36,378
424,353
39,335
17,602
542,610

104

 

1,850

441
427
4,435
1,608
5,341
720
2,891
1,176
960
1,027
730
369

 

20,125
Massachusetts ...............

New Hampshire .............

399,657
144,337
187,506
318,573
669,915
436,477

2,156,465

17,422

2,079,043

126,072
52,188
38,951

217,211

39,335

256,546

10,458

246,088

68,526
112,014

18,574
59,822
18,216
28,981
62,863
23,383
85,285
35,575
42,905

556,144

34,999

591,143

13,441

577,702

Add.
29,904
4,141
5,290

 

39,335

Add.
14,874
20,125

 

34,999

717,422

Deduct.
10,458

Deduct.
11,591
1,850

 

13,441
W. H. Williams Exhibit No. 131

pLIATEMENT SHOWING “FREIGHT TRAFFIC MOVEMENT’ (TONNAGE ORIGINATING ON ROAD) DURING THE YEAR 1918
BASED ON DATA CONTAINED IN “A PRELIMINARY ABSTRACT OF COMMON CARRIERS” FOR THE YEAR ee
DECEMBER 61, 1918 INTERSTATE COMMERCE COMMISSION.

 

 

New England Lines:

Boston & Maine

© ese @ ee eee 8 8

New York, New Haven &

Hartiorad ...

Central Vermont ........
Central New Emngland....

Rutland .....-.-
Maine Central .

Bangor & Aroostook .-..--

Total
Per Cent ....

@® ees ©@ ee @ eee 8

(a) Boston & Albany.........

Lotal New
Lines .....

Bastern Group (excl.

England Lines)
Per Cent ....

Roads having

England

oes @eeee#e

interchange

wih New England Lines:

Central Railroad of New

Jersey ......

Delaware and Hudson ..-.
Delaware, Lackawanna &

Western
Erie

(a) Greenwich & J ohnsonville
Lehigh & New England. .

Lehigh Valley .
Long Island ...

ee se@eeoeeee%### #8

*e; es © 8 6s 8 8s © 6

New York Central.......
New York, Ontario &

Western
Pennsylvania .

Ota] .....-.

eeseeves se 8 8

*eeese ses e208

Per Cent ..............

 

PRODUCTS OF

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

64.21%

 

 

 

 

ieeell L. C. L. Goods

Total Agriculture Animals Mines Forests Manutactories CT. Rates | ae
9,250,126 513,403 {a4,0T3 $75,007 1,935,107 2,209,090 1,169,105 1,030,035
11,055,401 316,109 405,963 3,049,864 405,165 2,001,101 1,9115359 2,106,470
1,022,670 66,726 2,180 215,036 103,461 293,464 20,026 135,272
265,211 16,590 4,107 26,056 45,676 69,205 46,619 56,424
676,437 93,105 29,497 239,006 160,341 99,158;  ~— 53,200

- 3,889,258 265,911 50,500 125,561 1,941,270 15306,569 12,010 520,001
1,557,920 301,220 4,956 137,836 659,090 215,095 3o,901 29,990
27,695,089 1,917,307 15262, 79 4,514,168 4,886,415 6,911,166 5,001,000 4,042,213
100.00% 6.92% 4.56% 17.38% 17.64% 24.95% 18.94% 14.60%
2,024,089 122,275 133,564 443,831 95,545 1,512,463 _ 230,193 176,870
50,519,618 2,039,632 1,445,943 5,200,049 4,951,158 3,200,020 4,091,579 4°219,088
100.007 6.13% 4.11% 17.34% 16.43% Al.on% 13.49% 13.92%
694,670,325 | 23,159,060 | 10)475,296 | 434,331,281 | 18,180,456 | 110,503,682 28,220,421 24,164,521
100.00% 4.51% 1.60% 66.34% 2.19% 16.38% £51% B:10%
15,784,811 250,405 113,217 3,948,463 165,571 5,071,889 | 3,209,201 | 4...
14,230,358 168,217 15,993 11,347,613 115,017 1,216,035 j1a,2U0e 294,780
13,119,180 566,007 127,187 15,986,283 233,405 2,298,011 1,089,964 473,093
20,054,126 991,048 211,444 11,431,498 Dba,000 4,168,694 15720,669 $14,078
67,173 1,018 4.505 228 5,150 47,919 1,079 - 3,119
5,474,406 14499 108 4°528,916 5D,598 600,416 63,695 5,214
21,113,537 650,832 129,791 16,295,922 196,710 2,094,836 1,114,075 639,021
1,966,431 218, 1o3 193,623 230,160 141,404 AQOT,222 138,273 184,996

_ 40,582,106 5,013,106 4,500,645 15,939,590 1,606,957 15,567,012 1,439,128 1,069,420
7 8,127,285 92,288 45,152 2,020,198) 214,608 203,128 45,087 Boot
109,219,959 2,018,697 1,603,305 q 4, 690, 683 3,200,002 17,423,033 3,991,000 6,447,262
250,005,463 9,078,070 0,016,620 | 160,519,314 6,471,982 47,292,695 12,827,592 9,995,680
100.00% 3.023% 1.538% 2.09% 18.91% 5.13% 4.00%,

 

(a) Purnished by carriers.

 
W. H. Williams Exhibit No. 132

STATEMENT SHOWING ROAD FREIGHT LOCOMOTIVE MILES AND TRAIN SWITCHING AND YARD SWITCHING
LOCOMOTIVE MILES, FREIGHT, DURING THE YEAR 1918 BASED ON DATA CONTAINED IN “A PRE-
LIMINARY EXTRACT OF STATISTICS OF COMMON CARRIERS” FOR THE YEAR ENDED DECEMBER 31,

1918—INTERSTATE COMMERCE COMMISSION.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(E)
Per Cent. of
(A) (C) TotalB& C
Road (B) Yard (D) to
Freight Train Switching Total Road Freight
(1) NEW ENGLAND LINES: Loco. Miles Switching Freight Band C Loco. Miles
Boston & Maine.............0.eeeeeeeeeeees 10,165,625 652,057 4,916,977 5,569,034
New York, New Haven & Hartford.......... 7,783,040 1,165,884 5,518,463 6,684,347
Central Vermont ....... aul ie een ee 817,509 226,252 396,839 623,091
Central New England...............00ee00+ 1,197,470 64,689 378,027 442,716
Rutlatid. «4 ese cag cces hs cvacee deat acne ewe 811,000 74,375 294,754 869,129
Maine Central ............ 0. cece cee eee eees 2,707,454 462,116 895,434 1,357,550
Bangor & Aroostook..........0:ceeeeeeeeee 842,717 193,167 252,847 446,014
(a) Boston & Albany............ 0. cee eee eee eee 4,482,384 549,203 1,792,871 2,842,074
TLOtal eects cee eerns Bk Qe naan he eA 28,807,199 3,387,743 14,446,212 17,833,955 61.91%
(2) EASTERN GROUP (excl. New England
TEINS): hack cacSsen tak ete Meese wus emae wake 305,106,485 25,169,151 185,423,708 | 207,781,265 68.10%
(3) ROADS HAVING INTERCHANGE WITH
- NEW ENGLAND LINES:
Central Railroad of New Jersey............. 5,276,798 784,504 3,604,160 4,388,664
Delaware and Hudson.................+--0+ 7,846,852 588,911 | (a)2,414,590 3,008,501
- Delaware, Lackawanna & Western.......... 10,305,881 356,351 4,981,671 5,838,022
PIT IG sil. 5 ech wos hace cca teeiaaly Sapna Sawa ares 13,467,612 766,904 6,821,014 7,587,918
(a) Greenwich & Johnsonville.................. 22,062 12,2241) ee aene 12,224
Lehigh & New England................006. 617,997 881,261 199,123 580,384
Lehigh Valley .............ccccec cece eeeees 9,945,591 | =... 6,055,596 6,055,596
Long Islan) os..cs06sdeseseee ea een ce wew ars 1,064,950 265,143 862,401 1,127,544
New York Central............... cece cence 37,044,104 8,777,814 25,208,351 28,981,165
New York, Ontario & Western.............. 1,931,108 93,204 519,842 613,046
Pennsylvania ..........0 cc cece cece eee eeee 45,260,026 5,049,065 82,336,690 37,385,755
Total: Eatentets Sek be as wea ee 182,782,981 12,075,381 82,998,438 95,073,819 71.60%

 

(a) Furnished by carrier,

 
W. H. Williams Exhibit No. 133

STATEMENT SHOWING MILES OF ROAD OPERATED DURING THE YEAR 1918 BASED ON DATA CONTAINED IN “A PRE-
LIMINARY ABSTRACT OF STATISTICS OF COMMON CARRIERS” FOR THE YEAR ENDED DECEMBER 31, 1918—INTER-
STATE COMMERCE COMMISSION.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(F)
Per Cent. (G)
(D) (E) Yard and Per Cent.
(A) (B) (C) Yard and Total All Sidings Yard and
1st All Other Total Main All Side All to Total All Sidings
Main Main Tracks Tracks Tracks Main Tracks to 1st Main
(1) NEW ENGLAND LINES:
Boston & Maine................... 2,258.61 598.05 2,856.66 1,376.93 4,233.59
New York, New Haven & Hartford. 1,992.15 1,073.15 3,065.30 1,577.35 4,642.65
Central Vermont .................. 411.20 6.20 417.40 160.01 577.41
Central New England.............. 301.30 79.71 381.01 161.69 542.70
RUtANG? (od acids wea we eee ee ees 415.11 sactie A15.11 132.79 547.90
Maine Central .................... 1,216.16 86.22 1,302.38 3884.29 1,686.67
Bangor & Aroostook ....... ....... 632.35 30.29 662.64 219.33 881.97
(a) Boston & Albany.................. 393.97 329.76 723.73 412.57 1,136.30
Total cios63eweadeas pict wayena 2 ae 7,620.85 2,203.38 9,824.23 4,424.96 14,249.19 45.04% 58.06%
(2) EASTERN GROUP (Excl: New
England Lines) ................ 56,218.13 20,385.92 76,607.05 40,176.24 116,780.29 52.45% 71.46%
(83) ROADS HAVING INTERCHANGE
WITH NEW ENGLAND LINES:
Central Railroad of New Jersey.... 685.02 341.11 1,026.13 852.71 1,878.84
Delaware and Hudson .... ....... 909.61 409.81 1,319.42 643.18 1,962.60
Delaware, Lackawanna & Western. ' 955.09 664.95 1,620.04 1,006.80 2,626.84
PHIVIOR ct cesnee noe Saisie ante asthe senue oh ates 1,989.12 1,029.72 3,018.84 1,693.16 4,712.00
(b) Greenwich & Johnsonville.......... 21.15 ae 21.15 4,35 25.50
Lehigh & New England............ 224.88 7.15 232.03 109.11 341.14
Lehigh Valley .............0.00000. 1,436.14 744.52 2,180.66 1,290.26 3,470.92
Long Island......... t erahsteroragteutnaheved 398.38 234.26 632.64 298.91 931.55
New York Central................. 6,075.79 3,984.11 10,059.90 5,238.24 15,298.14
New York, Ontario & Western..... 569.49 207.40 776.89 279.83 1,056.72
Pennsylvania ............ 000 eevee 5,360.57 3,108.64 8,469.21 5,147.00 13,616.21
TLOtall sees et obi hs eh hh ees : 18,625.24 10,731.67 29,356.91 16,563.55 45,920.46 56.42% 88.98%

 

 

 

 

 

 

 

 

(a) Taken from New Central Annual Report.

(b) Furnished by carrier.

 
W. H. Williams Exhibit No. 134

Statement showing, average number of Manufacturing Establishments per mile of road,

(a) taken from page 57, Vol. 8 (1910) 13th Census of the United States.

(a) Manufacturing Average Per

Miles oF Road

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Establishments Mile of Road
NEW ENGLAND

Massachusetts 11,684 2,115
Maine 1 3,046 2,240
New Hampshire 1961 1,243
Vermont. 1,958 1,100
Rhode Island 1,951 212
Connecticut 4,201 1,000

Total 20,301 7,920 3.201

“MIDDLE ATLANTIC

New York, 44,930 3,420
New Jersey 0 8,517 2,260
Pennsylvania... 21,060 11,209

Total. 41,319 21,895 3.200

EAS? NORTH CENTRAL

Ohio 15,138 9,134
Indiana 7,969 7,420
Ilnois 13,026 11,378
Michigan 9;159 9,021

Total 30,292 37,400 1343

OTHER

Delaware 2000... 126 voe
Maryland 4,837 1,426

Total 0,003 1,760 3. 161
) W. H. WILLIAMS EXHIBIT No. 135
FREIGHT TRAIN AND FREIGHT LOCOMOTIVE PERFORMANCE SHEET NO. 1
(Mixed and Special Trains not included)
TWELVE MONTHS, JANUARY 1, 1919 TO DECEMBER 31, 1919

Compiled from Monthly Statistics of United States Railroad Administration
(Series O. S. 1—3)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TRAIN PERFORMANCE LOCOMOTIVE PERFORMANCE
| : Train Speed Net Ton Miles Per cent. Net Per cent. Loaded Net Ton Miles Gross Ton Miles Per cent. Gross Per cent. L i
REGIONS Net ook Mules ean pe per Ton Miles to Car Miles to per per Ton Miles to "Miles to Ficieht Locomotives Miles Te D Niles Pounds of Coal
Train Hour Miles per Hour Train Mile Gross Ton Miles Total Car Miles Loaded Car Mile Train Mile Rating Ton Miles Train Miles _ per | M jles per Tons per
; | Total} per Total | of Coal ,
% Un-| Loco. | Loco. .
East | West | Total | East | West | Total} East West |-Total | East | West | Total vat we" Tom East | West | Total | East | West | Total | East | West | Total Fast wert "on Service- Total service Day Mil Dae Consumed Toco . nd? on
ane | & (z) | Miles
er ee 4,640 10.6 436 1.... | .... | 45.3] .... | ..-. | 70.74 0... ] 000. | M4.0P | ee | O68 P| ee | O64 PP, 107.1] 1,094.5 | 1,422.9 | 23.1 | 48.

JAN. Tota Oe veecccauaf canes | eeeee 7,975 10.5 791... |... | 47.51... | owe. | 64.8 Foe. | eee | O89 | lll | ee. fab90 P| ee | BOP Lp lll, 113.1 | 3982.7 | 5,306.3 | 24.9 53.9 1,399 3381 1,149°996 580 198
Total, Ohio-Indiana District..........P..--- | soe 7,163 10.2 700} 22 | Lil) page cl] cle fea ee] oe. | 80.0 fp. pratt fe POOP pee! 105.7 | 787.6 | 1,026.3 | 23.3] 46.3} 1,315 | 30,244 | ‘198/916 | 270 208
9.1 7551 ....|.... | 51.4)... |... | 62.44... 1] 0... | 84.5} 0. do. | 1400 Pe Pe. |) OO.7 PP oe. 114.

ToPAl, Auten EP | | 9r 971 ee be RTP ce ccc g0cd | fi gots Pc pis fogs | pics pes Ps pce 121.8 | .'886.7 | 12aa'4 | 28:1 | 58:2 | 1580 | aa'oo0 | Vasr'tss | 399 | ars
TorAaL, SOUTHERN REGION.........-0f e.0-- | eee 5,704 10.9 505 |... 1 2... | 46.64 .... | occ. | 67-8 Foes | eee | QOS PP faa) fe | 68.8 ple, 104.7 | 3,031.0 | 3,945.3 | 23.2 | 60.2} 1,049 | 291471 | 934/657 | 254 ot
2. | 6,755 10.8 e271 .... | .... | 48.44 ....] 0... | 67.74 0... | 0. | O75 Pe dee. [1,206 Pee poe | 62.8 P Poe, 105. , . ;

Torat, Non Wnsrmnn REGION... | v0... | css. 7376 11.7 poe fio PLES Para fo Paw PS | fag PS ] fargas PP fag P| 106.7 | 3396.7 | sioat.a | 28:7 | 63.4] Live | sevoor | uersitee aes | ae
TorAaL, SOUTHWESTERN REGION.......[ ...-. | -++- 5,174 10.3 BOL | 1 ll. | 460} 2.22 | cic. | 704d ee | ee. | 25.0 Fo do... 1088 Pe. | P O72 Pp oe. 101.5 | 1,638.2 | 2,269.5 | 27.8 | 60.2} 1,046 | 29,009 | 509,659 | 241 | 230
Granp Tovat, ALL REGIONS..........f 0... | eee. 6,817 10.4 663 |....|....|48.4].... | .... | 66.42] 0... ] 00. | 29.0P 000] 0... faa4ao fo fe. P68. BP pe. 108.6 | 22,173.2 |30,070.6 | 26.3 | 56.9} 1,176 | 32,374 | 6,934,586 | 2621 228

NEW ENGLAND ROADS , :
‘Bangor & Aroostook...........00ee08- 4507 | 3.2581 10.61 9.5| 10.0] 158| 486| 327 | 26.1 | 49.4 | 40.9 | 30.2 | 91.5 | 50.0 | 18.7 | 22.8 | 21.7] 604] 984} 799 | 54.8 | 58.8 | 57.3 | 103.3 | 101.0 | 102.2 32.5 43.8 | 25. .

Boson & Albee ieee 77659 5°309 | 32444 | 11.7 | 16.2 | 13:6] 657 | 142| 402 | 55.5 | 23.2 | 44.6 | 98-4 | 43.3 | 72.5 | 25.6 | 14.1 | 22.4 11,185 | 612 | 901 | 87.3 | 52.7 | 71.5 | 107.2 | 106.6 | 106.9] 137.5 163.0 15.6 65.0 138 21967 09386 17 336
Boston & Maine........ 2s sc sssveee. 931 | 2'790 | 4528) 10.4 | 10.8| 10.6) 509] 260) 428 | 51.8 | 32.0 | 43.6 | 89.4 | 54.3 | 72.1 | 25.8 | 19.2 | 23.4 11,156 | 810 | 982 74.6 | 66.2 | 70.9] 115.0 | 108.6] 111.8] 345.0] 471.0 | 26.8 | 49.8 815 | 17,672 | 69,047 | 190 | 233
, 5751 9.11 10.31 9.711,214| 146| 680] 65.3 | 16.7 | 49.7 | 98.8 | 21.3 | 58.4 | 37.0 | 18.9 | 33.6 |1,859 | 876 | 1,368 | 68.3 | 66.2 | 67.6 | 111.5 | 101.8 | 106.6 38. 53. .

Central New Buganesc tit Monee 672 27549 37169 10.81 9:9 | 10.41 7155 | 459 | 306 | 29.5 | 47.4 | 41.1 | 43.7 | 94.2 | 72.4 | 19.0 | 19.8 | 19.6 | 525 | 968 | 745 | 48.2 | 86.8 | 67.7 | 100.0 | 102.5 | 101.3 37 4 46.9 | 20.3 30.5 "796 | 15046 0730 | 265 368
Grand Trunk Lines in New England...| 8,642 | 1,536 | 5,087 | 10.3 | 10.5 | 10.4] 839] 147 | 490 | 60.3 19.8 | 46.0 | 98:1 | 20.0 | 57.3 | 30.9 | 24.8 | 20.8 | 1,302 | 744 | 1,066 | 63.6 | 55.6 | 60.5 | 101.2 | 100.8 | 101.0 25.0 30.0 | 16.7 | 72.5 1 1,046 | 34.884 7,641 | 227 | 217

- 4 3631 110.41 10.4|10.4| 290] 406| 349 | 38.2 | 47.7 | 43.3 | 46.6 | 79.5 | 62.9 | 25.7 | 22.5 | 23.7} 759] 850] 806 | 58.4 | 61.8 | 60.2 | 101.1 | 103.9 | 102.5 85.0] 115.0 | 26.1 | 64.
Res oa New Haven & Hartford... 87703 2072 #392 | 9.7 | 10.3 | 10.0 | 688] 290| 490 | 56.8 | 35.1 | 48:0 | 92.5 | 59-8 | 76.3 | 27-8 | 18.3 | 24.1 ]1,212 | 826 /1,020 | 74.0 | 52.3 | 63.4 | 106.5 | 104.3 | 105.4] 361.5 | 463.7 590 37.0 04 16/032 58,470 209 531
Rutland..........csssescereceeeeesef 5,875 | 3,015 | 4,871 | 9.5 | 9.2 | 9.3 | 618 | 426 521 | 54.9 | 44.0 | 49.8 | 94.2 | 70.7 | 82.1 | 25.8 | 22.5 | 24.3 [1,127 | 968 | 1,047 | 65.1 | 57.6 | 61.4 | 114.0 | 110.3 | 112.1 32.0 36.0 | 11.1 | 36.3 876 | 15,858 4,595 | 227] 259
Toray New ENGLAND DISTRICT....f) ..... | e+ee- 4,640 10.6 4361 .... | .... | 45.3] .... | 2... | 70.7 24.0} ....].... 9638 } .... | .... | 66.4 ..... J oo... 107.1 | 1,094.5 | 1,422.9 | 23.1 | 48.7 842 | 18,559 219,832 || 205 243

aL, New ENGLAND Disrrtcr.......J..... |... 4,829 10.7 451) .... | .... | 44.4] .... |... | 70-4 23.4) .... 1.2... }1016} .... | 0... | 9.0 fF doo. 107.6 | 1,077.9 | 1,882.7 | 22. .

BEB. Tote. ee Doe ce | veeee 87349 11.2 7481... | .... | 45.6] .... | .... | 65.0 26.6] .... | .... {1,689} ....].... | 61.0] ..... :.... | 113.0 | 3'914.9 | 5,342.7 36.7 471 1,362 oar 307063 oes rr
Total, Ohio-Indiana District..........J ...-. | o--: 7,486 10.4 718 | ....|.... | 49.8] .... |] .... | 66.6 29.2} 0... ] 0... {4457} 00.0 | 002. | OB. 2b ble. 105.2} (810.8 | 1,045.1 | 22.4] 41.0] 1,368 | 27.647 | 1571421 | 263] 192
| veeee 0 9.6 763 | .... | .... | 50.4.0... |... | 61.9 33.21 ....].... [1,622 } 0...) 0... | 68.0 F oo. dol. 114.1 | 3,804.4 | 5,488.9 | 30. .

TOTAL, AEGEAN EOIN ec, pa. ard 9.2 1,100 | 2... | ccc. | 54.2] 0... | oe | 62.8 39.6] .... | .... {2082} ....] 2... | 72.29 ..... } oo. 122.4} '834.8 | 1,211.6 ald 204 1503 13/454 372 46S 319 300
ToraL, SOUTHERN REGION......-..00-f oeeee | vee 6,064 11.0 550 | .... | .... | 47.0] .... |... | 69.9 25.9) ....].... | 2170} .... |... | 74d. | oo. 104.8 | 3,017.0 | 3,862.2 | 21.9] 62.3] 1,089 | 31,859 | 828266 | 246 | 226
| Lieas 21 10.8 623 | .... | .... | 48.6] .... | -... | 72.6 26.21 .... | 2... {1,283 Jo... fo... | Ob.3 Po... | eee. 105.2 | 3,209.2 | 4,301.7 | 25.4 | 48.
Toran Bae ae cen REGION. -.. dia. 046 11.8 637 |... | 2... | 46.74... | .... | 70.0 26.2] 0.0.) 002. 10868 fo... | oP O74 py oe. 106.4 | 3,459.5 | 5,020.9 | 31.1 50.9 1201 33/640 1107385 oes a9
ToraL, SOUTHWESTERN REGION......-f .-.-- J seeee 5,217 10.4 503 | .... | .-.. | 45.6] .... |... | 70.2 24.7} .... | .... [1,105 Jo... |... | 68.8 Fo... do... 101.7 | 1,656.9 | 2,272.2 | 27.1 | 62.1 | 1,065 | 30,104 | 463,555 || 235 221
Granp Toran, ALL REGIONS........--Poo.e06 J cee es 7,025 10.7 656 47.7 67.4 27.8 1375] .... | 0... | 65.89 0.0.0 foo. 108.3 | 21,785.4 |29,928.0 | 27.2 | 52.9] 1,204 | 30,426 | 5,747,989 | 250] 215
NEW ENGLAND ROADS : | |
Se ceaeeeees 4666 | 3375 | 10.6} 9.2| 9.9} 175| 505| 341 | 24.3 | 49.7 | 39.2 | 38.2 | 84.2 | 61.7 | 18.5 | 23.4 | 21.9 | 722 |1,016 | 870 | 63.4 | 60.3 | 61.5 | 104.2 | 103.5 | 103.8 32.0 43.2 | 25.9 | 47.2 09 | 14,9
Boson & Alby ccc aaceneeuues 2003 son | 2710 | 12.2 | 15.2 | 13.6) 655] 184| 421 | 53.4 | 24.2 | 42°3 | 98.4 | 45.2 | 71.4 | 24.2 | 14.3 | 21.0 | 1,226 | 760 | 995 | 89.0 | 58.9 | 74.5 | 106.8 | 108.0 | 107.4) 126.9 | 162.0 21.7 1444.6 829 19164 of 384 196 356
Boston & Maine.........ssss000eee 6484 | 31043 | 4,760 | 10.4 | 10.7 | 10.5 | 625 | 285 | 452 | 51.6 | 33.6 | 44.1] 89.7 | 58.6 74.5 | 25.4 | 19.1 | 23.0 1,210 | 849 |1,027 | 77.7 | 68.6 | 73.6 | 115.8 | 109.6 | 112.7] 337.0 | 451.0 | 25.3 | 45.7 844 1 16.992 | 55,997] 1941 230
. 65041 9.6 | 11.7| 10.611,143 | 131| 615 | 63.6 | 13.7 | 45.3 | 97.9 | 18.6 | 52.0 | 35.9 | 17.2 | 32.0 [1,797 | 954 | 1,357 | 67.7 | 73.2 | 69.6 | 112.8 | 100.0 | 106.2 40.4 51.7 | 21.91 44.5] 1,16 :
Contre New England..-+--00rvrr "2007 27183 3160 | 9.3| 9.4| 9.3] 225| 447] 338 | 32.8 | 46.6 | 41.0 | 50.2 | 93.9 | 73.2 | 20.1 | 20.0 | 20.0 685 | 959 | 825 | 61.2 | 85.0] 73.4 4 101.0 | 102.6 | 101.9 36.1 45.6 | 20.8 | 44.3 789 12315 4b 364 334
Cennd Tronk Lines in New England... .] 8,681 | 2,143 | 5,457 | 10.8 | 11.7] 11.2] 802 | 184 | 486 | 57.9 | 22.4 | 44.3 | 95.9 21.5 | 55.9 | 29.1 | 26.8 | 28.6 | 1,386 | 819 | 1,096 | 62.1 | 56.7 | 59.9 | 101.1 | 101.0 | 101.1 25.0 31.0] 19.41 52.9] 1,045 | 24,520 4353 | 211 | 202
ine Central..........0020eeeeeeee “Voo7a | asos | 3,922 10.9 | 10.3| 10.6| 273| 466| 370 | 39.1 | 48.4 | 44.5 | 52.9 | 78.3 | 66.6 | 24.4 | 24.4) 24.4] 608] 962) 831 | 53.5 | 67.1 | 60.7 | 102.3 | 106.3 | 104.3 — 86.0| 112.0 | 23.2 | 64.0 781 | 22,265 19,127} 191] 244
Mains oa New Haven & Hariford....| 7'222 | 3069 | 3,158 | 10:1 | 10.4 | 10.2] 718 | 296 | 505 | 56.7 | 32.0 | 46.2 | 91.7 | 53.8 | 71.5 | 27.8 17.6 | 23.8 11,265 | 923 | 1,093 | 75.5 | 59.3 | 67.71 107.0 | 104.3 | 105.6 | 364.5] 451.2 | 19.2 } 36.8 963 | 16,373 | 48,776] 210] 218
Rutland... .....-.eecceeee eee r neers 4976 | 3.925 | 4,447| 9.8| 9.7| 9.8] 508 | 403] 455 | 50.6 | 43.9 | 47.4 | 88.9 | 73-8 | 81.3 | 22.9 21.6 | 22.3 11,003 | 919 | 960 | 61.6 | 56.4 | 59.0 | 103.4 | 109.1 | 106.3 30.0 35.0 | 14.3 | 34.7 866 | 14,248 3,628 | 213 | 246
Torat New ENGLAND DISTRICT....f ..... | -e-e 4,829 10.7 451 44.4 70.4 23.4 1,016 | .... | .... | 69.09 ..... 7 ..... 107.6 | 1,077.9 | 1,882.7 | 22.0 | 45.2 881 | 17,663 181,295 |} 207 235
) 3 4 11.0 456 44.1 72.7] .... |...) 22.3.0... 2... |1,084 fo... Po P05 Po po, 107.1 | 1,049.4 | 1,378.7 | 23.9 | 42.7 7

MARCH | otal Catal Dette SPD poe. 3729 11.0 796 46.1 66.7] .... |... | 26.67 0.07 00. 44725 Po fl] oe Po pee. 111.5 | 3,966.0 | 5,416.8 | 26.8 | 44.2 1,452 29'385 999950 2491 i71

Total, Ohio-Indiana District..........J..... | ----- 7,796 10.3 758 49.3 66.8] .... | .... | 29.0] 0... fo... [2680 Poe Po. | O61 pe Pe. 105.31 7806.1 | 1,062.4 | 24.1] 40.9] 1,441 | 29026] 170,817] 2541 176
| ... | 8,16 9.7 saa ....|.... | ba.7].... | 2... | 65.24 0.0] 0... | 8R4 PP ee. 11,680 Pe fe | 66.2 Pp ee, 114.4] 3,729.3 | 5,510.1 | 32.3] 47.6] 1,316"
eee acre as BOSON ccc dee 10°883 9.3 1170 | 122 | Lill | bala pce fee | 9B Pe | ee P44 Pe oe. 21621 ....|.... | 74.79 ..... | 0... 122.5] °841.5| 1,222.4] 31.2] 48.6] 1,697 TP eat 3B’ O86 308 180

| Doran, Sourmmrn REGION............ 00... | iii. | 6,140 |... 11.1 | p55 | 1... | 1) | 46.3) .... | [694] ieee |e. | 254 | | ee. fatoo | | | Z| | 104.5 | 2,886.0 | 3,839.3 | 24.81 58.6] 1,119} 30,348] 857,973 | 246 | 220

Torat, NoRTHWESTERN REGION....... bee, we. | Zord.... |... | 1067 2... [oP 675 7 | ww. | 49.9 oe | 72.8 26.6 | 1.370 | . :
Tora, Canmma Westen Region...) 20.0. | 20.1) Fags P20 | 2 PaO PP Peak Poo] Paws pee | fob PL] pass SSP figato | SSL] of eet PS PITY aoa | apse a B018.3 | 29.2 | 87.9 | 1'240 | 33°008 | 1,166°727 | 259 | 200
Torar, Sourawestann REGION....+-[ ---+ | ----- STD Pao po pie | saad iil pill fp aace PD bill bez doc | ool. pated ool poll. pagaz dl | oll pb mma dic do. “* | 101.3 | 1590.8 | 2,240.6 | 29.0 | 57.6} 1,109 | 28,495 | 461,016 | 231 | 208
Granp Toran, ALL REcions.......f..... | ..--- 74451 ....{....{ 10.8] ....] 0... | e92] 0... 7 0...) 47.9] 200. | oo. | 68.0 27.7 1,444] ....] 0... | 67.8 > ..... | 0... 108.0 121,623 .2 | 29,987.8 | 27.9] 51.0] 1,269 | 31,005 | 5,936,664 | 250} 197
NEW ENGLAND ROADS |
Bangor & Aroostook.............0000: 1,942 | 5,049 | 3,577] 10.2] 9.6| 9.9] 191 | 527] 363 | 26.6 | 46.7 | 39.1 | 42.8 | 82.6 | 65.0 | 18.9 | 22.4] 21.4] 719 |1,129 | 928 | 70.2 | 78.8 | 75.3 | 103.2 | 101.4 | 102.3 1 42.3 | 25.8 | 43
Boston & Albany................005- g'o12 | 21856 | 5,824] 12.6 | 15.2 | 13-8] 653| 187] 423 | 53.6 | 23.8 | 42.1 | 98.2 | 48.2 | 72.6 | 24.2 | 13.2 | 20.4 | 1,218 | "786 | 1,005 | 87.8 | 61.0 | 75.1 | 106.7 | 107.8 | 107.3 131.0 | 150.0 | 17.6 sto | 843 18150 04°331 93 | 229
Boston & Maine........ leeeeeauetees 6943 | 3126 | 5,065 | 10.4| 11.0 | 10.7] 666] 285| 474 | 52:0 | 32.8 | 44.1 | 91.0 | 59.5 | 75.8 | 25.4 | 18.1 | 22.6 | 1,280 | 871 | 1,073 | 81.1 | 69.9 | 76.1 | 116.0 | 109.3 | 112.6 | 323.0] 440.0} 26.6 | 45.1 873 | 17,361} 55,618 | 181 | 207
Central New England................ 10,857 | 2,377 | 6,740 | 11.1 | 12.5] 11.8] 979 | 190] 573 | 62.4 | 19.8 | 45.6 | 97.5 | 27.5 | 58.0 | 33.2 | 18.7 | 29.3 |1,569 | 959 | 1,255 | 59.4 | 74.5 | 64.6 | 112.9 | 1 1 }
Central Vermont..........0....0 006 2'309 | 3'809 | 3,060 | 9.2] 9.3| 9.2] 251] 411] 332} 33.8 | 45.3 | 40.2 | 50.2 | 94.0 | 71.8 | 20.4 | 18.6] 19.2] 744] 907 | 326 | 69.0 | 79.8 46 | 100.2 | tore | 100.9] 33:2) 4r-7 | 30.4 | 39.8 | ’s01 | 12'705 | 7'500 57 | 321
Grand Trunk Lines in New England. ..} 12,009 | 1,631 | 7,068 | 11.9 | 12.5 | 12.2 1,018 | 130 | 580 | 61.1 | 17.2 | 47:6 | 97.6 | 16.9 | 58.2 | 32.2 | 24.3 | 31.0] 1,665 | 760 | 1,218 | 77.8 | 54.7 | 68.9 | 100.0 | 100.8 | 100.4 23.0 32.0 | 28.1] 59.6 | 1,191 | 33,759 5488 | 186 | 156
Maine Central........... 0.002.000 00: 2.957 | 5,577 | 4,343 | 11.3 | 10.6 | 10.9] 261 | 527 | 397 | 37.5 | 49.5 | 44.9 | 55.0 | 83.5 | 71.5 | 21.7 | 22.1 | 22.0] 696 [1,065 | 885 | 51.6 | 73.6 | 63.3 | 104.2 | 1 1 14.0 !
New York, New Haven & Hartford....| 6,298 | 3,652 | 4,971 | 10.4] 10.6 | 10.5} 604| 343 | 472 | 52.4 | 35.6 | 44.6 | 88.8 | 63.1 | 75.0 | 24.8 | 17.6 | 21.5 |1,153 | 964 | 1,057 70.5 | 63.7 | 67.2 | 104.8 102.9 103.8 3440 452.0 33°9 33 6 042 atid 46°509 198 310
Rutland... ........ 0 eee ee cece eee ees 4947 | 3,471 | 4.2271 9.5| 9.9] 9.7] 518] 351 | 435 | 50.0 | 41.2 | 46.1 | 88.5 | 73.3 | 81.1 | 22.7 | 19.3 | 21.2 11,036 | 852 | ‘945 | 63.3 | 50.9 | 57.0 | 105.0 | 105.9 | 105.5 31.8 34.7] 8.4] 34.6 865 | 13,778 3,664 | 197} 228
Tota New ENGLAND DIsTRICT....f ..... | ..... 5,004 11.2 456 er wee 44.1 sees . 72.7 22.3 1,034 70.5 107.1 1.049 .4 1.378.7 1 23.9 | 42.7 897 16.875 177.014 | 194
oe | 72. 2. cece ficeee | TO5P .. | oo. . 049. 378. . 216
APRIL | Toran, New Eneuanp District.......f 2.6... | sees 5,498 Wi. 496 | .... | .... | 40.0] .... | .... | 72.2 23.4 F102 ee. | eee | TAD P  | oe, !
Total, Central District...........000-f eee. | veers 8,962 10.9 gaa] .... | .... | 46.1] .... | .... | 67.1 26.5 1,787 | .... | .... | 68.3 1395-3 | Poe0'9 | saso-4 | 96-1 | 43°8 955 | 19,308 | Oa Laue | 165
antral T ee, 8,962 10-2 737}... |... | O8.B P| wee. 2.1} 4,050.9 | 5,480.4 | 26.11 43.8} 1,490} 30,098 | 885,932} 246] 165
Total, Ohio-Indiana District..........f)..... | --+-- ; 797 | .... | .... | 50.1].... | .... | 68.0 29.6 1591} 0.0] 0...) 67.0F ..00. | oe, 104.8] °774.9]| 1,045.1} 25.9] 42.9] 1,490 | 32,014 | 164,768 | 245 | 164
Tora, ALLEGHANY REGION..........-f -.026 | ceeee 8,584 9.8 878} .... | .... | SLS Fw... | we. | 64.8 33.5 1,705 |} .... 10...
Foran puonowuy Renee Pere [orn om as a8 [fe Bal | | 88 3. prog) Pon Pang pon [on uge| seins | sa0-4 [35-7 [9] 1ars | asoee | guage | ase | a8
ToTAL, SOUTHERN REGION..........--f) cece | ween 6,431 11.2 572} .... | oe. | 46-49 0... | ee. | LO 25.0 1,232 edo yd "200. , , ,
, | ; cece duces | TBO | ooo. 104.0 | 2,920.7 | 3,820.8 | 23.6 | 60.1 | 1,156 | 32,276 | 806,007 | 234 | 202
TotaL, NORTHWESTERN REGION.......] ..... Joseeee 7,397 10.8 eee | 684] .... | .... | 48.0] .... [ 0... | 70.1 26.0 1425} ....]....
Tora, CENTRAL WESTERN REGION... veces | veeee 7,740 11.9 wee | GLY L... | ee. | 46.8 Powe. | eee | 70.7 24.6 1,437 veces | oveee 71.9 vevee [cess 106.3 37502. 3 5050.9 58.9 545 1362 31 192 1,088°716 a5 199
ToTaL, SOUTHWESTERN REGION.......} ...-. | s-+-+ 5,483 10.8 506 | .... | «2... | 48.5] .... | .... | 65.8 24.2 1,165 | .... | .... | 72.6 oo... | wee. 101.1 | 1,660.4 | 2,317.5 | 28.4 | 59.4] 1,130 | 29,166 | 446,627} 216 | 191
Granp Toran, Att Ruaions..........f ..... | -eee- 7,660 10.8 708 | .... | .... | 47.6] .... | 2... | 68.0 27.3 1488} 0... ] 0... | 70.5] 0.... ] 00... 107.9 | 21,809.8 | 30,330.1 | 28.2 | 50.3} 1,307 | 31,296 | 5,543,183 | 242 | 185
NEW ENGLAND ROADS
Bangor & Aroostook...........000000- 2,576 | 5,304 | 4,002 | 10.8} 9.9] 10.3 | 238] 538 | 388 | 30.9 | 47.0 | 40.5 | 50.0 | 87.4 | 70.0] 19.3 | 21.6 | 20.8] 771 |1,144 | 957 | 79.0 | 70.4 | 73.6 | 101.9 | 101.3 | 101.6 27.9 42.4 | 34.2 | 37.6 g21 | 14,0451 43501182] 197
Boston & Albany.............00ee08- 3'561 | 2'800 | 6,048 | 12.1 | 15.5] 13.6 | 707| 180| 445 | 53.7 | 23.3 | 42.5 | 97.9 | 46.8 | 72.7 | 24.3 | 13.2 | 20.8 ]1,316 | 775 | 1,046 | 90.6 | 61.5 | 77.1 | 106.2 | 108.7 | 107.4] 134.0] 159.0 | 15.7 | 54.8 877 | 20,407 | 22,598} 173 | 197
Boston & Maine...............0065 "1 7403 | 3’247 | 5,342 | 10.7 | 11.1 | 10.9] 693] 292] 490 | 52.3 | 32.6 | 44.3 | 89.4 | 57.2 | 73.7 | 25.9 | 18.5 | 23.1 |1,324 | 804 1,107 | 83.1 | 71.9 | 78.1} 116.1 | 108.2 | 112.1 | 331.0] 447.0 | 25.9 | 47.8 904 | 19,126} 51,767 | 161 | 179
Central New England..............-- 14.149 | 1.628 | 8,339 | 11.3 | 12.8 | 12.0 |1,253 | 127] 696 | 62.6 | 13.5 | 47.2 | 97.3 | 19.6 | 58.0 | 34.7 | 16.8 | 31.7 |2,001 | 941 | 1,477 | 76.8 | 75.2 | 76.3 | 113.1 | 100.7 | 107.0 , }
Central Vermont.......-....0+20+200 2419 | 47283 | 3392] 10.0| 9.2] 9.6] '242| 464 | 354 | 34.5 | 46.3 | 41.5 | 52.2 | 94.6 | 75.1 | 21.3 | 19.4 | 20.0 | 703 | 1,003 | '854 | 65.5 | 87.3 | 76.9 | 100.8 103.2 102.0 34.9 47:3 6.2 48.7 at 15468 "8°352 68 502
Grand Trunk Lines in New England. . .|13,195 | 1,456 7333 | 11.9 | 12.0 | 11.9 [1,112 | 121 | 614 | 64.1 | 15.1 | 48.5 | 97.3 | 12.7 | 50.5 | 30.5 | 26.8 | 37.7 11,733 | 802 | 1,265 | 80.3 | 60.0 | 72.5 | 101.0 | 101.2 | 101.1 26.0 31.0 | 16.1 | 74.8] 1,233 | 44,739 6,250 | 180 | 146
Maine Central.............-0000e008- 3725 | 5,542 | 4,670 | 11.3 | 10.4] 10.8] 330| 535 | 432 | 40.1 | 47.9 | 44.6 | 57.0 | 81.0 | 69.9 | 23.0 | 22.4 | 22.6] 823 |1,118 | 970 | 62.1 | 75.1 | 69.0] 1 2 1
Now York, New Haven & Hartford....| 7782 | 3'529 | 5,736 | 10.4 | 11.1| 10.7] 749] 319 | 536 | 55.6 | 33.9 | 46.7 | 92.2 | 60.3 | 76.2 | 27.1 | 17.3 | 23.2 |1,348 | 941 | 1,146 | 79.7 | 60.2 | 70.4 105.9 | 103.8 | 104.9 | 353.0 457.0 | 22.8 | 37.0] 1,018 | 17596 |  50°565 200 | 198
Rutland. .. 175 | 3735 | 44611 8.5 | 8.7 | 8.6] 609| 427] 517 | 51.2 | 42.5 | 47.2 | 89.4 | 73.2 | 81.4 | 23.3 | 20.6 | 22.1 11, ' , , ,
utland........cce ccc ee cece ee eees AA 5, . . .1 | 1,189 | 1,004 | 1,096 | 73.3 | 61.6 | 67.4 | 103.6 | 108.6 | 106.1 30.0 34.8 | 13.8 | 34.3 975 | 15,805 3747 | 209 | 214
ToraL, New Encuanp Disrricr...| ..... | ....- 5,498 11.1 496 | .... | .... | 45.0} .... | 2... | 72.2 23.4} ....[ 0... [1102 P 00.0] oo. Pea de. pee. 107.3 | 1,061.8 | 1,382.5 | 23.2 | 44.9 955 | 19,308 | 169,011 | 181 | 190
NOTE—Richmond, Fredericksburg & Potomac Ry. included in the Southern Region. | (x) Excluding caboose miles.

(y) Excluding light locomotive miles.
(z) Including light locomotive miles.
FREIGHT TRAIN AND FREIGHT LOCOMOTIVE PERFORMANCE

(Mixed and Special Trains not included)

W. H. WILLIAMS EXHIBIT No. iS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

SHEET NO. 2
TWELVE MONTHS, JANUARY 1, 1919 TO DECEMBER 31, 1919
Compiled from Monthly Statistics of United States Railroad Administration
(Series O. S. 1—3)
TRAIN PERFORMANCE LOCOMOTIVE PERFORMANCE
Net Ton Miles Train Speed Net Ton Miles Per cent. Net Per cent. Loaded Net Ton Miles Gross Ton Miles Per cent. Gross Per cent. Locomotive Average Number of Loco. | Gross Net Ton Pounds of Coal
REGIONS per in per Ton Miles to Car Miles to per per Ton Miles to Miles to Freight Locomotives Miles} Ton Miles per
Train Hour Miles per Hour Train Mile Gross Ton Miles Total Car Miles Loaded Car Mile Train Mile Rating Ton Miles Train Miles per | Miles per Tons
e _ | Total | per Total of Coal
% Un-| Loco. | Loco. | Loco. | Consumed {Loco.| 1000
East | West | Total | East | West | Total | East | West | Total || East | West | Total | East | West | Total | East | West | Total | East | West | Total | East | West | Total] East | West | Total | Service- | Total jservice- Day | Mile Day Mile |Gross Ton
(zt) | @) | @) (y) (y) (y) able able | (z) (z) (z) | Miles
MAY ToraLt, New ENGLAND DisTRICT....... ..... | . 05. 5,677 11.2 508 45.0 73.0 23.0 1,128 75.4 wo... | eee 108.0 | 1,061.6 | 1,399.7 | 24.2 | 45.3 970 | 19,788 171,967 | 175 180,
Total, Central District.........0..00f cece e | cece 9, 565 11.0 869 46.7 67.8 26.8 1,858 TLL YP oe. | oe. 112.7 | 4,082.5 | 5,490.1 | 25.6 | 45.3 } 1,546 | 32,750 | 902,908 f 234 151
Total, Ohio-Indiana District..........f 0.0... | ..e-- 8, 770 10.3 848 50.8 66.0 31.4 1,668 67.6} ..... | ..... 105.4 762.3 | 1,039.0 | 26.6 | 48.4 | 1,553 | 33,249 | 184,788 | 237 153
Toran, ALLEGHANY REGION.......... Poeeeee | eee. 8, 995 9.7 928 51.7 64.5 34.5 1,796 72.97 ..... | ...e. 115.6 | 3,740.9 | 5,699.0 | 34.4 | 52.0 | 1,432 | 38,467 | 1,083,970 | 237 166
ToraL, POCAHONTAS REGION..........f ..025 | eeeee 11,974 9.3 1,291 55.2 59.5 41.6 2,341 76.7 | ..... | eee 116.2 901.4 | 1,230.5 | 26.7 | 48.1 1,938 }| 51,437 | 288,397 | 314 162
ToTaL, SOUTHERN REGION...........6f 2.006 | eee. 6, 726 11.8 571 45.6 70.3 24.3 1,252 73.1] 0.0.2 | eee. 104.3 | 3,017.2 | 3,900.8 | 22.7 } 60.1 1,171 | 32,106 | 803,935 | 221 189
| Torat, NORTHWESTERN REGION.......J/ ..... | 2... 8,211 11.0 746 48.5 68.4 26.9 1,538 71.24 ..... | wee. 105.1 | 3,243.3 | 4,262.7 | 23.9 | 51.9 | 1,397 | 35,156 | 790,571 } 231 165
ToTraL, CENTRAL WESTERN REGION....f ..... | ..... 7,954 12.1 659 44.6 68.3 24.5 1,477 74.0 1 «2... | oe... 106.4 | 3,611.7 | 5,068.3 | 28.7 | 56.0 | 1,296 | 32,404 } 1,052,942 | 239 185
ToTaL, SOUTHWESTERN REGION.......} ..... | ...-- 5,791 11.1 521 43.7 66.2 24.3 1,191 73.8.0... | 00... 101.1 | 1,678.8 | 2,344.5 | 28.4 | 60.9 | 1,156 | 30,755 | 463,274 | 209 181
Granp TotaL, ALL REGIONS..........] ..... | ..5-- 8,145 11.0 743 47.8 67.3 27.8 1,555 72.7} ..... | eee. 108.2 || 22,099.7 | 30,4384.6 | 27.4 | 52.6 | 1,362 | 34,211 | 5,747,752 | 232 170
NEW ENGLAND ROADS -
Bangor & Aroostook.............00065 3,158 | 4,813 | 4,085 1 10.6 | 9.4] 10.0] 297] 510 | 403 | 39.4 | 45.0 | 42.8 | 65.4 | 84.4 | 76.1 | 19.8 | 20.6 | 20.3 | 753 | 1,182 | 943 | 70.6 | 66.9 | 68.3 | 102.0 | 103.4 | 102.7 26.9 40.5 | 33.6 | 35.4 903 | 13,658 3,107 | 140 155
Boston & Albany...............0000- 9, 442 | 2,738 | 6,523 | 12.5 | 15.6 | 18.9} 753 | 176 | 470 | 55.8 | 21.7 | 48.4 | 97.8 | 43.7 | 71.0 | 25.2 | 12.9 | 21.4 |1,350 | 809 | 1,085 | 93.7 | 63.2 | 79.7 } 106.2 | 108.7 | 107.4 124.0 156.0 | 20.5 | 58.8 910 | 23,206 24,178 | 170 187
Boston & Maine...............--000- 7,568 | 3.376 | 5,486 | 10.8 | 11.1 | 11.0] 699 | 303 | 499 | 52.8 | 32.9 | 44.6 | 89.8 | 57.5 | 73.8 | 26.0 | 18.3 | 23.0 | 1,823 | 920 |1,120 | 82.9 | 72.9 | 78.4 | 116.1 | 109.1 | 112.6 342.0 455.0 | 24.8 | 49.6 910 | 20,122 53,871 | 154 169
Central New England................ 14,927 | 1,576 | 8,937 | 11.3 13.9 | 12.5 1,318 | 114 | 717 } 62.3 | 12.8 | 47.7 | 96.7 | 20.2 | 59.9 | 35.3 | 15.6 | 32.1 |2,116 | 890 | 1,504 84.3 | 71.8 | 80.2 | 113.3 | 104.5 | 108.9 30.0 49.0 | 38.8 | 48.3 | 1,279 | 29,463 10,593 || 289 226
Central Vermont...............00e00: 3, 355 | 4,127 | 3, 7451 9.7| 9.61 9.71 345 | 431 | 388] 40.0 | 45.9 | 43.1 | 59.1 | 92.7 | 75.2 | 22.3 | 19.2 | 20.5 | ‘863 | 939] 901 | 75.6 | 79.7 | 77.7 | 101.0 | 104.1 | 102.5 35.8 52.4 | 31.7 | 42.5 865 | 15,812 6,662 | 193 223
Grand Trunk Lines in New England... 13, 447 | 1,974 7, 772 | 12.3 | 12.5 | 12.4 {1,092 | 158 | 627 | 63.0 | 20.1 | 49.7 | 96.2 | 18.6 | 57.4 | 385.1 | 26.1 | 33.6 11,734 | 788 | 1,263 | 82.9 | 57.8 | 73.0 | 101.0 | 101.2 | 101.1 25.0 29.0 | 18.8 | 54.4 | 1,223 | 33,033 5,268 } 215 176
Maine Central...............0 0s eee 3,749 | 5,851 | 4,572 | 11.1 | 10.5 | 10.8 | 337 | 509 | 423 | 39.8 | 47.9 | 44.3 | 58.2 | 81.4 | 70.2 | 21.9 | 22.2 | 22.1 | 848 |1,063 | 955 | 64.0 | 72.3 | 68.4 | 101.1 | 105.0 | 103.0 94.0 116.0 | 19.0 | 47.3 901 | 18,884 11,957 | 141 156
New York, New Haven & Hartford..../ 8,073 | 3,695 | 5,966 | 10.4 | 11.1 | 10.8] 774 | 333 | 555 | 54.0 | 33.8 | 45.8 | 91.2 | 61.8 | 76.7 | 26.3 | 16.8 | 22.5 | 1,483 | 985 | 1,211 | 82.9 | 62.5 | 73.3 | 107.4 | 105.8 | 106.6 354.0 467.0 | 24.2 | 37.0] 1,055 | 17,917 52,599 | 196 186
Rutland ..... 00... cece cee eee eens 5,064 | 3,867 | 4,467 8.9} 9.0] 9.0] 567 | 431 | 499 | 50.3 | 43.2 | 47.0 | 85.9 | 71.0 | 78.4 | 23.4 | 21.4 | 22.5 | 1,125 | 1,000 | 1,063 | 69.5 | 60.5 | 64.9 | 104.7 | 107.0 | 105.8 29.9 34.8 | 14.1 } 37.1 957 | 16,693 3,732 | 186 195
Toran New Encianpd Disrrict....} ..... | ..... 5,677 11.2 | 508 45.0 73.0 23.0 1,128 75.4 fo... | eee. 108.0 | 1,061.6 | 1,399.7 | 24.2 | 45.3 970 | 19,788 | 171,967 | 175 180
JUNE | Tora, New Enocianp District.......J ..... | ..... 5,635 11.1 507 44.8 72.3 | 22.9 1,132 76.0] ..... ] 20... 107.9 | 1,066.5 | 1,408.1 | 24.3 | 47.0 973 | 20,476 | 170,063 | 171 176
Total, ‘Central District...........000f 00000 | wees 9,660 10.9 882 47.2 68.4 26.9 1,870 71.3... | wee. 112.7 | 4,048.9 | 5,445.5 | 25.6 | 45.9 | 1,556 | 33,723 | 823,448 } 220 141
Total, Ohio-Indiana District...... eee ef cee ee | ee eee 9,157 10.4 880 51.4 66.1 32.0 1,713 69.2 .....  ..... 105.6 762.8 | 1,034.7 | 26.3 | 50.1 1,591 | 40,999 | 176,148 | 226 142
ToTat, ALLEGHANY R&GION..........-f 02... | wee 8,916 9.7 920 51.3 64.6 33.5 1,792 73.8 foc... | we eee 115.4 | 3,678.9 | 5,565.6 | 33.9 | 54.7 | 1,485 | 40,304 | 1,071,723 | 235 164
Toraut PocaHoNTas R&GION..........-f 00... | oe. 11, ,862 9.3 1,278 54.5 58.2 41.2 2,348 76.8] ..... | wee. 115.6 845.7 | 1,242.8 | 32.0 1 47.6 | 1,951 | 50,566 | 273,583 | 308 158
TotaL, SOUTHERN REGION..........-.) 2.0... | wee 6,770 11.9 570 45.0 69.5 24.1 1,268 73.24 0.0... [ 0... 104.3 | 3,045.6 | 3,890.7 | 21.7 | 59.8 | 1,185 | 31,860 | 755,502 | 217 183
Totat, NORTHWESTERN REGION.......] ..... | ..... 8,376 10.9 768 49.4 70.2 27.0 1,556 72.14 ..... | oo... 104.9 | 3,233.3 | 4,223.1 | 23.4 | 53.2 | 1,416 | 37,161 774,384 | 230 162
ToraLt, CENTRAL WESTERN REGION....] ..... | ..... 7,951 12.1 657 44.4 69.6 24.1 1,480 74.3 ..... | oo... 106.6 | 3,673.8 | 5,137.0 | 28.5 | 57.2 | 1,289 | 32,713 | 998,070 | 226 176
Torau, SOUTHWESTERN R&GION.......) ..... | 02... 5,750 11.0 523 44.1 67.0 24.2 1,185 V4.4) 0.0... ] 0.00. 101.1 | 1,643.9 | 2,314.3 | 29.0 | 58.8 | 1,150 | 29,796 | 423,905 } 208 181
| Granp Tota, ALL REGIONS.........-f 0.2... | 00... 8,192 10.9 749 47.8 67.8 27.6 1,566 73.29 ..... | o.... 108.2 | 21,999.4 | 30,261.8 | 27.3 | 53.5 | 1,369 | 35,026 | 5,466,826 | 225 164
NEW ENGLAND ROADS
Bangor & Aroostook.............00005 2,107 | 5,296 | 3,802 |} 11.3 | 10.0 | 10.6 | 187 | 530] 359 | 26.4 | 45.9 | 38.5 | 41.7 | 90.6 | 68.1 | 17.5 | 19.6 | 19.0 | 708 | 1,156 | 933 | 65.5 | 72.3 | 69.6 4 101.1 | 108.3 | 102.2 31.6 43.6 | 27.5 | 29.8 897 | 10,304 2,509 | 129 143
Boston & Albany...............0000- 9,165 | 2,643 | 6,351 | 12.4 | 16.2 | 14.0] 742] 163 | 453 | 54.3 | 20.9 | 42.2 | 97.7 | 41.6 | 69.9 | 24.8 | 13.0 | 21.3 |1,3867 | 778 | 1,073 | 94.8 | 64.5 | 81.0 | 106.0 | 102.6 | 104.3 123.0 154.0 | 20.1 | 63.4 927 | 24,784 27,515 | 188 203
| Boston & Maine.............. 0000 eee 7,711 | 3,154 | 5,478 | 10.6 | 11.2 | 10.9 | 727 | 281 | 503 | 53.1 | 31.5 | 44.5 | 90.2 | 54.3 | 72.8 | 26.2 | 18.1 | 23.3 |1,870 | 894 | 1,130 | 84.3 | 71.1 | 78.5 | 117.4 | 108.6 | 113.0 337.0 464.0 | 27.4 | 52.3 914 | 21,256 54,464 | 150 164
Central New England..... eee e ee eee 15,322 | 1,518 | 9,293 | 11.3 | 14.4 | 12.7 11,851 | 105 | 732 | 63.1 | 12.2 | 48.7 | 97.3 | 20.0 | 59.8 | 36.1 | 14.3 | 32.5 2,140 | 859 | 1,504 | 85.6 | 70.7 | 80.8 | 119.0 | 100.1 | 109.6 34.0 51.0 | 33.38 | 47.6 | 1,243 | 28,826 10,202 | 280 225
Central Vermont................+.00- 3,070 | 4,119 3603 | 9.4] 9.3] 9.3] 328] 445 | 887 | 37.7 | 45.8 | 42.0] 60.1 | 93.2 | 76.5 | 20.8 | 18.9 | 19.7] 868] 971 | 920} 73.8 | 80.9 | 77.4 | 100.5 | 102.2 | 101.4 38.2 55.6 | 31.3 | 41.0 889 | 15,339 6,344 | 185 209
Grand Trunk Lines in New England.. ./. 12,116 | 2,883 7, 477 | 12.5 | 12.7 | 12.6 | 968 | 228] 594 | 60.1 | 28.5 | 49.5 | 94.7 | 29.4 | 62.8 | 32.3 | 26.3 | 30.9 11,610 | 799 | 1,200 | 76.7 | 59.6 | 69.9 # 100.2 | 100.2 | 100.2 31.0 36.0 | 18.9 | 38.9 | 1,177 | 22,638 4,351 | 207 176
Maine Central..................0.06: 3.889 | 5,122 | 4,527] 10.81 10.3 | 10.5} 360] 499] 430] 41.8 | 48.6 | 45.5 | 60.5 | 80.8 | 71.1 | 23.5 | 22.5 | 22.9] 861 |1,027 | 945 | 66.8 | 72.3 | 69.7 | 101.7 | 105.4 | 103.6 87.0 110.0 | 20.9 | 51.8 892 | 21,036 12,327 | 144 162
New York, New Haven & Hartford..../ 8145 | 3,622 5, 960 | 10.4 | 10.8 | 10.6 | 780] 3834 ]| 560] 53.5 | 33.7 | 45.6 | 89.3 | 60.3 | 75.4 | 25.5 | 17.0 | 22.3 |1,457 | 992 |1,228 | 83.7.) 62.2 | 73.6 | 106.6 | 107.6 | 107.1 354.0 457.0 | 22.5 | 39.1 1,065 | 18,992 49,286 | 184 173
Rutland... 0.2.0.0... cece eee 5,177 | 3,924 4,555 8.81 8.9] 8.9] 587 | 440 | 514 | 50.6 | 44.4 | 47.8 | 86.2 | 74.5 | 80.6 | 23.1 | 21.6 | 22.4 11,160 | 992 | 1,076 | 72.2 | 60.7 | 66.4 | 104.1 | 105.6 | 104.8 30.7 36.9 | 16.8 | 32.8 990 | 15,528 3,065 | 169 170
Toran New ENGLAND DIsTRIcT....} ..... | ..... 5,635 11.1 507 44.8 72.3 22.9 1,132 76.04 ..... | 0... 107.9 | 1,066.5 | 1,408.1 | 24.3 | 47.0 973 | 20,476 | 170,063 | 171 176
JULY Torat, New Enctann Disrrict.......f ..... | ..... 5,454 10.9 499 44.47 .... 1 .... | 70.4 23.3 1,123 75.84 ..... | 00... 108.4 | 1,033.0 | 1,876.7 | 25.0 51.7 | © 961 | 22,085 187,729 } 170 177
Total, Central District............. eof cece | eee 9, 800 10.8 906 47.9} .... | .... | 69.0 27.2 1,892 72.19 ..... | wee. 113.2 | 3,999.2 | 5,355.2 | 25.3 | 48.1 1,565 36, 013 | 879,945 | 220 141
Total, Ohio-Indiana District..........f 20... | 20... 8, 925 10.2 876 51.29 2... | .... | 67.7 31.3 1,713 69.1 J ..... | 20... 105.1 748.2 | 1,017.5 | 26.5 | 52.54 1,600 42, 998 | 185,895 | 224 140
TorTaL, ALLEGHANY R&GION.........--f 00... | oes 9,112 9.7 944 52.8} .... | .... | 66.4 34.0 1,787 72.24 ..... | wean 115.2 | 3,654.5 5,506. 5 | 33.6 | 57.5 | 1,483 | 43,483 | 1,155,830 | 236 165
Tora, PocaHontas REGION........--f ..... | oo. 12,334 9.4 1,312 55.8} .... | 2... | 61.5 41.4 2,351 77.9} ..... | ween. 117.5 911.3 | 1,271.4 | 28.3 } 51.1 1,916 | 54,639 | 315,592 | 313 164
| Toran, SouTHERN REGION..........--f 2.5... | ...-. 6,730 11.6 580 46.1 71.8 24.3 1,259 73.74 cc. | eee 104.1 | 3,031.0 | 3,916.3 | 22.6 | 60.6 | 1,178 | 32,910 | 794,172 | 216 183
TotaL, NORTHWESTERN REGION.......} ..... | 0... 8,118 11.1 734 47.4 66.1 26.6 1,547 M14) 0...) oc... 104.6 | 3,213.6 | 4,214.6 | 23.8 | 56.4 | 1,417 | 37,915 | 809,803 | 220 155
TotTaL, CENTRAL WESTERN REGION....} ..... | ..... 7, 872 11.9 663 44.3 67.8 24.6 1,496 73.24 ..... | 2.08. 106.8 | 3,701.4 | 5,122.2 | 27.7 | 61.1 1,301 }| 35,235 || 1,106,691 | 228 175
ToTaL, SOUTHWESTERN REGION.......f ..... | ..... 5, 820 10.7 546 45.2 69.7 24.4 1,207 T4.0 7 «0... | ween. 101.0 | 1,633.3 | 2,326.2 | 29.8 | 61.1 1,173 | 32,350 | 454,769 | 207 176
Granp Toran, Au Reaions..........f 00... | 0... 8,192 10.8 757 48.2 67.9 27.9 1,571 72.84 ..... | eae 108.3 | 21,925.5 | 30,106.6 | 27.2 | 56.3 | 1,373 | 37,212 | 5,890,426 | 224 163
NEW ENGLAND ROADS
Bangor & Aroostook.................. 1,880 | 4,867 | 3,373 | 11.0 | 11.0] 11.0] 172 | 442 | 307 | 23.2 | 45.6 | 35.9 | 35.6 | 89.6 | 61.1 | 17.0 | 19.7 | 18.8 | 740 | 969 | 855 | 67.1 | 59.0 | 62.3 | 104.2 | 105.7 | 104.9 31.0 41.9 | 26.0 | 32.3 796 | 9,228 3,099 | 148 186
Boston & Albany................ tee 9, 207 | 2,351 | 6,260 | 12.1 | 16.0] 13.71 762| 147 | 455 | 55.5 | 19.3 | 42.6 | 98.3 | 38.1 | 68.1 | 25.9 | 12.8 | 22.2 |1,373 | 763 | 1,068 | 95.6 | 62.3 | 80.3 | 105.8 | 107.8 | 106.8 121.0 152.0 | 20.4 | 74.0 903 | 28,500 30,337 | 174 193
‘Boston & Maine.................055- 7,391 3,042 | 5,227 } 10.6 | 10.9 | 10.8 | 697 | 278 | 485 | 53.1 | 30.6 | 43.8 | 88.8 | 51.2 | 69.8 | 26.6 | 18.5 | 23.6 1,312 | 909 1, 108 | 82.6 | 73.7 | 78.7 | 116.5 | 108.6 | 112.5 337 .0 459.0 | 26.6 | 56.9 902 | 22,479 59,347 | 147 163
Central New England....... eee eeee 14,797 | 1,567 | 9,106 | 10.8 | 14.2 | 12.3 41,368 110 | 741 | 63.4 | 12.2 48.4 | 96.9 | 19.0 | 58.5 | 36.6 | 15.3 | 33.2 12,157 | 898 | 1,530 | 85.8 | 73.0 | 81.6 | 119.0 | 100.1.| 109.6 33.0 45.0 | 26.7 | 58.5 | 1,271 | 35,981 10,675 | 262 206
Central Vermont...................5. 2,715 | 4,380 | 3,576 9.7/ 9.3] 9.5] 280| 468 | 375 | 33.9 | 46.9 | 41.1 | 54.8 | 92.7 | 73.7 | 19.2 | 19.7 | 19.5 | 824 | 999 | 913 | 71.0 | 84.4 | 77.9 | 100.4 | 101.6 | 101.0 33.5 50.9 | 34.2 | 438.1 890 | 15,782 6,099 | 179 202
Grand Trunk Lines in New England...| 6,721 | 3,933 | 5,241 | 12.1 | 11.3 | 11.7] 556 | 349 | 450 | 52.5 | 39.1 | 46.2 | 89.5 | 45.5 | 65.8 | 24.4 | 27.3 | 25.5 |1,060 | 891 | 973 | 52.9 | 70.7 | 60.0} 100.0 | 100.4 | 100.2 30.0 39.0 | 23.1 | 24.0 927 | 10,256 3,594 | 248 268
Maine Central..................0006- 3,694 | 4,437 | 4,069 (10.7 | 10.7 | 10.71 344] 414] 3791 39.0 | 46.4 | 42.8] 52.7 | 78.3 | 64.5 | 23.3 | 22.3 | 22.7] 882] 801] 887 | 67.0] 63.7 | 65.3 | 103.2 | 104.2 | 103.7 78.0 100.0 | 22.0 | 60.8 835 | 21,723 14,358 || 152 182
New York, New Haven & Hartford.. 8,003 3,602 | 5,881 } 9.9 | 10.4] 10.2} 805 | 345 | 578 | 54.2 | 34.1 | 46.2 | 90.0 | 60.3 | 75.5 | 26.4 | 17.3 | 22.9 11,485 | 1,013 | 1,252 | 84.9 | 62.9 | 74.5 | 108.8 | 106.3 | 107.6 338.0 452.0 | 25.2 | 42.7 | 1,085 } 21,378 56,345 | 189 174
Rutland. ...... 0... cc cece ee eee 5,986 4,239 | 5,120} 8.8] 8.8| 8.8] 684| 480 | 582 | 54.2 | 43.9 | 49.4 | 88.1 | 72.9 | 80.3 | 27.0 | 21.7 | 24.5 | 1,262 | 1,093 | 1,178 | 75.6 | 65.8 | 70.8 | 106.6 | 105.2 | 105.9 31.5 36.9 | 14.6 | 36.3 1,074 | 19,265 3,875 | 187 174 |
Tota New ENGLAND DIsTRICT....}*..... | 2.0... 5,454 10.9 499 44.4 70.4 23.3 1,123 75.8 ..... 4 .0ee- 108.4 | 1,033.0 | 1,376.7 | 25.0 | 51.7 961 | 22,085 | 187,729 | 170 177
AUGUST | Torat, New Encianp Districr.......J ..... | 60. §,337 10.9 491 44.9 71.0 23 .6 1,093 (CS. re re 108.1 972.0 | 1,343.6 | 27.7 } 51.9 933 | 21,726 | 187,340 | 173 186
Total, Central District.............0.f eee. | vane 9,943 10.5 947 48.9 71.2 27.7 1,936 73.0} ..... ] 2.2... 113.2 | 4,001.5 | 5,844.7 | 25.1 | 50.3 | 1,599 | 39,349 | 952,605 | 229 143
Total, Ohio-Indiana District..........f 0.0... | ...-. 9,085 10.2 892 52.1 71.0 31.4 1,711 7O.L 4.0... 4 20... 105.5 775.0 | 1,029.2 | 24.7] 58.0 | 1,593 | 48,159 } 211,052 | 228 143
ToraL, ALLEGHANY REGION. cecseceeeep cose | eevee 8,862 9.0 984 53.3 68.2 34.8 1,847 TA.0H 2.00. | wee. 115.7 | 3,904.9 | 5,641.7 | 30.8 | 58.7 | 1,475 | 46,110 | 1,254,298 |, 245 166
TotaL, PocAHONTAS REGION..........) ©... | wees 12,208 9.3 1,309 55.3 60.7 41.2 2,366 78.3 fo..... | wee. 117.8 907.5 | 1,284.9 | 29.4 | 47.1 1,929 | 50,207 | 285,273 | 304 158
ToTaL, SOUTHERN REGION...........-f e000 6 | veers 6,764 11.3 596 47.7 74.2 25.0 1,250 73.3] 00... |] ween, 104.1 | 2,948.2 | 3,925.2 | 24.9 | 58.1 1,169 | 32,408 | 786,545 | 222 190
Torar, NorrHwestern Reaion.......)...... | 0... 7,590 11.0 P 691 47.7 71.6 . | 25.3 1,449 69.4) ..... 4, 00... 104.4 | 3,092.5 | 4,234.2 | 27.0 | 54.1} 1,325] 34,179 | 798,990 | 229] 174
ToTaL, CENTRAL WESTERN REGION....] ..... | ...-- 7,969 11.7 681 45.0 69.9 24.6 1,514 72.8 ..... 1 wee, 106.1 | 3,747.8 | 5,189.3 | 27.8 | 64.6 1,335 38,846 | 1,208,735 | 233 174
ToTAL, SOUTHWESTERN REGION.......f 6.0... | .-e-- 5,841 10.4 559 | 46.0 71.1 24.7 1,213 75.0 ..... | 2... 101.0 | 1,648.7 | 2,331.6 | 29.3 | 63.1 1,176 | 34,198 | 477,045 | 209 178
Granp ToTaL, ALL REGIONS.......... ..... | oe ee. 8,130 10.5 772 48.9 70.3 28.0 1,578: 73.0 ..... | wee. 108.2 |21,998.1 | 30,324.4 | 27.5 | 57.0 | 1,380 | 38,483 | 6,161,883 | 230 167
NEW ENGLAND ROADS |
Bangor & Aroostook...............64. 1,908 | 5,176 | 3,662 | 11.5 | 10.1 | 10.8} 165 | 514 | 341 | 24.9 | 46.8 | 38.6 | 41.0 | 89.1 | 66.7 | 16.3 | 20.4 | 19.3 | 664 | 1,098 ; 882 | 63.0 | 65.7 | 64.6 | 104.8 | 109.1 | 106.9 30.4 42.7 | 28.8 || 33.1 805 | 10,285 3,169 | 145 180
Boston & Albany...... eee e eee eee ee 8,802 | 2,323 | 5,960 | 12.2 | 15.4 | 138.6] 721 | 151 | 438 | 56.1 | 19.9 | 42.8 | 98.0 | 39.2 | 67.7 | 26.7 | 12.9 | 22.6 11,285 | 755 | 1,022 | 90.3 | 61.6 | 77.1 | 105.4 | 108.5 | 106.9 121.0 152.0 | 20.4 | 70.5 863 || 26,055 28,572 | 172 199
Boston & Maine..................05. 7,153 | 3,239 | 5,209 | 10.5 | 10.7 | 10.6 | 683} 303 | 492 | 53.1 | 83.1 | 44.7 | 89.8 | 54.4 | 72.2 | 26.0 | 19.5 | 23.6 11,286 | 916 | 1,101 | 81.9 | 73.6 | 78.2 | 116.5 | 108.4 | 112.4 305.0 445.0 | 31.5 | 58.1 890 | 23,144 60,476 | 151 170
Central New England....... eee ee eee 15,223 | 1,608 | 9,082 | 10.9 | 14.0 | 12.3 11,3898 | 115 | 739 | 63.7 | 12.5 | 48.0 | 97.6 | 19.5 | 57.5 | 37.6 | 15.5 | 33.8 |2,194 | 916 | 1,538 | 86.7 | 71.0 | 81.2 | 119.2 | 100.1 | 109.4 | 40.0 51.0 | 21.6 | 56.0 | 1,229 | 33,077 12,073 || 273 222
Central Vermont.................0.5. 2,178 | 4,895 | 3,566] 9.3/} 9.0] 9.2] 2384} 542 |} 389 | 29.2 | 50.1 | 41.3 | 49.8 | 93.1 | 71.2 | 17.2 | 22.1 | 20.3 | 801 |1,081 | 942 | 68.6 | 90.8 | 79.9 | 100.1 | 101.3 | 100.7 31.9 47.4 | 32.7 || 47.2 912 | 17,758 6,721 | 194 213
Grand Trunk Lines in New England...| 6,274 | 3,597 | 4,798 | 13.0 | 10.9 | 11.8 | 483 | 331 | 406 | 52.3 | 38.4 | 45.5 | 90.1 | 47.0 | 66.0 | 24.3 | 25.9 | 24.9 | 925 | 862 | 893 | 50.4 | 69.7 | 58.3 | 101.5 | 103.0 | 102.3 30.0 37.0 | 18.9 | 23.2 838 | 8,851 2,803 || 211 251
Maine Central....................065 3,747 | 4,900 | 4,344 | 11.1 | 10.7 | 10.9 | 337 | 458 | 399 | 40.9 | 47.6 | 44.5 | 61.0 | 82.3 | 72.0 | 22.1 | 21.7 | 21.9 | 824] 963 895 | 62.3 | 69.8 | 66.2 | 104.3 | 105.2 | 104.7 80.0 102.0 | 21.6 | 58.5 828 || 21,595 13,348 || 144 174
New York, New Haven & Hartford....| 7,510 | 3,446 | 5,561 | 9.9 | 10.6 | 10.3 | 758 | 324 | 542 | 55.0 | 33.1 | 46.0 | 91.2 | 55.0 | 73.2 | 26.6 | 19.1 | 23.8 |1,378 | 978 |1,179 | 82.2 | 63.1 | 73.1 | 107.4 | 104.5 | 106.0 302.0 432.0 | 30.1 | 42.6 1,084 | 20,234 56,143 || 197 191
Rutland.......... 0... cee eee ee eee 6,199 | 3,754 | 5,003 | 9.5} 9.9| 9.7] 655 | 381 | 518 | 53.9 | 41.8 | 48.7 | 87.7 | 70.3 | 79.3 | 26.5 | 20.6 | 24.0 1,214 | 911 [1,063 | 72.8 | 54.7 | 63.8 | 104.0 | 102.5 | 103.3 31.7 34.5 | 8.1] 41.4 997 || 20,091 4,035 | 182 183
ToraL, New ENGLAND Disrrict...} ..... | ..... 5,337 10.9 491 44.9 71.0 : 23.6 1,093 . | 74.84 ..... | oe... 108.1 972.0 | 1,843.6 | 27.7 | 51.9 933 | 21,726 | 187,340 | 173 186

 

NOTE—Richmond, Fredericksburg & Potomac Ry. included in the Southern Region.

(xz) Excluding caboose miles.
(y) Excluding light locomotive miles.
(z) Including light locomotive miles.

 
W. H. WILLIAMS EXHIBIT No. 135
FREIGHT TRAIN AND FREIGHT LOCOMOTIVE PERFORMANCE SHEET NO. 3

(Mixed and Special Trains not included)

TWELVE MONTHS, JANUARY 1, 1919 TO DECEMBER 31, 1919

Compiled from Monthly Statistics of United States Railroad Administration
(Series O. S, 1—3)

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TRAIN PERFORMANCE LOCOMOTIVE PERFORMANCE
Net Ton Miles Train Speed Net Ton Miles Per cent. Net Per cent. Loaded Net Ton Miles Gross Ton Miles Per cent. Gross Per cent. Locomoti an
REGIONS per _ in per Ton Miles to Car Miles to per ; per Ton Miles to Miles to we ireaht Locomotives Miles Gross Net Ton Pounds of Coal
Train Hour Miles per Hour Train Mile Gross Ton Miles Total Car Miles Loaded Car Mile Train Mile Rating Ton Miles Train Miles per Miles Miles r per
, per ons
— Total} per Total | of Coal —
Kast | West | Total | East | West | Total] East | West | Total| East | West | Total} East | West | Total} East | West | Total] East | West | Total|) East | West | Total} East West | Total | Service- | Total covion Dae Bile peo. Consumed |Lioco.| 1000
@) | @ | @ w | @ | @ | able able | (@) | @ | “O (oe en
5,443 10.4 525) .... | .... | 46.5] .... |] .... | 72.4 24.6 1129] .... 76.2 1 —
JEPT. ToTaL, NEW ENGLAND DISTRICT.......ff ..... [ 20s ) ’ cee +t weeee | ween 09.3 1,038 .2 1,867.7 | 24.1 58.3 956
. Total, Central District........-... 06 fo eee ee fees 9,913 Me ne vane | cane 40-3 wees focaee i. 27.8 303 veee [owes | TELAT Lp lll, 113.3 | 4,032.1 | 5,389.1 | 25/2 | 53.1 1 565 40'906 1 002901 234 130
Total, Ohio-Indiana District..........f 06... | seee- 8,704 ee 1G |... | wee | TOTP OP ee, 105.3 767.5 | 1,023.9 | 25.0] 59.0] 1,598 | 48°530 | ’213’g99 236 138
wees | wees 3.9 68.4 34.7 1,829} .... 4. 13.5
Tova, ALLEGHANY REGION.........--f ee ee | veers 8,677 8.8 985 5 182 ee 7 er re 114.9 | 3,993.0 | 5,634.2 | 29.1 | 61.3 1,470
ToraL, PocAHONTAS REGION..........1 2... | cesses 11,881 22 1,298 weve |ocaee aoe 60.2 a1 .2 2,352 veee foeeee | OOTP OL Poe, 117.7 883.0; 1,284.1 | 31.2 | 56.0 987 Beane "aga one 309 100
Toran, SourumRN REGION...000s.cc lle | le 6,709 veee | oveee . 25.5 266} 2...) 2... 17467 0000 Pi) 104.4 | 2,904.1 | 3,927.4 | 23.8] 63.0] 1182 | 35,343] 8307416 | 296 | joy
TotaL, NORTHWESTERN REGION......-f ..... | ----- 7,987 10.7 747 Pw. | we. | 47.9 68.8 26.7 1,558 Ff .... | 0... | 7B PO. | ol, 104.6 | 3,292.0 | 4,291.7 | 23.3 | 63.9 1,422
ToTaL, CENTRAL WESTERN REGION....J ..... | ..--- 1843 ie oe rene fn eee e's wee ae P08 reve Toeeee (3.4 veeee | oveaee 106.0 7 3,728.0 | 5,118.2 | 27.2] 72.1] 1341 43°500 13967575 340 is
ToTaL, SOUTHWESTERN REGION.......J ..--- | --+>: ; weee | weee , ; , wees | ovae, Of ...ee | wee, 101.2 | 1,714.7 | 2,358.0 | 27.3 | 64.6 1,170 | 34,604 494546 217 185
we | eae 8,073 10.4 778 Jo... |... | 49.0 69.5 28.4 1,587 | .... |... ,
Granp Torat, AL Recions..........] ... ) 73.25 0... | oe, 108.2 | 22,442.6 | 30,394.3 | 26.2 | 62.1 1,390 | 42,410 | 6,720,287 | 238 171
ENGLAND ROADS
Bangor & Aroostook bene ee cence ee eeeee 1,971 | 5,147 | 3,632 | 11.8 | 10.3 | 10.8 175 | 500 | 337 | 26.6 | 48.6 | 40.0 | 40.8 | 91.1 | 67.6 | 18.2 | 20.6 | 19.9] 657 |1,028 | 842 } 63.6 | 64.3 | 64.0 | 101.4 | 104.7 103.1 30.0 41.4 | 27.5 | 40.8 803 | 13,114
Boston & Albany............0.0ee eee 9,136 | 2,200 | 6,405 | 11.1 | 16.6 | 13.3 | 821) 138 | 481 | 57.7 | 21.0 | 46.2 | 98.5 | 41.0 | 71.9 | 28.4 | 13.2 | 24.4 11,424 | 657 | 1,042 | 99:8 | 58:6 | 81/8 | 106.1 | 107-1 | 108.6] 12312| 1520 | 24° 81.7 886 | 33°412 seat ine | 282
Boston & Maine..............eeeeees 7,062 | 3,179 | 5,154) 9.8 | 10.3 | 10.1 720 | 308 | 513 | 54.3 | 33.4 | 45.7 | 90.6 | 53.5 | 72.1 | 27.1 | 20.0 | 24.5 11,326 | 922 1,123 | 83.1 | 73.5 | 78.9 | 118.2 | 110.3 | 114.2 323.0 451.0 | 28.4 66.4 897 | 27,161 73/340 163 183
England.............06: 14,699 | 1,416 ; 8,890 | 10.2 | 13.0 | 11.4 71,448 109 | 780 4 64.9 | 11.6 | 49.2 | 97.7 | 18.0 | 57.1 | 38.6 | 15.1 | 34.8 12,230 | 939 | 1,586 | 87.5 | 73.6 | 82.9 118.0 | 101.2 | 109.6 45. ~
Central Vermont Ledeen eee enees 2877 | 4,411 | 3,674) 9.5] 9.0] 9.3 302 | 491 | 397] 37.0] 47.6 | 43.0] 57.1 | 93.3 | 75.3 | 20.5 | 20.5 | 20.5 815 1,030 | 923 | 71.2 | 87.2 | 79.4 } 101.0 | 102.1 | 101.5 36 4 ad 29 3 15.9 "988 17270 @bas ie rr
Grand Trunk Lines in New England...| 7,087 | 3,260 | 5,090 | 12.4 | 11.3) 11.8} 574 | 288 | 431 | 54.6 | 36.4 | 46.8 }| 92.8 | 45.9 | 68.8 ]| 25.0 | 24.1 | 24.7 ]1,051 | 791 921 | 56.7 | 65.4 | 60.2 | 100.0 | 100.6 | 100.3 29.0 39.0 | 25.6 | 20.2 881 8,323 27536 ate 44
ine Central........ 0.2... eee eee eee 3,913 | 5,429 | 4,685 7 11.0 | 10.5 | 10.8 | 356 | 515 | 485 7 41.2 | 49.7 | 45.8 | 56.5 | 86.1 | 71.4 f 24.4 | 22.8 | 23.4 | 863 |1,037 | 950 | 63.0 | 70.8 | 67.0 101.0 | 103.5 | 102.2 82.3 104.4 ;
Now York, New Haven & Hartford....j) 7,856 | 3,269 5,648 9.3; 9.6} 9.44 847} 340] 598} 56.9 | 34.1 | 48.0 | 91.4 | 59.5 | 75.7 | 28.9 | 17.6 | 24.5 11,489 | 996 1,247 | 84.6 | 62.7 | 74.4 | 110.3 | 107.1 | 108.7 336.7 441.1 93.7 49.0 1 064 28031 88 684 206 193
Rutland... 2.0... cee eee ees 5,575 | 4,009 | 4,793 | 9.4) 9.5} 9.5} 592; 420} 506 | 52.1 | 42.4 | 47.6 | 87.8 | 68.2 | 77.6 | 24.9 | 21.2 | 23.2 11,136 | 990 | 1,063 | 66.3 | 59.3 | 62.8 106.9 | 104.4} 105.7]. 31.8 33.8 | 5.9 | 43.2 994 207407 4,779 318 330
ToraL New ENGLAND DISTRICT....j} ..... | «2+. 5,443 10.4 525 J .... | 2... | 46.5 12.4 24.6 1129p ....) 2... | 76.29 000.0 | oo... 109.3 | 1,038.2 | 1,867.7 | 24.1 1 58.3 956 | 25,919 217,294 | 182 190
OCT. Torat, New ENGLAND DISTRICT.......} «1... | .---- 5,312 10.4 513 | .... | 2... | 45.4 70.0 24.5 11309 .... f 2... | 76.38 F 00... | oo... 108.4 | 1,059.5 | 1,890.9 |} 23.8 } 60.4 970 | 26,594
Total, Central District...........-.--f ee. -- | eee. 9,329 10.2 912 fF .... | .... | 48.7 70.3 27.7 1875 fo... | .... | 704 od ll, 112.6 | 3,992.2 | 5,364.9 | 25.6] 55.0] 1,559 | 41,753 | 4 102579 at 15s
Total, Ohio-Indiana District..........J 0 ..... ] 20... 8,305 9.7 859 f .... | .... | 51.2 64.2 32.8 L677 qo... | ee. | OO.B PL. Pl, 106.6 762.5 | 1,009.3 | 24.5] 63.6} 1,546 | 50,301 235,280 236 153
Tora, ALLEGHANY REGION...........f) 06... [ see 8,203 8.6 949 | .... | 2... | 53.3 66.6 34.4 1,782 fo... | .... | TL. Pe. | le, 114.9 | 4,048.8] 5,693.7 | 29.0] 61.9] 1,434] 47,081 | 1.4 a
TOTAL, ALLEGHANY segioNcttnperts [rs 11559 9.0 1,290} .... | 2... | 55.0 59.6 41.0 2,344, 00) 772 pl |) 117.3 | 897.5 | 1274'9 | 20.6 | 58.4] 1’924] 6i’sos | ’342’785 | son | 182
ToraL, SOUTHERN REGION............f 20.6. J eee 6,321 10.9 581 fp .... 1 .... | 46.4 69.6 25.4 1,254) .... | .... | 738.5 Pl | ol, 104.5 | 3,027.9 | 3,942.0 | 23.2 | 67.1 1,169 | 36,357 | 958213 | 234 200
Torat, NORTHWESTERN REGION.......f 20... | ..... 7,226 10.4 692 | .... | .... | 47.0 69.9 25.6 L475 po .... | owe. | OBOE Lt ol, 104.4 | 3,310.6 | 4,312.3 | 23.2 | 66.2 1,372 } 42,657 | 1,106,1
ToraL, CENTRAL WESTERN RuGION....J..... | 22... 7,378 11.1 666} .... | .... | 44.9 68.3 24.9 1483 fo... |... | 7200 F ep 106.2 | 3'830:4 | 5,265.1 | 27.2] 73.6} 1’310 | 43°295 | ’sna’ors | seg 194
ToTaL, SOUTHWESTERN REGION.......f) ..... | ...-. 5,338 9.9 539 f .... | .... | 45.3 69.8 24.6 L190 f .... ) 0... | 74.2 Pll dl... 100.9 | 1,741.5 | 2,352.1 | 26.0 | 65.4 1,157 | 34,259 526,657 221 191
Granp Totau, ALL REGIONS.......... 00... ] 22... 7,584 10.1 751 fw... | wee. | 48.4 68.3 28.1 155i po .... fo... | TL dl, 108.1 | 22,665.9 | 30,604.7 | 25.9 | 64.21 1,362 | 42,337 1,457,804 | 245 180
NEW ENGLAND ROADS 7
Bangor & Aroostook..............006. 1,757 | 5,574 | 3,770 7 10.7 | 9.6] 10.1 165 | 584 | 374 | 20.7 | 49.9 | 38.1 } 34.0 | 89.9 | 61.5 | 16.0 | 22.2 20.5 | 797 |3,170 | 983 | 72.3 | 68.2 | 69.8 | 102.9 | 105.0 | 103.9 29.8 42.1 | 29.2 | 46.6 929 | 16,475 5,225 | 172 185
Boston & Albany............0..0008. 9,171 | 2,242 | 6,270 | 11.4 | 15.6 | 13.1 804 | 144 | 477 | 58.0 | 20.0 | 45.2 | 98.5 | 39.0 | 69.0 | 28.9 | 138.1 24.5 1,887 | 719 | 1,056 |101.1 | 62.5 | 83.7 | 107.5 | 106.9 | 107.2 119.4 153.0 | 21.9 | 84.4 888 } 33,855 36,665 } 183 206
Boston & Maine.............002 ee ee 6,694 | 3,181 | 4,937 | 10.0 | 10.2 | 10.1 668 | 313 | 489 | 52.8 | 33.0 | 44.3 | 88.2 | 52.2 | 69.7 | 26.5 | 20.2 | 24.1 1,265 | 948 1,105 | 81.4 | 76.7 | 79.3 | 115.1 | 109.5 | 112.3 337.0 469.0 | 28.1 | 66.2 906 26,540 83,792 | 174 192
Central New England................ 13,234 | 1,569 | 8,253 | 9.5 | 12.7 | 10.9 11,391 123 | 758 | 63.6 | 12.6 | 47.8 | 98.0 | 18.8 | 56.9 f 36.7 | 15.7 | 33.1 12,186 | 982 | 1,585 | 83.7 | 75.8 | 81.1 1 119.0 100.2 | 109.6 41.8 A7.7 | 12.4 | 68.7 1 7
Gentral Vermont... 0s, 2.099 | 4.214] 31811 8.91 8.3] 8.6] 235 | 510! 370} 28.8 | 48.5 | 39.8 | 44.3 | 91.6 | 64.7 1 17.8 24.1 | 21.6 | 816 | 1,051 | 931 | 77-2 | 88.5 | 83.1] 101.1 | 102.7 | 101.9 34.6 51.4 | 32.7 | 46.5 es i8'593 T 403 500 03
Grand Trunk Lines in New England...} 9,976 | 2,729 | 6,134 { 12.8 | 11.2 | 11.9 | 779 | 244] 514 1 61.1 | 30.1 | 49.2 | 96.3 | 36.7 | 64.7 | 32.0 | 23.1 | 29.4 11,275 | 811 1,045 | 66.2 | 64.6 | 65.6 | 100.7 | 101.0} 100.8 30.0 388.0 | 21.1 | 27.5 1,015 13,742 3.214 198 195
Maine Central...............000 ee eee 3,623 | 5,703 | 4,704} 11.3 | 10.5 | 10.9} 321 | 541 431 } 36.9 | 50.2 | 44.3 | 46.9 | 85.6 | 66.2 } 24.5 | 23.1 | 23.6] 870 /1,078 | 975 | 65.4 | 74.5 | 70.2 | 102.8 | 104.2 103.5 82.7 109.6 | 24.5 | 69.0 917 § 2
New York, New Haven & Hartford... 7,786 | 3,239 | 5,613] 9.2| 9.9] 9.5] 846] 327| 589] 56.1 | 33.6 | 47.4 | 91.2 | 58.3 | 74.9 | 28.7 | 17.3 24.3 41,508 | 975 | 1,243 | 84.0 | 59.4 | 72.3 | 109.2 | 105.6 | 107.4] 353.1] 443.5] 20:4] 49.71 1081 ere 73809 a3 197
Rutland....... 0... . cece eee eee eee 6,243 | 4,260 | 5,258] 9.5) 9.7] 9.6] 656 | 440 | 547 | 53.7 | 44.7 | 49.6 | 90.5 | 72.7 | 81.7 | 25.5 | 22.1 | 24.1 1,221 984 , 1,103 | 71.5 | 59.0 | 65.3 | 110.3 | 105.9 | 108.1 31.1 36.1 | 13.9 | 48.5 982 23,643 5,597 206 210
Toran New Enauanpd DIstRict....f§ ..... | ..... 5,312 10.4 513 fo... |... | 45.4 70.0 24.5 1,130} .... | «0... | 76.389 0.0.0 J 000.. 108.4 | 1,059.5 | 1,390.9 | 23.8 | 60.4 970 | 26,594 | 247,075 | 190 196
NOV. Totrat, New ENGLAND DIsTRICT.......f ..... | ..... 5,080 10.5 4847 .... 1 .... | 44.7 73.8 22.5 1,083 } .... } 2...) 73.8 > 00... 4 oo... 107.3 || 1,020.0 | 1,362.7 | 25.1 } 56.0 936 | 23,448 218,332 | 191 204
Total, ‘Central District............0+ fee ee | wees 8,642 10.3 842 | .... | .... | 48.1 73.6 25.9 1,750 |} .... | .... | 65.9 cence foc eeee 111.1 | 3,942.1-] 5,399.9 | 27.0 | 49.9 1,475 35,415 1,045,503 259 175
Total, Ohio-Indiana District..........f 00... | 20... 7,728 9.9 778 how... |... | 50.5 71.8 29.2 1541} .... | .... | 64.8 FP ll, 105.9 778.7 | 1,043.6 | 25.4 | 50.8] 1,432 | 36,743 | 197,972 | 249 174
Toran, ALLEGHANY REGION...........f0..... | 2... 7,699 9.3 827 | .... | .... | 51.8 70.4 31.2 1,596 | .... | .... | 66.38 FP... | ol, 113.2 } 3,991.2 | 5,654.9 | 29.4] 53.8] 1,304 | 36,381 | 1,193,062 | 261 20
Toran, Pocanontas Ruaton..........1 0.0. | 2.22 117025 9.0 1221} .... | .... | 54.9 60.1 40.5 2,226] .... | ..../ 73.97 ..... 1.0... 121.2} 918.1 | 1,291.3 | 28.9] 53.1] 1,764 | 51,346 | "323/891 | 315 179
TOTAL, SOUTHERN REGION..........-.f 02... | .eeee 6,081 11.0 595 |} .... | «2... | 45.9 74.2 23.6 1,208 | .... ] 0... | 7L.9P ot oe, 104.6 | 3,047.7 | 3,983.1 | 23.5 | 62.4 1,125 | 32,268 877,534 | 235 209
Torat, NORTHWESTERN REGION.......f ..... | 0.0... 6,117 10.4 O90 | .... | .... | 44.4 69.1 23.9 1,329 | .... [| .... | 62.5 Foo... | ol... 104.6 | 3,303.9 | 4,345.1 | 24.0] 61.1 1,215 | 32,975 | 1,028,397 }| 258 212
Torat, CENTRAL WrsTERN Reoton....} ..... | ..... 6,912 11.3 613}... | 2... | 44.7 71.1 23.9 1372] ....] 0... 1 67.4) 0.0.0 4 2200) 106.6 | 3,747.0 | 5,258.9 | 28.6] 69.8} 1,193 | 37,192 | 11418917 | 258 | 216
ToTaL, SOUTHWESTERN REGION.......f)..... [ ..... 5,277 9.9 533 ff .... | 1... | 45.9 72.0 24.6 L16l yw... | we. | 72.4 Fe ll, 101.0 | 1,728.5 | 2,376.8 | 27.3 | 64.7 1,126 | 33,466 | 536,744 | 232 207
GRAND ToTaL, ALL REGIONS..........f 0.0... | 2... 7,014 10.3 680 | .... | ow... | 47.5 71.2 26.2 1,483 | 2... [ 0... 1 67.4 9$ 0.00. do o., 107.7 | 22,477.2 | 30,706.3 | 26.8 | 58.8 1,260 | 35,176 | 6,840,282 | 253 200
NEW ENGLAND ROADS
Bangor & Aroostook............2.000- 1,494 | 5,809 | 3,742] 10.6 | 9.8] 10.2} 141] 594] 368] 17.8 | 50.4 | 37.3 | 28.9 | 93.5 | 60.0 | 15.9 | 22.4 | 20.8] 796 /1,178] 988 | 71.5 | 67.9 | 69.3 | 100.8 | 105.6 | 103.2 34.6 45.3 | 23.6 | 44.4 939 | 15,539 5,820 | 193 | 206
Boston & Albany................046. 7,863 | 2,683 | 5,660 } 11.2 | 14.9 | 12.8 | 701 180 | 443 | 54.4 | 24.3 | 43.5 | 98.5 | 48.4 | 74.3 | 24.8 | 18.6 | 21.3 |1,289 | 743 |1,019 | 93.3 | 61.0 | 78.3 | 107.1 | 107.3 | 107.2 124.2 155.0 | 19.9 ] 71.2 859 | 26,618 26,685 | 161 188
Boston & Maine...............0.008. 6,532 | 3,188 | 4,861 } 10.1 | 10.3 | 10.2 | 647 | 308 | 476 | 52.6 | 34.4 | 44.8 | 92.2 | 58.7 | 75.4 | 25.2 | 19.2 | 22.8 11,230 | 896 | 1,061 | 80.9 | 74.1 | 77.8 1 113.5 | 107.8 | 110.6 331.0 472.0 | 29.9 | 58.4 880 | 23,057 75,521 183 207
Central New England................ 11,259 | 1,571 | 6,899 | 9.3 | 12.3 | 10.6 }1,214 | 128 | 648 | 60.5 | 13.4 | 44.4 | 97.7 | 22.1 | 57.8 | 32.5 | 14.6 | 28.9 12.005 | 954 | 1,458 | 78.9 | 73.1 | 76.9 | 121.0 | 100.5 | 110.3 38.2 51.9 | 26.4 | 53.8 1,185 | 28,335 12,111 ]| 289 244
Central Vermont.................00.. 1,847 | 4,566 | 3,251) 9.7} 9.1} 9.4] 190} 503 | 346 | 27.6 | 47.7 | 39.7 | 43.6 | 94.6 | 69.4 | 17.2 | 20.4 | 19.4] 688 ]1,056 | 871 | 60.2 | 91.3] 75.8 } 100.0 | 101.1 | 100.6 33.8 47.9 | 29.4 | 51.7 844 | 17,320 7,905 | 213 252
Grand Trunk Lines in New England.. ./ 13,318 | 1,975 | 7,442 | 12.6 | 11.6 | 12.1 {1,054 170 | 614 | 62.3 | 21.1 | 49.1 | 98.0 | 22.0 | 60.2 | 33.6 | 24.0 | 31.9 | 1,692 | 805 |1,251 | 81.3 | 59.8 | 72.9 f 102.6 | 100.9 | 101.8 30.0 37.0 | 18.9 | 37.7 1,216 | 22,534 4,827 | 231 190
ine Central..............000ce eee: 3,396 | 6,082 | 4,786 | 11.7 | 11.0 | 11.3 7 289 | 554] 422 | 34.6 | 51.0 | 43.9 | 46.7 | 88.7 | 67.9 } 23.2 | 22.9 | 23.0 | 836 |1,086 | 961 | 62.3 | 73.7 | 68.3 | 100.5 | 105.2 102.9 75.4 102.2 | 26.2 | 68.3 913 | 27,367 15,354 | 147 161
ye Oe New Haven & Hariford....| 6/344 | 3’549 | 52531 9.4] 10.1! 9:71 729 | 352] 541 153.1 | 36:1 | 46.0 | 90:7 | 65.6 | 78.3 | 24.9 | 17.3 21.8 | 1374 | 975 | 1,174 | 78.2 | 59.4 | 69.1 | 107.4 | 104.5 | 105.9 | 320.8] 412°8 | 22:3] 49.3] 1,019 | 23'123 | 64554 | 212] 208
Rutland... ......0ecc cece eee cence 5,507 | 4,546 | 5,041 | 9.9 | 10.5 | 10.2 554} 433 | 493 | 50.4 | 44.6 | 47.7 | 91.5 | 78.7 | 85.1 | 22.2 | 20.4 | 21.4 11,100 | 970 | 1,035 | 63.4 | 55.4 | 59.4 1 109.2 | 111.5 110.3 32.0 38.6 | 17.1 | 45.8 907 | 19,781 5,905 J 210 231
Totrat New ENGLAND DISTRICT....| ..... | ...-. 5,080 10.5 4847 .... | .... | 44.7 73.8 22.5 1,083 fo... | .... | 78.38 Po te, 107.3 | 1,020.0 | 1,362.7 | 25.1 {| 56.0 936 | 23,448 218,332 | 191 204
DEC. Torat, New Enauanp Districr.......J ..... | 2... 4,560 10.3 4444 ....] .... | 44.2 73.3 22.3 1,005 jf .... | .... | OBL Po... | ol, 107.3 997.6 | 1,343.9 | 25.8 | 56.5 871 # 21,748 | 240,278 | 204 234
Total, Central District...............f0.... | 2... 7,937 9.9 s02}....) 0... | 49.1 72.2 27.5 16381} 0.0) 2... | 59.8 Pp! 113.4 | 3,893.8 | 5,354.1 | 27.3 | 56.1} 1,350 | 37,206 | 1,241,553 | 267 | 198
Total, Ohio-Indiana District..........J)..... | ...-- 7,077 9.8 722} .... | 2... | 49.3 71.1 29.8 1,465 J... |... | 60.4 PP le 106.6 | 775.8 | 1,017.5 | 23.8] 62.9] 1,350 | 41,875 | 237,105 | 239 | 177
ToTaL, ALLEGHANY REGION.........-.fPo.... | .e0e 6,861 8.7 785 fo... | 6... | 52.8 69.2 32.3 1,499 | .... |] .... | 60.69 00... Lo... 113.8 | 3,961.0 | 5,568.4 | 28.9 | 55.1 1,222 | 35,249 || 1,323,729 | 278 228
TOTAL, PocAHONTAS REGION..........f 00... | ..ee. 10,057 8.9 1,129} .... | .... | 54.8 60.9 40.9 2,059 |... [ 2... | TOTP. | ., 120.9 904.2 | 1,279.4 | 29.3 | 52.7 1,639 | 47,389 328,681 | 314 192
ToTAL, SOUTHERN REGION..........--f .. 00. Jo veeee 6,005 10.7 063 f .... | .... | 46.8 71.5 20.4 1,203 | .... | .... | 70.09 ..... 7.0... 104.7 | 3,077.3 | 4,003.3 | 23.1 | 66.8 1,118 | 34,957 || 1,012,692 | 244 219
TotaL, NORTHWESTERN REGION.......J ..... | «2.6. 5,981 10.3 582 f .... | .... | 47.9 73.2 25.3 12147 0...) 2... | BB. 2G 104.9 | 3,220.6 | 4,322.9 | 25.5 | 58.8 1,108 | 31,245 991,545 | 252 227
Tora, Cenrrau Western Reaion....| ..... | ..... 6,791 11.0 615} .... | .... | 47.2 71.4 26.1 1,308 J... |... | OBL PP 106.4 | 3,652.1 | 5,159.0 | 29.2} 67.8 | 1,141 | 36,565 | 1,411,042 | 260 | 228
TOTAL, SOUTHWESTERN REGION.......J ..... | ..... 5,325 9.9 540] .... | .... | 46.9 71.5 25.7 L151. yoo... | wwe. | TOF LL. do ., 101.1 | 1,748.7 | 2,387.7 | 26.8 7 65.9 1,115 | 34,509 | 569,890 | 234 209
GranD ToTaL, ALL REGIONS..........f ..... ] .. ... | 6,658 10.0 664 f .... | .... | 48.8 71.1 27.7 1,360} .... ] 0... | OBL Po. | ole. 108.2 | 22,231.1 | 30,4386.2 | 27.0 | 60.6 1,193 | 35,287 | 7,356,515 | 257 216
EW ENGLAND ROADS
Bangor & Aroostock Lanne eee eee eee ees 1,348 | 5,641 | 3,563 | 10.7 | 10.1 | 10.4 127 | 561 | 344 4 17.6 | 51.7 | 38.1 | 29.8 | 92.2 | 60.8 | 15.5 | 22.8 | 21.0 | 721 |1,083 | 903 | 64.9 | 62.4 | 63.4 } 101.2 | 105.0 | 103.1 31.1 42.8 | 27.3 | 54.8 850 | 17,780 7,484 1 206 242
Boston & Albany...............0008. 6,802 | 2,861 | 5,008 | 11.7 | 18.8 | 12.6 | 583 | 207 | 396 f 52.8 | 27.0 | 42.3 | 98.3 | 49.4 | 73.0 } 23.3 | 15.2 | 20.5 11,103 | 766 | 936 | 79.4 | 61.2 | 70.8 | 106.8 | 108.6 | 107.7 123.0 155.0 | 20.6 | 71.6 780 | 23,657 31,380 | 182 234
Boston & Maine...............00 eee 5,939 | 2,819 | 4,391 | 9.9 | 10.2) 10.0} 602; 277 | 488 | 52.4 | 33.5 | 44.4 | 91.0 | 58.4 | 74.8 | 25.2 | 18.5 | 22.6 |1,148 | 827 | 987 | 75.0 | 67.7 | 71.7 | 113.5 | 108.1 | 110.7 335.0 476.0 | 29.6 | 57.1 822.) 20,854 81,633 | 194 236
tral New England................ 10,576 | 1,502 | 6,604 | 9.3 | 12.4 | 10.7 | 1,137 121 | 619 | 60.3 | 138.7 | 45.0 | 97.5 | 22.2 | 58.4 | 32.8 | 14.8 | 29.2 | 1,887 | 883 |1,375 | 74.4 | 69.4 | 72.7 | 121.2 | 100.3 | 110.6 30.0 48.9 | 28.4 | 53.8 1,119 | 27,087 12,126 } 297 266
Contra Vermont. ” Lecce eee ee eee eee 1,650 | 4,480 | 3,107 4 9.5 | 9.2] 9.3 174 | 489 | 333 | 29.6 | 49.0 | 42.0 | 57.1 | 94.8 | 79.0] 17.0 | 21.3 | 20.0] 587 | 996] '794 | 63.9 | 85.4 76.1 | 100.4 | 102.7 | 101.5 04.9 49.8 | 29.9 | 53.9 763 || 17,234 9,546 # 230 301
Grand Trunk Lines in New England...}15,012 | 1,714 | 8,234 7 18.0) 12.4 | 12.7 |1,151 139 | 649 | 63.9 | 16.7 | 49.2 | 98.9 | 16.4 | 56.9 | 34.9 | 24.2 | 33.3 ]1,801 | 831 | 1,320 | 86.3 | 61.1 | 76.5 | 100.2 | 101.0 | 100.6 28 .9 04.2 | 15.5 | 57.3 1,267 | 35,719 6,534 9 215 170
Maine Central...............-..00.05. 3,019 | 5,163 | 4,109 | 11.0} 10.7 | 10.8 | 274 | 484 | 379 | 34.6 | 49.9 | 43.0 | 45.4 | 86.4 | 65.4 | 23.3 | 22.6 | 22.8 | 793 | 970 — 882 | 57.8 | 65.0 | 61.6 | 102.2 | 104.1 | 103.2 80.0 102.5 | 22.0 | 70.3 835 | 25,269 19,347 | 173 207
New York, New Haven & Hartford....| 5,670 | 3,314 |} 4,539} 8.9] 9.7} 9.3] 6385 | 343) 489 | 51.3 | 36.5 | 44.9 | 90.2 | 67.4 | 78.9 | 23.7 | 17.4 | 21.0 |1,238 | 939 | 1,089 | 71.7 | 57.7 | 64.9 | 106.8 | 104.8 | 105.8 294.9 395.5 | 25.4 | 48.2 955 | 20,667 66,172 || 224 239
Rutland...........cceceseee eee eeees 5,815 | 3,651 | 4,788 | 9.9] 11.0] 10.4} 586 | 3831 | 458 | 52.6 | 42.5 | 48.4 | 92.2 | 77.1 | 85.4 | 24.0 | 19.5 | 22.2 11,115 | 779 | 946 | 62.2 | 44.0 | 53.1 1 114.0 | 108.8 | 111.4 34.8 39.2 | 11.2 | 45.6 813 | 17,965 6,056 | 218 269
Torat, New EnauAnD District...} ..... | ..... 4,560 10.3 444 44.2 13.3 22.3 1,005 | .... |... | OBL OL. | e.., 107.3 997.6 | 1,343.9 | 25.8 | 56.5 871 | 21,748 | 240,278 | 204 234
NOTE—Richmond, Fredericksburg & Potomac Ry. included in the Southern Region. (x) Excluding caboose miles.

(y) Excluding light locomotive miles.
(z) Including light locomotive miles.
ANTHRACITE AND BITUMINOUS

RAIL AND WATER SHIPMENTS OF COAL INTO NEW ENGLAND

Calendar Years 1917-16.

W. H. Williams Exhibit No. 136

 

 

 

 

ANTHRACITE BITUMINOUS TOTAL
Increase Per- Increase Per- Increase Per- *
1917 1916 1917 1916 1917 1916
Dawns nent asi ome ] Sse cent
ALL RAIL:
New York, New Haven & Hartford __.--------- 3,063,013 | 2,663,280 399,733 | 15.01 || 5,182,378 | 4,095,669 | 1,036,709 | 25.31 8,195,391 | 6,758,949 | 1,436,442 | 21.25
Ct TOW TO na nn ane 348,129 346,001 2,128 62 596,301 684,246 87,945 | 12.85 944,430 | 1,030,247 85,817 | 8.38
Bam I ig oo eo ee 2,710,962 | 1,469,658 | 1,241,304 | 84.46 || 4,002,357 | 3,701,446 300,911 | 8.13 6,718,819 | 5,171,104 | 1,542,215 | 29.82
Ee IG anise en chien miki 1,342,147 | 1,181,162 160,985 | 13.63 2,469,964 | 2,330,841 139,123 | 5.97 3,812,111 | 3,512,003 300,108 | 8.55
PE isin enschis siesta Rnlorar input let tetanientigreipar geese 210,146 167,155 42,991 | 25.72 318,575 359,744 41,169 | 11.44 528,721 526,899 1,822 35
CORTEEE FAROE 65 io eh ok ones nmeniwne 26,617 18,155 8,462 | 46.61 66,188 58,176 8,012 | 13.77 92,805 76,331 16,474 | 21.58
PI 5 silk a iicntetreeoe einen 7,152 60,938 68,090 | ___- one | CaneG 7. 82,848 60,938 ae ae fo 8s.
Re oes cae sux ears 7,708,166 | 5,784,473 | 1,923,693 | 33.26 || 12,495,763 | 11,230,122 | 1,265,641 | 11.27 || 20,208,929 | 17,014,595 | 3,189,834 | 18.74
TIDEWATER:
New York, New Haven & Hartford ____.______- 174,875 270,136 95,261 | 35.26 || 2,447,894 | 3,356,511 909,117 | 27.09 || 2,622,269 | 3,626,647 | 1,004,378 | 27.69
Ce re SN eae ey SE ee Bie et ee ae ee eee uae ea a ee og
SOU GOEE WO CONN ik hos Ke wen 93,789 275,541 181,752 | 65.96 2,050,176 | 1,878,397 171,779 | 9.14 2,143,965 | 2,153,938 9,973 A6
Due Meee os 5,767 3,506 2,261 | 64.49 157,906 157,051 855 5A 163,673 160,557 3,116 | 1.94
TRE nt ee ed 274,431 549,183 274,752 | 50.08 || 4,655,476 | 5,891,959 736,483 | 13.65 || 4,929,907 | 5,941,142 | 1,011,285 | 17.02
WATER:
Fa OR siete nei eas ban See 4,470,825 | 4,956,212 485,387 | 9.79 8,288,458 | 9,198,948 910,490 | 9.90 || 12,759,283 | 14,155,160 | 1,395,877 | 9.86
TOTAL:
New York, New Haven & Hartford ___._______- 3,237,888 | 2,933,416 304,472 | 10.88 || 17,579,772 | 17,452,180 127,592 | 1.71 || 10,817,660 | 10,385,596 432,064 | 4.16
Cintra! New Baglatd =. <a 348,129 346,001 2,128 | 62 596,301 684,246 87,945 | 12.85 944,430 | 1,030,247 85,817 | 8.33
pelt & Mais 2,804,751 | 1,745,199 | 1,059,552 | 60.71 6,052,533 | 5,579,848 472,690 | 8.47 8,857,284 | 7,325,042 | 1,532,242 | 20.92
Sask & Aldeny tS || 1,847,914 | 1,184,668 163,246 | 13.78 2,627,870 | 2,487,892 139,978 | 5.68 3,975,784 | 3,672,560 303,224 | 8.26
tee SS 8 ee 210,146 167,155 42,991 | 25.72 318,575 359,744 41,169 | 11.44 528,721 526,899 1,822 B35
Cane Verne 26,617 18,155 8,462 | 46.61 66,188 58,176 8,012 | 13.77 92,805 76,331 16,474 | 21,58
SS eS 4,470,825 | 4,956,212 485,387 | 9.79 8,288,458 | 9,188,948 910,490 | 9.90 || 12.759283 | 14,155,160 | 1,395,877 | 9.86
Aqsa 7,152 60,938 68,090 | ____ go060 - 90,000 | ____ 82,848 60,938" SEO Fn
CRANG TOA 12,453,422 | 11,289,868 | 1,163,554 | 10.31 || 25,439,697 | 25,821,029 381,332 | 1.48 || 37,893,119 | 37,110,897 980 353 + 281i

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

NOTE: Revised to agree with figures furnished by Mr. Storrow.

Tidewater—Coal shipped by water and re-shipped by rail to interior points, tonnage deducted from “All Rail” figures.

 
STATEMENT SHOWING TIDEWATER SHIPMENTS

W. H. Williams Exhibit No. 7337

OF BITUMINOUS COAL TO

NEW ENGLAND FOR CALENDAR YEARS 1915 TO 1920, INCL., BY MONTHS

NET TONS

Taken From U. S. Geological Survey Reports No. 152 and Subsequent Reports

 

 

 

 

 

 

 

 

 

 

 

 

Months 1920 1919 1918 1917 1916 1915
January.......... 804,000 121,000 040,000 933,000 1,252,000 1,079,000
Pebruary........- 193,000 004,000 870,000 909,000 941,000 901,000
March... +10... 1... 904,000 490,000 1,224,000 1,097,000 1,119,000 1,120,000
April. ............ 717,000 639,000 1,220,000 1,152,000 1,063,000 900,000
May... 0... 716,000 112,000 1,450,000 1,203,000 1,210,000 - 929,000
JUNG... 1.1... 119,000 190,000 1,342,000 1,067,000 1,079,000 922,000
July... ....+..... 1,006,000 411,000 1,607,000 999,000 1,026,000 999,000
AUSUST..........- 1,048,000 859,000 1,928,000 1,078,900 1,197,000 1,020,000
September... ... |. 1,103,000 307,000 1,603,000 934,000 1,097,000 1,074,000
October... 7.0.0... 809,000 697,000 1,441,000 886,000 919,000 1,029,000

“November... ..... 192,000 103,000 1,162,000 $07,000 $55,000 99a,000
December. /.-..... 847,000 674,000 $76,000 622,000 $54,000 994,000
Jotal...........| 10,457,000 3,090,000 | 15,268,000 | 11,793,000 | 12,686,000 | 11,960,000

 

Beginning with 1918, the figures are complete, but prior to that year they exclude gas coai used
i gas aking. In 1915 it amounted to about 830,000 tons, only a part of which, however, was water-
ome.
W. H. Williams Exhibit No. 137

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Sheet 2
STATEMENT SHOWING “TIDEWATER AND ALL RAIL COAL CONSUMED” BY EACH OF THE NEW ENGLAND ROADS FOR THE YEARS 1920, 1914, 1913 AND 1912.
DATA FURNISHED BY MR. BRIGHAM. :
YEAR 1920 YEAR 1914 YEAR 1913 YEAR 1912
Name of Road Tidewater Tidewater Tidewater Tidewater
Total All at Total All Total All Total All
Rail : Rail Rail 9 Rail :
Total |Bituminous/Anthracite Total |Bituminous/Anthracite Total Bituminous Anthracite Total |Bituminous/Anthracite
Central New England................ 243,640] 243,640|.........| ........ | occ eee 19007). FAG ANTS ccceh ane vnlurs 14 naens 147951) “AST BHU bosses nal oes tuned | Sassaces 151jab4| 151 4BA). sci avel cp decucn Vvsewen.
New York, New Haven & Hartford (a) | 2,286,641| 1,435,724] 850,917 ........ | ........ 2,146,070} 713,125] 1,432,045] ........ «| oo... 2,298,685] 803,864] 1,494,821] ........ |......... 2,219,685} 786,740] 1,432,945| ........ | ........
Boston & Maine Sirs dread 8 Loan yee S 1,989,761) 1,420,168} 569,593} 569,593 | .:.:.... 1,873,660) 655,572] 1,218,088] 1,218,088 | ........ 2,014,831; 982,380} 1,032,451] 1,032,451 | ........ 2,072,292] 1,165,132} 907,160) 907,160 | .......;
Maine Central........ dia ateosyia: asthe ox (b) 439,583} 153,154) 286,429] ....-. Wa, [i aus hea aes 395,515]......... BID; OLO) ccidc.scetee | Sed aleews 371,798|......... BTL C98) sere cease ||P cscce 3 375,411}......... STD AL cc Secs owes veaeniooes
Bangor & Aroostook.................. 118,138 1,680} 116,458) 116,458 | ::.:::.. 135,262|......... 135,262; 133,918 1,344 119,256]......... 119,256) 117,675 1,581 97,461 2,464 94,997 94,997 | .......:
Rutland 3: ssc.02\ 00d sa geess ces owes 153,707|  158,707).........) 2... Protsvte, | oekweter endl 163,401; 163,401].........) 2.0.2.0. J eee eee. 176;736), (176,786) sce vest gp esse: | seekenes 186,376 186, BEB licas Deine cele esedecey ft ce -eee ess
Central Vermont................. (c) 223,908] 206,443 V7;468) bcc. tua V kes gboss 223,210; 148,747 T9468) sc eek | ease owelts 234,544) 151,046 83,498) cocci. | veces ews 233,122 150, 131 82, 99U TS cacicasce |! Gongs
Total New England Lines........... 5,455,378 3,614,516 1,840,862] 686,051 | ........ 5,086,535] 1,825,262] 3,261,273] 1,352,006 1,344 | 5,363,201] 2,261,377] 3,101,824] 1,150,126 1,581 5,335,831] 2,442,327] 2,893,504] 1,002,157 | ........

 

 

 

(a) Total Tidewater includes both Bituminous and Anthracite.

(b) Includes one half Portland Terminal.

Total Tidewater includes both Bituminous and Anthracite.

(c) Tidewater records not available prior to 1915. Above figures based on‘ ‘percentage of Tidewater coal used i in
1915, 1916, and 1917, which was 35.6%

In 1920 Tidewater was onlv ‘7.8%.
W. H: WILLIAMS EXHIBIT No. 138

BITUMINOUS—NET TONS—CALENDAR YEAR

Statement showing “Production” exported and exported
to Canada, and per cent from 1910 to date. Production figures compiled

from reports of the U. S. Geological Survey; Export figures secured from the “Black Diamond.’

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Per Cent

Total Total Fer Cent Exported oo

Production Exported Exported to Canada to Total

Production
1910.0 417,111,142 12,078,348 2.39 3,475,010 2.03
1911 01 405,907,059 15,544,204 3.00 11,882,737 2.92
1912.0: 450,104,932 16,195,175 3.09 11,684,971 2.59
W918. 413,400,297 20,145,168 4 21 15,115,732 3.16
1914. 422,103,970 15,408,072 3.66 11,271,409 2.43
Average per year 1910 f0 1914.17). |) 434;852,490 15,884,193 3.65 11,686,040 2.69
1915.00: 442,624,426 18,776,640 4.24 9,300,572 2.11
1916.0.0.0 502,519,682 21,254,628 4.23 13,260,131 2.64
1917.0: bo1, 790,563 23 926,190 4.34 18,206,727 3.29
1918.00: 019,390,520 22,000,730 3.90 18,134,328 3.13
1919.0: 458,003,000 20,113,536 4.39 11,949,829 2.61
Average per year 1915 to 1919... 906,370,695 21,284,345 4.20 14,181,537 2.300
1920. 596,516,000 31,591,016 6.3! 15,988,157 2.87
January 1920................10... 0, 48,115,060 1,399,067 2.91 512,808 1.07
February “0 ........0...0..-20 ee, 40,180,000 1,309,063 3.26 606,222 1.51
2 Months “ 101.0100. 33,295,000 2,708,130 3.07 1,119,030 1.27
Mareh re 46,824,500 1,630,605 3.09 _ 716,391 1.53
38 Months “ 0......0...7..20. 135,139,500 4,388, (30 3.20 1,835,471 1.30
April re 37,992,500 2,123,430 7.17 940,460 2.43
4Months “00... ee: 173,132,000 7,112,171 4.11 2,¢40,001 1.60
May 39,011,000 2,638,920: 6.354 802,427 2.04
5 Months “ 10... 0.0... 7.2, 212,443,000 9,801,091 4.61 3,013,000 1.68
June ee 44,512,000 3,008,123 7.85 1,637,019 3.00
6 Months “0.0 01. 256,955,000 13,309,214 5. 18 4,915,377 1.91
July ee 45,010,000 3,983,018 8.74 1,886,889 4.14
7 Months ~ 3......1.) 302,550,000 17,292,832 5.72 6,502,266 2.25
August 49,185,800 4,601,538 9.36 2,091,047 4,25
8 Months “ 0.0.0.0 091,710,800 21,394,420 6.23 8,593,013 2.53
September “ ...............-.-..0.-0 ss |...) 148,508,200 4,492,795 9.26 1,965,514 4.05
9 Months * 0......00..0..07 400,224,000 26,357,215 6.59 10,858,327 2.71
October 0.) eee eee 52,685,000 4,580,169 8.69 1,994,332 3.19
10 Months “ 710.1, 452,912,000 30,967,554 6.84 12,853,699 2.84
November * 0.0.0.0... 20 11... 51,014,000 3,995,192 71.82 1,634,498 3.20
1) Months * 0000 503,926,000 34,962,576 6.94 14,483,157 2.39
December ~*~ 0......0...0.020.0 52,090,000 2,929,000 5.57 1,500,000 2.80
12 Months © 000, 996,516,000 37,591,070 6.31 15,988,157 2.01

 

 

 

 

 

 

 

 

 
W. HH. Williams Exhibit No.
BITUMINOUS
From ~ Coal Age —-December 23, 1920.

Production again reached record figures for the week ended Dec, 11, when the output was esti-
mated at 12,569,000 net tons, according to the Geological Survey, an merease ot 33,000 tons over the
revised figures tor the preceding week, which up to that time had been the record since the last pre-
strike week in October, 1919, The present rate of production is far above that in the corresponding
period in any of the preceding three years, and is the more remarkable with the withdrawal of priority in
the use of open-top ears for the loading of coal. Loadings on Monday, Dec. 13, were very heavy, amount
ing to 45,144 cars, although this declined sharply on Tuesday. Cumulative production now stands at
525,403,000 net tons. The year is within thirty-one million tons of 1918, but is now ahead of 1917, a year
when requirements were large and production about equalled consumption.

Car shortage losses have almost disappeared and in many sections empties are being held over
each day. The ageregaie production 1s not suiierimg much irom continued poor placements on the
B. & O. and ©. & O. systems in the Northern and Middle Appalachian regions. Supply for the eastern
Chio (No. 8) District mmproved slightly during the week, beige estimated at 70 per cent of capacity.
Railroads are receiving requests, through the American Railway Association, to load or send defective
equipment to the owning roads in order that extensive repair programs may be carried out during the
period Of industrial contraction.

liabor is paying earnest attention to the work m hand and there are only scattered reports of
production losses from unsettled labor conditions. In some localities the market depression is causing
operators to do away with the bonuses and extra time that had been paid to the men as an inducement
for full working Capacity.

Prices Continue to Decline

Spot-Market quotations showed a lower range for the week ended Dec. 11. Steam demand was
extremely lisht and for the most part confined to small lots for immediate requirements only. Con-
sumers are using heavy stocks accumulated during the buyime panic and are not providing for the
tuture, in the face of the continued industrial slump. The domestic market was also extremely qmet, due
to the mild weather. Hxport movement was largely on contract and what little new business was closed
went at new low figures. There apparently can be no permanent improvement until the basic condition
o1 things is straightened out properly. The cost of production of raw materials and manutactured ar-
ticles 1s practically unchanged and the only reasonior reduction of coal prices 1s an artilicial one. airect-
ing the protits and extending into losses for the producers. Many efforts to move coal by consignment
are resulting in forced low sales to avoid Gemurrage. | |

The following table shows the trend in the spot steam market (mime run basis, net tons, £.0.b.
mines):

Nov. May Aug.9 Dec.9 Dec. 16 Dece.23 Dee sO Jan6° Jan 15

L91T9* 1920 1920 1920 1920°°~«19207 «(19205 19215 “19214
Pittsburgh steam ..... S230 54.00 $10.00 54.00 $3.10 $3.20 $2.10 $2.60 $2.50
Pittsburgh sereened gas 2.50 4.50 12.00 4.15 4.60 B.10 3.20 3.19 3.15
Hockime ............... 2.50 4.15 9.00 4.25 3.10 3.00 2.50 2.50 2.50
Franklin, Til .......... 2.30 3.10 6.50 5.00 4.00 3.40 3.40 3.00 3.00
Indiana 4th yein ....... 2.00. o.40 1.50 4.60 3.20 3.20 3.20 2.10 2.10
Hiastern Ohio, No. 8 .... 2.35 4.50 10.50 4.50 4.00 3.40 3.00 2.10 “2.10
Pairmont .............. 2.50 6.15 13.50 4.25 3.19 3.00 2.19 2.40 2.20
Kanawha ............-. 2.60 6.165 14.00 4.50 _450°°~-~«— 3.50 3.00 2.00 2.40
S. H. Kentucky .......- 3.00 6.00 10.50 5.25 4.15 4,00 3.40 Z.90 2.30
Western Kentucky ..... 2.00 3.00 5.20 425. 4.00 o.10 275 2 60 2.60
Clearfield ............. 2.95 6.25 12.00 4.75 415 3.10 575 395 3.00
ae and Somerset 2.95 6.75 13.50 600° ~=—«G-.00 4.15 4 65 435 8 60
Poshents gas; 6806 1400 «685: C00 «C0075 ABO GO

“Government prices.

7Advance over the preyious week shown im heavy type, declines m plain type.

~Compiied from figures appearing in “Coal Age,’* January 13, 1921.

Cancellations are numerous. Contract customers are cutting down their requirements or are can-
celling their agreements outright. There is no market for off grades and it is only a question of time
until good coals will be in the same class. Numerous operations have been ¢losed, some over the holi-
day season and others to await a market that will permit them to run without a loss.

139
SUMMARY OF OPERATING STATISTICS

NEW ENGLAND LINES
PREPARED FROM STATISTICS COMPILED BY THE BUREAU OF RAILWAY HBCONOMICS

(0. 8. SERIES 3B)

W. H, Williams Exhibit No, 146

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

AE Freight - Freight Freight Car—Miles ; | Per Cent.
Name of Road Month ae ee a a drain Loco (Thousands) |... = a Tons Freight Cara CarsinShop | Carsin |G ar Miles Ton Miles | Passenger Passenger | Passenger | Passenger
Road Tender Miles nee | a _ a Per Loaded a on Line Daily or ue foe or Per Day po a a a a a a a Per
Operated (Thousands) (Thousands) sands) senda) “Total |Loaded : oT i al Train Car a i Shop Sr Near | \ Thousands) |{dboweonue) nome) a
1920 1920 1920 1919 1920 1919 |: 1920) 1919 1920 1920 | 1920 |1920)1919|1920/1919)1920)/1919}1920/1919) 1920 | 1919 | 1920) 1919 | 1920) 1919) 1920; 19191) 1920) 1919; 1920 | 1919 1920 1920 1920) 1919
Central New eptember aul 117,745) ‘121,111 59,730 59,539, 79) 93 2.779| 1,760/63.2/57. 1135. 4/38.4/33.9\34.¢| 761| 762) 2,329; 3,469) 390; 432/16.7 |1275 (59.8 |23°8 | bo | 5/2 of 30 38 155 4:12 ;3.9
Hngland.... 1... August 301 115,554) «109,037 57,002 52,301, 78) f2 91 2.300) 1,728161. 7/57. 6/36. 1/37 .3\4a.a\a3.¢| 742) 723, 2,578) 3,140) 516) 320/20.0 |10-4 135.0 |27°7 | 720 | 533 ao of oo 153 4.01/39
July 501 116,669; 103,963 59,686 50,325, «75; 70 39 2,760| —1,733163.0/58. 5/36. 5ia7 .d\a4. 4100.1) 792) 723; 3,598) 2,875) 434 255/121 | 8.9 24.7 (201 | 535 | 505 30 30 og 16] 4213.9
June oul 108,166 91,269 52,230 44.453| 70) «62 83 2,688)  1,720/64.0/60.0/38.4/36.6/30 4)32.5| 747) 713; 4,101) 2,762) 403) 266) 9.8 | 9°6 121.8 |27°6 | 225 | 536 oF or oo 152 414)3.9
May 301 111,592 94,243 53,720 44,903; 75; «G4 91 2.318 1,748/62.0/60.0/37.8/36.3/30. 7/32.0) 720) G97| 3,055) 2,695, 300 242) 9.3} 9:0 |29°8 |23.0 | 567 | 537 of of 33 153 4.1;3.9
April 3Ul 64,042 $3,025 33,090 41,509} 52; —s« GI 62 1,432) 1,051/73.4/58. 1/27 .4136.9|32.0/31.6) 643) 678) 3,026) 2,809) 323) 220)10'7 | 3.2 115° |26.8 | 370 | 493 30 30 oF 144 4.0 | 4.0
March 301 73,504 $2,007 30,097 5/,646| 59/67 10 1,788 1,196/66.9/58.1/80.1/33.0/29. 8/29 2) G02| 561; 4,306) 2,987; G00, 282:13.9 | 778 |13.4 (24.0 | 267 | 407 oo of oo 128 5.0 | 3.9
February SOL 44.863 79,093 21,805 34,119, 43; =o 50 1,084 749169. 1/52. 1/25. 2/385.3/29. 1131.9) 507| 588) 4,542) 3,264) 488 280/10. 7; 8.6) 8.2 |22.4 1660 | 3/3 at 32 a2 03 3.9 | 3.9
January 301 $3,121 99,587 40,931 49,784, 69) 76 79 2,005) 1,304/65.0/58.4/29.1133.4/31 4/335) 594) G55) 4,622) 3,734, 484) 356)10.5 | 9.5 |14.0 j21 9 | 236 | 430 BO 30 35 139 3.9)3.4
9 months ended (Sept. 30 301 $35,860| $65,716) 415,012) 414,659) 593) G07 716 20,143|  12,991/64.5157.8i33. 7/360. 2161.9)32.6) 694) 683) 3,571) 3,080) 458, 291/32.3 | 9.4 |20.6 |26 8 | 424 | 405 323| 328 341 1,285 4,013.8
New York, New eptember | 1,984 632,950) 720,197| 301,582) 346,284) 555) 579 618 16,307} 12,155|74.5175. 6/29 .4/32.1/24.8/24 6) 544 598) 43,220) 45,890) 4,055) 3,428) 9.4) 7.5 12.6 (18.5 | 235 | 202) 1227) 1188) 1442 8,412 6.9167
Maven & Hartiord .|August 1,953 650,321; 612,300| 308,213) 281,634) 566) 523 635 16,883) 12,422/73.6\73.8129.8131.7/24.8/23.0) 544) 539) 42,720) 39,226) 3,710' 4,103) 8-7 10°5 |12.7 |13.6 | 233 | 232) 1267) 1025) 1,611 8,461 6.8 | 6.8
July 1958 640,256) 688,902) 295,591; 318,651) 562) Sol 625 16,943) 12,035}71.0/75. 4/30. 2/33. 4/24 6/230) 526) 578) 43,154) 41,302) 3,250) 3,749) 7.5) 9.1 |i2.7 |14.4 | 221 | 249) 1261) 2,205) 1,690 8,627 6.3 | 6.7
June 1,953 591,069) 609,784) 268,766) 279,289) 528) 497 591 15,880) 11,544/72. 7/75. 3/30. 1/33.3/23.0/22.4) 509) 562) 44,425) 36,340) 2,788) 2,765) 6.3 | 7.6 11.9 |15.2 | 202 | 250) Ii7t) 1,108) 1,066 7,930 6.7 | 6.6
May 1,958 522,712) 601,125! 233,940) 276,064, 473) 296 bal 14,073) 10,285/73.1/76. 4/29. 8/32. 2/22. 7/22.6) 495) 556) 49,102) 33,770) 2,702, 2,272, 5.5 | 6.7 | 9.2 |15.3 | 154 | 264) £136) 1,095! 1o00 7,082 6./ 16.3
April 1,958 303,440| 53a9,18a| 166,069) 252,298; 369) 470 411 §,278| 7,274/78 .4176.0/25. 1/30.3,22. 8123.3) 450) 537; 51,431) 31,791) 3,060 2,077/ 5.9; 6.5 | 6.0 |14.9 | 103 | 265) 1,020) EUs5) 1220 6,798 6.5 | 6.3
Mareh 1,958 537,920) 447,179) 255,274; 199,519) 51S) 427 580 14,056) 11,114/79.1|74.9)27. 129.0123 .0/21 6) 493) 468) 50,533) 28,458) 2,924 1,942, 5.8) 6:8 | 9.0 |14.0 | 163 | 226 | 1,068) 1,087) 1505 6,302 6.4 16.2
Hebruary 1,933 287,770; 447,891) 134,264) 207,463) 357) 416 39D 7,404, 6,029/81 4/71 6/20. 7/29. 3/22 3/28 8) 376) 499) 49,179) 33,584) 2,682) 1947/55) 5.8) 9.2 /15.0 | 94) 221 923) +945; +1,135 Dp, 401 2.9 | 2.9
January 1,938 538,300) 480,506) 249.646) 231,316) 532) 479 598 14,204) 11,292|79 5/76. 3/26. 7/26. 3/22. 1/24.1) 369) 483) 44,712) 32,427) 2,519) 2,181, 5.6) 6.7 |10-2 |12'5 | 180 | 230) 1092) 1,062) 1,208 6,670 6.1; 5.9
9 months ended |Sept. 30 1,961 | 4,787,519) 5,157,495) 2,228,042) 2,596,168) 4,480) 4440/5018 125,819] 94,792/75.3/75. 1/28. 1/31. 0123.5/23.2| 497) 540) 46,486) 35,866) 3,077, 2,725) 6.6 | 7.6) 9.9 |14 1 | 175 | 245 | 10,109 9,677) 11,987 67,229 6.6 | 6.5
Boston & Mame... iseptember | 2,253 805,011) 773,244, 371,849) 354,811; 704, 693 $64 20,262) 14,428/71 2/72 4/28 .8/28.8/25.8/24.3) 523) 508) 35,563) 37,685) 3,053) 3,598) 9.5 | 9.4 |19.0 117.8 | 345 | 514 929| 893 934 5,460 5.9/5.8
August 2,258 $15,954) 685,353) 379,156) «306,023, 710) 632 813 90,641 14,819/71. 8/72. 4129. 1/28. 8/25.6\23.2) 534) 484) 34,074) 34,110) 3,150 3,574) 9.2 | 9.9 195 | 172 | 359 | 2380 956, 806) «1,016 5,118 6.0 | 5.9
July 2,208 $16,569| _701,503| 372,338; —«306,793| 744) 646 924 20,995) 14,956/71 2/70. 1/28. 2/29.2/24.9/23.2| 500) 475) 35,163) 34,184) 3,191) 3,489) 9.1 )10-2 |19.3 |17'8 | 342 | 200 959; «9st ~=«i£;,019 5,062 5.9159
June 2,208 793,095! 641,922) 354,942) 285,299, 734i 551 908 20,778| 14,956'72.0)73. 1/28.3/29.3i23.¢j22.9, 484) 401; 36,444) 32,565) 3,122) 3,219) 3.6) 9-9 19.0 |17.4 | 325 | 202 840; «Sis 839 4,765 5.7; 9.8
May 2,209 $32,990) 615,898) 386,270) 274,114) 759) 559 949 21,153} 15,936\75.3/74.0/27 9/29. 1/24.2)22.8) 509) 490) 41.412) 29,090) 2,903) 2,694) 7.0) 9.3 |16.5 |18.0 | o0i | 304 $a4| 350 S3i 4600 5.5 | 5.5
April 2,208 732,276, 500,068, 331,441) 247,028) 716) 516 869 18,867} 13,622)72.2|73. 7/26.4/28. 4/24. 3/22.8) 463) 479| 40,095) 27,114) 3.253) 1,831) 3:1) 6:9 |I5.7 |15.0 276 | 304 S14; 782 S00 4387 5.4 15.6
March 2,208 584,214) 522,008) 268,554| 229,934) 620) 403 748 14,787| 11,648/78.8/75.9/23.9/27. 3/23. 1/22. 5) 433) 466) 39,190; 26,414, 3.378 1310) 8.6) 5:0 (12-2 10.4 | 221 251 Si7; 787 8/3 4.280 5.2195.
February | 2,500 399,601; 486,979) 181,196) 215,907) 517! 495 590 9.828) 7,439/75. 7/74. 5/19. 0/25. 7/24. 422.9) 350) 438) 38,799) 27,195) 3,234) 1643) 8.3 | 4.9) 3.7 (16-6 | Lol 254 769) 7a oa! 3,907 5.1) 5.3
January 2,000 690,099; 591,982) 312,113! 259,241) 770) 622 908 17,923) 12,978|72. 4/72. 1/23 .3/24.8124.0/23.3) 405) 417) 38,353) 27,901) 3.413, 1,438) 8:9) 5.2 15.1 17.8 ; 263 | 300 856, «813 399 4.475 5.2)5.4
9 months ended jsept. 60 2,208 | 6,413,798! 5,542,045) 2/926, 708) 2,459,452) 6,200! 5,185 7,603 164,174) 120,040|73. 1/73. 0|26.5|28.1/24.4/23.1) 472) 474) 37,471) 30,650) 3,095; 2,478) 3:3 | 8.1 (16-0 17.5 | 285 | 295 | 7,731) 7,402) 3,210 43,047 5.6/5.6
Boston & Albany... |September ove 291,968) 330,624, 132,723) 152,612) 3038) 319 308 7,732, 5,269'68.1/71.9)/25. 1/27. 2/25. 2)24.4) 431) 479| 8616) 8/386) 367, 377) 4.2) 4.5 120.0 34.6 | 513 | 607 o24| 303 330 2,097 6.5/6.8
August B98 347,089|  287,036' 164,769, 122,915; 343; 282 402 8806) 6,124/68.8167.7/25.9/28.5/20.9/22.6, 481) 435) 8,634) 8,508 330) 430' 3.9 | oT (33-2 30.5 | GIG | 466 320, 304 390 2,082 6.4/6.7
July ove 303,014) 315,404| 169,014) 134,483) 340) 297 404 9.067| 6,046'66. 7/68. 1/26.6)30.0)/28.0/22.2) 497) 453) 9,100! 8,184 389, 344) 4.5) 4.2 152-1 35.1 | 599 | 530 go0| ola 399 2,129 6.4 6.8
June 393 $28,022, 278,001) 158,512)” 115,183) 325) 256 a19 8.576 5,899/68.8/70.0/26.4/30.3/20.0:21.2) 472) 450/ 9,255) 7,439) 424) 350) 4.6) 47 jal 0 34.7 | 504 | 516 319; 296 30 2,075 6.5 | 6.7
May oud 314,026, 259,242) 171,069) 112,542) 350/241 ait 9.897| 6,932/70.0/71.0/28.3/30. 7/24. 7/214) 489| 467| 9,964' 6,998 590) 217; 3.9) 3.1 jo2.0 34.1 | 504 | 518 319, 300 Sia 2,042 6.4165
April ave 290,907; 229,386) 126,976 97,436) 290) 221 342 7,964) 5,200/66. 5/72. 7/27. 4/29. 3\24.0/20.8) 437) 441) 91,218) 6,796/ 397, «178 3.5) 2.6 23.7 |1.¢ | aff | 478 308| 295 300 1,949 6.5 |6.4
March ave 253,868) 212,835! 116,967 89,546, 283) 213 Soa 6,686) 5,260/78.7\72.6)23.7/28.a/22.2120.4| 414) 420) 10,596) 6561/4218) 158; 3.9 | 2.4 20.4 29.7 | 306 | 440 318} 303 316 1,958 6.2/6.2
February 303 161,030) 205,517 74,161 86,990) 222) 209 264 4.916) 3,188/74.4/71 4/19. 0/27 .8\23.6/21.0) 334/416) 9,814) 7,218) 402 «173) 4.1) 2.4 |1a 8 23.7 | 261 | 430 286| 273 344 1,739 6.1;)638
January ave 247,150, 248,917, 109,487) ‘111,061; 295) 279 346 6,716) 5,140)76.5/72.5}22. 8/24. 5/21.3/22.4) 371) 398) 9,082) 3,152) 405, «176, 4.5) 22 23.9 }27.1 |} 3389 | 439 318/305 300 2,010 6.3 ;62
9 months ended jsept. 30 393 | 2,648,318) 2,362,657) 1,218,745) 1,022,621) 2,755) 2,316) 3242 69,758 49,113/70.4/70. 7/25 3124. 5/24. 8121.9) 442) 442) 91583) 7,982| aul 267, 4.1 | 3.5 (26.6 |31.9 | 464 | 494 | 2,850) 2,695) 3/095 18,085 6.3 16.5
Maine Central... ._. September | 1,216 185,356) «177,264 31,427 81,132) 210; 195 220 5,270) 3,543/67. 2171. 5/25.0/24.9/23.0/23.4) 387) 415; 9,288) 9,473) 962) 1,080/10-4 |i1 4 18.9 }17.1 | 292 | 285 233} 239 247 1,452 6.1; 6.0
August 1,216 175,145) *156,627 30,412 69,652) 203) 184 213 4.803) 3,527178.4/71 9/23.6/24.0/22.8/21.9) 395) 379| 8,644) 9,647) 791) 1,060) 9.2 11 i 17.9 |14.8 | 300 | 233 252| 244 259 1,542 6.1)/5.6
July 1,216 191,514) “161,794 $0,040 69,090) 222) 191 236 5.337| 3,628168.0/64. 5124 0124 8123. 7122 6) 386) 361) 9,698) 9,882) 947) -992| 9-5 [10.0 17.8 |15.5 | 286 | 226 256; 200 263 1,553 6.1; 61
June 1,216 180,337/ 156,271 80,965 70,873, 210) 172 221 5,028) 3,610/71.8/70. 8/23 .9/25. 4/22. 4122.9) 385) 411) 9,470) 9,690) 964 877/10.2 | 9.1 17-7 |15.0 | 283 | 244 204; 198 208 1152 5.7 | 5.6
May 1,216 213,163} 157,272 98,617 69,529) 23/) 172 255 5,819) 4,086/70. 2/70. 0/24 5126. 1/24.1)22 1) 416 403| 10,806; 9,712 SUZ 917) 8.3 | 9.4 |17.4 |14.9 | 294 | 255 13/7 194 192 1024 D.5 | 9.2
April 1,216 205,444; 152,386 92,465 67,806) 231; 165 243 5.648| 3,828167.8/69. 7/24. 4/25 .9/24.2/22.7| 400) 410) 10,928) 10/919) 1072/3350) 9S 7.@ \i7¢.2 |1a.1 | 282 | 207 175, «174 179 918 5.2 | 9.0
March 1,216 169,022) 166,572 19,734 74,016; 202) 195 216 4.419, 3,235)73.2)71. 721.9124 3/24 6/21 9) 390 go2| 10,315; 11,852; 1,057 686/10.2 | 5.8 118.8 |12.9 | 249 | 203 173 174) i79 340 5.0 |} o.1
February 1,216 $7,422) 156,730 42,000 70,941; 140) 202 138 2,305| -1,701/73.8/66. 7/16. 5/21 6/25 0/24 4 304, 301) 9,534) 11,772 O61 $26:10.1 |) 7.0 | 8.3 |13.2 | 154 | 215 156 153 163 142 48 |49
January 1,216 186,069; 176,268 Go,411 77,651) 254) 254 235 5,248) 3,047/67 6162. 7/22 4/22, 3/24 123. 7) 360) 332) 9,905) 11,116) 1,042 552/10.5 | 5.0 \17.1 115.2 | 278 | 225 176 172 179 Sol 5.0 | 5.0
9 months ended jSept. 30 1,216 | 1,600,283! 1,468,966, 728,075) 652,024) 1,885)1,708, 2/004 43,918) 30,736/70, 0/68. 7/23. 3124, 3/23. 7122.8) 386) 382, 9,843) 10,451) 965, 870! 9.8 | 8.3 |16.3 |14.6 | 270 | 229) Ls24) 180s) 1378 10,195 5.6 | 5.5
Bangor & Aroostook . September 659 5/,(20 46,330 19,756 18,739; +68; «60 76 1,813) 1,023/56. 4167. 1126 6/22.9)19.3/20.2) 200) sil) 2,913) 2,604) 252 227| 8.7 | 8.7 j20.7 |17.7 | 226 | 240 5S D4 ag 259 4.5/6.2
August 609 43,018 40,443 13,551 15,750 60 OZ 62 141s 963/67. 9/66. 2/23. 6/22.6119.6/19.5) 315) 305) 2,534)" 3,776 209 274110.6 | 7.3 118.1 |10-4 | 240 | 135 a5 o4 ag 200 4.5 |)4.4
July boy 42,000 38,016 16,4390 13,904 oo ol 60 1,240 931/71 0/59. 8i21.2/23.5)18.7)19.3| 281) 270) 23484) 3425 Zu2 294:11.8 | 8.6 116.1 |11.4 | 2135 | lel 60 oo OL 207 44)\44
June 6og 50,427 40,200 21,204 15,672 63 49 65 1,412) 1,042/73. 8/67 4/22 5/24 2/20. 4/19 6 300) 319) 3,141) 2,951 230 291' 7.5 | 9.9 115.0 |13.4 | 226 | 177 08 o2 GO 245 4.5 |) 4.2
May 6909 62,012 46,507 21,441 19,923 70 a1) 50 1,713; 1,251/738.0/74. 1/22 8/23 3/21. 9/20° 7) 300) 358/ 3,643) 3,756 1/5 2761 4.8; 7.3 15.2 111.2 | 243 | 171 Do 20 ao” 247 45 |)4.2
April 659 31,768 00,699 31,051 20,033 04 oo 101 2,273) 1,802/59. 9168 .8/24.1/24 3/23.3)21 1) 33 302, 4,202) 4.5/6 133 307| 3.1) 6.7 |17.8 |10°3 | 248 | 150 O06 o4 O60 2a2 4.241
March 609 04,5090 0/,520 22,000 23,410 ud 63 il? 1,460 O88167.7165.11/18.9\23.6122 9/22 6) 292) 347, 2,578) 5,415 127 217 4.91 5.1 118.3 1 9.5 1) 283 | 140 57 o4 28 Zol at 3.9
February 632 21,602 46,201 12,802 20,009 ol Of a3 S00 562170. 3/60. 9115. 7122. 8\22.si22.1; 2ol; 307; 2,704) 5,870 176 li? 6.4) 3.0 110.07) D3 150 125 46 46 aS 161 3.9 }9.7
January 632 56,463 50,897 23,206 23,324, 34) «79 74 1,779) 1,116)62. 7:59. 0/21. 2:22. 8/20.8)/21 9) 276) 295) 3,303) 5,542, 202, 220) G- 0} 4.1 \17.0 110.5 | 222 | 136 5o 49 Do 203 o.¢j}o38
9 months ended |Sept. 30 609 438,904) 430,747) 194,041) 1715974; 627) 537 664 13,909) 9,187/66. 1/65. 1)/22.2)23 5/21. 1/209 309) 320) 3,056; «4,215 207 261| 6.8 | 6.2 116.6 |11.0 | 22 | 150 510 477 o19 2,149 424.2
Rutland -.......... peptember 415 55,896 44,419 28,241 20,974, 5a) 4 62 1,347| 1,077/80. 0/77. 5/24. 3/26. 2/26.2:23' 1) 510) 463, 2,099) 1883) 14 175) 5.4) 9.3 |21.4 |20-7 | 448 | 370 109) «2102 1i2 763 7 0 71
August 415 of, 1/4 45,000 28,117 21,742 oO4 49 6l 1,495| 1,088175.8/79.3/26 8/25 4/25. 3/236 525) 480) 2,053) ~—«1,935 82 Iso 4.0 6.8 (122.5 18:7 442 300 108 104 iff 730 7.2)¢.3
July 415 45,791 49,934 22,0/0 22,419 a7 42 O+ 1,125 911/81 180. 52a. 9127 .3/24.9'24.2 452) 530; 2,064, 2,014 4 155 3.6 | 7-7 117.6 118.95 | 3504 | 359 107 105 iti 744 7.0 om
June 415 41,124 30,004 19,729 17,571 49 od ol 1,071 830178 3/80.3123.9126.2\25. 522.0) 441) 475! 1,683) 2,022 of 143: 5.2 7.1 j21.2 |16.0 | sol | 290 102 101 105 648 6.31/69
May 415 49,948 09,002 23,009 18,302 a0 40 DS 1,302 949/72 4/78 4126. 2/26.2\25 0122.3) 475) 4593; 2,067) 2,108 ‘i 116, 3.7) 5.5 |20.3 16:1 | 367 251 104 102 107 630 6.0 6.4
April 415 09,416 30,000 29,675 16,739 08 20 63 1,415) 1,067/75.4/81 4/24 6/26. 7/27 321 9 5lo| 477, 2Z,a00j «2, 138 96 99) 4.2; 4.5 120.5 |14.3 | 430 | 256 109 90 102 O99 6.0 | o2.9
March 415 49,540 32,999 20,009 15,086 o2 of bo 1,159) 1024188. 4/81 .1)22.2:23.9 95 3121.0) 496) 407) 2,196), 2,015 92 101; 4.2 | 5.0 117.0 |14-2 | 3380 | 242 96 92 99 046 5.7 }o0.4
February 415 31,925 29,469 19,272 14,188; 45) — 34 oo 043 793/84 _1/81.1121 .0123.2/24.3/22.2) 428) 417, 1,710, 1,777 76 73| 4.4) 4.1 119.0 |15.8 | 389 | 285 95 83 101 520 5.5 | 9.2
January 415 40,632 30,004 19,910 17,904, 52) 38 oD 1,028 865184. 1/82. 2/19. 8123.8/23.0\24.1) 383) 471) 1,617) 1,659) —‘T22 47| 7.51 2.8 (20.5 |17.6 | 397 | 354 i0] 92 106 568 9.6)| 9.1
9 months ended |Sept. 30 415 438,200) 346,517, 217,170) 165,180; 455) 356 53t 10,845) _8,613/79.4/80.0/23 .8/25.6/25.2122.9) 477) 468) 1.977) 4,062 Oi; «116) 4.6 1 5.9 |20.0 (16-9 | 401 | 308 923; 872 955 5,503 6.3 a 3
Central Vermont.... . |September 050 19,024 60,261 30,910 28, (o4 Sg 70 92 2,155, 1,601)74.3)75.3'24 2/24 3(21 2/203) ool 381| 2,623; 2,017 1435 199/ 5.5 | 7.9 |27.4 aa. 431 | 331 95 o4 95 DUD 5.3 | od
August bao 84,183 67,201 o9,a00 27,914, 90) 75 93 2.213) 1,775/80. 2/95 .6/24.5)18.7/22.2/20.7) 436) 370, 2,787) 3,090; i226 216 4.5) 7.1 \25.6 |14.8 | 455 | 201 105 So} —«106 525 5.0 |} 9.4
July Daa 83,180 64,531 35,040 26,700) 95) 75 95 2.282) 1,78a:78. liza. 124.124. 5/21. 719.9) 4038) 356) 2,952) 2.570) 16s) 200 5.5 1 7.8 124.9 |23.0 | 422 | 504 oy S7 99 569 5.8 |9-4
June Daa 36,044 69,045 30,024 21,390 95 40 99 *2.384) 1,787/70.0/76. 1/25. 2/24: 2/21 3/199; 401 3660! 3,090; 2,929 190 203| 5.6 | 6.9 j23.4 \20 6 | 374 | SIZ 95 82 06 463 4.9152
May D338 92,079 63,009 3S,004 27,492, 94 75 o9 2.402) 1,770)78. 7/75. 2/25. 5123. 7)21.7/20.7| 407) 363/ 2,802) 2,019 254, «100; 9:1 | 4.0 j27-7 |22.7 | 442 | 352 94 7 95 aa] 4.8 _
April Daa 71,414 50,891 30,/51 23,074, 89) «70 93 1,905) 1,447/76.0/74 9/21 5/22.1/21.3)20-4) 347) 335) 3,051) 2,240 226 92) 7.5) 4.1 /21.0 \23.1 | 338 | 352 | 54 80 85 413 4,9 -
March Sao 69,806 50,162 30,670 20,001; 78) «Gb 83 1,840) 1,456)79.1/75.1:23. 7\22. 1/21 0119.4) 396) 306) 9,520) 2,054 243 81) 6.4 3.9 115.5 |22.4 | 259 | 310 So Si 36 415 4.9 7 7
February 536 48,265 44577; «21,004 19,427, 71; +63 70 1,321, 1,037|78.5'72.1/18.6/20.0/20 .3:20.2) 290) 303; 3,608) 2161 2a2 46) 6.8) 2.1 j13-4 |21.8 | 213 | 321 76 14 13 o0y 4.3 _
January 5a6 61,946 53,294 26,542 23,128 37; 82 oa 1,303) 1,314/72.9!72_5)20.7/19.8'20_2)19.7) 305) 2382) 3,177) 2.535 2i7 61) 6.8 | 2.6 |18.3 |22.4 | 269 | 320 56 Bz of 419 4.9 oS
9 months ended |Sept. 30 5ao 685,774: 530,764, 297,275) 223,822) 786\ Gas 821 18,321) 13,985/76.3/75.3/23.3/22.6/21 3/20. 1; 373) 343) 3,005 2506) 1838) 1566.3) 6.1 1223/21 .1 | 361 | 520 820, 744 325 4136 5.0 | 9.0

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 
SUMMARY OF OPERATING STATISTICS
NINE MONTHS, JANUARY TO SEPTEMBER, 1920

PREPARED FROM REPORTS OF THE BUREAU OF RAILWAY ECONOMICS
O. S SERIES B, No. 9 AND O. S. SERIES 2-3 AND 5 OF THE U.S. RAILROAD ADMINISTRATION

W. H. Williams Exhibit No. 140

 

FREIGHT SERVICE

N

PASSENGER SERVICE

 

Freight Car Miles (Thousands)

 

Per Cent Cars

Ton

Passenger

Passenger

Passenger

Passenger

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Average Miles Gross Ton-Miles Net Ton-Mil Freight Freight Locomotive Freight Cars} Tons Per Tons Revenue Freight Cars Cars in Shop or] ©; Car Miles NAT , ;
i f Road Behind Tender eu fone wes Train-Miles Miles enn . . g ops Pp in Shop or Miles Daily Train Miles Locomotive Miles Car Miles Cars Per
Railroad Operated (Thousands) (Thousands) (Thousands) (Thousands) Total Loaded P ercent Loaded Per Train | Loaded Car | Freight Per Train on Line Daily Awaiting Shop Awaiting Shop Per Day Per Car (Thousands) (Thousands) (Thousands) Train
1920 | 1919 | 1920 1919 1920 1919 1920 | 1919 | 1920 | 1919 | 1920 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919] 1920 | 1919} 1920 | 1919 | i920 | 1919 | 1920 | 1919 | 1920 | 1919
Eastern District..............ccceeeeeeeeeeeeeenaeeees 59,140] 61,850] 288,353,218] 264,097,751] 148,590,431] 132,188,773] 178,788] 160,502] 216,421 | 184,880 | 6,843,088] 6,444,857] 4,736,671| 4,234,063} 69.2 | 66.7 | 38.3 | 40.1] 31.4 | 30.9] 831 | 824 | 1,229,810) 1,139,561] 87,056] 94,888] 7.1 | 8.3 | 20.3 | 20.6] 441] 425] 173,619] 167,222] 182,017/ 169,141| 1,121,570] 1,017,649| 6.4 | 6.0
New England District......... peice teen eset eee enn ees 7:736| 7.8921 17,898,688| 16,704,707] 8,225,068| 7,505,850] 17,786] 15,799] 20,599 | 17,889 | 466,887| 443,660] 339,457| 320,112} 72.7 | 72.1] 26.3 | 28.1] 24.2/ 23.4] 462 | 475 | 114,992] | 96270] 8452] 7,164] 7.3 | 7.4 | 14.8] 16.8| 261] 285] 25:140/ 23/9961 281113] 26.856| ‘151,929| '141/152| 6.0 | 5.9
ist. ing land Lines)....... 1,404] 53,958] 270,454,530] 247,393,044] 140,365,363! 124,682,923] 161,002] 144,703] 195,822 | 166,991 | 6,376,201| 6,001,197| 4,307,214] 3,913,951] 68.9 | 65.2 | 39.6 | 41.5] 31.9/ 31.8] 872 | 862 | 1,114,818] 1,043,291] 78,604! 87,7241 7.0 | 8.4 | 20.9 | 21.0] 459 | 436] 148,479] 143,226] 153,904] 142,285] 969,641/ 876,4971 6.5| 6.1
Pocahontas Group. uaing New Sngian’ anes) on) 5340 5,175| 36,907,269| 31,352,510] 20,452,919] 17,084,354] 16,810] 14,472| 20,516 | 17,529 | °794,029] 700,280] '491,450| 424,429] 61.9 | 60.6 | 47.2 | 48.4] 41.6 | 40.3] 1,217 | 1,180 79,996] 96,295, 6,693; 7,107] 8.4 | 7.4 136.3 | 26.5] 933} 648] 8 917| 9,301] 9,345] 9,777] 55,596] 62,360| 6.2| 6.7
Total East. Dist. (ex. N. E. Lines & ine. Pocahontas Group)| 56,744| 59,133| 307,361,799| 278,745,554| 160,818,282) 141,767,277| 177,812} 159,175] 216,338 | 184,520 | 7,170,230] 6,701,477] 4,888,664] 4,338,380| 68.2 | 64.7 | 40.3 | 42.1] 32.9 | 32.7] 904 | 891 | 1,194,814] 1,139,586] 85,207] 94,831] 7.1 | 8.3 | 21.9] 21.6] 491 | 454] 157,396) 152,527] 163,249] 152,062] 1,025,237] 938,857| 6.5 | 6.2

New England Lines:

Central New England...............00ccceeeeeeeeeuees 301]  301| 835,862; 865,716, 415,012) 414,650] «= «598; ~=—s«607] S716 700 | 20,143} 21,877] 12,991) 12,645] 64.5 | 57.8] 33.7 | 36.2] 31.9 | 32.6] 694 | 683 3,571; 3,080} 438} «=. 291, 12.3 | 9.4 | 20.6] 26.1 | 424| 493 323} 328) 341/328] = :1,285; 1,214] 4.0] 3.8
New York, New Haven & Hartford...............e0000- 1,961; 1,957| 4,787,519] 5,157,495| 2,228042) 2,306,168;  4,480/ 4,440 5,018 | 4,870 | 125,819] 131,968] 94,792) 99,108] 75.3 | 75.1 | 28.1 | 31.0] 23.5 | 23.2] 497 | 540 46,486] 35,866] 3,077} 2,725, 6.6 | 7.6 | 9.9| 14.1] 175 | 245] 10,159]  9,677| 11,987/ 11,374, 67,229 59,038] 6.6] 6.5
Boston & Maine..........00cceceee cece eee eee eee enes 2'258| 21469| 6,413,798] 5,542,045| 27926,708| 24594521 6,200/ 5,185] 7,603} 6,495 | 164,174 149.4501 120,040] 109,105] 73.1 | 73.0 | 26.5 | 28.1] 24.4/23.1| 472 | 474 37,471] 30,550] 3,095 2,478] 8.3 | 8.1 |16.0/ 17.5] 285 | 295] 7,731) 7,402) 3210/ 8,004 43,047 42,749] 5.6] 5.6
Lecce ede e scenes 3871 2,648,318] 2,362,657] 1,218,745] 1,022,621| 2,755, 2,316, 3,242 | 2,719] 69,758] 65,738; 49,113, 46,477] 70.4 | 70.7 | 25.3 | 24.5] 24.8] 21.9] 442 | 442 9,583| 7,582) 391) 267] 4.1 | 3.5 | 26.6/ 31.9] 464] 494] 2,850] 2,693] 3,395] 3,185] 18,085] 17,497] 6.3] 6.5
Maine Central II 1216 1216 1’600283| 1 468,966] 728,075 652,024 1,885] 1,708] 2,004 | 1,704] 43,918} 40,648] 30,736] 27,925, 70.0 | 68.7 | 23.3 | 24.3 | 23.7 | 22.3] 386 | 382 9,843; 10,4511 965} 870] 9.8 | 8.3 | 16.3 | 14.6] 270] 229] 1,824) 1,803] 1,878] 1,838] 10,195} 9,707] 5.6 | 5.5
Bangor & Aroostook... 2.00... cc ccceesc cence eee eee 659| 612] 488,904) + —°430,747/ 194,041] «171,974, ~~ -627| Ss 537] 664 450} 13,909 11,189} 9,187; —«-7,284| 66.1 | 65.1] 22.2 | 23.5] 21.1 | 20.9] 309 | 320 3,056, 4,213] 207/261] 6.8 | 6.2 | 16.6] 11.0] 232] 150 510| 477} 519} 472} 2,149) = gad] 4.2] 4.2
eee e eee ecuveeeeeeeeeeneeeeeuenanes Levene 15] 415] 438,230] + 346,317| «217,170; 165,130) 455], «3 353) C81 354| 10,845} 8,813] 8,613; 7,050] 79.4] 80.0 | 23.8 | 25.6] 25.2] 22.9] 477 | 468 1,977} 1,962} 91] «116 4.6 | 5.9 | 20.0) 16.9] 401 | 308 923, s72| 955, 9051 5,803 5,493] 6.3] 6.3
Gentral Vermont. EEE Ee 533] 536 685,774 530,764 297,275 + 223,8221 786, 653) 821 597 | 18,321) 13,968] 13,985] 10,518] 76.3 | 75.3 | 23.3 | 22.6 | 21.3} 20.1] 378 | 343 3,005] 2,566, 188] 156, 6.3 | 6.1 | 22.3 | 21.1] 361} 320 820) 744 828) 7501 4,136, 3,640] 5.0|] 5.0
Total New England District.............0000000008- 7,736| 7,892| 17,898,688] 16,704,707] 8,225,068| 7,505,850] 17,786 15,799 20,599 | 17,889 | 466,887| 443,660] 339,457| 320,112] 72.7| 72.1 | 26.3 |.28.1| 24.2] 23.4] 462 | 475 | 114,992| 96,270] 8,452) 7,164] 7.3 | 7.4 | 14.8/ 16.8] 261 | 285] 25,140| 23,996] 28,113] 26,856] 151,920] 141,152] 6.0] 5.9

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 
W. H. Williams Exhibit No.1 ++

BOSTON & ALBANY RAILROAD

N.Y. C. R. R. CO., LESSEE

SOUTH STATION,

See yICE- PRESIDENT BOSTON, MASS. November 2, 1920.

File 29.4.1-5

MR. W. S. KALLMAN,
Commerce Assistant to Vice-President,
New York Central Lines,
New York, N. Y.

Dear Sir:

Reterrine to your letter of October 28th, file 435, I inclose five copies of Summary o: New
York, New Haven & Hartford Railroad embargoes during the period January 1, 1919, to October
22, 1920, aftecting business yia the New York Central and Boston & Albany. There are included
in this statement embargoes on eastbound freight routed via Maybrook, Campbell Halli, Poughkeep-
sie, and other southern points, as cutting out ireight Via these gateways would have a tendency to
force some of it via the Albany gateway.

I also inclose five copies of Summary of Boston & Albany embargoes in effect January 1, 1919,
to October 22, 1920, on freight coming trom the New York Central destined to the New York,
New Haven & Hartford Rarlroad.

Yours truly,

H. M. BIScog,
Inc. | | Vice-President.
BOSTON & ALBANY RAILROAD

N.Y.C.R.R. CO., LESSEE

SOUTH STATION.

FM GE PRESIDENT BOSTON, MASS., October 26, 1920.

Mr. W. 8. KALLMAN,
Commerce Assistant to Vice Prest., N. Y. C. Lines,
New York, N. Y.

Dear Sir:

Referring to yours of the 18th, file 435.

Enclosed you will find a list prepared by Mr. Anthony showing the embargoes that have been
placed by the New Haven Road from January Ist, 1919 to date. These are embargoes which have
been presented to Mr. Anthony by the New Haven Road. Also you will find a statement showing
the car days cars were held at junction points and intermediate points on our line due to the in-
ability of the New Haven Road to accept. Mr. Anthony will be glad to co-operate in any way
desired with the Superintendent of Freight Transportation of the New York Central. There is
no doubt that last winter the inability of the New Haven Road to accept cars from us seriously
interfered with our operation, and we can furnish testimony by some of our people to that effect—
Mr. Henry Egan, General Yardmaster at West Springfield, and Mr. F. F. Williams, Night Train-
master, who was familiar with the situation at Framingham last winter, occur to me.

Yours truly,

H. M. BISCOE,
Vice President.
EMBARGOES

Number
516 (B.&M. 233)

695 (B.&M. 236)

209 (B.&M. 296)

209-A

1070 (B.&M. 329)

1640 (B.&M. 345)

2423 (B.&M. 401)

of Regional
Director)

227 (Reg.-Dir. No.
30-20)

247 (Reg.-Dir. No.
35-20)

095 (B.&A. 96-73)

710 (B.&A. 96-75)

COVERING FREIGHT DESTINED NEW ENGLAND TERRITORY

Date
6- 3-19
Cancelled
7-22-19

8- 8-19

8-13-19
Cancelled
8-15-19

2- 9-20

2- 9-20
Cancelled
8- 8-20

5- 4-20

5-19-20
Cancelled
5-29-20

6-21-20

Cancelled
7-16-20

7-24-20

8-13-20
Cancelled
9- 9-20

BOSTON & MAINE RAILROAD

Contents

Embargoes hay for all consignees at Boston, Mass., unless cov-
ered by permits from Transportation Department.

Embargoes all freight from connections for all points on or via
B.& M.R.R., St. J. & L. C.R.R., M. & W.R.R., and B. & C.
R. R.

Modified to permit acceptance L. C. L. freight, also various com-
modities.

Embargoes all freight from the N. Y. C. R. R., D. & H.R. R.,
B.& A.R.R., N. Y. N. H. & H.R. R., and M. C. R. R. (ex-
cept various commodities).

Extended to cover all freight from all connections (except
various commodities).

Embargoes all eastbound freight to points on or via B. & M.
R. R., when routing via D. & H. and N. Y. C. at Mechanic-
ville, Rotterdam Jct., and Troy or via these lines to Rut-
land R. R. (except various commodities).

ae to permit acceptance of freight authorized by S. E.
Miller.

Embargoes all eastbound freight to points on or via B. & M.
R. R., when originating on or routing via D. & H. and N. Y.
C. at Mechanicville, Rotterdam Jct., and Troy or via these
lines to the Rutland thence to B. & M. (except various com-
modities).

Embargoes all eastbound freight to or via B. & M. R. R., origi-
nating on or routing via the D. & H. or N. Y. C. R. R. (ex-
cept various commodities).

Modified to permit acceptance less carload freight.

BOSTON AND ALBANY RAILROAD
720 (No. 8 Request 8-11-19

Cancelled
8-16-19
2-11-20

Cancelled
2-13-20
2-13-20

Cancelled
8- 8-20
5- 7-20

Cancelled
5-29-20
6-25-20

Cancelled
7-15-20

Embargoes all freight from connections to all points on or via
B.& A. R. R. (except various commodities).

Embargoes all carload freight Niagara Frontier, Clearfield and
points east thereof destined on or via B. & A. R. R.

Embargoes all carload freight from connections at Albany and
Rensselaer destined ‘all points on or via B. & A. R. R.

Embargoes all eastbound traffic from connections at Albany,
West Albany Transfer and Rensselaer to points on or via
B. & A. R. R. (except various commodities).

Embargoes all eastbound traffic from connections at Albany,
West Albany Transfer and Rennselaer for points on or via
N. Y. N. H. & H. and B. & M. R. R. (except various
commodities).

5
Number

2084 (B.&A. 96-76)

2750 (B.&A. 96-59)

2790 (B.&A. 96-80)

Date
7-12-20

7-22-20
Cancelled
7-28-20
8- 9-20
Cancelled
8-10-20
8-10-20

8-25-20
Cancelled
9- 7-20

676 (Reg.-Dir. No. 6) 8-17-19

118 (Reg.-Dir. No.

20-20)

201 (Reg.-Dir. No.

24-20)

201-A (N.H. 19)

791 (N.H.

791-D (N.H. 57)

1284 (N.H.

1657 (N.H.

1725 (N.H.

1726 (N.H.

1727 (N.H.

2025 (N.H.

38)

58)

74)

77)

79)

76)

96)

Cancelled
8-21-19

1-22-20

Cancelled
8- 3-20

2- 6-20

3- 1-20
Cancelled
3-29-20

4-12-20

5-28-20
Cancelled
7-16-20
5-27-20
Cancelled
T- 6-20
6-22-20
Cancelled
7T- 6-20
6-25-20
Cancelled
7-10-20
6-29-20
Cancelled
7-12-20
6-25-20
Cancelled
7-12-20
7-10-20
Cancelled
7-20-20

Contents

Embargoes all eastbound traffic from connections at Albany,
West Albany Transfer and Rennselaer to all points on or vig
the B. & A. R. R. (Exceptions various commodities.)

Modified to permit acceptance all freight destined to points
on the B. & A. R. R.

Embargoes all traffic from connections at Albany, West
Albany Transfer and Rennselaer for points on or via N. Y,
N. H. & H. and B. & M. R. R. (except various commodities),

Embargoes all eastbound traffic from connections at Albany,
West Albany Transfer and Rennselaer to points on or vig
the B. & A. R. R. (except various commodities).

Modified to permit acceptance all freight for points on the
B. & A. proper.

NEW YORK, NEW HAVEN & HARTFORD RAILROAD

Embargoes all freight from connections destined on or via
N. Y. N. H. & H. and C. N. E. R. R. (except various com-
modities).

Embargoes eastbound carloads for delivery to the C. N. E,
or N. Y. N. H. & H. at Campbell Hall or Maybrook (except
various commodities).

Embargoes all freight from the B. & A., B. & M., C. V. and
N. Y. C. via all junctions for points on or via N. Y. N. H. &
H. or C.N. E.

Same as above.

Embargoes all freight originating at or west of Maybrook,
Campbell Hall, Albany or West Albany (except various
commodities).

Embargoes all freight from connections Maybrook or Camp-
bell Hall (except certain commodities).

Embargoes all freight originating at points west of Albany
or West Albany routing via these gateways (except certain
commodities).

Embargoes all freight from the B. & A., B. & M. and C. V.
destined to New Haven, Conn., and points west.

Embargoes all freight destined to or originating at New
Haven, Conn.

Embargoes all freight from connections routing via Bay Ridge,
Harlem River, Oak Point, Maybrook or Campbell Hall (ex-
cept various commodities).

Embargoes all freight routing via Albany, West Albany,
Rhinecliff, Poughkeepsie or Beacon (except various com-
modities).

Embargoes all freight from connections via Rennselaer, Al
bany, West Albany, Bay Ridge, Harlem River, Oak Point,
Maybrook or Campbell Hall (except various commodities).

6
BOSTON AND ALBANY RAILROAD
N. Y. C. R. R. Co., Lessee

SUMMARY OF N. Y., N. H. & H. R. R. EMBARGOES—JAN. 1, 1919 To Oct. 22, 1920
Affecting or that might affect movement via N. Y. C. and B. & A. R. R.

N.H. B.& A.
Number Number
12 696-6
18 696-9
19 696-10
38 696-21
39 696-22
51 696-31
57 696-37
58 696-38
63 696-42
64 696-43
65 696-44
74 696-49
16 696-51
79 696-54
81 696-56
96 696-69
145 696-145
190 696-153

Date
Issued

2- 6-20

3- 1-20
3-31-20

4-11-20

4-12-20

5-13-20

5-27-20

5-27-20

6- 9-20

6- 9-20

6- 9-20

6-22-20

6-28-20

6-28-20

6-30-20
7-10-20

7-21-20

8-25-20

Date
Cancelled

3- 1-20

4-10-20
T- 2-20

4-12-20

5-27-20

5-21-20

6- 9-20

6-28-20

6-26-20

6-28-20

6-28-20

6-28-20

7-10-20

7-10-20

7- 6-20
7-12-20

8-25-20

9-15-20

Commodity

All freight from B. & A. and N. Y. C. via all Junc-
tions.

All less carload freight from all connections.

All carload freight via B. & A. and N. Y. C. via
all Junctions.

All carload and less carload freight originating
west of Albany or West Albany with certain
exceptions.

All carload and less carload freight originating
west of Albany or West Albany with certain
exceptions.

All freight, carload and less destined Hartford,
Conn.

All freight via Maybrook or Campbell Hall with
certain exceptions.

All freight carload and less carload originating
west of and routing via Albany or West Albany,
N. Y. with exceptions.

All freight with certain exceptions routing via
P.R.R., C. R. R. of N. J., L. V. via Bay Ridge,
Harlem River or Oak Point.

All freight via Maybrook and Campbell Hall, N. Y.
with certain exceptions.

All freight via Beacon, Poughkeepsie and Rhine-
cliff, N. Y. with exceptions.

All freight from the B. & A. destined to New
Haven.

All freight via Albany, West Albany, Rhinecliff,
Poughkeepsie or Beacon, N. Y. with exceptions.

All freight from connections when routing via
Bay Ridge, Harlem River, Oak Point, May-
brook or Campbell Hall, N. Y. with exceptions.

All freight destined Fall River, Mass.

All freight routing via Rensselaer, Albany, West
Albany, Bay Ridge, Harlem River, Oak Point,
Maybrook or Campbell Hall, N. Y. with excep-
tions.

All freight from connections at Bay Ridge, Har-
lem River, Oak Point, Maybrook or Campbell
Hall with exceptions.

All freight from connections at Bay Ridge, Har-
lem River, Oak Point, Maybrook or Campbell
Hall with exceptions.
Month Total Car Days Rate Amount
February 8,257 60c $ 4,954.20
March 23,291 90c 20,961.90
April 25,705 90c 23,134.50.
May 19,442 90c 17,497.80
June 18,056 90c 16,250.40
July 24,926 90c 22,433.40
August 25,687 90c 23,118.30
September 18,406 90c 16,565.40
October 5,032 90c 4,528.80

CARS HELD FOR DELIVERY TO BOSTON & MAINE R.

February 271 60c $ 162.60

March 1,648 90c 1,483.20

April 1,863 90c 1,676.70

May 457 90¢ 411.30
GRAND TOTAL

RECAPITULATION
CARS HELD FOR DELIVERY TO BOSTON & MAINE R. R. AT ROTTERDAM JUNCTION

.R. AT TROY

$149,444.70

$ 3,733.80

$153,178.50

CARS HELD ON BOSTON & MAINE R. R. FOR DELIVERY TO NEW YORK CENTRAL R. R.
AT ROTTERDAM JUNCTION

February
March
April

May

June

July
August
September
October

March
April

May

June

July
August
September
October

36

871
19,972
2,961
647
5,557
271
15,557
9,200

CARS HELD ON BOSTON & MAINE R. R. FOR DELIVERY TO

60c
90¢
90c
90c
90c
90¢
90c
90c
90c

$ =.21.60
783.90
17,974.80
2,664.90
582.30
5,001.30
243.90
14,001.30
8,280.00

NEW YORK CENTRAL R. R. AT TROY

897
11,721
233

51

GRAND TOTAL

90c
90¢
90c
90c

$ 807.30
10,548.90
209.70
45.90

$ 49,554.00

$ 11,697.30

—

$ 61,251.30
B.& A.
Number

96-66
96-69

96-73

96-75

96-76

96-79

96-80

BOSTON & ALBANY RAILROAD

N. Y. C. R. R. Co., Lessee

SUMMARY OF B. & A. EMBARGOES—JAN. 1, 1919 To Oct. 22, 1920
Affecting freight coming from the N. Y. C. destined to the N. Y., N. H. & H. R. R.

Date
Issued

8-11-19
2-11-20

5- 6-20

6-24-20

7-10-20

8- 7-20

8-10-20

Date
Cancelled

8-16-19
2-12-20

5-28-20

7-10-20

7-26-20

8-10-20

9- 3-20

Commodity
All freight from all connections.

All eastbound freight from connections Albany and Rensse-
laer, N. Y. with exceptions.

All eastbound freight from connections at Albany, West
Albany Transfer and Rensselaer destined to points on
or via B. & A. R. R. with exceptions.

All freight from connecting lines at Albany, West Albany
Transfer and Rensselaer intended for points on or via
N. Y., N. H. & H. R. R. and B. & M. Roads with excep-
tions.

All eastbound freight from connecting lines Albany, West
Albany Transfer and Rensselaer, N. Y. destined to points
on or via the B. & A. R. R.

All freight from connecting lines at Albany, West Albany
Transfer and Rensselaer intended for points on or via
N. Y., N.H.& H.R. R. and B. & M. Roads with exceptions.

All eastbound freight from connecting lines Albany, West
Albany Transfer and Rensselaer, N. Y. destined to points
on or via the B. & A. R. R.
OFFICE OF SUPERINTENDENT OF CAR SERVICE.

STATEMENT OF FREIGHT CARS HELD IN TRANSIT ON B. & A. R. R.
DESTINED TO POINTS ON OR VIA N. Y. N. H. & H. R. R.

January

18-19-20-24-25-26-27
22-28 inc.
26-27-28

25-31

March
1-7-8-10-11-12

15 to 29 ine.

1 to 31 ine.
1-14 inc.—16-28 ine.
9 to 21 inc,
1 to 31 ine.

10 to 21 ine.
1-2-3-9-12-13-14-28
1 to 24 ine.

7-8

1 to 27 ine.

2 to 23 ine.

1 to 27 inc.

1lto 4 ine.

1 to 24 ine.

6-8-9-11 to 21 inc.—29-30

10-11

YEAR 1919. cecceseeceenie

YEAR 1920
Jan. Ist to Feb. 29th

Boston
Framingham
Ashland
Westboro
Worcester
New Worcester
Charlton
W. Brimfield
Oak St.
Westfield
Chatham

TOTAL

March 1st to date
Boston
Wellesley
Framingham
Ashland
North Grafton
Worcester
Jamesville
Charlton
Brookfield
West Brookfield
West Brimfield
North Wilbraham
Oak St.
Springfield
West Springfield
Westfield
St. Line

TOTAL

10

No Cars Held

 

 

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Car Days February
70 16-17-18-21-22
4439 1-28 except 4 and 9
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218 23-28 inc.
333 13-28 inc.
164 20-28 ine.
600 17-28 ine.
146 9-14 inc.—16-19 ine.
444 13-28 inc.
(X) 10866
Cars Days
136 136
18 270
5614 9281
730 945
24 144
1613 4484
35 420
73 173
760 774
19 62
88 1238
50 1037
209 4687
57 136
1203 4782
563 584
88 833 Average delay per car
From March 1st—
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W. H. Williams Exhibit No. 141

Central Watlroad Co. of New Persey

CENTRAL BUILDING 143 LIBERTY STREET

Ti. G. Dealer,

General M ‘
President & General Manager NEw YORK, January 18, 1921.

Mr. W. H. Williams, Chairman of the Board,
Wabash Railway Company,
120 Broadway, New York City.

Dear Sir:

In accordance with request contained in yours of the 6th, I hand you herewith statement
dealing with embargo restrictions placed by the New Haven and Central New England Railroads
during the years 1916 to 1920, inclusive; the number of cars held for movement via the Maybrook
and Harlem River routes, etc.

This data has been worked up along the lines of data received with yours of the 6th.
Yours truly,

W. G. BESLER,
President & General Manager.
SUMMARY SHOWING ToTAL NUMBER OF Days RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
Points IN NEw ENGLAND—ROUTED VIA CENTRAL RAILROAD COMPANY OF NEW JERSEY,
New York, New Haven & HARTFORD RAILROAD, CENTRAL NEW ENGLAND
RAILWAY, AND LEHIGH & NEW ENGLAND RAILROAD.

Years 1916 To 1920, INCLUSIVE.

Account Account Account
NYNH&HRR CRR of NJ L&NE
Years CNE Embargoes Embargoes Embargoes
1916 265 18 18
1917 331 38 0
1918 228 0 0
1919 12 0 0
1920 396 86 0
1232 142 18
Otay ane eee SEO Oe eee ea ee aie 1892 Days
Less account overlapping embargoes__________-------------+--------- 269 “
Grand total days restricted during five year period ________--____-__ 1123“

On an average of

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
PoINTs IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY N.Y.N.H. & H. RaIbLRoap,
CENTRAL NEW ENGLAND RatLway, L. & N.E. RAILWAY, AND BY CENTRAL RAILROAD
oF NEW JERSEY DURING THE YEAR 1916.

TRAFFIC RESTRICTED.

Account N. Y., N. H. & H. and C. N. E..-__- ee 265 Days
“ Ce Per E IN 325) atcha len alan wn ten ee 18 =“
ts Mei ig sei ee ee else eg Sg ee ea 18 “
301 “
Less account overlapping embargoes_____________.-_-________ 33 CSS

otal: days.restrictéd. 223255 o 58s oseco jaca ose eee ete oe 268 “

STATEMENT SHOWING EMBARGOES PLACED BY THE NEw YorRK, NEW HAVEN AND HARTFORD RAILROAD,
AND CENTRAL NEW ENGLAND RAILROAD, DURING THE YEAR 1916, RESTRICTING
TRAFFIC INTO NEW ENGLAND.

Dates placed,

Extended
CNJ. Em- Modified
bargo No. or Cancelled. Resume of Embargo.
3895 Dec. 27th, Placed account of storms and accumulation of loaded cars. Embargo car-
1915. load and less carload freight except live stock, perishable, food products

for human consumption and coal for all points west and exclusive of New
London and Willimantic and South of the line of the Boston & Albany R. R.
All freight for Pittsfield, Holyoke, Westfield, and Northampton, Mass. and
Hartford, Conn. will be accepted. All freight billed prior to and including
December 27th, for embargoed territory will be received.

Extended With the exception of live stock, perishable food stuffs for human consump-
Dec. 31st, tion, coal, coke, and newsprint paper, all freight from connecting lines
1915. only for points on the New York, New Haven & Hartford Railroad, south

of line of the Boston & Albany R. R., and west of the line of the Central
Vermont Ry. will not be received.

2
Dates placed.

Extended
CNJ.Em- Modified
bargo No. or Cancelled Resume of Embargo

Extended The following stations are not included in the foregoing:

Dec. 31, 1915. Pittsfield, Springfield, Hartford, Westfield or points North of Westfield, all
stations East of the line of the Central Vermont Ry., all stations on the
Central New England Ry. No restriction is placed against traffic passing
over the New York, New Haven & Hartford R. R. or Central New England
Ry. interchanged between other lines when either is the intermediate
carrier in either direction, nor when moving via New England Steamship
Company or its connection.

Cancelled
January 12,
1916.
3952 January 12, Placed account of accumulation of cars and resulting congestion, embargo
1916. all carloads and less than carload freight originating west of the Hudson
River and north of the international boundary line destined to all points
on or via N. Y., N. H. & H. R. R. and Central New England R. R., except
live stock, perishable food stuffs for human consumption, feed for live
stock, coal, coke and petroleum products in tank cars. This includes busi-
ness from west of the Hudson River moving in connection with the New
England Steamship Company to points on the N. Y., N. H. & H., and busi-
ness coming via Coastwise Steamship Lines.
Cancelled
February 28,
1916.
4126 February 22 Placed account accumulation of freight, embargo all carload and less than
1916. carload freight, via all junction points, whether on through billing, or

reconsigned or reshipped or for switch delivery on these companies rails,
at junction points. EXCEPTIONS: Live stock, perishable, food stuffs
for human consumption, feed for live stock, newsprint paper for domestic
use only, charcoal, fuel oil and gasoline in tank cars.

Modified To permit coal for use of the Hudson River State Hospital, Poughkeepsie,
March 1, N. Y.

1916.

Modified To permit acceptance field and garden seeds.

March 2,

1916.

Modified To permit acceptance of coal for New Haven R. R. and C.& N. E.R. R.

March 4, Also coal for the use of public utilities, and asphaltum in tank cars.

1916.

Modified To permit acceptance carload and less carload shipments of fertilizer and

March 8th, manure including nitrate of soda and agricultural lime and sanitary lime

1916. for sewerage precipitation purposes for all stations and connections, coal
destined to stations on the N. Y., N. H. & H. and Central New England
R. R., only when consigned to Hospitals, Asylums, Schools and_ Public
Utilities, the latter includes water, gas, electric light and street Railway
Companies.

Cancelled

March 15th,

1916.
CNJ. Em-
bargo No.

4212

4280

4301

Dates placed.
Extended
Modified

or Cancelled.

March 15th,
1916.

Cancelled
March 30th,
1916.

March 30th,
1916.

Cancelled
March 81st,
1916.

March 8lst,
1916.

Cancelled
April 4th,
1916.

Resume of Embargo

Embargo all carload and less than carload freight via all junction points
when far points on or via the N. Y., N. H. & H., and C. N. E. Railroads,
EXCEPTIONS: foodstuffs for human consumption, feed for live stock,
perishables, live stock, field and garden seed, fertilized including agricul-
tural lime, stable manure, nitrate of soda, and hardwood ashes, fuel oil in
tank cars, gas oil in tank cars, fuel coal for use of these companies, fuel
coal for bonafide use of hospitals, asylums, schools, public utilities including
water, gas, electric light and Street Railway Companies. Printing paper
for domestic newspapers and magazines, freight consigned to or for use
of U. 8. Government, sanitary lime for sewerage precipitation purposes,
freight from connecting rail lines for local delivery on these companies
rails at Junction points with said lines, freight for all stations on the
C. N. E. Ry. west of Canaan, Conn. and Hopewell, N. Y., but not for recon-
signment or reforwarding to reconsignment or reforwarding to points on
or via the N. Y., N. H. & H.R. R.

Upon all carload and less than carload freight coming to these companies
via any junction point with connecting rail lines, whether on through bill-
ing, reconsigned or reshipped whether offered by rail switching service
or teamed. EXCEPTIONS: foodstuffs for human consumption, feed for
live stock, perishables, live stock, field and garden seed, fertilizer, including
agricultural lime, stable manure, nitrate of soda and hard wood ashes, fuel
oil in tank cars, gas oil in tank cars, fuel coal for use of these companies,
fuel coal for bonafide use of hospitals, asylums, schools, public utilities
including water, gas, electric light and Street Railway Companies. Print-
ing paper for domestic newspapers and magazines, freight consigned to
or for use of the United States Government, sanitary lime for sewerage
precipitation purposes. Freight from connecting rail lines for local
delivery on these companies’ rails at junction points with said lines.
Freight for all stations on the C. N. E. Ry. west of Canaan, Conn., and
Hopewell, N. Y.

Upon all carload and less than carload freight coming to these companies
via any junction point with connecting rail lines, whether on through
billing, reconsigned or reshipped, whether offered by rail switching service
or teamed. EXCEPTIONS: food stuffs for human consumption, feed or
food for animals or poultry, perishables, live stock, field and garden seed,
fertilizer including agricultural lime, manure, nitrate of soda and hardwood
ashes. Copper in carloads, spelter in carloads, lead in carloads, fuel coal
for use of these companies fuel coal for bonafide use of hospitals, asylums,
schools, public utilities including water, gas, electric light and Street Rail-
way Companies. Printing paper for domestic newspapers and magazines
in carloads, box shooks and box boards in carloads, agricultural insecti-
cides, insect repellants or vermin exterminators or fungicides. Bleaching
powder and caustic soda in carloads. Petroleum and petroleum products
in tank cars, freight consigned to or for use of the U. S. Government, sani-
tary lime for sewerage precipitation purposes.—Carload Freight from
connecting rail lines for local delivery on these companies’ rails at junction
points of said lines. Freight for all stations on the C. N. E. Ry. west of
Canaan, Conn., and Hopewell, N. Y.
CNJ Em-
bargo No.

4317

4330

Dates placed.

Extended
Modified

or Cancelled. Resume of Embargo.

April 4th,
1916.

Cancelled
Apr. 7th,
1916.

Apr. 7th,
1916.

Cancelled
Apr. 138th,
1916.

Upon all carload and less than carload freight coming to these companies
via any junction point with connecting rail lines, whether on through
billing, reconsigned or reshipped, whether offered by rail switching service
or teamed. EX'CEPT: embargo will not apply on freight from CONNECT-
ING RAIL LINES via any junction point where joint through rates apply
when destined to the following points, EXCEPT when for reconsignment,
reforwarding or reshipment from said points to other destinations. Bos-
ton, Mass., Framingham, Worcester, Springfield, Westfield, Pittsfield,
Lowell, Fitchburg, Holyoke, Northampton and all other points that are
junction points with the N. Y., N. H. & H.R. R. and C. N. E. Ry. and other
carriers. EXCEPTIONS: food stuffs for human consumption, feed for
animals or poultry, perishables and livestock, seeds (field and garden)
nursery stock, agricultural lime, stable manure and hardwood ashes. Cop-
per, spelter, pig lead, crucibles, (carloads) coal for company use, for hos-
pitals, asylums, schools and public utilities. Printing paper, except for ex-
port (carloads) tree spray material, bleaching powder, caustic soda, whit-
ing, lamp black, soda ash, petroleum and petroleum products in tank cars.
Freight for use of the U. S. Government. Freight from connecting rails
lines for local delivery on these companies’ rails at junction points of said
lines. Freight for stations on the C. N. E. Ry. west of Canaan, Conn., and
Hopewell, N. Y. Freight to or from points on N. Y. W. & B. Ry. Railroad
supplies consigned to the New Haven and C. N. E. Ry.

Upon all carload and less than carload freight coming to these companies
via any junction point with connecting rail lines, whether on through
billing, reconsigned or reshipped, whether offered by rail switching service
or teamed. Embargo will not apply on freight from connecting rail lines
when destined to the following points EXCEPT when for reshipment from
said points to other destinations, Boston, Mass., Framingham, Worcester,
Springfield, Westfield, Holyoke, Pittsfield, Lowell, Fitchburg, Northampton,
and all other points that are junction points with the N. Y. N. H.& H. R. R.
or C. N. E. Ry. and other carriers. EXCEPTIONS: bleaching powder,
caustic soda, whiting, lamp black, soda ash, coal for company use, for hos-
pitals, asylums, schools and public utilities. Coke, charcoal, copper, spelter,
zine, pig lead, crucibles, (carloads), fertilizer, fertilizer material, including
agricultural lime, tobacco stems, stable manure, and hardwood ashes.
Freight for use of the United States Government, freight from connecting
rail lines for local delivery on these companies’ rails at junction points with
said lines. Freight for stations on C. N. E. Ry. west of Canaan, Conn. and
Hopewell, N. Y. Freight to or from points on N. Y. W. & B. Ry. Food-
stuffs for human consumption, salt, milk bottles, petroleum and petroleum
products in tank cars, perishables and live stock. Printing paper, except
for export (carloads), seed (field and garden), nursery stock, agricultural
implements for domestic use. Railroad supplies consigned to the N. Y.
N. H. & H.R. RB. or C. N. E. Ry. Tree spray material. Iron and steel
articles as follows: angles and rivets, band, bars, billets, bloom ingots, hoop,
plate, rods, sheet, slab, structural, wire.
CNJ Em-
bargo No.

4353

4385

4429

Dates placed,
Extended,
Modified,

or cancelled.

Apr. 13, 1916.

Cancelled
Apr. 18, 1916.

Apr. 18, 1916.

Modified
Apr. 20, 1916.

Cancelled
Apr. 26, 1916.

Apr. 26, 1916.

Resume of Embargoes.

Item No. 1.

Upon all carload and less than carload freight coming to those companies
via any junction point with connecting rail lines, whether on through
billing, reconsigned or reshipped, whether offered by rail, switching service
or teamed, when destined to Naugatuck, Waterbury, Waterville, Torring-
ton, Bristol, New Britain, or Hartford, except as follows: Perishable
and livestock, foodstuffs for human consumption, copper, spelter, zinc,
pig lead and crucibles (carloads) coke and charcoal, coal for hospitals,
asylums, schools and public utilities. Printing paper (carloads) commodi-
ties movings in tank cars, pig, scrap iron and scrap brass household goods,
freight for use of the United States Government. ITEM NO. 2. Em-
bargo is placed upon all bituminous and anthracite coal, lumber and
cement coming to those companies via any junction point with connecting
rail lines, whether on through billing, reconsigned or reshipped, except
as follows: Bituminous coal, anthracite coal, lumber and cement will be
accepted to the extent daily of one third the average daily receipts from
each connecting line during April, 1915 provided that this item (Item
No. 2) will not apply on traffic whether on through billing, reconsigned
or reshipped when destined to Naugatuck, Waterbury, Waterville, Tor-
rington, Bristol, New Britain or Hartford. ITEM NO. 3. Embargo
is placed upon all freight when consigned to “Order notify,” 2 or so
otherwise consigned as to establish the fact that the freight is intended for
delivery subject to draft through a bank or other collection agency,
PROVIDED that this item (Item No. 3) will not apply in the case of
“Sight or Demand Draft to Order” shipment if billing bears notation
that the shipment is under “Sight or Demand Draft” and in accord with
similar endorsement on bill of lading issued at the point of shipment.

Upon all freight tendered for shipment at point of origin after Apr.
19th, coming from connecting lines to the Harlem River or Maybrook
Gateway.

To permit bituminous coal, anthracite coal, lumber and cement to the
extent daily of one-third the average daily receipts from each connecting
line during April, 1915, provided that this (Item No. 1) will not apply on
traffic whether on through billing, reconsigned or reshipped when destined
to Waterbury, Torrington or Hartford.

Upon all bituminous and anthracite coal, lumber and cement coming to
these companies via any junction point with connecting rail lines, also by
water craft via Belle Dock, New Haven, Conn. whether on through
billing reconsigned, or reshipped except as follows: Lumber and cement for
all stations except Waterbury, Hartford and Torrington will be accepted
to the extent daily of one-third of the average daily receipts from each
connecting rail line during the corresponding period of 1915. Bituminous
and anthracite coal when consigned to and for the use of hospitals,
asylums and schools will be accepted. ITEM NO. 2. Upon all carload
and less than carload freight coming to these companies via any junction
point with connecting rail lines, also from lighter or when coming from
coastwise or ocean steamship lines through or via Piers Nos. 31, 37, 38,
39, 40, 41, 42 or 70 East River, or Harlem River or Brooklyn Terminals,
whether on through billing reconsigned or reshipped, whether offered by
rail switching service or teamed when destined to Waterbury, Hartford
and Torrington, Conn., except as follows: Perishable and livestock, food-
stuffs for human consumption, coal for hospitals, asylums and schools,

6
CNJ Em-
bargo No.

4495

4539

Dates placed,
Extended,
Modified,
or cancelled.

Cancelled
May 4, 1916.

May 4, 1916.

Cancelled
May 11, 1916.

May 11, 1916.

Cancelled
May 18, 1916.

Resume of Embargoes.

printing paper, commodities moving in tank cars, household goods, scrap
brass and German silver scrap (carload) freight for U. S. Government,
copper, spelter, zinc, pig lead and crucibles (carload). ITEM NO. 3.
Upon all less than carload freight other than perishable and livestock,
foodstuffs for human consumption, printing paper, household goods, and
freight for the United States Government coming to these companies via
any junction point with connecting rail lines or when coming from coast-
wise or ocean steamship lines through or via Piers Nos. 31, 37, 38, 39, 40,
41, 42 or 70, East River, or Harlem River, whether on through billing
reconsigned or reshipped, whether offered by rail switching service or
teamed, except that L. C. L. freight will be accepted for movement via
the New England Steamship Company or when for delivery at Harlem
River, N. Y. or at Piers Nos. 31, 37, 38, 39, 40, 41, 42 or 70, East River,
New York or when destined to Pittsfield, Westfield, Holyoke, Springfield,
Northampton, Worcester, Fitchburg, Lowell, Framingham, Boston, Mass.,
and Willimantic, Conn. ITEM NO. 4. Upon all freight when consigned
to “Order Notify” or so otherwise consigned as to establish the fact that
the freight is intended for delivery subject to draft through a bank or
other collection agency, provided that this (Item No. 4) will not apply
in the case of “Sight or Demand Draft to Order” shipments if billing
bears notation that the shipment is under “Sight or Demand Draft” and
in accord with similar endorsement on bill of lading issued at the point
of shipment.

Upon all bituminous coal and anthracite coal, lumber and cement via
any junction point except lumber and cement for all stations except
Waterbury, Hartford, Torrington and Bridgeport, Conn. will be accepted
to the extent daily of one-third of the average daily receipts from each
connecting rail line during May 1915. Bituminous and anthracite coal
when consigned to or for the use of hospitals, asylums, and schools or
for use of the New Haven or C. N. E. Ry. will be accepted. ITEM NO.
2. Carload and less carload freight coming via any junction point with
connecting rail lines.

EXCEPT: Perishable and livestock, foodstuffs for human consumption,
copper, spelter, zinc, pig lead, and crucibles (carload) coal for hospitals,
asylums and schools. Printing paper, commodities moving in tank cars,
scrap brass and German silver scrap (carload), household goods, freight
for the United States Government.

Upon all bituminous and anthracite coal, lumber and cement via all junc-
tion points EXCEPT: lumber and cement for all stations except Water-
bury, Hartford, Torrington and Bridgeport, Conn., will be accepted to
the extent daily of one-third of the average daily receipts from each
connecting rail line during May, 1915. Bituminous and anthracite coal
when consigned to or for the use of hospitals, asylums or schools or for
the use of the New Haven or C. N. E. Ry. will be accepted. ITEM
NO. 2. Carload and less than carload freight coming to these lines
via any junction point except: perishable and livestock, food for human
consumption, copper, spelter, zinc, pig lead, and crucibles (carload). Coal
for hospitals, asylums and schools, printing paper, commodities moving
in tank cars, scrap brass, and German silver scrap (carloads). House-
hold goods. Freight for U. 8. Government,
CNJ Em-
bargo No.

4577

4607

4614

Dates placed,
Extended,
Modified,

or cancelled.

May 18, 1916.

Cancelled
May 22, 1916.

May 22, 1916.

Cancelled
May 24, 1916.

May 24, 1916.

Resume of Embargoes.

Upon all bituminous and anthracite coal, lumber and cement, coming to
these companies via any junction point with connecting rail lines, also by
water craft via Belle Dock, New Haven, Conn., whether on through bill-
ing reconsigned or reshipped except as follows: Lumber and cement for
all stations except Waterbury, Hartford, Torrington and Bridgeport,
Conn., will be accepted to the extent daily of one-third of the average
daily receipts from each connecting rail line during May, 1915.
Bituminous and anthracite coal when consigned to or for the use of
hospitals, asylums, schools, the N. Y.. N. H. & H. R. R. or C. N. E.
Ry. or for delivery at stations upon the C. N. E. Ry will be accepted.
ITEM NO. 2. Upon all carload and less than carload freight coming
to these companies via any junction point with connecting rail lines
also from lighter or when coming from coastwise or ocean steam-
ship lines through or via Piers Nos. 31, 37, 38, 39, 40, 41, 42 or 70 East
River or Harlem River or Brooklyn Terminals, whether on through bill-
ing, reconsigned, or reshipped, whether offered by rail switching service
or teamed when destined to Bridgeport, Waterbury, Hartford and Tor-
rington, Conn., EXCEPT as follows: Perishables and livestock, foodstuffs
for human consumption, copper, spelter, zinc, pig lead and crucibles (car-
load), coal for hospitals, asylums and schools, printing paper, commodities
moving in tank cars, scrap brass and German silver scrap (carload),
household goods, freight for the United States Government.

Upon all bituminous and anthracite coal, lumber and cement coming to
these companies via any junction point with connecting rail lines. Lum-
ber and cement will be accepted to the extent daily of one-third of the
average daily receipts from each connecting rail line during May, 1915.
Bituminous coal will be accepted when consigned to or for the use of hos-
pitals, asylums, schools, the New Haven or C. N. E. Ry. or for delivery
at stations upon the C. N. E. Ry. Anthracite coal will be accepted
to the extent daily of fifty percent of the average daily receipts from
each connecting rail line during May, 1915. ITEM NO. 2. Upon all
less than carload freight coming to these companies via any junction point
with connecting rail lines, EXCEPT: foodstuffs for human consumption,
perishable and livestock, printing paper, household goods, freight for U.
S. Government, freight for use of the New Haven & C. N. E. Ry.
Freight for movement via the New England Steamship Co. or for delivery
at Harlem River, New York, Pittsfield, Westfield, Holyoke, Springfield,
Northampton, Worcester, Fitchburg, Lowell, Framingham, and Boston,
Mass. and Willimantic, Conn.

Upon all bituminous and anthracite coal, lumber and cement coming to
these companies via any junction point with connecting rail lines. Lum-
ber and cement will be accepted to the extent daily of fifty percent of the
average daily receipts from each connecting rail line during May, 1915.
Bituminous coal will be accepted when consigned to or for use of the New
Haven R. R. or C. N. E. Ry. also for other consignees to the extent
daily of one-third the average daily receipts from each connecting rail
line during May, 1915. Anthracite coal will be accepted to the extent
daily of fifty percent of the average daily receipts from each connecting
rail line during May, 1915. ITEM NO. 2. Upon less than carload freight
coming to these companies via any junction point with connecting rail

8
CNJ Em-
bargo No.

4630

4687

4697

4717

4748

Dates placed,

Extended,
Modified,
or cancelled. Resume of Embargo.
lines, EXCEPT: foodstuffs for human consumption, perishable and live-
stock, printing paper, household goods, freight for U. S. Government,
freight for use of the New Haven or C. N. E. Ry. Freight for move-
ment via the New England Steamship Co. or for delivery at Harlem River,
N. Y., Pittsfield, Westfield, Holyoke, Springfield, Northampton, Worcester,
Fitchburg, Lowell, Framingham, Boston, and Willimantic, Conn.
Cancelled
May 29, 1916.

May 29, 1916. Upon all bituminous and anthracite coal coming to these companies via
any junction point with connecting rail lines except: bituminous and
anthracite coal will be accepted to the extent daily of fifty percent of the
average daily receipts from each connecting rail line during May, 1915.
And anthracite or bituminous coal consigned to or for use of the New
Haven or C. N. BE. Ry. ITEM NO. 2. Upon all less than carload freight
coming to these companies via any junction point with connecting rail
lines when destined to stations on the N. Y., N. H. & H. R. R. and C.
N. E. Ry. west of New London and Willimantic, Conn., EXCEPT:
foodstuffs for human consumption, perishable and livestock, printing pa-
per, household goods, freight for U. S. Government, freight for use of
the New Haven and C. N. E. Ry. Freight for movement via the New
England Steamship Co., Harlem River, N. Y., Pittsfield, Westfield, Holy-
oke, Springfield and Northampton. :

Cancelled

June 12, 1916.

June 12, 1916. Upon all bituminous and anthracite coal coming to these companies via
any junction point with connecting rail lines EXCEPT that bituminous
and anthracite coal will be accepted to the extent daily of fifty percent of
the average daily receipts from each connecting rail line during June,
1915, and shipments for N. Y., N. H. & H. and C. N. E. Rys.

Cancelled
June 15, 1916.

June 15, 1916. Upon all bituminous and anthracite coal coming to these companies via
any junction point with connecting rail lines EXCEPT that bituminous
and anthracite coal will be accepted to the extent daily of fifty percent of
the average daily receipts from each connecting rail line during June,
1915, and shipments for N. Y., N. H. & H. and C. N. E. Rys.

Cancelled |
June 21, 1916.

June 21, 1916. Upon all bituminous and anthracite coal coming to these companies via
any junction point with connecting rail lines EXCEPT that bituminous
and anthracite coal will be accepted to the extent daily of fifty percent of
the average daily receipts from each connecting rail line during June,
1915, and shipments for N. Y., N. H. & H. and C. N. E. Ry.

Cancelled
June 28, 1916.

June 28, 1916. Upon all bituminous coal coming to these companies via any junction
point with connecting rail lines whether on through billing, reconsigned
or reshipped EXCEPT: bituminous coal will be accepted to the extent
daily of fifty percent of the daily average receipts from each connecting
rail line during June, 1915, and shipments consigned to N. Y. N. H. & H.
and C. N. E. Ry. or for delivery at points on the C. N. E. Ry., or N. Y. W.
& B. Ry.

Cancelled

July 10, 1916.
CNJ Em-
bargo No.

4752

4776

4836

4857

5230

5279

Dates placed,
Extended,
Modified,

or cancelled.

June 29, 1916.

Cancelled
July 10, 1916.

July 10, 1916.

Cancelled
July 15, 1916.

July 26, 1916.

Cancelled
Aug. 2, 1916.

Aug. 2, 1916.

Cancelled
Aug. 9, 1916.

Nov. 7, 1916.

Cancelled
Nov. 19, 1916.

Nov. 19, 1916.

Cancelled
Dec. 4, 1916.

Resume of Embargoes.

Placed account of heavy passenger business due to troop movement and
Fourth of July travel embargo all carload and less than carload traffic
coming to these companies from connecting rail and steamship lines via
Harlem River and Maybrook, New York EXCEPT: perishable freight
and livestock, freight for the U. 8. Government and points in common with
the B. & A. KR. R., B. & M. R. RK. C. V. R. R., and N. Y. C. R. R. and
materials for New Haven and C. N. E. Ry. and newsprint paper.

 

 

Upon all carload and less carload freight coming to these companies from
connecting rail and steamship lines via Harlem River and Maybrook, N.
Y. EXCEPT: perishable freight and livestock, freight for the U. S. Gov-
ernment, freight for points in common with the Bangor & Aroostook R. R.,
B.& M.R.R., C. V. R. R., and N. Y. C. R. R. Materials and supplies
for the New Haven and C. N. E. Ry. and newsprint paper.

Upon all carload and less than carload freight coming to these companies
from connecting rail and steamship lines via Harlem River, N. Y. and
Maybrook, N. Y. EXCEPT: perishable freight and livestock, freight for
the U. S. Government, newsprint paper, material and supplies for New
Haven and C. N. E. Rys. and freight for points in common with the
B.& ALR. R, B. & M., C. V., and N. Y. C. R. R.

 

Upon all carload freight coming to these companies from connecting rail
lines via Harlem River, N. Y. and Maybrook, N. Y. EXCEPTING perish-
able freight and livestock, freight for the U. S. Government, printing
paper, grain, flour, and coal. Materials and supplies for the New Haven
and C. N. E. Rys.

Placed account accumulation.

Upon all carload and less than carload traffic coming to these companies
from connecting lines via Maybrook, New York, and Harlem River, New
York.

Upon all carload and less carload freight originating at points outside New
England States except freight for delivery at local stations on C. & N. E.
Ry. in New York State. Perishables, livestock, freight for the United
States Government, material and supplies for use of the N. Y. N. H. &
H. R. R., and C. N. E. Ry., news and book print paper, coal, coke,
aad and fuel oil, foodstuffs for human consumption and feed for
ivestock.

10
CNJ Em-
bargo No.

5355

5407

Dates placed,
Extended,
Modified,

or cancelled.

Dec. 4, 1916.

Cancelled
Dec. 11, 1916.

Dec. 11, 1916.

Modified
Dec. 18, 1916.

Cancelled
Jan. 2, 1917.

Resume of Embargo.

Placed account of accumulation.

Upon all carload and less carload freight coming to these companies from
connecting carriers when originating at points outside New England
States. EXCEPTIONS: Merchants and Miners Transportation Co.,
freight for delivery at local stations on C. N. E. Ry. in New York State,
perishable, livestock, freight for the United States Government, material
and supplies for use of the New York, New Haven & Hartford R. R. and
C. N. E. Ry. News and book print paper, coal, coke, charcoal and fuel
oil. Foodstuffs for human consumption, feed for livestock.

 

 

Placed account of accumulation upon all carload and less than carload
freight coming to these companies from connecting carriers when origi-
nating at points outside the New England States. EXCEPTIONS: fol-
lowing traffic will be accepted when for points on the N. Y. N. H. & H.R. R.
and C. N. E. Ry. only: perishable and livestock, foodstuffs for human
consumption, feed for livestock, news and book print paper, material and
supplies for the New Haven and C. N. E. Ry. freight consigned to the
United States Government, coal, coke, charcoal, traffic moving in tank
cars, lumber, brick, sand, cement, copper, spelter, iron and steel. Freight
for stations on the C. N. E. R. R. in New York State and less than
carload freight except cotton.

Account accumulation and labor trouble embargo less than carload freight
except perishables destined to or intended for transfer at New Haven,
Conn., Pawtucket, R. I., Worcester, Mass. and North First St., Brooklyn.

To permit acceptance of less carload freight destined to or intended for
transfer at New Haven, Conn. and Worcester, Mass.

 

STATEMENT SHOWING EMBARGOES PLACED BY CENTRAL RAILROAD COMPANY OF NEW JERSEY DURING
THE YEAR 1916 RESTRICTING TRAFFIC INTO NEW ENGLAND.

4063

4934

Feb. 14, 1916.

Modified

Feb. 17, 1916.

Modified

Feb. 25, 1916.

Cancelled

Feb. 29, 1916.
Aug. 30, 1916.

Cancelled
Sept. 2, 1916.

Placed account of accumulation. ;
Upon all freight carloads and less carloads from all points consigned,
reconsigned or to be reconsigned either via Easton and Maybrook or via
Bethlehem Junction and Campbell Hall, and via Jersey City to points on
or via Central New England or N. Y. N. H. & H. R.R., except foodstuff
for human consumption and feed for livestock.

To permit perishable freight, petroleum products for Public Service Com-
panies or gas purposes and shipments consigned to U. 8. Government.

To permit all freight from points on Central R. R. of New Jersey and
connecting lines to come forward when routing by Bethlehem Junction, L.
& N. E. R. R., and Campbell Hall, to points on Central New England
and New Haven R. R.

Placed account of accumulation, and in conformity with embargo issued
by N. Y. N. H. & H.R. R._ Placed against all shipments consigned to
or via the N. Y. N. H. & H.R. R.

11
STATEMENT SHOWING EMBARGOES PLACED BY LEHIGH & NEW ENGLAND RAILROAD DURING THE YEAR
1916 RESTRICTING TRAFFIC INTO NEW ENGLAND.

Dates placed,
Extended,
CNJ Em- Modified,
bargo No. or cancelled. Resume of Embargo.

4254 Mar. 24, 1916. Placed account of congestion and due to failure of the Central New Eng-
land R. R. to accept. Embargo all shipments of coal consigned, recon-
signed, or to be reconsigned to or intended for the C. N. E. or N. Y.N.
H. & H. R. R. when routing via Campbell Hall.

Cancelled
Apr. 11, 1916.

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE CENTRAL RAILROAD
OF NEW JERSEY, NEw YorRK, NEw HAVEN & HARTFORD RAILROAD, AND CEN-
TRAL NEW ENGLAND RAILWAY, DURING THE YEAR 1917.

Traffic Restricted.

Account N. Y. N. H. & H...... 2.2... 331 days

Account C. R. R. of N. J... eee 388 days
369

Less overlapping embargoes............... 50 days
319

 

STATEMENT SHOWING EMBARGOES PLACED BY NEW YORK, NEW HAVEN & HARTFORD RAILROAD AND
CENTRAL NEW ENGLAND RAILWAY DURING THE YEAR 1917 RESTRICTING TRAFFIC INTO NEW
ENGLAND.

5568 Jan. 2, 1917. Placed account of accumulation.

Upon all carload freight for points on or via these companies’ lines coming
from connections originating at points outside of the New England States.
EXCEPTIONS: perishable and livestock, foodstuffs for human consump-
tion, feed for livestock, starch, news and book print paper, fertilizer,
agricultural insecticides, insect repellants, vermin exterminators and fungi-
cides, material and supplies for the N. H. and C. N. E. Ry., coal, coke,
charcoal, traffic moving in tank cars, brick and other clay products, sand,
cement, copper, spelter, zinc, lead, iron and steel, tin plate and tin cans,
lumber including boxes, box shooks, lasts, last blocks, cooperage stock
and tanners’ Bark. All freight for Poughkeepsie, Pittsfield, Westfield,
Northampton, Holyoke, Springfield, Worcester, Farmingham, Milford,
Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich, Willimantic and
all other common points, freight moving via the M. & M. T. Company,
household goods, freight for stations on C. N. E. Ry. in New York State.
Freight consigned the U. 8. Govt. ITEM NO. 2. Upon all less than
carload freight.

EXCEPT perishable, livestock, freight consigned for N. H. and C. N. E.
Ry., and freight for U. S. Govt.

Cancelled
Jan. 13, 1917.

 

 

5642 Jan. 13, 1917. Placed account of accumulation.
Upon carload freight for, on or via these Companies’ lines from connecting
rail carriers via Harlem River whether consigned direct, reconsigned or
reshipped. EXCEPTIONS: Perishable and livestock, foodstuffs for hu-
man consumption, feed for livestock, starch, news and book print paper,
fertilizer, agricultural insecticides, insect repellants, vermin exterminators,

12
CNJ Em-
bargo No.

5735

5803

5904

Dates placed,
Extended,
Modified,
or cancelled.

Cancelled
Jan. 26, 1917.

Jan. 26, 1917.

Cancelled
Feb. 6, 1917.

Feb. 7, 1917.

Cancelled
Mar. 1, 1917.

Mar. 1, 1917.

Resume of Embargoes.

and fungicides. Material and supplies for the N. H. and C. N. E. Ry.
coal, coke, charcoal, traffic moving in tank cars, brick, clay and clay prod-
ucts, sand, cement, copper, spelter, zinc, lead, iron and steel, tin plate,
and tin cans, lumber, including boxes, box shooks, lasts, last blocks, coop-
erage stock and Tanners’ Bark, all freight for Poughkeepsie, Pittsfield,
Westfield, Northampton, Holyoke, Springfield, Worcester, Farmingham,
Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich, Willi-
mantic, and all other common points. Freight moving via the M. & M. T.
Co., household goods, freight for stations on C. N. E. Ry. in New York
State, freight consigned to U. 8. Govt., field and garden seed.

Placed account of accumulation.

Upon all freight, carload and less than carload, for points on these com-
panies’ lines from connecting carriers via Harlem River or Maybrook.
EXCEPTIONS: Perishable and livestock, foodstuffs for human con-
sumption, field and garden seed, feed, except hay, for livestock, news and
book print paper, agricultural insecticides, insect repellants, vermin ex-
terminators, fungicides, material and supplies for the N. H. and C. N. E.
Ry. coal, traffic moving in tank cars, household goods, copper, spelter,
zinc, lead, all freight for Poughkeepsie, Pittsfield, Westfield, Northampton,
Holyoke, Springfield, Armory, Worcester, Framingham, Milford, Ashland,
Boston, Fitchburg, Clinton, Lowell, Norwich, Willimantic, and all other
common points. Freight moving via the M. & M. T. Co. Freight for
use of the United States Government, freight for stations on the C. N.
E. in New York State. Fertilizer, nursery stock, all freight for points
on or via the B. & M. or C. V. Ry.

Placed account of accumulation, due to weather and labor conditions.

Upon carload and less carload freight for points on or via these com-
panies’ lines coming from connecting carriers via Harlem River or May-
brook, N. Y. EXCEPTIONS: Perishable and livestock, foodstuff for
human consumption, feed except hay, for livestock; news and book print
paper, agricultural insecticides, insect repellants, vermin exterminators,
and fungicides, material and supplies for the N. H. and C.N. E. Ry. coal,
coke and charcoal, traffic moving in tank cars, household goods, copper,
spelter, zinc, lead. All freight for Poughkeepsie, Pittsfield, Westfield,
Northampton, Holyoke, Springfield, Armory, Worcester, Framingham,
Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich, Williman-
tic, and other common points, freight moving via M. & M. T. Co. freight for
stationy on the C. N. E. in New York State. Freight consigned to ‘or
for use of the U.S. Govt. Field and garden seed, fertilizer, nursery stock.

Placed account of accumulation, due to weather and labor conditions.
Upon carload and less than carload freight for points on or via these com-
panies’ lines coming from connecting carriers (including Coastwise Steam-
ship Lines) via Harlem River, N. Y. or Maybrook, N. Y.

The following traffic will be accepted: When for points on the N. Y., N.
H. & H.R. R., C.N. E. Ry., Boston & Albany R. R. and C. V. Ry. only;
perishable and livestock, foodstuffs for human consumption, feed for
livestock, news and book print paper, starch, agricultural insecticides,

13
Dates placed.
Extended
CNJ. Em- Modified
bargo No. or Cancelled. Resume of Embargoes.

insect repellants, vermin exterminators, and fungicides, implements and
machines required for preparing soil. Material and supplies for the N.
H. and C. N. E. Ry. coal, coke and charcoal, traffic moving in tank cars,
household goods, brick and other clay products, sand, cement, copper,
spelter, zinc, lead, crucibles, iron and steel, tin plate and tin cans, lumber
including boxes, box shooks, lasts, last blocks, cooperage stock, and tanners’
bark. All freight for Poughkeepsie, Pittsfield, Westfield, Northampton,
Holyoke, Springfield, Armory, Worcester, Framingham, Milford, Ashland,
Boston, Fitchburg, Clinton, Lowell, Norwich, Willimantic, and other com-
mon points. Freight moving via M. & M. T. Co. Freight for stations on
C. N. E. Ry. in. New York State. Freight consigned to or for use of
the U. S. Govt. Field and garden seed, fertilizer, nursery stock and
wool. NOTE: Perishable livestock, foodstuffs for human consumption,
feed for livestock, tin plate and tin cans, field and garden seed, fertilizer,
nursery stock and freight consigned to or for use of the U. S. Govt. will
be accepted when for points on or via the B. & M. R. R.

Modified
Mar. 5, 1917. To permit acceptance of less carload freight via Maybrook.

Cancelled
Mar. 14, 1917.

5947 Mar. 14, 1917.Placed account of accumulation, due to weather and labor conditions.
Upon carload freight for points on or via these companies’ lines coming
from connecting carriers via Harlem River or Maybrook, N. Y. The
following traffic will be accepted when for points on the New York, New
Haven & Hartford Railroad, C. N. E. Ry., B. & A. L. R. R. and C. Vt
Ry. only; but not for points on or via the Boston & Maine Railroad
whether consigned direct, reconsigned or reshipped.

NOTE: Perishable and livestock, foodstuffs for human consumption, feed
for livestock, news and book print papers, starch, agricultural insecticides,
insect repellants, vermin exterminators and fungicides. Implements re-
quired for preparing the soil. Material and supplies for the N. Y. N. H.
& H. R. R. and C. N. E. Ry. Coal, coke, charcoal, traffic moving in
tank cars. Household goods, brick and other clay products, sand, cement,
copper, spelter, zinc, lead, crucibles, iron and steel according to published
list, tin plate and tin cans. Lumber, including boxes, box shooks, lasts,
last blocks, cooperage stock and tanners’ bark. All freight for Pough-
keepsie, Pittsfield, Westfield, Northampton, Holyoke, Svringfield, Armory,
Worcester, Framingham, Milford, Ashland, Boston, Fitchburg, Clinton,
Lowell, Norwich, Willimantic and all other common points, but not for
reshipment or reconsignment. Freight moving via the M. & M. T. Co.
Freight for stations on C. N. E. Ry. in New York State. Freight con-
signed to or for use of the United States Government. Field and garden
seed, fertilizer, nursery stock, wool. NOTE: Perishable, livestock, food-
stuff for human consumption, feed for livestock, tin plate, and tin cans,
field and garden seed, fertilizer, nurserv stock and freight consigned to
or for use of the United States Govt. will be accepted when for points on
or via the Boston & Maine Railroad.

ITEM NO. 2. Account accumulation embargo is placed on less carload
freight intended for transfer at Westchester Transfer, N. Y. except per-
ishable and livestock, foodstuffs for human consumption, feed for livestock,
agricultural implements. material and sunplies for use of the N. Y. N. H.
& H. R. R. and C. N. E. Ry. tin cans for condensed milk, freight con-
signed to or for use of the United States Government, field and garden
seed, fertilizer and nursery stock.

Cancelled
Mar. 20, 1917,

14
CNJ Em-
bargo No.

5974

6016

7027

Dates placed,
Extended,
Modified,

or cancelled.

Mar. 16, 1917.

Cancelled
Mar. 20, 1917.

Mar. 20, 1917.

Cancelled
Apr. 11, 1917.

Apr. 11, 1917.

Resume of Embargoes.

Embargo all freight of any kind except milk for points on or via these
lines including freight in transit.

 

 

Placed account accumulation caused by interruption of train service on
these roads and on connecting lines in anticipation of recently threatened
general railway strike.

Upon carload freight for points on or via these companies’ lines coming
from connecting carriers via Harlem River or Maybrook. EXCEPTIONS:
The following traffic will be accepted when for points on the N. Y. N. H.
& H.R. R., C. N. E. Ry., B. & Al. R. R. and C. Vt. Ry. only; perishable
and livestock, foodstuffs for human consumption, feed for livestock, news
and book print paper, starch, agricultural insecticides, insect repellants,
vermin exterminatiors and fungicides, implements and machines required
for preparing the soil, material and supplies for the New Haven and C.
N. E. Ry. Coal, coke and charcoal, traffic moving in tank cars, household
goods, brick and other clay products. Sand, cement, copper, spelter, zinc,
lead, and crucibles. Iron and steel, tin plate and tin cans, lumber includ-
ing boxes, box shooks, lasts, last blocks, cooperage stock and tanners’ bark.
All freight for Poughkeepsie, Pittsfield, Westfield, Northampton, Holyoke,
Springfield, Armory, Worcester, Framingham, Milford, Ashland, Boston,
Fitchburg, Clinton, Lowell, Norwich, Willimantic, and all other common
points. Freight for stations on the C. N. E. in New York State, freight
consigned to or for use of the U. 8. Government. Field and garden seed,
fertilizer, nursery stock, and wool. NOTE: Perishable, livestock, food-
stuffs for human consumption, feed for livestock, tin plate, and tin cans,
field and garden seed, fertilizer, nursery stock, freight consigned to or
for use of the U. 8S. Govt. will be accepted when for points on the Boston
& Maine Railroad.

 

 

Placed account of accumulation.

Upon carload freight for points on or via these companies’ lines coming
from connecting carriers via Harlem River or Maybrook.
EXCEPTIONS: Perishable and livestock, foodstuffs for human consump-
tion, feed for livestock, news and book print paper, starch, agricultural
insecticides, insect repellants, vermin exterminators, fungicides, imple-
ments and machines required for preparing the soil. Material and sup-
plies for New Haven and C. N. E. Ry. and B. & M. R. R. Coal, coke
and charcoal, traffic moving in tank cars, household goods, brick and
other clay products, sand and cement, copper, spelter, zinc, lead, crucibles,
iron and steel, tin plate and tin cans. Lumber including boxes, box
shooks, lasts, last blocks, cooperage stock and tanners’ bark. All freight
for Poughkeepsie, Harlem River, Pittsfield, Westfield, Northampton, Holy-
oke, Springfield, Armory, Worcester, Framingham, Milford, Ashland,
Boston, Fitchburg, Clinton, Lowell, Norwich and Willimantic, and all other
common points. Freight moving via the New England Steamship and
M. & M. T. Co. Freight for stations on the C. N. E. R. R. in New
York State. Freight consigned to or for use of the U. S. Govt.
Supplies consigned to the American Red Cross Society, field and garden
seed, fertilizer, nursery stock, wool. NOTE: Perishable, livestock, food-
stuffs for human consumption, feed for livestock, tin plate and tin cans,
field and garden seed, fertilizer, nursery stock, freight consigned to or
for use of the U. S. Govt. and supplies consigned to the American Red
Cross Society will be accepted when for points on or via the Boston &
Maine R. R.

15
CNJ Em-
bargo No.

7096

7148

7284

Dates placed,
Extended,
Modified,

or cancelled.

Extended
Apr. 19, 1917.

Cancelled
Apr. 21, 1917.

Apr. 21, 1917.

Cancelled
Apr. 28, 1917.

Apr. 28, 1917.

Cancelled
May 17, 1917.

May 17, 1917.

Cancelled
May 28, 1917,

Resume of Embargoes.

To prohibit all eastbound less carload shipments moving via Maybrook,
N. Y. also less carload shipments destined to or intended for transfer at
Hartford, Conn.

Placed account of accumulation.

Upon carload and less carload freight for points on or via these companies’
lines coming from connecting carriers via Harlem River and Maybrook,
N. Y. EXCEPTIONS: Perishable and livestock, foodstuffs for human
consumption, feed for livestock, news and book print paper, agricultural
insecticides, insect repellants, vermin exterminators, and fungicides, field
and garden seed, fertilizer, nursery stock, implements and machines re-
quired for preparing the soil, material and supplies for N. H., C. N.
BE. and B. & M. Ry. Coal, traffic moving in tank cars, household goods,
copper, spelter, zinc, lead, crucibles, tin plate and tin cans, freight moving
via the New England Steamship Co. and M. & M. T. Co.

Placed account of accumulation.

Upon carload and less carload freight for points on or via these companies’
lines coming from connecting carriers at all junction points. EXCEP-
TIONS: Perishable and livestock, foodstuffs for human consumption, feed
for livestock, news and book print paper, agricultural insecticides, insect
repellants, vermin exterminators and fungicides. Field and garden seed,
fertilizer, nursery stock, implements and machines required for prepar-
ing the soil, material and supplies for the New Haven R. R. and C.
N. E. and Boston and Maine Railroad, coal, traffic moving in tank cars,
household goods, copper, spelter, zinc, lead, crucibles, tin plate and tin
eans. Freight moving via the M. & M. T. Company.

Placed account of accumulation.

Upon all carload freight for points on or via these companies’ lines com-
ing from rail carriers via Harlem River, New York and Maybrook, N.
Y. EXCEPTIONS: Perishable and livestock, foodstuffs for human con-
sumption, feed for livestock, news and book print paper, field and garden
seed, fertilizer, nursery stock, tree spray, implements and machines re-
quired for preparing the soil, lumber, lime, crucibles, material and sup-
plies for N. H. and C. N. E. and B. & M. R. R., coal, coke, charcoal, traffic
moving in tank cars, cement, copper, brick, spelter, zinc, lead, pig iron,
structural steel, iron and steel rods and bars, tin plate loaded to a 60000
pound minimum or over, tin cans and glass containers for food products,
wool, household goods and freight for common points. Embargo placed
on less carload freight, except when consigned to the American Red
Cross as follows: less carload freight via Maybrook, N. Y., except when
loaded in straight cars.

16
CNJ Em-
bargo No.

7346

7382

7484

Dates placed,
Extended,
Modified,

or cancelled.

May 28, 1917.

Cancelled
June 4, 1917.

June 4, 1917.

Cancelled

Resume of Embargoes.

Placed account of accumulation.

Upon carload freight for points on or via these companies’ lines coming
from rail carriers on coastwise steamship lines via Harlem River, N. Y.
and Maybrook, N. Y. EXCEPTIONS: Perishable and livestock, food-
stuffs for human consumption, feed for livestock, news and book print
paper, field and garden seed, nursery stock, tree spray, implements and
machines required for preparing the soil, lumber, crucibles, wool, house-
hold goods, materials and supplies for the N. H. and C. N. E. and B. &
M. R. R., coal, coke, charcoal, traffic moving in tank cars, freight for
common points. Embargo the following articles in carload lots regardless
of point of origin, whether consigned direct, reconsigned or reshipped,
except when loaded to marked carrying or practical loading capacity of
ear, brick, cement, copper, fertilizer, granite, glass containers, hay and
straw, lead, lime, lumber, iron and steel, iron and steel bars and rods,
billets, ore, pig iron and steel, pipe, sheet steel, structural iron, wire,
plaster, spelter, tin plate, tin cans, zinc. Embargo less carload freight
coming from connecting rail carriers except when loaded to a 15000
pound minimum or over.

Placed account of accumulation.

Upon all carload and less than carload freight for points on or via these
companies’ lines coming from rail carriers and coastwise steamship lines
via Harlem River, N. Y., and Maybrook, N. Y. EXCEPTIONS: Per-
ishable and livestock, foodstuffs for human consumption, feed for live-
stock, news and book print paper, field and garden seed, nursery stock,
tree spray, implement and machines required for preparing the soil, cru-
cibles, wool, and household goods. Material and supplies for the N. H.
R. R., C. N. E. Ry. and B. & M. R. R. Coal, coke, charcoal, traffic moving
in tank ears, billets, copper, fertilizer, glass containers, spelter, tin plate,
tin cans and zinc, also for freight for common points when loaded to
marked carrying or practical loading capacity of car,

June 18, 1917.

June 16, 1917.

Cancelled
July 14, 1917.

Placed account of accumulation.

Upon carload freight for points on or via these companies’ lines coming
from connecting rail carriers at all junction points. EXCEPTIONS:
Freight consigned to or for use of the U.S. Govt., for the American Red
Cross Society, perishable, livestock, foodstuffs for human consumption,
news and book print paper, glass containers, copper, spelter, zinc, crucibles,
field and garden seed, nursery stock, fertilizer, tree and other agricultural
spray materials, implements and other machines required for preparing
the soil, baskets, barrels, and fruit containers for shipping fruit and pro-
duce, coal, coke, charcoal, traffic moving in tank cars, materials and sup-
plies for the N. H. R. R., C. N. E. R. R. and B.& M.R.R., freight for
common points. ITEM NO.2. Embargo is placed on less carload freight
for points on or via these companies’ lines coming from connecting rail
carriers at all junction points, except that miscellaneous freight in quan-
tities of 20,000 pounds or more will be accepted.

17
CNJ Em-
bargo No.

7637

1733

7779

Dates placed,
Extended,
Modified,

or cancelled.

July 14, 1917.

Cancelled
July 30, 1917.

July 30, 1917.

Cancelled
Aug. 10, 1917.

Aug. 10, 1917.

Resume of Embargoes.

Placed account of accumulation. ;
Upon carload freight coming from connecting rail carriers at Harlem
River or Maybrook, N. Y. except: That this embargo does not apply
against freight consigned to or for use of the U. S. Govt., its Allies, or
the American Red Cross Society and the following freight when loaded
to the marked carrying or practical loading capacity of car will be ac-
cepted when consigned to stations on the New Haven and C. N. E. R. R.
EXCEPTIONS: Perishable and livestock, foodstuffs for human consump-
tion, feed for livestock, news and book print paper, copper, spelter, zinc,
lead, crucibles, billets. Field and garden seed nursery stock, fertilizer,
agricultural insecticides, insect repellants, vermin exterminators, fungi-
cides, tree and other agricultural spraying materials. Implements or
machines required for preparing the soil, baskets, barrels, and fruit con-
tainers for shipping fruit and produce. Coal, coke, charcoal, traffic mov-
ing in tank cars, materials and supplies for New Haven, C. N. E. and
B.& M.R.R. Tin cans, glass containers, hemp and sisal, cement, freight
for common points. ITEM NO. 2. Embargo is placed on less carload
freight coming from connecting rail carriers at all junction points except
that miscellaneous package freight in quantities of 20,000 pounds or more
will be accepted.

Placed account of accumulation.

Upon carload freight coming from connecting rail carriers via all junc-
tion points except that this embargo does not apply on freight consigned
to or for account of the United States Government, its allies, or the
American Red Cross Society and the following freight when loaded to
the marked carrying or practical loading capacity of the car, when con-
signed to stations on the N. Y. N. H. & H.R. R. and Central New England
Railway. EXCEPTIONS: perishable and live stock, feed for live stock,
copper, spelter, zinc, lead, Agricultural Insecticides, Insect Repellants,
Fungicides, Baskets, Barrels and fruit containers for shipping fruit and
produce, coal, hemp and sisal, materials and supplies for the N. Y. N. H.
& H.R. R., C. N. E. and B. & M. R. R., foodstuffs for human consump-
tion, news and book print papers, crucibles, billets, vermin exterminators,
tree and other agricultural spray materials, traffic moving and tank ears,
tin cans‘and glass containers. Freight for common points. ITEM NO, 2.
Embargo is placed on less carload freight (except perishable) coming
from connecting rail carriers at all junction points, except that miscellane-
ous package freight in quantities of twenty thousand pounds or more,
also cotton and cotton linters when loaded to a minimum of seventy-five
bales per car will be accepted.

 

 

Placed account of accumulation.

Upon all carload freight coming from connecting rail carriers via all
junction points, except that this embargo does not apply against freight
consigned to or for use of the United States Government, its allies or
the American Red Cross Society and shipments of the following freight
when loaded to the marked carrying or practical loading capacity of the
car will be accepted when consigned to stations on the N. Y. N. H. & H.
and C. N. E. R. R. EXCEPTIONS: Perishable and live stock, food-
stuff for human consumption, feed for live stock, news and book print
paper, copper, spelter, zinc, lead, crucibles, and billets, agricultural insecti-

18
CNJ Em-
bargo No.

7835

7888

Dates placed,
Extended,
Modified,

or cancelled.

Cancelled
Aug. 22, 1917.

Aug. 22, 1917.

Cancelled
Sept. 6, 1917.

Sept. 6, 1917.

Cancelled

Resume of Embargoes.

cides, insect repellants, vermin exterminators, fungicides, tree and other
agricultural spray materials, baskets, barrels and fruit containers for
shipping fruit and produce, coal, coke, hemp and sisal, tin cans and glass
containers, materials and supplies for the N. Y. N. H. & H. R. R., C.
N. E. Ry. and B. & M. R. R.

ITEM 2. Embargoes placed on less carload freight (except perishable)
coming from connecting rail carriers at all junction points.

Placed account of accumulation.

Upon carload freight coming from connecting rail carriers at Harlem
River, N. Y., and Maybrook, N. Y., except that this embargo does not
apply against freight consigned to or for use of the United States Govern-
ment, its allies, or the American Red Cross Society and the following
freight when loaded to the marked or practical loading capacity of the
car will be accepted when consigned to stations on the N. Y. N. H. & H.
R. R. and C. N. E. Ry. EXCEPTIONS: Perishable and live stock, feed
for live stock, news and book print papers, copper, spelter, zinc, lead,
crucibles, billets, agricultural insecticides, insect repellants, vermin ex-
teminators, baskets, barrels and fruit containers for shipping fruit and
produce, coal, coke, hemp and sisal, tin cans and glass containers, materials
and supplies for the N. Y. N. H. & H. R. R., C. N. E. Ry. and B. & M.
R. R. Cement via Maybrook, N. Y., traffic moving in tank cars, leather,
wool, fungicides, tree and other agricultural spray materials, fertilizers.

ITEM No. 2. Embargo is placed on less carload freight coming from
connecting line carriers at Harlem River, N. Y., and Maybrook, N. Y.

Placed account of accumulation.

Upon ecarload freight coming from connecting rail carriers at Harlem
River, N. Y., and Maybrook, N. Y., except that this embargo does not apply
against freight for the United States Government, its allies, or the Ameri-
can Red Cross Society and the following freight when loaded to the marked
carrying or practical loading capacity of the car will be accepted when
consigned to stations on the N. Y. N. H. & H. and C. N. E. Ry. EXCEP-
TIOMS: via Harlem River or Maybrook, N. Y. Perishable and livestock,
foodstuffs for human consumption, food for live stock, news and book
print paper, copper, spelter, zinc, lead, crucibles and billets, agricultural
insecticides, insect repellants, vermin exterminators, fungicides, tree and
other agricultural spray materials, fertilizer, agricultural implements, field
and garden seeds, baskets, barrels and fruit containers for shipping fruit
and produce, coal, charcoal, coke, hemp and sisal, tin plate, tin cans and
glass containers, materials and supplies for N. H. and C. N. E. Ry. and
B.&M.R.R. Freight for stations on C. N. E. in New York State, traffic
moving in tank cars, leather and wool EXCEPTIONS VIA MAYBROOK
ONLY: Cement, brick, clay, and sand, iron and steel, machinery, cotton
when loaded to a minimum of sixty-five bales per car for one destination.

ITEM 2. Upon less carload freight other than cotton destined to points
on these lines via Harlem River, N. Y., and Maybrook, N. Y., except when
loaded to a minimum of twenty thousand pounds or more per car.

Sept. 15, 1917.

19
CNJ Em-
bargo No.

7922

7978

8067

Dates placed,
Extended,
Modified,

or cancelled.

Sept. 15, 1917.

Extended

Resume of Embargoes.

Placed account of accumulation.

Upon carload freight coming from connecting rail carriers at Harlem
River, N. Y., and Maybrook, N. Y., except that this embargo does not
apply against freight for the United States Government, its allies or the
American Red Cross Society. EXCEPTIONS: via Harlem River or May-
brook, N. Y.: Perishable and live stock, foodstuffs for human consump-
tion, feed for live stock, news and book print paper, copper, spelter, zinc,
lead, crucibles, billets, agricultural insecticides, insect repellants, vermin
exterminators, fungicides, tree and other agricultural spray materials,
fertilizer, agricultural implements, field and garden seeds, baskets, barrels,
and other fruit containers for shipping fruit and produce, coal, charcoal,
coke, hemp and sisal, tin plate, tin cans, and glass containers, materials
and supplies for the N. Y. N. H.& H.R. R., C. N. E. Ry. and B. & M.R. R.,
freight for stations on C. N. E. in New York State, traffic moving in tank
cars, leather, wool, cement, brick, clay, and sand, iron and steel, machinery.

To prohibit less carload freight, coming to these companies from connecting

Sept. 18, 1917.rail carriers via Harlem River R. R. EXCEPTIONS: Field and garden

Cancelled
Oct. 1, 1917.

Oct. 1, 1917.

Cancelled
Oct. 22, 1917.

Oct. 22, 1917.

Modified
Oct. 23, 1917.

seed, perishable foodstuffs, freight consigned to or for use of the United
States Government, its allies or the American Red Cross Society.

Upon carload freight coming from connecting carriers at Harlem River
and Maybrook, N. Y., except that this embargo does not apply against
freight consigned to the United States Government, its allies, or the Ameri-
can Red Cross Society, and the following freight when consigned to the
stations on the N. H. and C. N. E. R. R. EXCEPTIONS: via Harlem
River or Maybrook, N. Y.: Perishable and live stock, foodstuff for human
consumption, feed for live stock, news and book print paper, copper,
spelter, zinc, lead, crucibles, billets, agricultural insecticides, insect repel-
lants, vermin exterminators, fungicides, tree and other agricultural spray
materials, fertilizer, agricultural implements, field and garden seed,
baskets, barrels, and fruit containers for shipping fruit and produce.
Coal, charcoal, coke, hemp and sisal, tin plate, tin cans, glass containers,
material and supplies for the N. H.R. R., C. N. E. R. R. and B. & M. RB. R.,
freight for stations on the C. N. E. in New York State, traffic moving in
tank cars, leather and wool.

Placed account of accumulation.

Upon carload freight coming from connecting rail carriers at Harlem
River and Maybrook, N. Y. EXCEPTIONS: via Harlem River or May-
brook. Perishable and livestock, foodstuffs ‘for human consumption, feed
for live stock, news and book print paper, copper, spelter, zinc, lead,
crucibles, billets, agricultural insecticides, insect repellants, vermin ex-
terminators, fungicides, tree and other agricultural spray materials, fer-
tilizer, agricultural implements, field and garden seed, baskets, barrels
and fruit containers for shipping fruit and produce, coal, charcoal, coke,
hemp and sisal, tin plate, tin cans, glass containers, materials and sup-
plies for the N. H. R. R., C. N. E.R. R. and B. & M. R. R., freight for
stations on the C. N. E. R. R. in New York State, traffic moving in tank
cars, leather and wool.

To permit acceptance via Harlem River of iron and steel, brick, clay, sand
and machinery.

20
CNJ Em-
bargo No.

8122

8157

Dates placed,
Extended,
Modified,
or cancelled. Resume of Embargoes.

Modified To permit all carload freight routed via Harlem River to come forward.
Nov. 1, 1917.

Extended
Nov. 2, 1917. To prohibit less carload freight from connections via Maybrook, except

when consigned to or for use of the U. S. Govt., its allies, or American
Red Cross Society. ‘

Extended To prohibit less carload freight from connections at Harlem River when
Nov. 3, 1917. to be transferred at Westchester, N. Y. ,

Cancelled
Nov. 9, 1917.

Nov. 2, 1917. Embargo placed against acceptance all less carload freight from the
L. & H. at Maybrook, except freight for the U.'S. Govt., its allies, or the
American Red Cross.

Cancelled

Nov. 15, 1917.

Nov. 9, 1917. Embargo placed upon less than carload freight from connections'for trans-
fer at Westchester, N. Y., or Maybrook, N. Y.

Modified To permit less carload freight for transfer at Maybrook, N. Y.
Nov. 18, 1917.

Modified
Nov. 15, 1917. To permit acceptance less carload freight for transfer at Westchester, N. Y.

Cancelled
Dec. 3, 1917.

 

STATEMENT SHOWING EMBARGOES PLACED By THE C. R. R. oF N. J. DURING THE YEAR 1917

5694

5753

5870

RESTRICTING TRAFFIC INTO NEW ENGLAND.

Jan. 22, 1917. Placed account of accumulation.
Upon all freight from connecting lines destined to points on or via the
N. Y. N. H. & H. R. R. routing via Jersey City, except perishable freight
and shipments consigned to the New Haven R. R. for the U. S. Gov’t.
or officers thereof.

Cancelled
Jan. 27, 1917.

Feb. 4, 1917. Placed account of accumulation, due to connecting lines inability to accept
freely from us.
Upon all freight to points on or via Central New England R. R. ‘and N. Y.
N. H. & H. R. R. routing via Maybrook, EXCEPT: anthracite coal, field
seed, seed grain, nursery stock, fertilizer, shipments consigned to the U. S.
Gov’t. or an officer thereof and supplies for the C. N. E. and N. Y. N. H.
& H. R. R.

Cancelled

Feb. 10, 1917.

Feb. 17, 1917. Placed account of accumulation.
Upon all shipments destined to points on or via the N. Y. N. H. & H.R. R.
routing via Jersey City, N. J., or Communipaw, N. J., except: perishables,
traffic moving in tank cars, and materials and supplies for the New
Haven R. R.

Cancelled
Feb. 24, 1917.

21
CNJ Em-
bargo No.

7557

7872

Dates placed,
Extended,
Modified,

or cancelled.

July 1, 1917.

Cancelled
July 11, 1917.

Sept. 8, 1917.

Cancelled

Resume of Embargoes.

Placed account of accumulation.

Upon all freight and coal routing via Easton and L. & H., Maybrook and
C. N. E. Ry., except: livestock and shipments consigned to United States
Gov’t. or an officer thereof.

On account of inability of connections to accept.

Upon all traffic routing via the Lehigh & Hudson R. R., Maybrook and
C. N. E. Ry. destined to points on or via the C. N. E. Ry. EXCEPTIONS:
Field seed, seed grain, garden seed, nursery stock, fertilizer, perishable
freight, foodstuffs, livestock, feed for livestock (except hay), printing
paper, thin cardboard for manufacture of menus, calendars, etc., agri-
cultural implements, spraying materials, tree sprayers, binder twine, traffic
in tank cars, tin plate, baskets, barrels, and crates for shipping fruit and
produce. Empty tin cans for packing shipments of canned foods when
so waybilled, glass containers for food, materials, supplies and fuel coal
consigned to railroad companies, all shipments consigned to the Western
Union Telegraph Co. All shipments consigned to the U. S. Gov’t. or an
officer thereof. All shipments for which bill of lading bears the U. S.
Gov’t. contract.

Sept. 18, 1917.

 

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
For POINTS IN NEW ENGLAND ACCOUNT E/MBARGOES PLACED BY THE CENTRAL RAILROAD
OF NEW JERSEY, NEW YORK, NEw HAVEN & HARTFORD AND CENTRAL NEW

ENGLAND RAILWAY DURING THE YEAR 1918.
Traffic Restricted

Accoint:.Ny YN: He &-H genes ehee opens 228 days
Account C. R. R. of N. J... eee 0 days

228 days
Less overlapping embargoes............... 0 days
Total days restricted................000005 228 days

 

STATEMENT SHOWING EMBARGOES PLACED BY NEw York, NEW HAVEN & HARTFORD R. R. AND
CENTRAL NEW ENGLAND RAILWAY DURING THE YEAR 1918 RESTRICTING TRAFFIC INTO

8339

Jan. 3, 1918.

NEW ENGLAND.

Placed account of accumulation and due to weather conditions.

Upon eastbound carload freight moving via Maybrook, except: perishable,

livestock, foodstuffs for human consumption, feed for livestock, coal, fuel,

oH and freight consigned to the U. 8. Gov’t., its allies or the American
ed Cross.

22
Dates placed,

Extended,
CNJ Em- Modified,
bargo No. or cancelled. Resume of Embargoes.
Extended

Jan. 5, 1918. Placed account of accumulation and weather conditions upon all eastbound
carload and less carload freight ’'coming from connecting rail carriers at
Harlem River, N. Y., except: perishable, livestock, foodstuffs for human
consumption, feed for livestock, coal, fuel oil and freight consigned to
the U. 8. Gov’t., its allies, the American Red Cross Society.
Shipments for the N. Y. N. H. & H. and C. & N. E. Ry.

Cancelled
Jan. 17, 1918.

8449 Jan. 17, 1918. Placed account of accumulation.
Upon all eastbound carload or less than carload freight moving via May-
brook, Campbell Hall or Harlem River, N. Y. EXCEPTIONS: Perishable
freight, livestock, food‘and feed, coal, fuel oil, field seed, seed grain and
fertilizer, news and book print paper, railroad supplies, freight for the
U. S. Gov’t., its allies or the American Red Cross Society.

Modified
Jan. 18, 1918.To permit acceptance of eastbound less carload freight via Harlem River
when for handling at Westchester Transfer.

Cancelled
Jan, 24, 1918.

8468 Jan. 24, 1918. Placed account of accumulation.
Upon all eastbound carload and less carload freight moving via Maybrook
and Campbell Hall, N. Y., except: freight consigned to the N. Y. N. H.
& H.R. R. and the C. N. E. Ry.

ITEM NO. 2. Upon all carload freight moving via Harlem River, N. Y.,
except: perishable freight, ‘livestock, food and feed, coal, fuel oil, field seed,
seed grain, fertilizer, news and book print paper, railroad supplies, freight
for the U. S. Gov’t., its Allies or for the American Red Cross Society.

Cancelled
Feb. 6, 1918.

8503 Feb. 6, 1918. Placed account of ‘accumulation.
Upon all eastbound carload and less than carload freight destined to
points on or via the C. N. E. Ry. and the N. Y., N. H. & H.R. R. via
Maybrook or Campbell Hall, N. Y.

ITEM NO. 2. Account of accumulation embargo all eastbound carload
freight moving via Harlem River, N. Y. EXCEPTIONS:' Agricultural
implements (required for spring planting), farm tractors, fertilizers and
raw materials for use in manufacture thereof, insecticides and spraying
materials or compounds, field and ‘garden seed, seed potatoes, nursery
stock, livestock, fresh or cured meats, dressed poultry, fresh or frozen
fish, fresh fruit or vegetables, butter, eggs, cheese, lard or lard substitutes,
milk, fluid, condensed or ‘evaporated, flour, compressed yeast, salt, drugs
and medicines and ingredients used in manufacture thereof, liquid chlorine
for water works, coal, coke, cord wood, gasoline, lubricating oil, illuminat-
ing oil in tank cars, news or'‘book print paper, printers ink, carbon black
or lamp black, feed for animal or poultry consumption, supplies consigned
to or in care of Officers of the U. S. Army or Navy or American Red Cross
Society. Freight consigned to Railroad Officers for use of Railroad Com-
panies.

Cancelled

Feb. 12, 1918.

23
CNJ Em-
bargo No.

8584

8614

8626

Dates placed,
Extended,
Modified,

or cancelled.

Mar. 18, 1918.

Extended
Mar. 19, 1918.

Cancelled
Mar. 24, 1918.

Mar. 24, 1918.

Cancelled
Mar. 26, 1918.

Mar. 26, 1918.

Resume of Embargoes.

Placed account accumulation. ;
Upon all eastbound freight destined to points on or via these lines coming
from connecting carriers at Maybrook, Campbell Hall, or Harlem River,
N. Y. EXCEPTIONS: Live stock, perishables, coal, coke and charcoal,
acids, alcohol, ammonia, light oil, benzol and toluol, petroleum and its prod-
ucts in tank cars, empty tank cars, food, domestic, for human consump-
tion, including wheat, corn, oats, rye, barley, rice, cereal products, salt
canned goods, sugar, syrup, molasses, peanuts, vegetable oils, feed,
domestic, for animals and poultry, not including hay and straw. Materials
consigned to United States Government, or its authorized agents, including
the public printer, the Bureau of Engraving and Printing, the Post Office
Department, the Navy Department, Navy Yards, and Navy Stations, the
Marine Corp, the American Red Cross, Imperial Munition Board of
Canada. Shipments of steel, lumber, ‘ties and piling consigned to the
United States Shipping Board, Emergency Fleet Corporation, Railroad
material and supplies, other than coal or coke, when consigned to an Officer
destined to a point on his ‘own line. Printing paper and printing ink.
Scrap and waste paper when consigned direct to paper mills, or manu-
facturers. Agricultural implements, and farm machinery required for
preparing the soil. Binder twine, canning ‘machinery, carbide, carbon
black, chrome, graphite, manganese, and pyrites ore, fertilizer, fertilizer
materials, including agricultural lime and pulverized limestone, field and
garden seed, seed grain, food containers, glass, wood, tin or paper, fullers
earth, laundry soap, and soap powder. Medicines, drugs and surgical
instruments, mine props, mine wagons, powder and other materials and
supplies necessary for the operation of coal mines. Oil well supplies,
spraying materials, including arsenic (basis for insecticides), and spray-
ing implements, sulphur. Tanners’ extract, tin plate for manufacture of
in cans.

To prohibit acceptance of anthracite coal.

Placed account of accumulation.

Upon all freight destined to points on or via these lines, coming from
connecting rail carriers at all junction points). EXCEPTIONS: Food-
stuffs for human consumption, livestock and perishables, shipments con-
signed to the United States Government or Officers thereof, its Allies, or
American 'Red Cross Association, railroad supplies.

Placed account accumulation.

Upon all freight destined to points on via these lines coming from connect-
ing carriers at all junction points. Also from coastwise ‘steamship lines.
EXCEPTIONS: Live stock and perishable materials consigned to the
United States Government, or its authorized agents, including the public
printer, the Bureau of ‘Engraving and Printing, the Post Office Depart-
ment, to the Navy Department, the Navy Yards and Navy Stations, to
the Marine Corp, to the American Red Cross, to the Imperial Munition
Board of Canada, shipments'of steel, lumber, ties and piling, consigned to
the United States Shipping Board, Emergency Fleet Corporation, railroad
material and supplies, other than coal or coke, when consigned to an
officer, destined to a point on its'own lines. Field and garden seed, seed

24
CNJ Em-

bargo No.

8629

8643

Dates placed,

Extended,
Modified,

or cancelled.

Modified
Mar. 27, 1918.

Cancelled

Mar. 29, 1918.

Mar. 29, 1918.

Extended

Mar. 30, 1918.

Cancelled
Apr. 6, 1918.

Apr. 6, 1918.

Resume of Embargoes.

grain, nursery stock, fertilizer and fertilizer materials, agricultural imple-
ments, and farm machinery required for preparing the soil, printing paper
and printing ink, hemp, sisal,'medicines, drugs and surgical instruments,
bituminous coal, coke and’ charcoal.

To permit acceptance of food, domestic, for human consumption, includ-
ing wheat, corn, oats, rye, barley, rice, cereal products, salt, canned ‘goods,
sugar, syrup, molasses, peanuts, vegetable oils, feed, domestic, for animal
and poultry, not including hay or straw.

Placed account of accumulation.

Upon carload freight, destined to points on or via these lines, coming from
connecting ‘carriers, Maybrook, and Campbell Hall, N. Y,, or Harlem
River, N. Y. EXCEPTIONS: Livestock, perishable, coal, coke and char-
coal, acid, alcohol, ammonia, light oil (benzol and toluol). Petroleum and
its products in tank cars, empty tank cars. Food, domestic ‘(not export),
for human consumption, including wheat, corn, oats, rye, barley, rice,
cereal products, salt, canned goods, sugar, syrup, molasses, peanuts, vege-
table oils, feed, domestic (not export), for animals and poultry not includ-
ing hay or straw. Materials consigned to the United States Government,
or its authorized agents, including the Public Printer, the Bureau of
Engraving and Printing, the Post Office Department, to the Navy Depart-
ment, Navy Yards, and Navy Stations, to the Marine Corps, to the Ameri-
can Red Cross, to the Imperial Munitions Board, Canada, and ‘shipments
of steel, lumber, ties and piling consigned to the United States Shipping
Board Emergency Fleet Corporation. Railroad material and supplies
(other than coal or coke), when consigned to an officer destined to a point
on his own line. Printing paper and printing ink. Scrap and waste paper
when consigned direct to paper mills or manufacturers.

Agricultural implements and farm machinery required for preparing the
soil, binder twine, canning machinery, carbide, carbon black, chrome,
graphite, manganese, and pyrites ore. Fertilizer, fertilizer materials, in-
cluding agricultural lime and pulverized limestone. Field and garden seed,
seed grain, food containers, glass, wood, tin or paper, Fuller’s earth. Laun-
dry soap and soap powder. Medicines, drugs and surgical instruments, mine
props, mine wagons, powder, and other materials and supplies necessary
for the operation of coal mines. Oil well supplies. Spraying materials
including arsenic (basis for insecticides), and spraying implements. Sul-
phur. Tanners’ extract. Tin plate for manufacture of tin cans.

To prohibit acceptance anthracite coal.

Placed account of accumulation.

Upon carload freight’ destined to points on or via these lines, coming from
connecting carriers, at Maybrook, Campbell Hall, N. Y., or Harlem River,
N. Y. EXCEPTIONS: Livestock, perishable, bituminous coal, coke and
charcoal, acids, alcohol, ammonia, ammoniacal liquor, light oil (benzol and
toluol), naphthalin, petroleum and its products. Empty tank cars. Empty
metal, glass or jacketed oil, acids, gas, or ammonia containers. Food,
domestic (not ‘export), for human consumption, including wheat, corn,

25
CNJ Em-
bargo No.

8758

8881

Dates placed,
Extended,
Modified,

or cancelled.

Modified
Apr. 9, 1918.

Modified
May 9, 1918.

Cancelled
May 238, 1918.

May 29, 1918.
Cancelled

June 11, 1918

Aug. 8, 1918.

Cancelled
Sept. 11, 1918

Resume of Embargoes.

oats, rye, barley, rice, cereal products, salt, canned goods, sugar, syrup,
molasses, peanuts, vegetable oils and lard substitutes. Feed, domestic (not
export), for animals and poultry, not including hay and straw. Materials
consigned to the United States Government or its authorized agents or
officers, including the Public Printer, the Bureau of Engraving and Print-
ing, the Post Office Department, the War Department (Army), the Navy
Department, Navy Yards and Naval Stations, the Marine Corps. _Ship-
ments consigned to or for account of the United States Shipping Board,
Emergency Fleet Corporation. Shipments to the American Red Cross,
the Imperial Munitions Board of Canada. Railroad material and supplies
(other than coal and coke), consigned to an officer of the purchasing road
at a point on such road. Materials and supplies for the maintenance and
operation of Pullman cars. Materials'and supplies consigned to locomo-
tive and car manufacturers for the construction and repair of locomotives
and freight and passenger cars. Printing paper and pinting ink. Empty
ink drums.

To permit acceptance anthracite coal, acetate of lime, acetone, methyl
acetone, chemical wood ketone, carbide, carbon black, chrome, graphite,
manganese, pyrites, ores; copper, lead, zinc. Fertilizer, fertilizer ‘mate-
rials, including agricultural lime, pulverized limestone, and phosphate
rock, Fuller’s earth, liquid chlorine, alum, sulphate of iron and similar
chemicals, when to be used 'for purification of public water supply, and
when consigned to municipal authorities. Medicines, drugs, surgical in-
struments and surgical dressing, spraying materials, including arsenic
(basis for insecticides), and implements for spraying, sulphur. Tanners’
extract, agricultural ‘implements and farm machinery required for pre-
paring the soil. Binder twine, canning machinery, electrodes, for smelt-
ing purposes, field and garden seeds, seed grain, nursery stock, food con-
tainers, laundry soap and soap powder, mine props, mine wagons, powder,
and other materials and supplies necessary in the operation of coal mines,
oil refineries, supplies for. Scrap and waste paper and other scrap stock
for paper manufacture when consigned direct to paper mills or paper
manufacturers. Supplies for oil and natural gas wells. Tin plate for
manufacture of gas wells. Tin plate for manufacture of tin cans. Wood
pulp.

To permit acceptance iron and steel, cement, clay and clay products, sand,
‘spelter, asphalt roofing material and paper. '

 

 

Placed upon less carload freight from all connections except shipments
for United States Government, its Allies, American Red Cross, for Y. M.
C. A. at Army 'Cantonments.

Upon less carload freight coming from connecting lines, via Maybrook,
N. Y., except shipments loaded in straight cars to one destination for con-
necting lines and shipments for'the United States Government, its author-
ized agents, its Allies, American Red Cross Society, Y. M. C. A. and Army
Cantonments, wool, ammonia cylinders and canning machinery.

26
Dates placed,

Extended,
CNJ Em- Modified,
bargo No. or cancelled. Resume of Embargoes.

9002

Oct. 8, 1918. Placed upon all less 'carload freight from connecting carriers via May-
brook, N. Y., except shipments loaded direct to destination or connecting
road or for the U. S. Govt., its agents, its Allies, American Red Cross
Society, Y. M. C. A. and Army Cantonments, ammonia cylinders, canning
machinery.

Cancelled
Dec. 24, 1918.

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
For PoINts IN NEw ENGLAND ACCOUNT EMBARGOES PLACED By THE CENTRAL RAILROAD

OF NEw JERSEY, NEW YoRK, NEw HAVEN & HARTFORD RAILROAD, AND CEN-
TRAL NEW ENGLAND RAILWAY DURING THE YEAR 1919.

Traffic Restricted.

Account N. Y. N. H. & H....... ee. 12 days
Account C. R. R. of N. J.... 0.0.00... hats 0 days

12 days
Less overlapping embargoes............... 0 days
Total days restricted.................00. 12 days

STATEMENT SHOWING EMBARGOES BY NEW YORK NEW HAVEN & HARTFORD AND CENTRAL NEW

9447

ENGLAND RAILWAY DURING THE YEAR 1919.

Aug. 8, 1919. Placed account of labor trouble.
: Eastern Region embargoes all carload and less carload freight including
livestock and perishables from all connections consigned, reconsigned, or

to be reconsigned, to all points on or via the N. H. and C. N. E. Ry.

Modified To permit acceptance milk, non-perishable foodstuffs for human con-

Aug. 12, 1919.sumption, feed for livestock, supplies including fuel coal consigned to the
N. H. and C. N. E. Ry., and shipments authorized by J. O. Halliday, for
the following commodities: ice, perishable foodstuffs, livestock, newsprint
paper.

Modified To permit acceptance of ice, foodstuffs for human consumption, livestock

Aug. 18, 1919.and feed for livestock, material and supplies for N. H. and C. N. E. Ry.,
printing ink, news and book print paper, copper, spelter, zinc, lead, cru-
cibles, coal, coke, charcoal, and fuel oil in tank cars, hemp, sisal, leather
and wool, billets and tin plate, medicines, drugs, surgical instruments,
and surgical dressings, freight consigned to U. 8. Govt.

i

Cancelled
Aug. 20, 1919.

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
For PoInts IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY THE CENTRAL RAILROAD

oF NEw JERSEY, NEw York, NEw HAVEN & HARTFORD RAILROAD, AND CEN-
TRAL NEw ENGLAND RAILWAY, DURING THE YEAR 1920.

Traffic Restricted.

Account N. Y. N. H. & H.... 2... ee eee 396 days
Account C. R. R. of N. J... 0... eee eee 86 days
482
Less overlapping embargoes............. 186 days
Total days restricted ............-000005 296 days
CNJ Em-
bargo No.

Dates placed,
Extended,

Modified,
or cancelled. Resume of Embargoes.

STATEMENT SHOWING EMBARGOES PLACED BY THE NEW YORK, NEW HAVEN & HARTFORD RAILROAD
AND CENTRAL NEw ENGLAND RAILWAY (REGIONAL DIRECTOR, EASTERN REGION) DURING

9895

9942

143

144

THE YEAR 1920 RESTRICTINGTRAFFIC INTO NEW ENGLAND.

Jan. 26, 1920. Placed account of weather conditions and accumulation.
Upon all eastbound carload freight for delivery to C. N. E. R. R. or N. Y.
N. H. & H. RB. R. at Campbell Hall or Maybrook, N. Y., except livestock,
perishable freight, newsprint paper, petroleum products, coal, coke, rail-
road supplies, Government freight and freight covered by F. T. C. and
G. O. C. permits.

Extended To prohibit all eastbound carload freight except railroad fuel.
Feb. 3, 1920.

Modified To permit acceptance livestock, perishable freight, newsprint paper, pe-

Feb. 4, 1920. troleum products, fuel oil in tank cars, coke, charcoal, railroad supplies
and railroad fuel, Government freight, and freight covered by F. 1’. C.
and G. O. C. permits.

Modified To permit acceptance of bituminous coal.
Feb. 21, 1920.

Cancelled
Apr. 12, 1920.

Feb. 18, 1920. Placed account of weather condition and resulting accumulation.
Upon all carload freight from connections at Harlem River, Jersey City,
and Greenville except: livestock, perishable freight, newsprint paper
railroad supplies including fuel, Government freight and freight covered
by F. T. C. and G. O. C. permits.

Modified To permit acceptance bituminous coal.
Feb. 21, 1920.
Modified To permit acceptance of foodstuffs for human and animal consumption,

Mar. 29, 1920tank cars, loaded or empty, charcoal and coke, printing paper, printing
ink, and empty ink drums. Copper spelter, scrap brass, lead and zinc.
Medicines, drugs, surgical instruments and surgical dressings. Agricul-
tural implements, nursery stock, field and garden seed, fertilizer, fertilizer
materials, spraying materials, canning machinery, tin plate for the manu-
facture of tin cans, household goods.

Modified
Mar. 30, 1920. To permit acceptance of anthracite coal.

Cancelled
Apr. 12, 1920.

Apr. 12, 1920. Placed account of labor trouble.
Upon all east or westbound freight for or from Central R. R. of N. J.,
Long Island R. R. via Bayridge, Harlem River and Oak Point.
Cancelled
May 28, 1920.

Apr. 12, 1920. Placed account of labor trouble.

Upon all carload and less carload freight originating at or west of May-
brook, Campbell Hall, Albany or West Albany. EXCEPTIONS: livestock,
perishable, foodstuffs for human consumption, newsprint and printing
paper, empty ink drums, medicines, drugs and surgical instruments and
surgical dressings, agricultural implements, nursery stock, field and garden
seeds, fertilizer, fertilizer materials, spraying materials, household goods
and railway supplies.

Cancelled
Apr. 13, 1920.

28
CNJ Em-
bargo No.

150

243

244

269

270

Dates placed,
Extended,
Modified,

or cancelled.

Apr. 18, 1920.

Modified
May 1, 1920.

Extended
May 8, 1920.

Cancelled
May 28, 1920.

May 28, 1920.

Cancelled

Resume of Embargoes.

Placed account of labor trouble.

Upon all carload and less carload freight originating at points west of
Maybrook or Campbell Hall, N. Y., Albany or West Albany, except: food-
stuffs for human consumption and railroad supplies.

To permit acceptance of livestock, perishables, feed for animals, printing
ink and printing ink drums, medicines, drugs, surgical instruments and
surgical dressings. Agricultural implements, nursery stock, field and
garden seed, fertilizer, fertilizer materials, spraying materials. Coal,
coke aad charcoal, tank cars loaded or empty, household goods, railroad
supplies.

To prohibit all freight except: foodstuffs for human consumption and rail-
road supplies.

Placed account of labor trouble and accumulation.

Upon all freight, carload and less carload from the Pennsylvania R. R.,
Central R. R. of New Jersey, Lehigh Valley R. R., via Bayridge, Harlem
River, for Oak Point, except, this embargo does not apply to coal, coke,
and charcoal, freight in tank cars, foodstuffs for human consumption, rail-
road supplies.

June 10, 1920.

May 28, 1920.

Cancelled

Placed account labor trouble and accumulation.

Upon all freight, carload and less carload, from connections at Maybrook,
or Campbell Hall, N. Y., exceptions: coal, coke and charcoal, freight in
tank cars, foodstuffs for human consumption, railroad supplies.

June 10, 1920.

June 10, 1920.

Modified
June 23, 1920.

Cancelled
June 26, 1920.

June 10, 1920.

Extended
June 23, 1920.

Cancelled
June 26, 1920.

Placed account of labor trouble and accumulation.

Upon all freight, carload and less carload from P. R. R., C. R. R. of N.
J., and Lehigh Valley R. R., via Bayridge, Harlem River, or Oak Point.
EXCEPTIONS: Foodstuffs for human consumption, railroad supplies, in-
cluding fuel, also fuel for public utilities.

To permit foodstuffs for human consumption, and fuel for public utilities,
when destined to or routing via New Haven, Conn.

Placed account of labor trouble and accumulation.

Upon all freight, carload and less carload, from connections at Maybrook,
or Campbell Hall, New York, EXCEPTIONS: Foodstuffs for human con-
sumption, railroad supplies, including fuel and fuel for public utilities.

To include foodstuffs for human consumption, and fuel for public utilities
when destined to or routing via New Haven, Conn.
CNJ Em-
bargo No.

312

317

338

367

446

Dates placed,
Extended,
Modified,

or cancelled.

June 26, 1920.

Cancelled
June 30, 1920.

June 30, 1920.

Cancelled
July 12, 1920.

July 12, 1920.

Modified
July 16, 1920.

Cancelled
July 21, 1920.

July 21, 1920.

Cancelled
Aug. 25, 1920.

Aug. 25, 1920.

Resume of Embargoes.

Placed account of labor troubles, upon carload and less carload freight,
from connections routing via Bayridge, Harlem River, Oak Point, May-
brook, or Campbell Hall, N.Y. EXCEPTIONS: Perishable and livestock,
Government treight, foodsiutis for human and animal consumption, medi-
cnies, drugs, surgical instruments and dressings, agricultural implements,
nursery stock, field and garden seeds, fertilizer, fertilizer material, spray-
ing materials, bituminous coal, coke and charcoal, freight in tank cars,
household goods, ink drums and railroad supplies.

Placed account of labor trouble, upon all carload and less carload freight,
from connections, routing via Bayridge, N. Y., Harlem River, N. Y., Oak
Point, N. Y., Maybrook, N. Y., or Campbell Hall, N. Y. EXCEPTIONS:
Perishable and livestock, Government freight, foodstuffs for human
and animal consumption, medicines, drugs, and surgical instruments and
dressings, agricultural implements, nursery stock, field and garden seeds,
fertilizer, fertilizer materials, spraying materials, bituminous coal, coke
and charcoal, freight in tank cars, household goods, ink drums and railroad
supplies.

Placed account of accumulation and labor trouble.

Placed upon carload and less carload freight from connections routing
via Renssalaer, Albany, or West Albany, N. Y., Bayridge, Harlem River,
Oak Point, Maybrook or Campbell Hall, N. Y., except that this embargo
does not apply to perishable and livestock, Government freight, railroad
supplies, foodstuffs for human and animal consumption, bituminous coal,
coke, charcoal, cordwood, tank cars loaded or empty, medicines, drugs, sur-
gical instruments and dressings, soap and soap powder, sulphur, tanners
extract, printers ink, ink drums, carbon or lamp black, carbide, binder
twine, hemp and sisal, canning machinery, baskets, barrels, food containers
of all kinds, agricultural implements, nursery stock, field and garden seed,
fertilizer, fertilizer materials, copper, spelter, zinc, lead, pit, iron billets,
moulding sand, cotton wool, leather, household goods, cement, asphalt,
coke products, plaster, and plaster board.

To permit acceptance of less carload freight, in lots of 10,000 lbs. or
more, for one station on the New Haven and C. N. E. R. R., or for one
connecting line beyond.

Placed account of accumulation.

Upon carload and less carload freight, coming from connections at Bay-
ridge, Harlem River, Oak Point, Maybrook, or Campbell Hall. EXCEP-
TIONS: Perishable and livestock, Government freight, railroad supplies
including fuel, foodstuffs for human consumption, freight in tank cars,
fuel consigned to public utilities, including street and interurban railroads,
electric car and lighting plants, gas plants, ice plants, water and sewer,
hospitals, schools and other public utilities.

Placed account of accumulation, upon all freight, coming from connections
at Bayridge, Harlem River, or Oak Point, N. Y., Maybrook, Campbell
Hall, N. Y., except that this embargo does not apply to, perishable, live-
stock, Government freight, railroad supplies, foodstuffs for human and

30
Dates placed,

Extended,
CNJ Em- Modified,
bargo No. or cancelled. Resume of Embargoes.

animal consumption, anthracite and bituminous coal, coke, charcoal,
freight in tank cars, medicines, drugs, surgical instruments and dressings,
printers ink, ink drums, carbon or lamp black, carbide, binder twine, hemp
and sisal, canning machinery, food containers of all kinds, copper, spelter,
zinc, lead, pig iron, billets, moulding sand, household goods, cement,
asphalt, clay and clay products, plaster ‘boards, leather, less carload
freight, for Bridgeport, Waterbury, New Britain, New Haven, Hartford,
Springfield, Providence, Worcester, Boston, Fall River or New Bedford,
when loaded direct to destination and for other points when loaded direct
to a designated transfer or destination according to minimum.

Cancelled
Sept. 15, 1920.

521 Oct. 7, 1920. Placed account of accumulation upon all less carload freight from P. R. R.,
C.R. R. of N. J., L. V., L. 1, N. Y. C. via Bayridge, Harlem River, Oak
Point, Fresh Pond Junction, and Port Norris, Maybrook or Campbell
Hall, N. Y., except Government freight and railroad supplies.

Cancelled
Oct. 11, 1920.

STATEMENT SHOWING EMBARGOES PLACED BY CENTRAL RAILROAD OF NEW JERSEY, (ALLEGHENY RE-
GION) DURING THE YEAR 1920, RESTRICTING TRAFFIC INTO NEW ENGLAND.

9879 Jan. 17, 1920. Placed account accumulation, upon all freight from all points destined to
all points on or routing via Central New England Railroad, through May-
brook Gateway except livestock, perishable freight, food and feed for hu-
man and animal consumption and railroad fuel.

Cancelled
Feb. 3, 1920.
9889 Jan, 22, 1920. Placed account of Eastern Region embargoes, due to weather conditions

affecting harbor operations in New York and resulting accumulation.
Upon all eastbound carload from all points to all points on or routing via
New York, New Haven and Hartford R. R. via Harlem River. EXCEP-
TIONS: Livestock, perishable freight, newsprint paper, wood pulp, pulp
wood, railroad supplies, bituminous coal, coke, petroleum products.

Modified To permit acceptance of foodstuffs for human and animal consumption,

Jan. 29, 1920. originating at points east of Pittsburgh and Erie, Pa., and Buffalo, N. Y.

Cancelled

Feb. 16, 1920.

#6 (Sup #8).
Apr. 1, 1920. Placed account of labor trouble in New York Harbor. ;
Upon all traffic routing via Jersey City, N. J., destined to points on or via
New York, New Haven & Hartford R. R.

Cancelled
May 11, 1920.

#6 (Sup. +20). P 3 ; ;
Apr. 11, 1920. Placed account of restrictions, in effect with connecting lines, due to labor
trouble.
Placed upon all carload and less carload freight, routing via Lehigh &
Hudson R. R. at Easton, Pa., or Lehigh & New England Railroad at Beth-
lehem, Pa., destined to points on or via Central New England R. R. at
Maybrook, or Campbell Hall, N. Y.

Cancelled
Apr. 27, 1920.

31
SUMMARY 1916

Cars were held on C. R. R. of N. J. at the following stations:
January—Jersey City, Easton, Allentown Yard.
February—Jersey City, Easton, Allentown Yard.
March—Jersey City, Easton, Allentown Yard.
April—Jersey City, Easton, Allentown Yard.
May—Jersey City, Easton, Allentown Yard.
June—Jersey City, Easton, Allentown Yard.
July—Jersey City, Easton, Allentown Yard.
August—Jersey City.

September—Jersey City.
October—Jersey City.
November—Jersey City.
December—Jersey City.
Total for Year______----_-_-_ 45,078

Cars were held on following connections:

January—-P&R, B&O, WM, C&O.
February—P&R, B&O, WM.
March—P&R, B&O, WM.
April—P&R, B&O, WM.
May—B&O.

June—P&R, B&O.
July—P&R, B&O.
August—B&0.

September—

October—

November—

December—

Total for year______-_________ 51,824

32
CARS HELD FORN. Y.N. H. & H.R. R.
Year 1916.

Date Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

 

1 69 230 155 180 310 158

2 362 503 168 144 223 174

3 403 338 236 193 153

4 442 319 17 98 147 37 31

5 =. 853 226 122 219 168

6 314 249 104 151 167

7 $898 159 76 141 238 1 37

8 313 294 102 156 27 =—-.231 18

9 220 249 15 128 83 238 74
10 =. 248 326 102 48 120 50 = =239 3
11 =305 190 96 231 54 239 2 19
12 = 335 241 246 75 89 85 238 83
18 = 448 99 610 23 124 146 43 25 46
14 446 225 792 146 143 135 63 75
15 3572 190 817 95 130 4 149 4
16 = 380 470 877 191 119 65 66 9 42
17 = 3.48 441 781 245 189 127 21
18 94 530 667 427 167 76 210 61
19 =308 457 869 296 64 68 63 231 14
20 230 384 407 330 157 168 179 61 44 11
21 = 251 303 302 417 102 103-207 44 18 12 137
22 =146 253 311 393 140 79 372 174 36 6 137
23 0=—«114 402 319 257 73 107 = 485 197 37 131
24 = 120 322 225 303 135 188 248 197 77 37 150
25 51 359 1738 96 118 9.354 255
26 93 453 33 144 6 29 = =228 248 8
27 = 105 332 20 138 87 209 88 246 2
28 386156 330 5 76 232 8109 171 39 68
29 89 220 193 277 57 153 9
30 64 120 345 126 12
31 74 20 251 31
Tot’l 7831 9094 8267 4013 3486 2221 5431 2727 805 387 86 730

Total 45078
On connections.
138329 7971 4185 1088 2256 8682 14074 294
Total 51824

33
SUMMARY 1917.

Cars were held on C. R. R. of N. J. at the following stations:

January—Jersey City, Ashley, Penobscot, Mauch Chunk, Northampton, Allentown Yard, Bethle-
hem Jct., E. & W. Jct.

February—Jersey City, Ashley, Penobscot, Mauch Chunk, Northampton, Allentown Yard, Bethle-
hem Jct., E. & W. Jct.

March—Jersey City, Ashley, Penobscot, Mauch Chunk, Northampton, Allentown Yard, Bethlehem
Jct., E. & W. Jct.

April—Jersey City, Allentown Yard, E. & W. Jct.
May—Jersey City, Allentown Yard, EB. & W. Jct.
June—Jersey City, Penobscot, Mauch Chunk, Northampton, Allentown Yard, E. & W. Jct.
July—Jersey City, Allentown Yard, E. & W. Jct.
August—Jersey City, Allentown Yard, E. & W. Jct.
September—Jersey City, Allentown Yard, E. & W. Jct.
October—Jersey City, Penobscot, Allentown Yard, E. & W. Jct.
November—Jersey City.
December—Jersey City.
Total for year___________-__ 23,770.

Cars were held on following connections:

Jan. P.&R.,B.&0O., W. M.

Feb. P.&R., B. & O., W. M.

Mar. P.& R., B.& O., W. M.

Apr. P.&R., B. & O., W. M.

May B. & O.

June P.& R., B. & O., W. M., N. & W.
July P& RK, B.& O., W.M., N. & W.
Aug. P.& R., B. & O., W. M., N. & W.
Sept. P.& R, B.& O., W. M,N. & W.
Oct. P.& R., B. & O.

Nov.

Dec.

ok
CARS HELD FOR N. Y., N. H. & H.R. R.
Year 1917.

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

1 51 244 115 282 189 49 84 135 14

2 189 148 121 235 224 7 88 43

3 50 110 135 171 —s:183 7 23

4 39 104 126 128 =6162 53 4 14

5 48 20 99 100 50 = 116 67

6 148 94 83 45 83 86 84

7 56 101 166 99 38 80 10 7 - 78 17

8 84 215 122 17 66 21 138 88 7

9 196 103 75 9 27 30 213 87 15
10 67 189 57 12 72 8 231 179 38
11 82 148 14 157 18 126 191 20
12 2 78 76 92 29 28 91 95 47
13 89 164 60 44 85 52 81 195 109
144 «112 218 83 25 42 29 43 245 65
15 9-185 361 79 6 67 23 120 283
16 39 389 201 51 38 17 445 34
17-288 270 216 124 23 268 53
18 39-234 251 146 2 152 211 5 110
19 = 885 233 131 102 93 157 233
20 424 121 146 62 172 64 138
21 139 239 125 83 163 156
22 170 232 101 26 235 146
23 188 3 170 283 30 719
24 =112 63 76 152
25 197 35 81 25 52 40 63
26 24 53 103
27 73 12 38 91 89 126 22
28 155 66 124 50
29 283 20 126 §=6118 28 44
380 = 242 96 78 37 53
31176 169 79 5 36

 

Tot’l8200 4094 2871 1210 246 1446 3138 482 1623 4192 221 1547

Total 23770
On Connections.

1145 11709 8003 9852 125 6672 10426 1292 10633 88138
Total 68670

35
SUMMARY 1918

Cars held on C. R. R. of N. J. at the following stations:
January—Jersey City, Allentown Yard, E. & W. Jct.
February—Jersey City, E. & W. Jct.
March—Jersey City, E. & W. Jct.
April—Jersey City, E. & W. Jct.
May—Jersey City, E. & W. Jct.
June—Jersey City, E. & W. Jct.
July—

August—
September—
October—
November—
December—

Cars were held on following connections:

January—P. & R., B.& O0., W. M., N. & W., C. & O., C. & O. of I.
February—P. & R.
March—No cars held.
April—No cars held.
May—No cars held.
June—No cars held.
July—

August—
September—
October—
November—
December—

36
CARS HELD FOR N. Y., N. H. & H. R. R.

 

Year 1918.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.
1 58 8 145 26
2 61 260 78
3 25 275 31
4 75 AQ 33 19
5 29 18 54
6 24 125 18
7 5 38 65 34
8 23 31 63
9 33 oe 82 Federal Period
am a = 40 No per diem received from or paid
11 78 19 39 N. Y. N. H. & H. R. R. and no re-
12 39 19 claims made after July.
13 27 16
14 78 60
15 105 48 53
16 61 11 2 33 93
17 93
18 90 17
19 101 2 48
20 124 35
21 =126 117 7 17 18
22 1384 2
23 ~=140 74 17 50 3
24 158 38 17 120 '
25 96 35 148 7
26 144 52 80
27 91 57 60 53
28 97 136 34 50 5
29 107 27 21
30 81 24
31 93 26
Tot’l 2430 663 1415 392 619 299 Total 5818

On Connections

7477

338

Total 7815

37
SUMMARY 1919

Cars held on C. R. R. of N. J. at the following stations:

January—

February—

March—

April—

May—

June—

July—

August—

September—
October—Jersey City.
November—Jersey City.
December—Jersey City.

No cars held on connections for year 1919.

38
CARS HELD FOR N. Y., N. H. & H. R. R.

 

Year 1919.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

1 72
2

3

4 34
5 126
6 13 6
7 28 26
8

9 42
10 Federal Period 155
11 No per diem received from or

Pe cisitia wade poy Octobe, ® Wt
13 176
14 98
15 62
16

17

18 89
19 117
20 66
21 61

22 23 73
23 63 46
24 37
25 155
26 AT 86
27 73 168
28 8 13
29 56
30 16
31 77 13
Totals 139 896 1672

On Connections—No cars.

39
SUMMARY 1920

Cars were held on the C. R. R. of N. J. at the following stations:

January—Jersey City, E. & W. Jct.
February—Jersey City, E. & W. Jct.
March—Jersey City, Bloomsbury, E. & W. Jct., Bethlehem Jct., Allentown Yard, Penobscot.

April—Jersey City, Bayonne, Brills, E. & W. Jct., Bethlehem Jct., Allentown Yard, Catasauqua,
Northampton, Siegfried, Palmerton, Mauch Chunk, Coalport, Haucks, Silver Brook, White
Haven, Penobscot.

May—Jersey City, Bayonne, Elizabethport, E. & W. Jct., Bethlehem Jct., Allentown Yard, Cata-
sauqua, Palmerton, Mauch Chunk, Coalport, Haucks, Penobscot, Wilkes Barre.

June—Jersey City, E. & W. Jct., Bethlehem Jct., Allentown Yard, Catasauqua, Northampton, Coal-
port, Penobscot.

July—Jersey City, E. & W. Jct., Bethlehem Jct., Allentown Yard, Catasauqua, Northampton,
Mauch Chunk, Penobscot.

August—Jersey City, E. & W. Jct., Bethlehem Jct., Allentown, Penobscot.
September—Jersey City.
October—Jersey City.

November—Jersey City.
December—Jersey City.

Total for year___.____________ 52,058.

Cars were held on the following connections:

January—P. & R., B. & O., C. Val., W. M.
February—P. & R., B. & O., C. Val., W. M., N. & W.
March—P. & R., B. & O., C. Val., W. M., N. & W.
April—P. & R., B. & O., C. Val., W. M., N. & W.
May—P. & R., B. & O., C. Val., W. M., N. & W.
June—P. & R., B. & O., C. Val., W. M., N. & W.
July—P. & R., B. & O., C. Val., W. M., N. & W.
August—P. & R., B. & O., C. Val., W. M.
September—

October—

November—

December—

Total for year___________ 58,688.

40
CARS HELD FOR N. Y., N. H. & H.R. R.

 

Year 1920.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.
1 39 138 126 609 158 2 273 103 37 37
2 22 85 131 177 732 146 48 382 105 19
3 40 233 159 328 644 167 12 444 127 8
4 35 393 55 451 578 10 12 271 170
5 46 247 18 95 512 114 27 204 93
6 140 338 56 183 430 143 12 241 3 22
7 83 347 205 105 289 150 14 80 17
8 9 286 312 54 109 391 49 139
9 39 155 385 179 175 411 24 61 Al
10 =.202 87 258 293 440 691 20 96 46 29 89
11 77 190 348 363 672 71 118 61 52
12 5 70 230 409 301 673 200 62 35 104
13 57 114 448 273 731 165 38
14 80 32 294 372 212 549 299 36 2 27 6
15 246 141 830 533 259 3893 = 167 41 59 99
16 =:150 79 301 548 130 393 42 89 31 70
17 = 415 33 248 549 105 367 =—.309 45 82 49
18 §=112 22 300 498 261 56 192 47 68 39
19 «151 39 331 454 207 3833 230 27 116
20 147 20 201 444 27 228 226 31 48 48
21 146 66 218 494 142 63 163 79 61 130
22 214 67 230 561 131 200 361 45 66 52
23181 1 232 518 95 146 9255 40 18 20
24 8241 74 277 587 120 57 =1938 68 120
25 «211 85 247 542 112 53-290 29 97
26 =: 158 44 228 550 68 101 +159 73
27 227 217 564 13 88 342 39
28 86199 206 581 60 23-233 37 37 52
29 «147 25 201 654 118 538-282 62 73 66
30 =: 180 212 567 183 19 227 24 81
31 72 178 242 70 6 2
Tot’l4016 3107 6512 12086 7876 7579 4818 3291 1121 638 291 773
Total 52058
On Connections.
2929 3226 1118 12841 15968 9018 12955 638
Total 58688

41
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of January, 1920

~
Bs
5
5 le
@ |
a

Total 16945

 

42
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of February, 1920

»
os
5

a | =
2 | B
yp

5S |e

 
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.

Month of March, 1920

 

yoosqoueg

prex umozUel[y

‘pL weyeTyIeg

‘pr mM FA

AInqsuloo[g

AID Asser

 
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.

Month of April, 1920

‘UPd

yoosqousg
UsACH oY M
yoolg JeAjis
syoney]
yunyy) yoneyy
uoVIWI[ eg
PaLTJsoIg
u0j}duIey}.10N
enbneseye,)
prez uMoWWIT]Yy
“Jor Weye|YIog
‘PLM BH
SIME

auuoskeg

AYIDQ Aesier

CY |CYD |CYD 1OMD [CVD |CYD [CVD |evD

eH

oY |e)

oO |O

oO

 

45
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.

Month of May, 1920

 

‘0 Fd
“UPd
yoosqousg

syoney
q1od[eoy

uoPIOW eq
enbneseyeg
prez uMo WITTY
‘PP Weye[qjog
‘PLM F a
410d J

auuoseg

AyIQ Aosiep
Rule No. 15
Cars held for N.Y.N.H. & H.R.R.
Month of June, 1920

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

al ®
> | o 5 |e 3 8
SB\/-/E/ElF Fle | 3
pie le |e! ebal es) 2a ela) ele
Cre ee
Date) $la|/alal/d /2/S]e]ala | cle | z | Total
1 [| 43, | 62] 32 |
2 | 48 69 1| 28 | 146
3 9| 48 83 27 | 167
4 10 | | 10
5 114 114
6 67 76 | | 143
7 7| 51) 92 150
8 82| 91] 92] 156 20 391
9 5] 55] 116] 225 10 | 411
24| 124| 126| 301] 116 691
43| 165] 103] 193] 168 312| 21 22 1| 1028
70) 122] 101] 214] 166 420 4 48] 17] 1162
188| 114] 101] 184| 166 28| 447| 44] 129] 35) 40] 1426
83| 80] 101] 140] 166 29| 509| 58] 154] 47] 50] 1362
33| 100| 65] 166 29| 386| 64] 197| 65| 66] 1171
385 100] 166] 55 387| 412) 70] 225) 71| 79] 1250
26| 44 97| 163] 387| 444| 78] 258] 72) 89] 1298
19 387 56
40| 27 176| 58 37 | | | 3383
58| 41 91 38] 466] 86] 194| 86] 15] 1075
| 41 22| | | 219] 86] 269] 92] 15] 744
70| | 180] | | 34] 86] 279| 104) 88] 741
56 | 90] | | 29] 87] 286] 95] 18] 661
[| 4¢ | | | 35] 92) 218] 120; 18) 540
19} 12; | 8 | '| 4 92; 6] 58) 18] 227
15) 12) «| «(4 | | | 49) 92 [iii] 18) 371
12| | 76| | | | | 92| | 20] 18] 218
lil; 2 T!)UCUT!tCé«~*d r |. 9i| | 46; 18) 178
iy eh [| 1 9 | 40) 18) 202
6 is) dO 88168
aia ay
ae | |

| ee

 

47

 
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.

Month of July, 1920

O B'N
‘WM

‘TRA “OD

‘O Ba

‘a Pid
qoosqoueg
yanyO youeyAl

uo durey}.10N

enbneseye)

piex uMOoWOTTY
gel Meteo] qed.
‘Pre M BA
AyIg Aasiar

a

»
3s
A

 

48
Rule No. 15
Cars held for N.Y.N.H. & H.R.R.

Month of August, 1920

‘WM

TEA ‘O

‘OR a

‘a Pd
joosqousd
pre X uMoWETLy
‘or WYETH

‘PLM Fa

AyD Aosior

 

49
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of September, 1920

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

es

S
Date| & | Total
1 | 103] 1038
2 | 105) 105
3 | 127| 127
4 |170| 170
5 93, 93

qT 7 Tt

10 46| 46
11 | 61] 61
12 35| = 35
14 2 2
21 61,61
22 66| 66
23 | 18] 18
24 | 120| 120
25 97| 97
1121] 1121

50
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of October, 1920

 

 

51
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of November, 1920

Jersey City

Date Total

 

_

 

 

Sd] OV] CO} DO

22

bo
bo

 

 

 

 

+t

 

 

 

ret] et et] ee
| G9] DO] 4] DS] CO} CO] A

 

 

68| 68
116| 116
48| 48

 

 

 

 

BO} BY] DO] BO] BO) kf et} el
63] BS} A] S} <0] 00] <a] on} on

bo
on

bo
J

bd
a

THn

 

i)
lore
ew
A

37

 

bo
sO

 

ow
oO

 

 

eo
e

 

 

 

=
Total 291

52
Rule No. 15
Cars held for the N.Y.N.H. & H.R.R.
Month of December, 1920

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

£
oO
°
A |S] a
1 37 37
2 19 19
3 8 8
a ee
> i |
6
7
8
9
10 89 89
11 | 52) 52
12 | 104] 104
13
14 6 6
15 | 99| 99
16 | 70} 70
17 | 49| 49
18 | 389] 39
19
20
21
22
23
24
25
26
27
28 52 52
29 | 66 66
30 | 81] 81
31 | 2i 2
| Total 773

53
 
W. H. Williams Exhibit No. L41

THE DELAWARE AND HUDSON COMPANY

Albany, N. Y., Dec. 19th, 1920.
File 620.5

From: Superintendent of Transportation.
To: General Manager (Thru Channels).
Subject: Embargoes.

1. Your letter Dec. 17th relative embargoes placed by Boston & Maine Rail-
road, Delaware and Hudson Co., and other lines restricting traffic to points in New
England during the years 1916-1917-1918-1919 and 1920.

2. Am attaching as requested:

(1) Statements showing resume of the embargoes which restricted such traf-
fic, together with analysis showing total number of days restrictions were in effect
each year, also for the five-year period.

(2) Statements showing by years and months the number of cars held by
D. & H. Co., and its connections for delivery to the Boston & Maine.

Full detail by days and months are shown for 1920, but for the previous
years such detail is not now available.

(Signed) J. E. ROBERTS.
O. A. to G. M~-T—December 20, 1920—to General Manager.

1. Forwarded.
SUMMARY SHOWING ToTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND—ROUTED ViA DELAWARE AND HUDSON COMPANY AND
Boston & MAINE R. R. YEARS 1916 TO 1920, INCLUSIVE.

Account Account

D. & H. Co. B. & M.R.R.
Years Embargoes Embargoes
1916 322 Days 145 Days
1917 472 “ Zor
1918 53 OOS 104.“
1919 10 “ Oo *
1920 129 = 299 “

986 “ 785 “
ROGAN ash Bee ret Seon 1771 Days

Less account overlapping Embargoes 882 “

Grand Total Days restricted during
the Five Year Period__________ 939 “

On an average of________ 187 4/5 Days per year

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE DELAWARE AND
HUDSON COMPANY AND BOSTON & MAINE RAILROAD DURING YEAR 1916.

TRAFFIC RESTRICTED

Account B. & M. embargoes_________ 145 Days
Account D. & H. embargoes_________ 322 “
467“

Less account overlapping embargoes__ 185 “

Total days restricted__.___________ 282 “

STATEMENT SHOWING EMBARGOES PLACED BY BosToN & MAINE R. R. DURING THE YEAR 1916
RESTRICTING TRAFFIC INTO NEW ENGLAND.

Dates placed,
Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargo.
751 Jan. 20. Placed account accumulation and heavy movement of traffic into New
England.

Embargoed all eastbound traffic for points on or via the Boston & Maine
at Mechanicville or Troy. EXCEPTIONS: livestock, perishable, foodstuffs
for human consumption, newsprint paper, coal, coke, charcoal, petroleum in
tank cars, L. C. L. mdse., and all material consigned to railroads including

fuel coal.
Modified to permit acceptance of all traffic EXCEPT for points on the Boston &
Jan. 21. Albany or N. Y. N. H. & H.

Cancelled
March 10.
Dates placed,

Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargo
842 March 18. Placed account accumulation.
Embargoed traffic via any junction point destined to points on or via the
N. Y. N. H. & H. or C. N. E.
Superseded
March 17.
857 March 17. Placed account accumulation.
Embargoed all traffic via any junction point destined to points on or via the
N. Y. NN. H. & H. or C. N. E.
Cancelled
April 138.
862 March 22. Placed account accumulation.
Embargoed all traffic via any junction point destined to points on or via the
N. Y. N. H. & H. or C. N. E.
Cancelled
March 29.
986 May 3. Placed account accumulation.
Embargoed all eastbound traffic from DELAWARE AND HUDSON CO.
at Mechanieville or Troy or from the New York Central at Rotterdam or
Troy. EXCEPTIONS: livestock, perishable, nursery stock, field and garden
seeds, printing paper, shipments for U. 8. Govt. and materials for railroads.
Modified
May 4. to permit acceptance of agricultural implements and fertilizer.
Cancelled
May 18.
1160 Aug. 1. Piaced account congestion.
Embargoed all carload traffic from DELAWARE AND HUDSON CO.
at Mechanicville or Troy, EXCEPT: livestock, shipments for U. 8. Govt. or
Boston & Maine.
Modified
Aug. 3. to permit acceptance of newsprint paper.
Modified to permit acceptance of all traffic originating on D. & H. Co. north of
Aug. 5. Mechanicville.
Cancelled
Aug. 10.
1343 Oct. 12. Placed account accumulation.
Embargoed all shipments from DELAWARE AND HUDSON CO. at Me-
chanicville or Troy. EXCEPTIONS: traffic originating at or coming via
stations on D. & H. Co., north of Mechanicville; also except livestock,
perishable, newsprint paper, shipments for Boston ’& Maine or U. 8. Govt.
Modified
Oct. 14. to permit acceptance of less carload shipments.
Cancelled

Oct. 25.

te
Dates placed,

Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargo.
1466 Nov. 13. Placed account accumulation.
Embargoed all shipments from DELAWARE AND HUDSON CO. at Me-
chanicville or Troy. EXCEPTIONS: traffic originating at or coming via
stations on D. & H. Co., north of Mechanicville; also except livestock,
perishable, newsprint paper, shipments for Boston & Maine or U. S. Govt.
Modified
Nov. 16. to permit acceptance of anthracite coal.
Modified
Nov. 27. to permit the acceptance of bituminous coal.
Cancelled
Dec. 2.
1596 Dec. 4. Placed account box car shortage and required equalization.
Embargoed all box car freight, carload and less carload, when originating
West of the Hudson River and destined to points on Boston & Maine.
Cancelled
Dec. 11.

 

STATEMENT SHOWING EMBARGOES PLACED BY DELAWARE AND HUDSON Co. DURING THE YEAR 1916
RESTRICTING TRAFFIC INTO NEW ENGLAND.

716 Dec. 31, 1915. Placed account accumulation and inability of Boston & Maine to accept.
Embargoed all carload traffic, except livestock, perishable, and B. & M. fuel
coal, from connecting lines for delivery to the Boston & Maine.

Extended

Jan. 11. to cover all eastbound traffic, carload and less carload, from connecting
lines and from local D. & H. Co. stations for delivery to Boston & Maine.
EXCEPTIONS: livestock, perishable, foodstuffs for human consumption,
newsprint paper, coal, coke, charcoal, petroleum products in tank cars, less
carload shipments mdse., and all materials for B. & M. supply.

Modified

Jan. 20. to permit acceptance of such traffic from local D. & H. Co. stations.

Cancelled

March 10.

782 Feb. 9. Placed account accumulation. ;
Embargoed all carload traffic from connecting lines South of Schenectady
and Albany for points on or via all connecting lines at Mechanicville,
Schenectady, Troy and Albany. EXCEPTIONS: livestock, perishable, and
shipments for railroads or U. S. Govt.

Modified

Feb. 26. to permit the acceptance of coal.

Extended

March 17. to cover all coal except railroad supply fuel.
Modified

March 27. to permit acceptance of seeds, fertilizer, fertilizer materials and agricul-
tural implements.
3
D&H em-
bargo No.

™ 950

1033

1149

1226

13836

Dates placed,
Extended
Modified,

or Cancelled

Modified
March 29.

Modified
April 4.

Cancelled
April 15.

April 26.

Modified
May 12.

Cancelled
May 13.

May 23.

Cancelled
Aug. 18.

July 31.

Resume of Embargo.
to permit acceptance of newsprint paper.

to permit acceptance of nursery stock.

Placed account accumulation.

Embargoed all freight, carload and less carload, from connecting lines at
junction points south of Schenectady and Albany for points on or via all
connecting lines at Schenectady, Mechanicville, Troy or Albany. EXCEP-
TIONS: livestock, perishable, seeds, fertilizer, agricultural implements,
newsprint paper, shipments for railroads or U. S. Govt.

to permit acceptance of such traffic for delivery to the Boston & Albany.

Placed account accumulation.

Embargoed all LESS CARLOAD traffic from connecting lines at junction
points South or West of Sidney for points on or via all connecting lines at
Schenectady, Mechanicville, Troy and Albany. EXCEPTIONS: cars con-
ae 10,000 lbs. or more, billed direct to a connecting line beyond D.
& H. Co.

Placed account accumulation and inability of the Boston & Maine to accept.
Embargoed all carload and less carload traffic from connecting lines for
points on or via the Boston & Maine. EXCEPTIONS: livestock, perishable,

‘material and supplies for the Boston & Maine and shipments for the U. S.

Cancelled
Aug. 10.

Aug 30.
Cancelled

Sept. 3.

Oct. 11.

Cancelled
Oct. 25.

Govt.

Placed account labor troubles.
Embargoed all freight from all points for all points.

Placed account accumulation and inability of the Boston & Maine to accept.
Embargoed all freight, carload and less carload, from connecting lines for
points on or via the Boston & Maine. EXCEPTIONS: livestock, perish-
able, materials and supplies for the B. & M., and shipments for the U. S.
Govt.
D&H em-
bargo No.

1446

1538

Dates placed,

Extended,
Modified,
or Cancelled

Nov. 8.

Modified
Dec. 11.

Modified
Dec. 14.

Suspended
Dec. 23.

Nov. 22.

Extended
Nov. 25.

Modified
Nov. 29.

Cancelled
Dec. 1.

Resume of Embargo.

Placed account accumulation and inability of connections to accept.
Embargoed all traffic, carload and less carload, from connecting lines at
junction points south of Schenectady and Albany for points on or via all
connecting lines at Schenectady, Mechanicville, Troy and Albany. EXCEP-
TIONS: livestock, perishable, anthracite and bituminous coal, coke, fuel oil,
shipments for railroads and U. S. Govt.

to permit acceptance of all freight loaded in B. & M., B. & Ar., or Me. Cent.
equipment for points on or via the Boston & Maine.

to permit ‘the acceptance of charcoal and fertilizer.

Placed account accumulation.
Embargoed all ANTHRACITE COAL for points on or via Boston & Maine.

to cover bituminous coal, except railroad fuel supply.

to permit acceptance of anthracite coal.

 

SUMMARY SHOWING ToTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE DELAWARE AND
HUDSON COMPANY AND BOSTON & MAINE RAILROAD DURING YEAR 1917

TRAFFIC RESTRICTED

Account B. & M. Embargoes________ 237 Days
Account D. & H. Embargoes_______-_ 472 “
709 =“
Less account overlapping embargoes__ 395 “
Total Days restricted____________-_ 314 “

 

STATEMENT SHOWING EMBARGOES PLACED BY BosTOoN & MAINE R. R. DURING THE YEAR 1917

1921

Feb. 3, 1917.

Modified
Feb. 9.

Cancelled
Feb. 17, 1917.

- RESTRICTING TRAFFIC INTO NEW ENGLAND

Account heavy eastbound movement.

Embargoed all shipments routing to or via B. & M. at Rotterdam, Me-
chanicville or Troy, EXCEPT (Livestock, perishable, coal, coke, fuel oil,
field and garden seeds, fertilizer, newsprint paper, agricultural implements,
nursery stock, materials for Railoads and U. S. Govt.)

To permit acceptance of feed for livestock.
D&H em-
bargo No.

2130

2216

2228

2258

2461

2613

Dates placed,
Extended,
Modified,

or Cancelled

Mar. 31, 1917.

Cancelled
April 5.

April 20.

Cancelled
April 20, 1917.

April 26.

Modified
April 28.

Modified
May 1, 1917.

Modified
May 17.

Superseded
July 11, 1917.

May 4.

Cancelled
May 15, 1917.

July 11.

Cancelled
August 16.

Sept. 5, 1917.

Cancelled
Oct. 15, 1917.

Resume of Embargoes.

Account heavy eastbound movement.

Embargoed all carload traffic (except livestock, perishable, materials for
railroads, U. 8. Govt. and W. U. Telegraph Co., also except traffic originat-
ing at Troy or Albany) routing to or via B. & M. at Rotterdam, Mechanic.
ville or Troy.

Account heavy eastbound movement.

Embargoed all carload traffic (except livestock, perishable, materials for
railroads, U. 8. Govt. and W. U. Telegraph Co., also except traffic originat-
ing at Troy or Albany) routing to or via B. & M. at Rotterdam, Mechanic.
ville or Troy.

Account accumulation.

Embargoed all less carload freight originating on or routing via N. Y. C.,
DELAWARE AND HUDSON CO., B. & A. or N. Y., N. H. & H. for
handling at B. & M. transfers or stations short of final destination.

To permit acceptance perishable freight, dairy products, field and garden
seeds.

To permit acceptance of U.S. Govt. freight.

To permit acceptance of all shipments for points on B. & M. but not for
beyond.

Account heavy eastbound movement.

Embargoed all carload traffic eastbound from D. & H. Co. at Mechanicville

or Troy (except traffic originating at Troy or Albany, also except livestock,

perishable, newsprint paper, field and garden seeds, seed grain, nursery

as coe material for railroads, W. U. Tel. Co. and U. 8S. Govt.
reight).

Placed account accumulation.

Embargoed all less carload freight originating on or coming via N. Y. C.,
DELAWARE AND HUDSON CO., B. & A. or N. Y., N. H. & H. when
requiring handling at B. & M. transfers.

Account accumulation.
Embargoed all less carload freight eastbound from N. Y. C. or D. & H. Co.
requiring handling at B. & M. transfers.
D&H em-
bargo No.

2614

2677

2723

Dates placed,
Extended,
Modified,
or Cancelled Resume of Embargo.

Sept. 6, 1917. Account accumulation.
EKmbargoed all eastbound carload freight (except shipments originating at
Troy or Albany, also except livestock, perishable, coal, coke, ore, shipments
for railroads and U. S. Govt.) from N. Y. C. at Rotterdam or Troy, and
from D. & H. Co. at Mechanicville or Troy. ;

Extended

Sept. 10, rege cover all carload freight except shipments originating at Troy or
bany.

Cancelled

Sept. 18, 1917.

Oct. 31. Account accumulation.

Embargoed all less carload from N. Y. C. or D. & H. Co. requiring handli
at B. & M. transfers Mechanicville. URS SOTO

Extended
Nov. 16. To cover such traffic for handling at other B. & M. transfers.

Cancelled
Nov. 19, 1917.

Dec. 7, 1917. Account heavy eastbound movement.
Embargoed all carload traffic from N. Y. C. at Rotterdam and Troy and
from D. & H. Co. at Mechanicville and Troy (except freight originating at
Troy or Albany, also except livestock, perishable, foodstuffs for human con-
sumption, feed for livestock, coal, newsprint paper, shipments for railroads
U. S. Govt. and W. U. Telegraph Co. ,

Extended
Dec. 17. To cover coal except when billed to railroads or U. S. Govt.

Cancelled
Jan. 4, 1918.

 

STATEMENT SHOWING EMBARGOES PLACED BY DELAWARE AND HUDSON Co. DURING THE YEAR 1917

1446

1868

RESTRICTING TRAFFIC INTO NEW ENGLAND.

Nov. 8, 1916. Embargoed all carload and less carload traffic (except livestock, perishable,
Suspended anthracite and bituminous coal, coke, fuel oil, charcoal, fertilizer, iron and
Dec. 23, 1916. steel articles, shipments of any nature billed to railroads or U. S. Govt.,
Reinstated freight for points on or via B. & M. when lcaded in B. & M. or B. & Ar. or

Jan. 14, 1917. Me. Ct. equipment). :

Modified
Jan. 18, 1917.To permit acceptance of field and garden seeds.

Extended
March 5, 1917.To cover charcoal, iron and steel articles also other than commodities origi-

nally mentioned loaded in B. & M., B. & Ar. or Me. Ct. equipment.

Cancelled
Mar. 21, 1917.

Jan. 22, 1917.Placed account embargoes of other lines on like traffic.
Embargoed all traffic, carloads and less carloads (except coal, field and
garden seeds, newsprint paper) via any route for points on or via N. Y.,
N. H. & H.

Cancelled
Feb. 28, 1917.
D&H em-
bargo No.

2109

2162

2323

2332

2355

2525

Dates placed,
Extended,
Modified,
or Cancelled Resume of Embargo.

Mar. 24, 1917.Placed account accumulation.
Embargoed all traffic, carload and less carload (except livestock, perish-
able, anthracite and bituminous coal, shipments billed to railroads and
U.S. Govt.) from connecting lines at junction points south of Schenectady
and Albany for points on or via all connecting lines at Schenectady, Me-
chanicville, Troy and Albany.

Superseded
June 9, 1917.

April 10, 1917.Account accumulation.
Embargoed all traffic carload and less carload (except livestock, perishable,
shipments billed to railroads and U. S. Govt.) for points on or via B. & M.

Modified
April 18. To permit acceptance less carload freight.

Cancelled
May 26, 1917.

May 26, 1917.Placed account restrictions placed by B. & M. and to avoid congestion.
Embargoed all traffic, carload and less carload (except shipments originat-
ing at Albany or Troy, also except livestock, perishable foodstuffs for
human consumption, feed for livestock, newsprint paper, charcoal, ship-
ments for railroads and U. 8. Govt.)

Cancelled
June 7, 1917.

June 1, 1917. Placed account restrictions placed by B. & M.
Embargoed all carload traffic (except livestock, perishable, shipments billed
to railroads or U. S. Govt.) for points on or via B. & M. routing to that
company at Mechanicville or Troy.

Cancelled
June 9, 1917.

June 9, 1917. Placed account accumulation.
Embargoed all traffic carload and less carload (except livestock, perishable
freight, shipments billed to railroads or U.S. Govt., anthracite coal, ore,
agricultural implements, field and garden seeds) from connections at
junction points south and west of Schenectady and Albany destined to
points on or via all connecting lines at Schenectady, Mechanicville, Troy

and Albany.
Modified
June 15, 1917.To permit acceptance bituminous coal.
Cancelled
Sept. 22.

Aug. 2, 1917. Placed account congestion.
Embargoed all carload traffic (except livestock, perishable, shipments
freight for U. S. Govt.) also (except coal, coke and ore loaded to full
marked weight or cubical capacity of car) from connections at Bingham-
ton-Owego and Wilkes-Barre destined to points beyond D. & H. Co.

Modified
Aug. 17, 1917.To permit acceptance such traffic from connections at Binghamton and
Owego.

Cancelled
Aug. 18, 1917.
SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE DELAWARE AND

HUDSON COMPANY AND BOSTON & MAINE RAILROAD DURING YEAR 1918.
TRAFFIC RESTRICTED.

Account B. & M. Embargoes________ 104 days
Account D. & H. Embargoes_______- Bon 2:
157 “
Less account overlapping embargoes.__ 40 “
Total days restricted__.__.__________ 117“

 

STATEMENT SHOWING EMBARGOES PLACED BY BOSTON & MAINE R. R. DURING THE YEAR 1918

D&H em-
bargo No.

2723

2750

2768

10-3

RESTRICTING TRAFFIC INTO NEW ENGLAND.
Dates placed,
Extended,
Modified,
or Cancelled Resume of Embargo.

Dec. 7, 1917. Account heavy eastbound movement.
Embargoed all earload traffic from N. Y. C. at Rotterdam and Troy and from
DELAWARE AND HUDSON CO. at Mechanicville and Troy (except:
freight originating at Troy or Albany, also except livestock, perishable,
foodstuffs for human consumption, feed for livestock, coal, newsprint
paper, shipments for Railroads, U. S. Govt. and W. U. Telegraph Co.)

Extended
Dec. 17, 1917.To cover coal except when billed to Railroads or U. 8. Govt.

Cancelled
Jan. 4, 1918.

Jan. 5, 1918. Account accumulation.
Embargoed all less carload freight (except shipments for U. S. Govt. or
American Red Cross and cars carded direct to final destinations.)

Cancelled
Jan. 12, 1918.

Jan. 16, 1918. To insure handling of coal and other essential commodities.
Embargoed all carload traffic from N. Y. C. at Rotterdam and Troy and from
DELAWARE AND HUDSON CO. at Mechanicville and Troy (except ship-
ments originating at Troy or Albany, also except livestock, perishable,
foodstuffs for human consumption, feed for livestock, coal, coke, charcoal,
fertilizer, shipments for U. S. Govt. and its Allies and American Red Cross,
shipments for Railroads and public utilities.)

Superseded

Jan. 23, 1918.

Jan. 23. To insure handling of coal and other essential commodities.
Embargoed all carload traffic from N. Y. C. at Rotterdam and Troy and
from DELAWARE AND HUDSON CO. at Mechanicville and Troy (except
shipments originating at Troy or Albany), also except livestock,perishable,
foodstuffs for human consumption, feed for livestock, coal, coke, charcoal,
fertilizer, shipments for U. S. Govt. and its Allies and American Red Cross,
shipments for railroads and public utilities.

Cancelled

Feb. 28.
Dates placed,

Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargoes.
10-17 Jan. 26. Account accumulation.

10-12

10-20

10-53

Embargoed all carload freight (except foodstuffs for human consumption,
livestock, perishable, U. S. Govt. freight) for points on or via N. Y., N. H

& H.R. R.

Cancelled

Jan. 30.

April 2. Account heavy eastbound movement.
Embargoed all carload traffic (except shipments originating at Troy or
Albany), also except livestock, perishable, coal for railroads.

Cancelled

April 15, 1918.

May 27. Account accumulation.
Embargoed all less carload freight (except livestock and perishable) from
connections at Rotterdam or Mechanicville unless loaded in cars carded to
final destination.

Cancelled
June 12, 1918.

Aug. 2, 1918.Account accumulation.
Embargoed all less carload freight (except livestock and perishable) from
connections at Rotterdam or Mechanicville unless loaded in cars carded to
final destination.

Modified
Aug. 16. To permit acceptance such traffic at Rotterdam and Mechanicville.

 

STATEMENT SHOWING EMBARGOES PLACED BY DELAWARE AND HUDSON COMPANY DURING YEAR 1918

41

72

RESTRICTING TRAFFIC INTO NEW ENGLAND.

Feb. 11, 1918.Placed account accumulation.
Embargoed all carload traffic (except livestock, perishable, foodstuffs for
human consumption, fuel, shipments for U. S. Govt. and RRs.) from P. R.
R., C. R. R. of N. J., or Lehigh Valley at, Wilkes-Barre and Hudson destined
to points beyond DELAWARE AND HUDSON CoO.

Cancelled
Mar. 26, 1918.

March 25. Placed account accumulation.
Embargoed all traffic, carload and less carload (except livestock, perish-

able, coal for Railroads, suppres for D. & H. Co.) from all connections
Wilkes-Barre, Hudson, Binghamton and Owego destined to all points on
or via the DELAWARE AND HUDSON CO.

Cancelled
April 4, 1918.

10
SUMMARY SHOWING ToTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE DELAWARE AND
HuDSON COMPANY AND BosToN & MAINE RAILROAD DURING YEAR 1919.

TRAFFIC RESTRICTED.

Account B. & M. Embargoes__________ 10 Days
Account D. & H. Embargoes__________ Oo “
Total Days Restricted___________ 10 “

 

STATEMENT SHOWING EMBARGOES PLACED BY BOSTON & MAINE R. R. DURING THE YEAR 1919
RESTRICTING TRAFFIC INTO NEW ENGLAND.

Dates placed,
Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargoes.

10-15 August 9. ‘Account labor trouble.
Embargoed all traffic carload and less carload from all connections for all

points on or via Boston & Maine R. R.

Cancelled
Aug. 19.

 

STATEMENT SHOWING EMBARGOES PLACED BY DELAWARE AND HUDSON COMPANY DURING THE YEAR
1919 RESTRICTING TRAFFIC INTO NEW ENGLAND.

NO RECORD OF ANY RESTRICTIONS.

 

SUMMARY SHOWING ToTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY THE DELAWARE AND
HUDSON COMPANY AND BosToN & MAINE RAILROAD DURING YEAR 1920.

TRAFFIC RESTRICTED.

Account B. & M. Embargoes_______- 299 Days
Account D. & H. Embargoes_______- 129 “
428 “

6c

Less account overlapping embargoes__ 212

Total Days restricted___________ 216

 

STATEMENT SHOWING EMBARGOES PLACED BY BOSTON & MAINE R. R. DURING THE YEAR 1920
RESTRICTING TRAFFIC INTO NEW ENGLAND.

10-6 Feb. 9. Account accumulation and severe weather conditions.
Embargoed all carload and less carload freight (except bituminous coal,
livestock, food and feed for human and animal consumption, news and
bookprint paper, shipments for railroads) from all connections.

Cancelled
March 9.
11
D&H em-
bargo No.

10-18

10-16

10-16

10-17

10-30

10-82

Dates placed,
Extended,
Modified,

or Cancelled

March 29.

Cancelled
April 12.

April 2.

Cancelled
April 26.

May 4.

Cancelled
Sept. 16.

May 5.

Cancelled
June 1.

June 21.

Modified
July 8.

Cancelled
July 16.

July 26.

Modified
Aug. 14.

Cancelled
Sept. 9.

Resume of Embargoes.

Account accumulation.
Embargoed all carload traffic (except livestock, perishable, anthracite coal
and freight for railroads).

Account accumulation.
Embargoed all less carload freight from DELAWARE AND HUDSON
CO. at Mechanicville for all points on or via B. & M. R. R.

Account accumulation.
Embargoed all carload or less carload freight from DELAWARE AND
HUDSON CO. or NEW YORK CENTRAL R. R. destined to points on or
via NEW YORK, NEW HAVEN & HARTFORD.

Account accumulation.

Embargoed all eastbound carload and less carload from DELAWARE AND
HUDSON CO. or NEW YORK CENTRAL at Mechanicville, Rotterdam or
Troy. EXCEPT: livestock, perishable, coal, coke, fuel oil, news and book
print paper, feed for human and animal consumption, seed, nursery stock,
fertilizer, freight for railroads.

Account accumulation.

Embargoed all eastbound carload and less carload from DELAWARE AND
HUDSON CO. or NEW YORK CENTRAL R. R. at Mechanicville, Rotter-
dam, or Troy. EXCEPT: livestock, perishable, coal, coke, fuel oil, news
and book print paper, feed for human and animal consumption, seed, nurs-
ery stock, fertilizer, freight for railroads.

To permit acceptance of carload traffic.

Account accumulation.
Embargoed eastbound carload and less carload traffic (except livestock,
perishable, newsprint paper, railroad supplies, including fuel, shipments
for U. 8S. Govt., coal for public utilities, fertilizer, feed for human and
animal consumption).

To permit acceptance less carload freight.

12
STATEMENT SHOWING EMBARGOES PLACED BY DELAWARE AND HUDSON COMPANY DURING THE YEAR

D&H em-
bargo No.

365

445

474

492

505

1920 RESTRICTING TRAFFIC INTO NEW ENGLAND.

Dates placed,
Extended,
Modified,
or Cancelled Resume of Embargoes.
March 9. Placed account weather conditions and resulting accumulations.

" Embargoed all traffic, carload and less carload. Except: Livestock, per-
ishable, food and feed for human and animal consumption, coal and rail-
road supplies, from all connecting lines at junction points south and west
of Schenectady, Albany, Troy, Mechanicville.

Cancelled

April 3.

May 4. Placed account accumulation.

Embargoed all freight, carload and less carload (Except: Livestock, per-
ishable, newsprint paper, food and feed for human and animal consump-
tion, field and garden seeds, field and agricultural implements, railroad
supplies, including fuel) from C. R. R., Lehigh Valley, at Wilkes-Barre,
P. R. R. at Hudson, Erie and D. L. & W. at Binghamton, when destined
points on or via Boston & Albany R. R. at Albany, N. Y., Boston & Maine
at Mechanicville, Troy or Eagle Bridge.

Modified

May 24. To permit acceptance nursery stock.

Modified

June 2. To permit acceptance all traffic for points on or via Boston & Maine R. R.

June 16. Account diversion of traffic via unnatural routes.

Embargoed all traffic, carload and less carloads (Except: Livestock, perish-
able, newsprint paper, food and feed for human and animal consumption,
nursery stock, fertilizer,: agricultural implements, railroad supplies, in-
cluding fuel) from Central R. R. of New Jersey, Lehigh Valley or Pennsyl-
vania RRs. at Wilkes-Barre Gateway or from Erie or Delaware, Lacka-
wanna & Western RRs. at Binghamton Gateway destined to points on or via
Boston & Maine at Mechanicville, Troy or Eagle Bridge.

Cancelled

July 8.

July 19. Account diversion of traffic via unnatural routes.

Embargoed all traffic, carload and less carloads (Except: Livestock, perish-
able, newsprint paper, food and feed for human and animal consumption,
nursery stock, fertilizer, agricultural implements, railroad supplies, includ-
ing fuel) fom Central R. R. of New Jersey, Lehigh Valley, or Pennsyl-
vania RRs. at Wilkes-Barre Gateway or from Erie or Delaware, Lacka-
wanna & Western RRs. at Binghamton Gateway destined to points on or
via Boston & Maine at Mechanicville, Troy or Eagle Bridge.

Cancelled

Aug. 31.

Aug. 27. Account inability of B. & M. R. R. to accept. 5
Embargoed all traffic, carload and less carload (Except: Livestock and
perishable) originating at DELAWARE AND HUDSON CO. stations
destined to points on or via B. & M. routing to that Company via Me-
chanicville, Troy or Eagle Bridge.

Cancelled

Aug. 81.

13
Dates placed,

Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargoes.
519 Oct. 2. To avoid accumulation.
‘KEmbargoed all traffic, carload and less carioad (except: livestock, perigsh-
able, foodstuffs for human consumption, anthracite coal, railroad supplies,
including fuel) from all points for all points on or via B. & M. at Mechanic.
ville, Troy or Eagle Bridge.
Cancelled
Oct. 8.

 

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC
FOR POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY ACCOUNT EMBARGOES
PLACED BY OTHER LINES. YEARS 1316 To 1920, INCLUSIVE.

Via Via
Wilkes-Barre Binghamton
Years. Gateway. Gateway.
1916__.--_-_---_-________- 0 0
BL OIE acer ah ht Ae nr bier eee S 92 25*
TOSS e 2 ei ee ott 74* 51
1919__ .---__- 0 0
W920 2 ole ee eel, 96 74
262 150

During the Five-Year Period, traffic was re-
stricted 412 days;

Or an average of 822/5 days per year.

 

* Approximately.

STATEMENT SHOWING EMBARGOES OF OTHER LINES PLACED DURING YEAR 1916, RESTRICTING
TRAFFIC TO POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY.

NO RECORD OF ANY RESTRICTIONS.

 

STATEMENT SHOWING EMBARGOES OF OTHER LINES PLACED DURING YEAR 1917, RESTRICTING
TRAFFIC TO POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY.

Dates placed,
Extended,
D&H em- Modified,
bargo No. _ or Cancelled Resume of Embargoes.
P.R.R. Feb. 5, 1917. Account accumulation.
1055 Embargoed against all freight destined to points on or via DELAWARE

AND HUDSON COMPANY routed via Wilkes-Barre, Hudson, Button-
wood, or Honeypot. EXCEPT: Livestock, perishable, railroad fuel coal,
freight for U.S. Govt., field and garden seeds, nursery stock, and fertilizer.
Cancelled
Feb. 26, 1917.

P.R.R. Feb. 14, 1917.Account accumulation.
1080 Embargoed all carload freight routing via Elmira, Erie, Binghamton and
Delaware and Hudson destined all points on or via DELAWARE AND
HUDSON. EXCEPT: Livestock, perishable, foodstuffs for human con-
sumption, field and garden seeds, grain, nursery stock, fertilizer, U. S.
Govt. freight.
Cancelled
Feb. 28, 1917.

14
D&H em-
bargo No.

P.R.R.
1343

P.R.R.
1820

P.R.R.
1894

P.R.R.
2057

Dates placed,
Extended,
Modified,
or Cancelled Resume of Embargoes.

May 4, 1917. Account accumulation.
Embargoed all freight routing to DELAWARE AND HUDSON at Hudson,
Wilkes-Barre and Buttonwood, when destined to all points on or via DELA-
WARE AND HUDSON. EXCEPT: Livestock, perishable, U. S. Govt.
freight, foodstuffs for human consumption, feed for livestock, tin plate,
tin cans, railroad material, field and garden seeds, nursery stock, fertilizer,
spraying materials, agricultural implements, drugs and medicines con-
signed to Red Cross Hospitals.

Cancelled

May 26, 1917.

Aug. 9, 1917. Account accumulation.
Embargoed all carload shipments routing via DELAWARE AND HUD-
‘SON CO. at the Wilkes-Barre Gateways. EXCEPT: Livestock, perishable,
foodstuffs for human consumption, feed for livestock, printing paper, rail-
road supplies, U. S. Govt. freight, drugs and medicines for Red Cross Hos-
‘pitals, nitro cellulose, barrels and fruit containers, tin plates and tin cans.

Cancelled

Aug. 18, 1917.

Aug. 28, 1917. Account accumulation and inability of DELAWARE AND HUDSON to
accept.
Embargoed all carload freight to or via DELAWARE AND HUDSON
through their Wilkes-Barre Gateway. EXCEPT: Livestock, perishable,
foodstuffs for human consumption, railroad supplies, U. 8S. Govt. and Red
Cross shipments.

Cancelled

Sept. 5, 1917.

Sept. 26, 1917. Account accumulation and inability of DELAWARE AND HUDSON to
accept.
Embargoed all carload freight to or via DELAWARE AND HUDSON
Cancelled through their Wilkes-Barre Gateway. EXCEPT: Livestock, perishable,
Oct. 22, 1917. foodstuffs for human consumption, railroad supplies, U. S. Govt. and Red
Cross shipments.

CRRofNJ Oct. 14, 1917. Account accumulation due to DELAWARE AND HUDSON’s inability to

8036

Erie
156

D.L.&W.
3328

accept.
Embargo against all carload and less westbound routing via DELAWARE
AND HUDSON at Wilkes-Barre. EXCEPT: Domestic shipments, field and
garden seed, nursery stock, fertilizer, perishable, foodstuffs for human
consumption, feed for livestock, except hay, printing paper, railroad. fuel
‘and supplies, Western Union Telegraph Co. and U. S. Govt. freight.
Cancelled
Oct. 20, 1917.

Aug. 3, 1917.Account accumulation.
Embargoed all freight for points on or via DELAWARE AND HUDSON
‘CO. via Binghamton. EXCEPT: Livestock, perishable, and U. 8. Govt.
freight.

Cancelled

Aug. 14, 1917.

Feb. 14, 1917.Account inability of connections to accept. ;
Embargoed all shipments coal and coke from Pennsylvania Railroad at
Elmira, N. Y., consigned, reconsigned, or intended for points on or via
DELAWARE AND HUDSON CO. via Binghamton.

No Record of Cancel-
lation.

—
tat
STATEMENT SHOWING EMBARGOES OF OTHER LINES PLACED DURING YEAR 1918, RESTRICTING
TRAFFIC TO POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY.

Dates placed,
Extended,
D&H em- Modified,
bargo No. or Cancelled Resume of Embargoes.
P.R.R. Jan. 17, 1918.Account accumulation.
71 Embargoed all freight destined to points on or via DELAWARE AND

HUDSON through Wilkes-Barre Gateway. EXCEPT: Perishable freight,
foodstuffs for human consumption, and coal.

Extended

Jan. 23, 1918.To cover all freight. EXCEPT: Food for human and animal consumption.

Modified
Feb. 6, 1918. To accept coal for railroads.

Cancelled
Feb. 9, 1918.

* P.R.R. Feb. 18, 1918.Embargoed all carload freight destined to or routing via DELAWARE
148 AND HUDSON CO. at Wilkes-Barre. EXCEPT: Livestock, foodstuffs for
human consumption and railroad supply coal.

Extended To cover shipments to or via Erie or D. L. & W. RRs. at Elmira, via Bing-
Feb. 27, 1918.hamton Gateway.

Cancelled
April 5, 1918.

CRRofNJ Jan. 19, 1918. Account inability to accept.
8385 Embargoed all traffic to DELAWARE AND HUDSON CO. via Wilkes-
Barre. EXCEPT: Coal, fuel and Govt. freight.

No Record of Cancel-

lation.
Erie Mar. 26, 1918.Account accumulation.
785 Embargoed all freight to points on or via DELAWARE AND HUDSON
CO. at Binghamton. EXCEPT: Livestock.
Cancelled

April 8, 1918.

STATEMENT SHOWING EMBARGOES OF OTHER LINES PLACED DURING YEAR 1919, RESTRICTING
TRAFFIC TO POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY.

NO RECORD OF ANY RESTRICTIONS.

 

STATEMENT SHOWING EMBARGOES OF OTHER LINES PLACED DURING THE YEAR 1920, RESTRICTING
TRAFFIC TO POINTS ON OR VIA THE DELAWARE AND HUDSON COMPANY.

P.R.R. May 4, 1920. Account accumulation.

93 Embargoed all freight, carload and less destined to points on or via DELA-
WARE AND HUDSON CO. EXCEPT: Livestock, perishable, railroad
fuel, coal, fertilizer, field and garden seed, nursery stock, newsprint paper.

Cancelled
May 28, 1920.

P.R.R. June 27, 1920.Account accumulation.

153 Embargoed all freight, carload and less, destined to points on or via DELA-
WARE AND HUDSON CO. EXCEPT: Livestock, perishable, fuel coal for
railroads and hospitals, and public utilities.

Cancelled
July 12, 1920.

16
Dates placed,

Extended,
D&Hem- Modified,
bargo No. or Cancelled Resume of Embargoes.
P.R.R. July 27, 1920.Account accumulation.

222 Embargoed all freight, carload and less from all points destined to all
points on or via DELAWARE AND HUDSON CO. EXCEPT: Perish-
able, livestock, foodstuffs for human consumption, railroad fuel and coal
for public utilities.

Cancelled
Aug. 17, 1920.
CRRofNJ May 5, 1920. Account inability of connections to accept.
195 ipa all freight via DELAWARE AND HUDSON CO. at Wilkes-
arre.
Cancelled
May 20, 1920.

CRRofNJ Aug. 30, 1920.Account accumulation.

4A9Q Embargoed all freight, carload and less, routing via DELAWARE AND
HUDSON CO. at Wilkes-Barre when destined to points on or via the B. &
M. EXCEPT: Livestock, perishable, newsprint paper, food and feed for
human and animal consumption, field and garden seed, fertilizer, agricul-
tural implements, railroad supplies, and fuel.

Cancelled
Sept. 7, 1920.
B.&0. July 28, 1920.Account hold order placed by connecting lines.
G-1174 Embargoed all freight destined points on or via DELAWARE AND HUD-
SON CO.
Cancelled
Aug. 11, 1920.

17
SUMMARY 1916

Cars were held on D. & H. at the following stations:

January—Mechanieville, Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Central
Bridge, Cobleskill, Cherry Valley Jct., Oneonta, Worcester, Nineveh, Binghamton—Penna. Divi-
sion.

February—Mechanieville, Crescent, Mohawk, So. Schenectady, Delanson, Oneonta, Duanesburg, Nine-
veh, Binghamton.

March—

April—Mechanieville, Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Oneonta,
Sidney, Nineveh, Binghamton, Worcester.

May—Mechanicville, Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Worcester,
Cooperstown Jct., Oneonta, Nineveh, Sidney, Binghamton—Penna. Div.

June—Mechanieville, Elnora, Crescent, Mohawk, Oneonta, Nineveh, Binghamton,
July—Mechanieville, Elnora, Crescent, Mohawk, Delanson, Oneonta.

Aug.—Mechanicville, Elnora, Crescent, Mohawk, Delanson, Oneonta, Nineveh, Binghamton and Penna.
Div.

Sept.—

Oct.—Mechanicville, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Oneonta, Wells Bridge,
Sidney, Nineveh, Binghamton, Penna. Division, Saratoga Division.

Nov.—Mechanicville, Elnora, Mohawk, So. Schenectady, Duanesburg, Delanson, Oneonta, Nineveh, Wor-
cester, Binghamton and Penna Division.

Dec.—

Total for Year................ 122,674.

Cars were held on following connections:

Jan. Erie, DL&W, LV, PRR, CNJ.
Feb. Erie, DL&W, LV, PRR, CNJ.
Mar.
Apr. Erie, DL&W, LV, CNJ.
May Erie, DL&W, LV, CNJ, PRR.
June
July
Aug.
Sept.
Oct. Erie
Nov. Erie, DL&W, LV, CNJ, PRR.
Dee.

Votal. for Veaticss wie awa decane 30,272.
CARS HELD FOR B. &. M. RR.

 

Year 1916.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.
1 2487 2274 246 552
2 2253 2469 289 603
3 1931 2532 222 789
4 2055 2386 568 740
5 1918 1799 139 882
6 2445 1987 513 106
7 1877 1822 268
8 1845 918 350
9 1817 1076 185 1310
10 1685 698 362 1651
11 1721 492 392 1672
12 1744 1450 1955
13 1569 1671 2227
14 1429 733 1684 2363
15 1277 880 1596 2199
16 877 771 1639 2387
17 646 652 1555 2595
18 389 657 1444 2263
19 337 421 1514 2298
20 578 1133-2053
21 486 213 1027 2051
22 678 164 740 2025
23 630 1942
24 408 1709
25 1506
26 1334
27 1102
28 2182 843
29 686 183 481
30 2551 244
31 227
30252 5856 5419 18453 1464 654 4456 17480 38690
Total 122,674
19584 1458 226 1629 val 7304
On Connections Total 30,272

”

19
SUMMARY 1917

Cars were held on D. & H. at the following stations:

Jauuary—

February—Mechanicville, Crescent, Mohawk, So. Schenectady, Delanson, Duanesburg, Oneonta, Nine-
veh, Binghamton and Penna. Div.

March—Mechanieville, Elnora, Crescent, Mohawk, So. Schenectady, Delanson, Duanesburg, Oneonta
Sidney, Nineveh, Binghamton and Penna. Div.

?

April—Mechanicville, Crescent, Elnora, Mohawk, So. Schenectady, Duanesburg, Delanson, Central
Bridge, Worcester, Oneonta, Nineveh, Binghamton and Penna. Div.

May—Mechanicville, Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Oneonta, Sid-
ney, Nineveh, Binghamton and Penna. Div.

June—
July—
August—

September—Mechanieville, Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, One-
onta, Nineveh, Binghamton, Penna Div

October—
November—Elnora, Crescent, Mohawk.

December—Elnora, Crescent, Mohawk, So. Schenectady, Duanesburg, Delanson, Worcester, Oneonta,
Wells Bridge, Sidney, Bainbridge, Nineveh, Binghamton, Penna. Div.

Total for Year................ 91,383.
Cars were held on following connections:

Jan.

Feb.

Mar.

April

May PRR, CNJ, LV.
June

July

Aug.

Sept. PRR, CNJ, LV, Erie, DL&W.
Oct.

Nov.

Dec.

Total for Year..............6. 10,106.
CARS HELD FOR B. & M. RR.
Year 1917.

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.

 

1 556 1489 1067

9 652 937 1257 AA

3 232 674 1026 1334 ;

4 324 965 995 1384 137 132

5 514 936 1407 1256 613

6 400 784 1583 1149 584 180

7 271 1008 1772 2126 1778

8 347 852 1861 956 1327 155

9 386 1021 1448 659 1218
10 413 912 1460 563 1207
11 983 890 1356 527 1707 597
12 1145 982 1138 425 1669 655
13 1624 1036 1684 660
14 1005 795 1543 1280
15 771 577 1152 1043
16 763 687 837
iF 781 737
18 140 799
19 641
20 584
21 607
22 697
23 99 618
24 335 576
25 279 65 695
26 948 90 299 621
27 864 284 200 578
28 130 940 320 391
29 1140 346 439
30 1251 373 594
31 1621 23 396
Total 5145 22793 20293 12726 15306 564 14556

Total 91383
On Connections 7726 2380

Total 10106
21
SUMMARY 1918

Cars were held on D. & H. at the following stations:

January—Elnora, Mohawk, Delanson, Worcester, Oneonta, Wells Bridge, Sidney, Bainbridge, Nineveh,

Binghamton, Penna. Div.
February—
March—Mohawk,
April—Mohawk.
May—
June—
July—
August—
September—
October—
November—
December—
Total for Year................ 826.

No cars held on connections for year 1918.
CARS HELD FOR B. & M. RR.
Year 1918.

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dee.

401 56
248

omarnrnrinnnkti tbr wor

wow nnn nnn ne nnn #F HBP KP BP Pe PP PP
FSesp DOA ABA THBWHONHHFP SCH WAND oF WHNYNH OS

121

 

Ttls. 401 121 304
Total 826

On Connections—No cars.
23
SUMMARY 1919

Federal Period, no per diem received or paid B. & M. RR., and no reclaims made.

omenNannrr Ww NH &

SCowonrnsnNNNYN NY DYN DY DYDD BBY eH he eee
POD WANA AAP HHH SCH MANA TKRwWDWNHO

CARS HELD FOR B. & M. RR.
Year 1919.

Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dee,

Federal Period, no per diem
received or paid B. & M. RR.,

and no reclaims made.

 

24
SUMMARY 1920
Cars were held on D. & H. at the following stations:
January—Nothing.

February—Mechanicville, Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Central Bridge,
Cobleskill, Oneonta, Wells Bridge, Sidney, Nineveh, Binghamton, Penn. Division.

March—Mohawk, South Schenectady, Duanesburg, Delanson, Oneonta, Bainbridge, Nineveh, Bingham-
ton, Saratoga Division.

April—Mechanieville, Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Oneonta, Nineveh,
Binghamton, Saratoga Division.

May—Mechanieville, Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Central Bridge,
Worcester, Oneonta, Wells Bridge, Sidney, Bainbridge, Nineveh, Binghamton, Bean Division.

June—Mechanieville, Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Oneonta, Central
Bridge, Wells Bridge, Sidney, Nineveh, Binghamton, Saratoga Division, Penn. Division.

July—Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Central Bridge, Cobleskill, Wor-
cester, Oneonta, Bainbridge, Sidney, Nineveh, Binghamton, Saratoga Division, Penn. Division.

August—Mechanicville, Crescent, Mohawk, South Schenectady, Duanesburg, Delanson, Central Bridge,
Worcester, Oneonta, Wells Bridge, Sidney, Bainbridge, Nineveh, Binghamton, Penn. Division and
Saratoga Division.

September—Mechanieville.

October—Mechanicville, Mohawk, Delanson.

November-——Nothing.

December—Nothing.

Total for Year...............4. 167208.
Cars were held on the following connections:
Jan.
Feb. LV, Erie, DL&W, CNJ, PRR.
Mar. Erie.
Apr.

May Erie, CNJ, PRR, NYOW, DL&W, LV.
June Erie, LV, PRR.

July NYOW, CNJ, LV, Erie, PRR.

Aug. NYOW, PRR, CNJ. Erie.

Sept.

Oct.

Nov.

Dee.

Total for Year.............05- 88431.
CARS HELD FOR B. & M. RR.

 

Year 1920.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov.
1 1626 166 590 1294 1414 461
2 1644 286 769 1590 165
3 1643 249 746 1697 79
4 1734 816 361 1457
5 1596 967 245 1543
6 1687 1887 1449
7 1877 2515 1498
8 262 1071 3218 1128
9 537 810 3440 1076
10 793 564 2979
11 1225 448 3241
12 1235 484 3123
13 1204 270 3230
14 1250 3105
15 1634 8205
16 1816 3104
17 2030 2836
18 1783 2557
19 1669 2344 318 115
20 1708 2217 576 331
21 1423 1982 918 966
22 823 1726 1817 1562
23 739 1520 1906 1937
24 27 1473 2040 2258 3806
25 43 1516 2140 2487 185
26 161 1607 2048 2750 373
27 173 55 1265 2083 2463 1463
28 170 81 1230 1725 2337 1349
29 678 150 1098 1259 2158 1390 125
30 1186 175 1272 1416 2198 952 155
31 1480 985 1940 962
Total
20131 3848 15985 61159 18836 26427 19832 280 705
On Connections 19622 34695 7995 14455 6664
Total

26

Dee.

—

167203

§8431
 

Rule No. 15 Cars held for the B. & M. RR. Month of January, 1920.

 

No cars held for the month of January.

27
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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cose TLL |e |612 1862 [STS re_|2e 01 GZ ge luge lret lezt | Te
cre |18 |poatlte |20e |z09 Sr |0T GLI GS gg _lizge jote |Is9t | 02
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—
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s/2/2/F)°* |) a) FP EIS (| slalrlsl Fl *|8| 2/5) ele
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"0Z6T ‘Areniqe,7 Jo UO]

‘UUW BF A OU Joy ppey sreQ ST “ON ony

 

28
 

Rule No. 15 Cars held for the B. & M. RR.
Month of March, 1920

 

 

 

 

 

 

 

 

 

 

 

 

pe r g| 8

a > 3 & 3 2 < E 3 a

Bisa) 82 )8) 2 le |e) sal #18

« Oo] & S Se] > | a | 8 s

2) 2) eS) ee ley ele eS) Ss
Dae|]S | 8/AlAl6/Hh/21 a] & | S| a | Total
26 59 49| 538 161
27 70 53| 50 173
28 117 53 170
29 204 53 51| 16] 11] 89 254 678
30 623 53 1| 118 18} 80] 35] 169] 89) 1186
31 901| 44] 538] 154] 98 101| 29] 107 1480

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 
 

Month of April, 1920

Rule No. 15 Cars held for the B. & M. RR.

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surely Uy
uojweYysurg
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9ETS OLT 9 |8% LV9 |G __|¥66 109 _18 86 ZOT 1286 16S 168 _iLPT |ac8 LG
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31
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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33

 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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‘OZ6T ‘Wsndny jo YIUOPY

“da CW YB *€ 9Y} 10J poy ste GT “ON EINY

 

34
 

Rule No. 15
Cars held for the B.'& M. RR.
Month of September, 1920

=
s
S
o
=
=
x
w
2
rad
&
ea
§
3
3
wn

 

35
 

Rule No. 15
Cars held for the B. & M. RR.
Month of October, 1920.

 

 

 

 

c fm

n

S12) S |e
Date] = |= 1A | & | Total
1 | 85] 116) 7] 253) 461
2 | 108) 57 165
3 | 30) 49 79

 

 

 

 

 

 

 

 

36
 

Rule No. 15 Cars held for the B. & M. RR. Month of November, 1920.

 

No cars held during November.

37
 

Rule No. 15 Cars held for the B. & M. RR. Month of December, 1920

 

No cars held during December.
W. H. Williams Exhibit No. 14

THE DELAWARE, LACKAWANNA & WESTERN RAILROAD COMPANY

OFFICE OF THE PRESIDENT

N. H. TRUESDALE, PRESIDENT
NEW YORK

JANUARY 15th, 1921.

Mr. W. H. Wituitams,
Chairman, Committee on New England Rate Case,
120 Broadway, New York City.

Dear Sir:

In compliance with your request of the 6th inst., and returning herewith
the enclosure sent me therewith, I beg to furnish you the information you
requested from our Company with respect to cars held by us due to embargoes
placed by the Boston & Maine Railroad against its connections.

Trusting the statement I am sending you will cover fully what you desire
in this matter, I remain,

Very truly yours,

W. H. TRUESDALE,
President

(Encl.)
Statement SHowine Totat NumsBer or Days REstRicTIONS WERE IN Errect AGAINST TRAFFIC FOR

Points In New Enauanp Account EMBARGOES PuaceD BY New York, New Haven &

Hartrorp R. R.—CrentraL New Eneuanp R. R., Durtne THe YEar 1920.

CARLOAD
Date Date Days in Date
Embargo in Effect via Placed Cancelled Effect Placed
2-11
Maybrook, N. Y......... 1-21 9-15 238 10- 6
2-11
Harlem River............-. 1-21 9-15 238 10- 6
Albany and West Albany.... 4-9 7-20 102 4-9

Less CARLOAD

Date Days in

Cancelled Effect

8-24

10-11 200
8-24

10-11 200
7-20 102
Summary SHowine Emparcors Puacep sy THz New York, New Haven & Harrrorp RAILROAD

AND CrenTRAL New ENGLAND RarLRoaD, DurinG THE YEAR 1920, RestrictTine

Embargo
Number

20-20

20-20
20-20
20-20

20-20

20-20

31-20
20-20
20-20

31-20
Superseded
by 18

20-20
Superseded
by 17

18

17

17 & 18
Superseded
by 39

Trarric TO New ENGLAND Territory via Maysroox, New York

Date

Cause

Embargo Restrictions

Placed Weather conditions All carload freight (except livestock, perishable freight, news-
and accumulation. print paper, petroleum products, coal, coke, Railroad supplies,

1-21-20

Modified
1-27-20

Modified
1-28-20

Revised
2— 2-20

Revised
2-— 3-20

Revised
2— 5-20

Placed
2-11-20

Modified
2-20-20

Modified
2-21-20

3- 1-20

38-— 1-20

Modified
3-26-20

Modified
3-29-20

4 —9~20

Government freight and freight covered by General Operating
Commictee and Freight Traffic Committee permits.)

To permit acceptance of charcoal.
To permit acceptance of fuel oil in tank cars.
All carload freight (except Railroad fuel).

All carload freight (except livestock, perishable freight, news-
print paper, petroleum products, fuel oil in tank cars, coke,
charcoal, Railroad supplies and Railroad fuel, Government
freight and freight covered by Freight Traffic Committee and
General Operating Committee permits).

All carload freight (except livestock, perishable freight, news-
print paper, Railroad supplies and Railroad fuel, Government
freight and freight covered by General Operating Committee
and Freight Traffic Committee permits.

Weather conditions All less carload freight (except perishable freight, foodstuffs,
and accumulation. newsprint paper and Railroad supplies.

Labor trouble

To permit acceptance of bituminous coal.
To permit acceptance of feed for animal consumption.

All less carload freight (except perishable freight, foodstuffs,
newsprint paper and Railroad supplies).

All carload freight (except livestock, perishable freight, news-
print paper, Railroad supplies and Railroad fuel, Government
freight and freight covered by General Operating Committee
and Freight Traffic Committee permits).

To permit acceptance of foodstuffs for human and animal
consumption, printing paper, printing ink, ink drums, medi-
cines, drugs, surgical ins ruments and dressings, agricultural
implements, nursery stock, field and garden seeds, fertilizer,
fertilizer material, spraying material and household goods.

To permit acceptance of foodstuffs for human consumption,
tank cars loaded or empty, charcoal, coke, printing paper,
ink drums, copper, spelter, scrap, brass, lead, zinc, medicines,
drugs, surgical instruments and dressings, agricultural imple-
ments, nursery stock, field and garden seeds, fertilizer, fer-
tilizer materials, spraying materials, canning machinery, tin
plate for manufacture of tin cans, household goods and anthrac-
cite coal.

All carload and less carload freight (except foodstuffs for human
consumption and Railroad supplies).

3
Embargo
Number

39
Superseded
by 57

Date

5-27-20

57
Superseded
by 64 6 -9-20
64
Superseded

by 79 6-25-20

79
Superseded

by 96 7- 9-20

96 Modified

7-14-20.
96
Superseded
by 145 7-20-20
145
Superseded
by 190 8-24-20

190 Cancelled

9-15-20
253 Placed

10— 6-20
253 Cancelled

10-11-20

Cause

Accumulation

Embargo Restrictions

All carload and less carload freight (except coal, coke, charcoal,
freight in tank cars, foodstuffs for human consumption and
Railroad supplies).

All carload and less carload freight (except foodstuffs for human
consumption, Railroad supplies including fuel, and fuel for
public utilities).

All carload and less carload freight (except perishable and
livestock, Government freight, foodstuffs for human and
animal consumption, medicines, drugs, surgical instruments
and dressings, agricultural implements, nursery stock, field
and garden seeds, fertilizer, fertilizer materials, spraying ma-
terials, bituminous coal, coke, charcoal, freight in tank cars,
household goods, ink drums and Railroad supplies).

All carload and less carload freight (except perishable and
livestock, Government freight, Railroad supplies, foodstuffs
for human and animal consumption, bituminous coal, cordwood,
tank cars loaded or empty medicines, drugs, surgical instru-
ments, tanners extract, printer’s ink, ink drums, carbon or
lamp black, carbide, binder twine, hemp and sissa!, canning
machinery, baskets, barrels, food containers of all kinds, agri-
cultural implements, nursery stock field and garden seed,
fertilizer, fertilizer materials, spraying materials, copper,
spelter, zinc, lead, pig iron, billets, moulding sand, cotton,
wool, leather, household goods, cement, asphalt, clay products,
plaster and plaster board).

To permit acceptance of less carload lots of 10,000 pounds or
more for one station on the New York, New Haven & Hartford
Railroad—Central New England Railroad, or for delivery to
one connecting line beyond.

All carload and less carload freight (except perishable and
livestock, Government freight, Railroad supplies including
fuel, foodstuffs for human consumption, freight in tank cars
and fuel consigned public utilities).

All carload and less carload freight (except perishable and
livestock, Government freight, Railroad supplies, foodstuffs
for human and animal consumption, anthracite and bituminous
coal, coke, charcoal, freight in tank cars, medicine, drugs,
surgical instruments and dressings, printer’s ink, ink drums,
carbon or lamp black and carbide, binder twine, hemp and
sissal, tanning machinery, food containers of all kinds, copper
spelter, zinc, lead, pig iron, billets, moulding sand, household
goods, cement, asphalt, clay and clay products, plaster and
plaster boards, leather, less carload freight).

All less carload freight (except Government freight and Rail-
road supplies).
Summary SHowine EmBarcors Piacep sy THE New York, New Haven & Hartrorp RAILROAD
AND CENTRAL New ENGLAND RarLroaD, Durine THE YEAR 1920, Restrictinc
TraFFric TO New ENGLAND TERRITORY viA HaruemM RIVER
Embargo
Number Date Cause Embargo Restrictions

17-20 Placed Weather conditions All carload freight (except livestock, perishable freight, news-
1-21-20 and accumulation. print paper, wood pulp, pulp wood, Railroad supplies, bitumin-
ous coal, coke and petroleum products.

17-20 Modified To permit acceptance of foodstuffs for human and animal
1-26-20 consumption originating at points east of Pittsburgh, Pa.,
Erie, Pa., and Buffalo, N. Y.

31-20 Placed Weather conditions All less carload freight (except perishable freight, foodstuffs,
2-11-20 and accumulation. newsprint paper and Railroad supplies.

17-20 All carload freight (except livestock, perishable freight, news-
Superseded print paper, Railroad supplies, including fuel, Government
by 34-20 2-12-20 freight and freight covered by Freight Traffic Committee and
General Operating Committee permits.
Modified
34-20 2-20-20 To permit acceptance of bituminous coal.
Modified
34-20 2-21-20 To permit acceptance of feed for animal consumption.
31-20 All less carload freight (except perishable freight, foodstuffs,
Superseded newsprint paper and Railroad supplies).
by 18 3- 1-20
34-20 All carload freight (except livestock, perishable freight, news-
Superseded print paper, Railroad supplies, including fuel, Government
by 17 3- 1-20 freight, freight covered by Freight Traffic Committee and

General Operating Committee permits, bituminous coal and
feed for animal consumption).

18 Modified To permit acceptance of foodstuffs for human and animal
3-26-20 consumption, printing paper, printing ink, ink drums, medi-
cines, drugs, surgical instruments and dressings, agricultural
implements, nursery stock, field and garden seeds, fertilizer.
fertilizer material, spraying material and household goods.

Modified To permit acceptance of foodstuffs for human and animal

17 3-29-20 consumption, printing paper, printing ink, medicines, drugs
surgical instruments and dressings, agricultural implements,

nursery stock, field and garden seeds, fertilizer and fertilizer

materials.
17 Modified To permit acceptance of anthracite coal.
3-31-20
17 & 18 Labor trouble All carload and less carload freight.
Superseded
by 37 4— 9-20
37 All carload and less carload freight (except coal, coke, charcoal,
Superseded freight in tank cars, foodstuffs for human consumption and
by 56 5-27-20 Railroad supplies) .
56 All carload and less carload freight (except foodstuffs for human
Superseded consumption, Railroad supplies including fuel; also fuel for
by 63 6- 9-20 public utilities).

5
Embarge

Number Date Cause
63
Superseded
by 79 6-25-20
79
Superseded
by 96 7— 9-20
96 Modified
7-14-26
96
Superseded
by 145 7-20-20
145
Superseded
by 190 8-24-20
190 Cancelled
9-15-20
253 Placed Accumulation
10-6-20

253 Cancelled
10-11-20

Embargo Restrictions

All carload and less carload freight (except perishable and
livestock, Government freight, foodstuffs for human and
animal consumption, medicines, drugs, surgical instruments
and dressings, agricultural implements, nursery stock, field
and garden seeds, fertilizer, fertilizer materials, spraying ma-
terials, bituminous coal, coke, charcoal, freight in tank cars,
household goods, ink drums and Railroad supplies).

All carload and less carload freight (except perishable and
livestock, Government freight, Railroad supplies, foodstuffs
for human and animal consumption, bituminous coal, cord-
wood, tank cars loaded or empty, medicines, drugs, surgical
instruments, tanners, extract, printer’s ink, ink drums, carbon
or lamp black, carbide, binder twine, hemp and sissal, canning
machinery, baskets, barrels, food containers of all kinds, agri-
cultural implements, nursery stock field and garden seed,
fertilizer, fertilizer materials, spraying materials, copper, spelter,
zine, lead, pig iron, billets, moulding sand, cotton, wool, leather,
household goods, cement, asphalt, clay products plaster and
plaster board).

To permit acceptance of less carload freight in lots of 10,000
pounds or more for one station on the New York, New Haven
& Hartford Railroad and Central New England Railroad, or
for delivery to one connecting line beyond.

All carioad and less carload freight (except perishable and
livestock, Government freight, Railroad supplies including
fue’, foodstuffs for human consumption, freight in tank cars
and fue! consigned public utilities).

All carload and less carload freight (except perishable and live
stock, Government freight, Railroad supplies, foodstuffs for
human and animal consumption, anthracite and bituminous
coal, coke, charcoal, freight in tank cars, medicine, drugs,
surgical instruments and dressings, printer’s ink, ink drums,
carbon or lamp black and carbide, binder twine, hemp and
sissal, tanning machinery, food containers of all kinds, copper,
spelter, zinc, lead, pig iron, billets, moulding sand, household
goods, cement, asphalt, clay and clay products, plaster and
plaster boards, leather, less carload freight).

All less carload freight (except Government freight and Rail-
road supplies).
SumMaRY SHOWING EmBarcors PLacep py THE New York, New Haven & Harrrorp RartRoaD

Embargo
Number

39

39

39
Superseded
by 58

58
Superseded
by 76

76
Superseded
by 96

96

96
Superseded
by 145

AND CrentraL New Enauanp RaitroapD, Durine THE YEAR 1920, ResTRIcTING

TraFric TO New ENGLAND TERRITORY VIA ALBANY AND Wust ALBANY, N. Y.

Date

Placed
4— 9-20

Modified
4-26-20

5-27-20

6-25-20

7 —9-20

Modified
7-14-20

7-20-20

Cause
Labor trouble

Embargo Restrictions

All carload and less carload freight (except foodstuffs for human
consumption and Railroad «upplies).

To permit acceptance of livestock and perishable foodstuffs
for human and animal consumption, printing ink and empty
ink drums, medicines, drugs, surgical instruments and dress-
ings, agricultural implements, nursery stock, field and garden
seeds, fertilizer, fertilizer materials, spraying materials, coal,
coke, charcoal. tank cars loaded or empty, household goods,
Railroad supplies.

All carload and less carload freight (except livestock and
perishable foodstuffs for human and animal consumption,
printing ink and empty ink drums, medicines, drugs, surgical
instruments and dressings, agricultural implements, nursery
stock, field and garden seeds, fertilizer, fertilizer materials
spraying materials, coal, coke, charcoal, tank cars loaded or
empty, household goods, Railroad supplies).

All carload and less carload freight (except perishable and
livestock, Government freight, foodstuffs for human and animal
consumption, medicines, drugs, surgical instruments and dress-
ings, agricultural implements, nursery stock, field and garden
seeds, fertilizer, fertilizer materials, spraying materials, bitu-
minous coal, coke, charcoal, freight in tank cars, household
goods, ink drums and Railroad supplies).

All ecarload and less carload freight (except perishable and
livestock, Government freight, Railroad supplies, foodstuffs
for human and animal consumption, bituminous coal, cord-
wood, tank cars, loaded or empty, medicines, drugs, surgical
instruments, tanners extract, printer’s ink, ink drums, carbon
or lamp black, carbide, binder twine, hemp and sissal, canning
machinery, baskets, barrels, food containers of all kinds, agri-
cultural implements, nursery stock, field and garden seeds,
fertilizer, fertilizer materials, spraying materials, copper, spelter,
zine, lead, pig iron, billets, moulding sand, cotton, wool, leather,
household goods, cement, asphalt, clay products. plaster and
plaster board).

To permit acceptance of less carload freight in lots of 10,000
pounds or more for one station on the New York, New Haven
& Hart’ord Railroad, Central New England Railroad, or for
delivery to one connecting line beyond.

Restrictions covering freight via Albany and West Albany,
N. Y., were not included in Embargo No. 145; therefore these
restrictions cancelled as of July 20, 1920.
Cars Hetp ror New York, New Haven & Hartrorp—Centrat New ENGLAND RaILRoap
Year 1920

Date Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dee.

1 77 59 205
2 84 51 193
3 104 49 203
4 110 39 197
5 110 29 194
6 136 31 93
it 141 33 82
8 164 42 41
9 162 48 24
10 162 56 24
11 145 61 18
12 127 33 16
13 117 50 8
14 100 75 5
15 67 80 5
16 97 71 1
17 25 113 90

18 72 116 98

19 94 97 96

20 103 105 46

21 86 96 4

22 73 77 1

23 69 69

24 84 67

25 107 95

26 108 102 154

27 131 70 164

28 74 54 168

29 73 55 171

30 63 193

31 96

—_—

 

Total. 1,263 3,019 1,142 850 1,309
Grand Total.. 7,583
Cars HELD FoR

N. Y., N. H. & H.—C. N. E.R. R.

Mont or January, 1920

 

 

 

Date Pt. Morris Total
Decne Sheena
Disposers ee aad
Direc tases soe
Bes a oa let Rely Stuer
Dyce Maa Sande Rind
Gisue cd aden
Wok ieee rome alaia a
Bi seckieren sess sty
Qi: ecasoie ke annkan
TO erbone erect ass
DA gic series ate
Dike gti ear. die
DS sce rer te Aa
DA eich he tat
so Sed ears deka
VG rcs cncees acca se
Nt nee 25 25
WS scccssscssentonlade a 72 12
VQ eh ees teats hid 94 94.
Dian tro vod a as bike 103 103
Didactic la 86 86
DD A ieee seeseiche late 78 78
2 eee eee 69 69
DA Ack fone Smt 84 84
Dy a coe ter rise auth 107 107
DBS LS. Gn 2 chs 108 108
DT eae ah EVs 131 131
aed eek cba at eae 74 74
DO ake wom yeh 73 73
BO ecg dire sews crece 63 63
Sle shee. cmhanet see 96 96
Total....... 1,263 1,263

 

 

 

 
Cars HELD FOR

N. Y., N. H. & H.—C.N. E.R. R.

Monts or Frsruary, 1920

 

 

 

Date Pt. Morris Total

Lec 77 Te.

2. 84 84

a 104 104

4. 110 110

De 110 110

6. 136 136

Ts 141 141

8. 164 164

9. 162 162
10.. 162 162
Te 145 145
12. 127 127
13:3 117 117
14.. 100 100
D5 oe cleat 67 67
162 hea ce 97 97
Vio s oes 113 113
DS hed casted eadeotet ah a 116 116
GO ih earners a hemes 97 97
QO otis toutes oa 105 105
Dil etek gS a 96 96
OP ran fet nee 77 77
D8 ook oasis pete 69 69
Qa Stic oan 67 67
DD eter th 95 95
DO hem aan ches 102 102
Di soke eats, eekce “4 70 70
DBeo Terdosinmars 54 54
DO in, 632% wend 55 55
Total 3,019 3,019

 

 

 

 

10
Cars HELD FoR

N. Y., N. H. & H.—C. N. E.R. R.

Monts or Marcu, 1920

 

 

 

Date Pt. Morris Total
TAA Sata 59 59
Deh hs ts 51 51
3. 49 49
Bh Sl Pe Fal 39 39
emit sahemeua kes 29 29
Bikes es lebron, 31 31
We Bec os ha ed 33 33
Sida eed eaaes 42 42
Vedi toe Meine: 48 48
1 Obs acogterps daw ezas 56 56
Airc ospiie abel ak oan 61 61
12.. 33 33
VBS oi desureateaoso 50 50
TA ene Zxcpdet 75 75
Dida be es 80 80
WG sors pacar eas h ey 71 71
Dike Sasecants eumsge'e & 90 90
VB k eee oes 98 98
1 Oh acess saan test 96 96
Diy oii cctet dy sate Fad 46 46
Deke Bok. pcan a 4 4
D Drrtod spec dati saci oh 1 1
DO ca ehicprm rate AN hands
DAS 6, Helmets
De, cate cide denny
DOr ee pera ikosgtes
DEA hs ake da pease sees
DB tics Ga dek casas
Disc oks genta abate
BOe ss ey Sed
Le ware Sad msi tay
Total 1,142 1,142

 

 

 

 

11
Cars Hetp ror New York, New Haven & HarrrorpD—CENTRAL NEw ENGLAND’ RaILRoap

Monty or APRIL, 1920

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

° SS al
a | 3S 8) 8 e| §
ie |e 3 | Ele /si;ealeiz
Date S aa 3 3 ie 3 £ a a s 3S FQ 8 Total
ele eee eee oop ele ee
Bt ee et ee ee ee | ee
he a a5) | Sel aa! age ae 1 G1 Fi B | e146 154
Set) oe a BN Bo) a cel -e@): -@) oo | ae 164
akeaiace atest 4) $0) 2) O) aa) G1 ee) oy cet oe) “gh 924 45 168
oe tah 4) 51) 1) 2) 141 6) 34) @| 8] @) of B21 ao 171
61 5F] 21 2) 14) 61 521 81 B 8] 81 B21 jo 193
Total..... 17|244/ 6! 10] 70| 30/179! 10| 40| 39| 45/110] 50 850

 

 

 

 

 

 

12
Cars HELD FoR

New

York, New Haven

Monti or May, 1920

& Harrrorp—Centrat New Encuanp RatLroap

 

 

 

 

 

° a oT ca
a | 3 = 2.) 8 g | &
PS 3 = @ n g is & 5 a z
Date s She e,a/|S/ 8] 4 a = 4/aA/s& Total
ed ae | eel ee ae Ste je Bh ee ea
a) cS ‘ > 3 ° = 1 o Oo ° 3 oO
oh es) = <q oO © ol a A MD © oa Ay
ee 6 52 3 2 14 6 54 3 8 16 9) 22 10 205
ge th ganas 8} 52 3 2) 14 6; 39 3 8} 17 9; 22] 10 193
O kere pepe 11 52 3 2 14 6} 40 4 Set 2d 10 | 22 10 203
4... 6 53 3 2 14 6 39 3 8} 21 10 | 22 10 197
5... 8 | 53 3 2 14 6} 38 3 8 17 10 | 22 10 194
6.. 60 2 2 2 2 2 1 22 93
Sete eee 72 2 2 2 1 2 1 82
Braids Sac 33 2 2 2 il 1 41
Oe 19 1 2 f 1 24
Lic eeeaes 22 1 1 24
We aeerey 18 18
VD ese 16 16
Toren tales 8 8
14......, 5 5
eee 5 5
NO se 1 1
Thier
LS sees
LO ts
22 oes ses es
BL eae
DO tes eues
DO cide pet
de ite
20 eka ye
20 eee ninse
BU ik aaa
28 rcctatenk
29...
De 2eicat Ba
hire ieee acs
Total. .... 39 | 521 22 10 | 76 | 30 | 219 22 | 46) 94] 48 | 132] 50 1,309

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

13
W. H. Williams Exhibit No. 141

ERIE RAILROAD COMPANY

NEW YORK, SUSQUEHANNA AND WESTERN RAILROAD CO. THE NEW JERSEY AND NEW YORK RAILROAD CO.
CHICAGO AND ERIE RAILROAD CO.
HUDSON TERMINAL BUILDING
50 CHURCH STREET TELEPHONE 8480 CORTLANDT
NEW YORK

OFFICK OF THE PRESIDENT

January 22, 1921.

Mr. W. H. Williams,
Chairman of Committee of Presidents,
New England Rate Case,
120 Broadway, New York City.

Dear Sir:

Pursuant to your request of January 6th, please find herewith analysis of embargoes placed
by the Erie and N. Y. N. H. & H. Railroads affecting traffic through Maybrook Gateway during
the years 1916 to 1920, inclusive.

Also statements showing cars held for the New Haven during the same period.
Yours truly,

F. D. UNDERWOOD,

President.
 
SUMMARY SHOWING ToTaL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
POINTS IN NEW ENGLAND RouTED VIA ERIE B. R. AND N. Y.N.H.& H.R. R.

YEARS 1916 To 1920, INCLUSIVE.

Account Account
Years Erie R. R. Embargoes N. Y. N. H. & H. Embargoes
1916 43 Days 223 Days
1917 101 “ 3855“
1918 27. 235“
1919 “ 1384 “
1920 234 “
Total 171 “ 1181“ =1352
Less overlapping embargoes 171
Grand Total Days restricted during Five Year Period 1181

SUMMARY SHOWING ToTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
PoINTS IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY THE ERIE R. R. AND N. Y.
N. H. & H. DurRING Year 1916.

TRAFFIC RESTRICTED.

Account Erie Hmbarpoes..2 52 43 Days
Account N. Y., N. H. & H. PNA BOGS 8 oa ot mS 223)
266 “
Less account overlapping embargoes__________________________ 43 “
Total Days Restricted_......... eee 223

STATEMENT SHOWING EMBARGOES PLACED BY N. Y., N. H. & H. R. R. DurRING THE YEAR 1916
RESTRICTING TRAFFIC INTO NEW ENGLAND.

EMBARGOES PLACED BY N. Y., N. H. & H. R. R. 1916.

Dates placed,
ce R.R. Extended,
mbargo Modified
No. or Cancelled. Resa oe ee ;
1485 Dec. 22nd, Embargo all carload freight from connecting lines except live stock and
1915. perishable, routing via C. N. E. or N. Y., N. H. & H. at Maybrook. Cars

billed up to and including December 23rd will be accepted.

1485 Dec. 24th, All freight carloads and less than carloads except live stock, perishable
Supp. 1 1915. and their fuel coal.

1485 Dec. 30th, Modified to allow shipments C. N. E. or N. Y., N. H. & H. fuel coal to go
Supp. 2 1915. forward.

1485 Jan. 5th, Modified to allow shipments salt for points on or via C. N. E. or N. Y., N.
Supp. 3 1916. H. & H. to go forward.

1485 Jan. 22nd, All carload and less carload freight destined on or via N. Y., N. H. & H.
Supp. 5 1916. and C. N. E. Roads except live stock, perishable foodstuffs for human con-
sumption, feed for live stock, anthracite coal, coke and petroleum products
in tank cars, charcoal and material and supplies including coal consigned

to officers of the N. Y., N. H. & H. or C. N. E. Roads.

1485 Jan. 27th, Modified to allow bituminous coal for C. N. E. and N. Y., N. H. & H. points
Supp. 6 1916. to go forward.
Erie R. R.
Embargo
No.

1485
Supp. 6A

1566

1566
Supp. 1

1566
Supp. 3

1566
Supp. 4

1566
Supp. 5

1566
Supp. 6

1566
Supp. 7

1566
Supp. 8

Dates placed,

Extended,
Modified

or Cancelled.

Feb. 12th,
1916.

Feb. 18th,
1916.

Feb. 29th,
1916.

Mar. 23rd,
1916.

Mar. 25th,
1916.

Mar. 28th,
1916.

Mar. 31st,
1916.

Apr. 5th,
1916.

Apr. 7th,
1916.

Resume of Embargo

Modified as follows: All carload and less than carload freight destined to
points on N. Y., N. H. & H. and C. N. E. Roads except via Beacon, N. Y.,,
will be accepted. Embargo upon all rail shipments from west of the Hud-
son River other than live stock, perishable, foodstuffs for human consump-
tion, feed for live stock, coal, coke, charcoal, newsprint paper and petroleum
products in tank cars destined to points beyond N. Y., N. H. & H. and
C. N. E. Roads remain in effect.

This Company cannot accept any traffic routed via Maybrook and C.N. E.
or N. Y., N. H. & H. Roads except live stock, perishable, and commodities
consigned to officers of the two roads mentioned. Shipments billed up to
and including February 19th not covered by 1485 supp. 6 will be accepted.

Extend to cover coal and other Company material for C. N. E. and N. Y,,
N. H. & H. Roads.

Modify to allow anthracite coal for points on C. N. E. to come forward.
Embargo still in effect on anthracite coal for New Haven points.

Modified on account of approach of the planting season to permit accep-
tance seeds, fertilizers, fertilizing materials and agricultural implements
destined to local points in New England.

Embargo 1566 modified to permit acceptance of newsprint paper for do-
mestic use.

Modify to allow shipments of nursery stock to go forward to points in
New England for local delivery.

Restrictions on traffic via Maybrook Gateway are revised as follows: Until
further notice this Company cannot accept any freight for points on or via
C.N.E. or N. Y., N. H. & H. routed via Maybrook except live stock, perish-
able, seeds, fertilizers, fertilizing materials, agricultural implements for
domestic use, newsprint paper for domestic use, nursery stock, anthracit2
coal for stations on the C. N. E., Boston, Framingham, Worcester, Spring-
field, Westfield, Holyoke, Northampton, Pittsfield, Lowell, Fitchburg and
for use of hospitals, asylums, schools and public utilities at other New
Haven R. R. Stations.

Restrictions on traffic carload and less via Maybrook and C. N. E. or N. Y,,
N. H. & H. are revised as follows:
1. Following is embargoed:
(a) All freight consigned “Order Notify.”
NoTE: This does not apply to “Sight Draft” or “Sight Draft to
Order” consignments so shipped and billed.
(b) All other freight except as hereinafter authorized.
2. Following will be accepted:

(a) Freight destined (Subject to 1(a): Boston, Framingham, Wor-
ter, Springfield, Westfield, Holyoke, Pittsfield, Lowell, Fitchburg,
Northampton, Mass., and all other points that are junction points
of the N. Y., N. H. & H. or C. N. E. with any other road. This
applies to shipments moving on through rates and does not apply
when shipments are for reconsignment, reforwarding and reship-
ment from said points to other destinations.

Following commodities destined all points: Bleaching powder,
caustic soda, whiting, lamp black, soda ash. Coal for Company
use, for hospitals, asylums, schools and, public utilities. Coke,
Charcoal. Copper, spelter, zinc, pig lead, crucibles (carloads).
Feed for animals and poultry. Fertilizer, fertilizer materials, in-
cluding agricultural lime, tobacco stems, stable manure, and hard-
wood ashes. Freight for use of U.S. Government. Freight from

(b)

4
Erie R. R.
Embargo
No.

1566
Supp. 9

1665

Dates placed,
Extended,
Modified

or Cancelled.

Apr. 8th,
1916.

Apr. 12th,
1916.

Resume of Embargo

connecting rail lines for local delivery on these Companies rails
at junction points with said lines. Freight for stations on C. N.
E. west of Canaan, Conn., and Hopewell, N. Y. Freight to or
from points on N. Y., O. & W. Rwy. Foodstuffs for human con-
sumption. Salt. Milk bottles. Petroleum and petroleum prod-
ucts in tank cars. Perishables and live stock. Printing paper
except for export (carloads). Seed (field and garden), nursery
stock. Agricultural implements for domestic use. Railroad sup-
plies consigned to N. Y., N. H. & H. or C. N. EK. 1 Tree spray
material. Iron and Steel articles as follows: Angles and rivets,
band, bars, billets, bloom, ingots, hoops, plate, rods, sheet, slab,
structural, wire.

3. For the purpose of this embargo the following lines will be treated as
if a part of the N. Y., N. H. & H., South Manchester R. R., Grafton
& Upton R. R., Wood River Branch R. R., Fore River R. R., Narra-
gansett_ Pier Division, Buttonwoods Branch (Rhode Island Co.),
Union Freight R. R.

Extend restrictions to embargo all freight for: English & O’Brien, Provi-
dence, R. I., Victoria Mills, Providence, R. I., Victoria Mills, Thornton,
R. I. Effective April 11th for River Spinning Co., Valley Falls, R. I.
Effective April 11th, following additional commodities will be accepted for
all points: Nitre cake, machinery, boilers and machinery parts, unfinished
blank wallpaper, used household goods, glass window and plate, hoops,
staves and headings, vitrified pipe, terra cotta and tiling, flue lining, nails,
tin plate, pipe and pipe fittings. Anthracite coal to the extent daily of
one-third of the amount forwarded in April, 1915, averaged per day.
Change “Petroleum and Petroleum Products in tank cars” to “All com-
modities in tank cars.”

Effective midnight April 14, 1916, cancel embargo 1566 and all supple-
ments on traffic via Maybrook and C. N. E. and N. Y., N. H. & H. Roads
and substitute the following:

Item 1. Embargo all carload and less than carload freight going to these
companies via any junction point with connecting lines, whether on
through bill of lading, reconsigned or reshipped, whether offered by rail
switching service or teamed when destined to Naugatuck, Waterbury,
Waterville, Torrington, Bristol, New Britain or Hartford, except as
follows: Perishable and live stock, foodstuffs for human consumption,
copper, spelter, zinc, pig lead and crucibles (carloads), coke and charcoal,
coal for hospitals, asylums, schools and public utilities, printing paper,
commodities moving in tank cars, pit, scrap iron and scrap brass, house-
hold goods, freight for use of U. S. Government.

Item 2. Embargo all bituminous and anthracite coal, lumber and cement
going to these companies via any junction point with connecting rail lines,
whether on through billing, reconsigned or reshipped, except as follows:
Bituminous coal, anthracite coal, lumber and cement will be accepted to
the extent daily of one-third the average daily receipts from each connect-
ing lines during April, 1915, provided that this (Item 2) will not apply on
traffic, whether on through billing, reconsigned or reshipped ‘when des-
tined to Naugatuck, Waterbury, Waterville, Torrington, Bristol, New
Britain or Hartford. ;

Item 3. Embargo all freight when consigned to “Order Notify” or so other-
wise consigned as to establish the fact that the freight is intended for
delivery subject to draft through a bank or other collection agency, pro-
vided that this (Item 3) will not apply in the case of “Sight or Demand
Draft to Order” shipments if billing bears notation that the shipment is
under “Sight or Demand Draft” and in accord with similar endorsement
on bill of lading issued at the point of shipment.

5
Erie R. R.
Embargo
No.

1665
Supp. 1

1665
Supp. 2

Dates placed,
Extended,
Modified
or Cancelled.

Apr. 19th,
1916.

Apr. 26th,
1916.

Resume of Embargo

Item 4. Embargo all carload and less carload freight originating at sta-
tions on the N. Y., N. H. & H. or C. N. E. Roads or connecting rail lines or
steamship lines as follows: All freight for reconsignment, reforwarding
or reshipment for Naugatuck, Waterbury, Waterville, Torrington, Bristol,
New Britain or Hartford.

Effective midnight April 19th applicable upon all freight tendered for
shipment at points of origin after that date.

Item 1. Embargo all bituminous and anthracite coal, lumber and cement
coming to these companies via any junction point with connecting rail
lines, whether on through billing, reconsigned or reshipped except as fol-
lows: Bituminous coal, anthracite coal, lumber and cement will be ac-
cepted to the extent daily of one-third of the average daily receipts from
each connecting lines during April, 1915, provided that this (Item 1) will
not apply on traffic, whether on through billing, reconsigned or reshipped
when destined to Waterbury, Torrington or Hartford.

Item 2. Embargo is placed on all carload and less than carload freight
coming to these companies via any junction point with connecting rail
lines, also from lighter or when coming from coastwise or ocean steamship
lines through or via Piers 31, 37, 38, 39, 40, 41, 42 or 70, East River or
Harlem River or Brooklyn Terminals, whether on through billing, recon.
signed or reshipped, whether offered by rail switching service or teamed
when destined to Waterbury, Torrington or Hartford, except as follows:
Perishable and live stock, foodstuffs for human consumption, copper, spel-
ter, zinc, pig lead and crucibles (carloads), coke and charcoal, coal for
hospitals, asylums, schools and public utilities, printing paper (carloads),
commodities moving in tank cars, pig iron, scrap iron, scrap brass and
German silver scrap, household goods, freight for use of the U. 8. Gov-
ernment.

Item 3. All freight when consigned to “Order Notify” or so otherwise
consigned as to establish the fact that the freight is intended for delivery
subject to draft through a bank or other collection agency, provided that
this (Item 8) will not apply in the case of “Sight or Demand Draft to
Order” shipments if billing bears notation that the shipment is under
“Sight or Demand Draft,” and in accord with/ similar endorsements on
bill of lading issued at the point of shipment.

Item 4. All carload and less carload freight originating at stations on the
N. Y., N. H. & H. or C. N. E. Roads or connecting rail lines or steamship
lines as follows: All freight for reconsignment, reforwarding or reship-
ment for Waterbury, Torrington or Hartford.

Effective midnight April 27th, applicable upon all freight tendered for
shipment at points of origin after that date.

Item 1. Embargo is placed on all bituminous and anthracite coal, lumber
and cement coming to these companies via any junction point, except as
follows: Lumber and cement for all stations except Waterbury, Hartford
and Torrington to the extent daily of one-third of the average daily re-
ceipts from each connecting line during the corresponding period of 1915.
Bituminous and anthracite coal when consigned to and for the use of hos-
pitals, asylums and schools will be accepted. :

Item 2. All carload and less carload freight coming to these companies via
any junction point with connecting rail lines, also from lighter or when
coming from coastwise or ocean steamship lines through or via Piers Nos.
31, 37, 38, 39, 40, 41, 42 or 70, East River or Harlem River or Brooklyn
Terminals, whether on through billing, reconsigned or reshipped, whether
offered by rail switching service or teamed when destined to Waterbury,
Hartford and Torrington, Conn., except as follows: Perishable and live
stock, foodstuffs for human consumption, copper, spelter, zinc, pig lea

and crucibles (carloads), coal for hospitals, asylums and schools, printing

6
Erie R. R.
Embargo
No.

1665
Supp. 3

Dates placed,

Extended,
Modified
or Cancelled.

May 4th,
1916.

Resume of Embargo

paper, commodities moving in tank cars, scrap brass and German silver
scrap (carloads), household goods, freight for use of the U. S. Government.
Item 3. All less than carload freight other than perishable and live stock,
foodstuffs for human consumption, printing paper, household goods and
freight for U. S. Government, coming to these companies via any junction
point with connecting rail lines or when coming from coastwise or ocean
steamship lines through or via Piers Nos. 31, 37, 38, 39, 40, 41, 42 or 70,
East River or Harlem River, whether on through billing, reconsigned or
reshipped, whether offered by rail switching service or teamed, except that
L. C. L. freight will be accepted for movement via the New England
Steamship Company, or when for delivery at Harlem River, N. Y., or
Piers Nos. 31, 37, 38, 39, 40, 41, 42 or 70, East River, N. Y., or when
destined to Pittsfield, Westfield, Holyoke, Springfield, Northampton, Wor-
cester, Fitchburg, Lowell, Framingham, Boston, Mass., and Willimantic,
Conn.

Item 4. Upon all freight when consigned to “Order Notify” or so other-
wise consigned as to establish the fact that the freight is intended for
delivery subject to draft through a bank or other collection agency, pro-
vided that this (Item 4) will not apply in the case of “Sight or Demand
Draft to Order” shipments if billing bears notation that the shipment is
under “Sight or Demand Draft” and in accord with similar endorsements
on bill of lading issued at the point of shipment.

Item 5. All freight for reconsignment, reforwarding or reshipment to
Waterbury, Hartford or Torrington.

Item 1. Embargo bituminous and anthracite coal, lumber and cement com-
ing to these companies via any junction point with connecting rail lines,
also by water craft via Belle Dock, New Haven, Conn., whether on through
billing, reconsigned, or reshipped except as follows: Lumber and cement
for all stations except Waterbury, Hartford, Torrington and Bridgeport,
Conn., will be accepted to the extent daily of one-third of the average daily
receipts from each connecting rail line during May, 1915. Bituminous and
anthracite coal when consigned to or for the use of hospitals, asylums and
schools or for use of the N. Y., N. H. & H. or C. N. E. Rwy. will be accepted.
Item 2. All carload and less than carload freight coming to these com-
panies via any junction point with connecting rail lines, also from lighter
or when coming from coastwise or ocean steamship lines through or via
Piers Nos. 31, 37, 38, 39, 40, 41, 42 or 70, East River or Harlem River or
Brooklyn Terminals, whether on through billing, reconsigned or teamed
when destined to Bridgeport, Waterbury, Hartford and Torrington, Conn.,
except as follows: Perishable and live stock, foodstuffs for human con-
sumption, copper, spelter, zinc, pig lead and crucibles (carloads), coal for
hospitals, asylums and schools, printing paper, commodities moving in
tank cars, scrap brass and nen silver scrap (carload), household goods,
freight for the U. 8. Government.

tem 3. Embargo all less than carload freight other than perishable and
live stock, foodstuffs for human consumption, printing paper, household
goods, freight for the U. S. Government and freight for use of the N. Y.,
N. H. & H. or C. N. E. Rwys. coming to these companies via any junction
point with connecting rail lines or when coming from coastwise or ocean
steamship lines through or via Piers Nos. 31, 37, 38, 39, 40, 4l, 42 or 70,
East River or Harlem River, whether on through billing, reconsigned or re-
shipped, whether offered by rail switching service or teamed, except L.C.L.
freight will be accepted fori movement via the New England Steamship
Company or when for delivery at Harlem River, N. Y., or at Piers Nos. 31,
37, 38, 39, 40, 41, 42 or 70, East River, N. Y., or when destined to Pitts-
field, Westfield, Holyoke, Springfield, Northampton, Worcester, Fitchburg,
Lowell, Framingham, Boston, Mass., and Willimantic, Conn.

7
Erie R. R.
Embargo
No.

1665
Supp. 4

1665
Supp. 5

1665
Supp. 6

1665
Supp. 7

1665
Supp. 9

1665
Supp.

1665
Supp.

10

12

1806

1806
Supp. 1

1836

Dates placed,

Extended,
Modified

or Cancelled.

May 12th,
1916.

May 18th,
1916.

May 22nd,
1916.

May 24th,
1916.

June 9th,
1916.

June 12th,
1916.

June 22nd,
1916.

July 11th,
1916.

July 12th,
1916.

July 22nd,
1916.

\

Resume of Embargo

Item 4. Embargo is placed on all freight when consigned to “Order Notify”
or so otherwise consigned as to establish the fact that the freight is in-
tended for delivery subject to draft through a bank or other collection
agency, provided that this (Item 4) will not apply in the case of “Sight or
Demand Draft to Order” shipments if billing bears notation that the ship-
ment is under “Sight or Demand Draft” and in accord with similar en-
dorsements on bill of lading issued at the point of shipment.

Item 5. Embargo is placed upon all carload and less carload freight origi-
nating at stations on the N. Y., N. H. & H. or C. N. E. Rwys. or connecting
rail lines or steamship lines as follows: All freight for reconsignment, re-
ea pee or reshipping to Bridgeport, Waterbury, Hartford or Torring-
ton, Conn.

Correct Item 5 of May 4 to read as follows:
Item 5. Embargo is placed on all carload and less carload freight. Then
follows names and stations for 53 consignees.

Please correct paragraph 3, Item 1, restrictions of May 4th, to read as
follows: Bituminous and anthracite coal when consigned to or for the
use of hospitals, asylums, schools, the N. Y., N. H. & H. or C. N. E. or for
delivery at stations on the C. N. E. Rwy. will be accepted. This supple-
ment also includes carload freight for sixty-seven different consignees at
various points on the N. Y., N. H. & H. or C. N. E. Roads.

This supplement covers carload freight for seventy-one different con-
signees at various points on the N. Y., N. H. & H. or C. N. E. Roads.

Effective midnight 24th, C. N. E. and N. Y., N. H. & H. will accept their
fuel coal without restriction and bituminous coal for all other consignees to
the extent daily of one-third the average receipts during May, 1915. Em-
bargo is placed on all carload freight for Piers 31, 87, 38, 39, 40, 41, 42
and 70, East River, New York.

Please refer to Circular May 29th and make the following changes:
Item 1. No change.

Item 2. Cancel.

Item 3. No change.

Then follows a list of 37 individuals for whom carload freight will not be
accepted.

Revises list of individuals.

Superceding all previous shipments, C. N. E. and N. Y., N. H. & H. will
accept bituminous commercial coal to the extent of fifty per cent. of the
average daily receipts during June, 1915, which arrangement will permit
acceptance of four cars daily from P. S. & N. at Hornell and four daily
from B. R. & P. at Johnsonburg. No embargo on bituminous coal con-
signed to officers of the C. N. E. or N. Y., N. H. & H. for their fuel supply.
No embargo on anthracite coal except as specified for individuals. Then
follows a list of 33 individuals.

Cancelled this date and N. H. restrictions under 319 substituted.

New Haven embargo 327 covers various commodities for 31 different con-
signees at various destinations.

Effective 12:01 A. M. July 27th and continuing until August 2nd, embargo
all carload and less carload freight from connecting lines at Harlem sa
or Maybrook, except perishable, live stock, freight for U. S. Government,

8
Dates placed,

ErieR.R. Extended,
Embargo Modified
No. or Cancelled.

1836 Aug. 3rd,

Supp. 1 1916.
1836 Aug. 9th,
Supp. 2 1916.
1836 Aug. 25th,
Supp. 8 1916.
1836 Aug. 31st,
Supp. 4 1916.
1836 Sept. 9th,
Supp. 5 1916.
1836 Oct. 11th,
Supp. 6 1916.
1836 Nov. 2nd,
Supp. 7 1916.
1836 Nov. 8th,
Supp. 8 1916.

1836 Nov. 19th,
Supp. 10 1916.

18386 Dec. 12th,
Supp. 11 1916.

Resume of Embargo

newsprint paper, New Haven R. R. supplies and freight for points in com-
mon with B. & A., B. & M., C. V. and N. Y. C.

Embargo all carload freight from connecting lines at Harlem River and
Maybrook, except perishable, live stock, freight for U. S. Government,
printing paper, grain, flour, coal, New Haven R. R. supplies.

Effective August 10th, modify to allow all freight to go forward, except
carload freight for eighteen consignees at eighteen destinations.

Allows all freight to go forward except carload freight for twenty-five
consignees at various destinations.

Effective 7 A. M. September 2nd account anticipated strike embargo all
freight of all kinds from all points.

Effective September 7th revised to allow all freight to go forward, except
carload freight for twenty-six consignees at various points.

Effective October 11th amend to cover traffic for fifty-six consignees at
various points.

Amend to cover traffic for eleven consignees at various points.

All carload and less carload freight for all points except perishable, live
stock, freight for U. 8. Government, New Haven R. R. supplies, news and
bookprint paper, coal and fuel oil.

All carload and less carload freight except freight for delivery at local sta-
tions on C. N. E., in New York State, perishable, live stock, freight for
U. S. Government, New Haven Railroad supplies, news and bookprint
paper, coal, coke, charcoal, fuel oil, foodstuffs for human and animal con-

sumption.

Effective December 10th all carload and less carload freight except perish-

able, live stock, foodstuffs for human and animal consumption, news and
bookprint paper, U. 8. Government freight, New Haven R. R. supplies,
coal, coke, charcoal, traffic in tank cars, lumber, brick, sand, cement, copper,
spelter, iron and steel, and all less carload freight except cotton. This item
also includes traffic for various consignees at 20 different stations.

STATEMENT SHOWING EMBARGOES PLACED BY ERIE R. R. DURING THE YEAR 1916 RESTRICTING

1665 May 29th,
Supp. 8 1916.

1806 June 27th,
1916.

TRAFFIC INTO NEW ENGLAND.

Effective midnight May 28th, 1916.

Item 1. Embargo is placed by Erie Railroad due to it being impossible to
administer the one-half of last year’s clause of existing New Haven Road
restrictions, on all bituminous coal routing via the Central New England
or New York, New Haven & Hartford Roads, except shipments consigned
to officers of those companies for their fuel supply. Anthracite coal, other
than their fuel supply, will be accepted to the extent of ten cars daily.

Effective midnight tonight 27th, embargo is hereby placed on all freight
traffic except live stock and perishable freight routing via C. N. E. or N. Y.,
N. H. & H. Roads. This supersedes all restrictions via that gateway and
is made necessary account backing up of freight traffic for that troute due
to heavy troop movement.

Cancelled July 11th and New Haven restriction 319 substituted.

9
Dates placed,
Erie R.R. Extended,
Embargo Modified
No. or Cancelled. Resume of Embargo

SUMMARY SHOWING TOTAL NUMBER OF Days RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC For
PoINTs IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY ERIE R. R. AND N. Y., N. H. &
H. R. R. DURING YEAR 1917.

TRAFFIC RESTRICTED.

Account Erie Embargoes__________-_-___ 5 5 eee 101 Days
Account N. Y., N. H. & H. Embargoes_______________________-_ 355“
PURO GUL se Saeed teers lata a lads ete ad eee enamel 456 “
Less account overlapping embargoes__________________________ 101 “
‘(Eotal. Days. Restricted... ea ee 355“

STATEMENT SHOWING EMBARGOES PLACED BY N. Y., N. H. & H. R. R. DURING THE YEAR 1917
RESTRICTING TRAFFIC INTO NEW ENGLAND.

1 Jan. 3rd, Effective 12:01 A. M. December 31st embargo all carload freight except
1917. perishable, live stock, foodstuffs for human and animal] consumption,

Superced- starch, news and bookprint paper, fertilizer, agricultural insecticides, ia
ing 1836 sect repellants, vermin exterminators and fungicides; New Haven R. R.
and all supplies, coal, coke, charcoal, traffic in tank cars, brick, clay products, sand,
supple- cement, copper, spelter, zinc, lead, iron and steel, tin plate, tin cans, lum-
ments. ber, cooperage stock and tan bark. All freight for Poughkeepsie, Pitts-

field, Westfield, Northampton, Holyoke, Springfield, Worcester, Framing-
ham, Millford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich,
Willimantic and all other common points. Freight moving via the M. &
M. T. Company, household goods, freight for stations on C. N. E. R. R. in
New York State and U. S. Government materials.

Embargo all less carload freight except perishable, live stock, New Haven
R. R. supplies, U. 8. Government freight.

Embargo cotton and cotton linters except when loaded in direct cars for
one destination and a minimum of 65 bales per car.

This restriction also covers traffic for eleven individual consignees at
various points.

1 Jan. 15th, Modify to allow all eastbound freight via Maybrook to go forward except
Supp. 1 1917. cotton.

1 Jan. 26th, All carload and less carload via Maybrook except perishable, live stock,
Supp. 2 1917. foodstuffs for human consumption, food except hay foy live stock, news

and bookprint paper, agricultural insecticides, insect repellants, vermin
exterminators, fungicides, material and supplies for the N. Y., N. H. & H.
and C. N. E. Roads, coal, traffic moving in tank cars, household goods, cop-
per, spelter, zinc, lead, all freight for Poughkeepsie, Pittsfield, Westfield,
Northampton, Holyoke, Springfield, Armory, Worcester, Framingham, Mil-
ford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich, Willimantic,
and all other common points. Freight moving via the M. & M. T. Co.
Freight for stations on the C. N. E. Ry. in New York State. Freight con-
signed to or for use of U. S. Government, field and garden seeds, fertilizer,
nursery stock, all freight for points on or via B. & M. or C. V. Railway,
cotton and cotton linters when loaded in minimum of 65 bales per car.

1 Feb. 7th, Carload and less carload except perishable, live stock, foodstuffs for human
Supp. 3 1917. consumption, feed except hay for livestock, news and bookprint paper, and
other commodities mentioned in original embargo quoted above.

10
Erie R. R.
Embargo
No.

1
Supp. 5

Supp. 6

Supp. 12

Supp. 13

Supp. 14

Supp. 15

Supp. 17

Dates placed,

Extended,
Modified
or Cancelled.

Mar. 5th,
1917.

Mar. 10th,
1917.

May 17th,
1917.

May 23rd,
1917.

May 28th,
1917.

May 29th,
1917.

June 4th,
1917.

Resume of Embargo

Cancel supplement 4 and substitute New Haven restrictions as follows:
Embargo carload and less carload freight except the following will be taken
for points on New Haven, C. N. E., B. & A. and C. Vt. only, but not for
points on B; & M., perishable, live stock, foodstuffs for human and animal
consumption, news and bookprint paper, starch, agricultural implements,
insect repellants, vermin exterminators and fungicides, farming! utensils,
materials for N. H. R. R., coal, coke, charcoal, traffic in tank cars, house-
hold goods, brick, clay products, sand, cement, copper, spelter, zinc, lead,
crucibles, iron and steel, tin plate, tin cans, lumber, boxes, shooks, Jaths,
lath blocks, cooperage stock, tan bark, all freight for. Poughkeepsie and
other common points. Freight for stations on C. N. E. in New York State,
U. S. Government freight, seeds, fertilizer, nursery stock, wool.

NoTE: Perishable, live stock, foodstuffs for human and animal consump-
tion, tin plate, tin cans, seeds, fertilizer, nursery stock, U. S. Government
freight will be accepted when for points on or via the B. & M. Embargo
cotton except when loaded to a minimum of 65 bales per car.

Modify to allow less carload freight to go forward.

All less carload freight except U. S. Government or American Red Cross
as follows:

(a) Except when loaded in quantities of 15,000 lbs. or over for one des-
tination other than Maybrook or other transfer points or when des-
tined to one destination or transfer on or via connecting lines.

(b) Destined to or intended for transfer at Woonsocket or Norwich.
Embargo carload freight except perishable, live stock, foodstuffs for human
and animal consumption, news and bookprint paper, seeds, fertilizer, nur-
sery stock, tree spray, agricultural machinery, lumber, lime, crucibles, ma-
terials for N. H. and B. & M. Railroads, coal, coke, charcoal, tank car traf-
fic, cement, copper, brick, spelter, zinc, lead, pig iron, structural steel, iron
and steel bars, bars and steel plate when loaded to 60,000 pounds minimum
or over, tin cans, and glass containers for food products, wool, household
goods and freight for common points.

Explains what is intended by common points.

All carload freight except perishable live stock, foodstuffs for human and
animal consumption, news and bookprint paper, seeds, nursery stock, tree
spray, farming machinery, lumber, crucibles, wool, household goods, New
Haven and B. & M. supplies, coal, coke, charcoal, tank car traffic, freight
for common points, freight for U. S. Government or American Red Cross.
Embargo the following articles except when loaded to marked carrying or
practical loading capacity of car. Brick, cement and twenty-three other
articles.

Embargo less carload freight except when loaded to a 15,000 pound mini-
mum or over.

Allows less carload for Maybrook or Westchester Transfer to go forward,
also freight for U. S. Government or American Red Cross.

By New Haven Railroad. All less carload freight except U. 8. Govern-
ment, American Red Cross, perishable, live stock, foodstuffs for human and
animal consumption, news and bookprint paper, seeds, nursery stock, tree
spray, agricultural machinery, crucibles, wool, household goods, supplies
for New Haven and B. & M. Roads.

11
Erie R. R.

Embargo

No.
1

Supp.

Supp.

Supp.
Supp.
Supp.

Supp.

Supp.

Supp.

Supp.

Supp.
Supp.

Supp,

19

20

21

26

27

29

32

35

38

40

Dates placed,
Extended,
Modified

or Cancelled.

June 12th,
1917.

June 18th,
1917.

June 29th,
1917.

Aug. 1st,
1917.

Aug. 21st,
1917.

Aug. 24th,
1917.

Aug. 27th,
1917.

Aug. 28th,
1917.

Sept. 6th,
1917.

Sept. 17th,
1917.

Oct. 1st,
1917.

Nov. Ist,
1917,

Resume of Embargo

Cancels restrictions placed by Erie Railroad and embargoes carload and
less carload freight by the New Haven, except U. S. Government, American
Red Cross, perishable, live stock, news and book print paper, seeds, nursery
stock, tree spray, foodstuffs for human and anima] consumption and other
commodities mentioned in supplement 12.

New Haven R. R. carload freight, except U. 8. Government, American Red
Cross, perishable, live stock, foodstuffs for human consumption only, news
and bookprint paper, glass containers, copper, spelter, zinc, crucibles,
seeds, nursery stock, fertilizer, spraying material, farm machinery,
baskets, barrels and other fruit containers, coal, coke, charcoal, traffic in
tank cars, New Haven & B. & M. supplies, and freight for common points.
Embargo less carload freight except in quantities of 20,000 pounds or more
will be accepted. Carload shipments split in less than carload lots will not
be accepted. All less carload freight embargoed for transfer at New Haven
or Plainfield, Bridgeport, Framingham or Providence.

Modified to permit acceptance of less carload freight in quantities of 20,-
000 pounds or more or loaded to cubical capacity of car.

New Haven R. R. All less carload freight except perishable, U. 8. Gov-
ernment and its Allies.

Modify supplement 25 to allow coal to go forward.

Cancels restrictions placed by Erie R. R. and substitutes N. H. 433. All
carload freight except U. S. Government, its Allies, American Red Cross,
and as enumerated below: The following will be accepted when loaded to
marked or practical loading capacity and destined to points on New Haven
Railroad. Perishable, live stock, foodstuffs for human and animal con-
sumption, news and bookprint paper, copper, spelter, lead, zinc, crucibles,
billets, insecticides, etc., fertilizer, baskets, barrels, fruit containers, coal,
coke, hemp, sisal, tin cans, glass containers, materials for B. & M. and New
Haven R. R., freight for stations on the C. N. E. in New York State,
cement, traffic in tank cars, leather, wool, shipments authorized by J. O
Halliday.

Embargo less carload freight except when loaded to a minimum of 20,000
pounds or over, carload shipments split into less carload lots will not be
accepted.

Embargo scrap iron and scrap steel unless authorized by JJ. O. Halliday.

Modify to permit acceptance of freight when loaded to marked or practical
loading capacity of cars and when consigned to stations on the New Haven
or C. N. E. Roads, iron, steel, tin plate, machinery, charcoal, brick, sand,
clay, agricultural implements, seed, cotton.

Modify to allow less carload freight to go forward when loaded to a mini-
mum of 20,000 pounds or more for one destination or transfer.

It a revision of New Haven R. R. restrictions on carload business with
numerous exceptions, less carloads in lots of 20,000 pounds or more, scrap
iron.

New Haven R. R. Complete revision on carload, less carload and scrap
iron via Maybrook with numerous exceptions.

Extended by New Haven to prohibit acceptance of carload shipments
cement, brick, clay, sand, iron, steel, and machinery.

New Haven R. R. All less carload freight except U. S. Government, its
Allies, or American Red Cross.

12
Dates placed,
ErieR.R. Extended,
Embargo Modified
No. or Cancelled.

1 Nov. 8th,
Supp. 42 1917.

1 Nov. 19th,
Supp. 48 1917.

STATEMENT SHOWING E

1 Feb. 19th,
Supp. 4 1917.
1 Apr. 11th,

Supp. 6 1917.

1 Apr. 19th,
Supp. 7 1917.

1 Apr. 26th,
Supp. 8 1917.

1 May 2nd,
Supp. 9 1917.

1 May 9th,

Supp. 10 1917.

1 June 1st,
Supp. 16 1917.

Resume of Embargo

Item 1. Carload shipments of potatoes for Harlem River, all less carload
freight unless loaded in straight cars for stations ori C. N. E. and New
Haven other thar} Maybrook and Westchester. All carload freight via
Maybrook except live stock, perishable, coal, coke, foodstuffs for human
and animal consumption, C. N. E. and New Haven supplies and such
other commodities as may be authorized by A. E. Ruffer. Shipments for
U. S. Government and its Allies are exempt from the above restriction.

Complete Revision.

Item 1. Embargo cotton and cotton linters unless loaded to a minimum
of 65 bales.

Item 2. Potatoes for Harlem River.

Item 3. Covers carload freight for 17 individuals at various points.
Item 4, All carload freight not covered by the above restrictions except
live stock, perishable, coal, coke, foodstuffs, for human and animal con-
sumption, C. N. E. and New Haven supplies and such other commodities
as may be authorized by A. E. Ruffer.

MBARGOES PLACED BY ERIE R. R. DURING THE YEAR 1917 RESTRICTING
TRAFFIC INTO NEW ENGLAND.

Restrictions February 7th originating with Central New England and

New York, New Haven and Hartford on eastbound freight via Maybrook

and New York Piers extended by Erie R. R. effective midnight February

20th to cover all freight except perishable and C. N. E. and N. Y. N. H.

“ Fog eens account failure of those lines to accept. Cancelled
arc :

Extended by Erie R. R. effective midnight April 12th to cover all carload
freight except live stock, perishable, New Haven R. R. supplies, U. S.
Government materials, and materials for manufacture of arms and am-
munitions.

Extended by Erie R. R. to include all carload freight except live stock,
perishable, materials for New Haven R. R. freight for U. S. Government,
and materials for manufacture of arms and ammunitions and extended
by New Haven R. R. to prohibit acceptance of all less carload freight.

Modified to allow carload shipments of fertilizer to go forward.
Modified to allow anthracite coal to go forward.

Cancels restrictions placed by the Erie R. R. and substitutes New Haven
embargo on all carload and! less carload freight except perishable, live
stock, foodstuffs for human and animal consumption, news and bookprint
paper, insecticides, repellants, exterminators, fungicides, seeds, fertilizer,
nursery stock, agricultural machinery, New Haven R. R. supplies, coal,
tank car traffic, household goods, copper, spelter, zinc, lead, crucibles,
tin plate, tin cans, U. S. Government freight, shipments for American Red
Cross.

Embargo by Erie R. R. on all carload freight except coal, originating on
B. R. & P. consigned to Springdale Finishing Company, Canton, Mass.,
perishable freight, live stock, U. S. Government materials, seeds, nursery
stock, fertilizer, agricultural implements and spraying materials.

13
Erie R. R.

Embargo

No.
1

Supp.

1

Supp.

Supp.
Supp.

Supp.

Supp.

Supp.

Supp.

Supp.

Supp.

Supp.

Supp.

Supp.

18

22

23

24

25

27

28

29

33

39

41

Dates placed,

Extended,
Modified
or Cancelled.

June 9th,
1917.

July 3rd,
1917.

July 10th,
1917.

July 14th,
1917.

July 20th,
1917.

Aug. 21st,
1917.

Aug. 22nd,
1917.

Aug. 24th,
1917.

Sept. 8th,
1917.

Sept. 138th,
1917.

Oct. 1st,
1917.

Nov. 7th,
1917.

Nov. 8th,
1917,

Resume of Embargo
By Erie R. R. Modified 16 to allow coal to go forward.

Account accumulation embargo is placed effective midnight July 4th on
all carload freight for points on or via C. N. E. or N. Y. N. H. & H. Lines
routed via Maybrook except coal originating on B. R. & P. consigned to
Springdale Finishing Co., Canton, Mass., perishable freight, live stock,
U. 8. Government material, seeds, nursery stock, fertilizer, agricultural
implements and spraying materials.

Modifying restrictions placed July 5th by Erie R. R. on traffic for and via
C.N. E. and N. Y. N. H. & H. to allow coal to go forward.

Cancel restrictions placed by Erie R. R. July 3rd on carload traffic for and
via C.N. E. and N. Y. N. H. & H. via Maybrook.

Account accumulation embargo is placed effective midnight July 20th on all
carload freight for points on or via the C. N. E. or New Haven Lines
routed via Maybrook except coal from the B. R. & P. consigned to Spring-
dale Finishing Co., Canton, Mass., perishable freight, spraying materials
and U. 8. Government shipments.

Please modify restrictions of July 19th on carload traffic for points on or
via the C. N. E. or New Haven via Maybrook to allow coal to go forward.

Pestietious on freight for eastbound movement via Maybrook revised as
ollows:

Item 1. Embargo is continued by the Erie R. R. on all carload freight
a perishable, spraying materials, U. S. Government shipments and
coal.

Item 2. Embargo is continued by the C. N. E.—N. Y. N. H. & H. on all
less carload freight except perishable and freight for U. S. Government
and its allies.

Cancel restrictions of July 19th placed by Erie R. R. on carload freight for
points on or via the C. N. E. or N. Y.N. H. & H.R. R.

Account accumulation embargo is placed by the Erie R. R. effective mid-
night Sept. 9th on all carload freight for points on or via the C. N. E. or
New Haven Lines routed via Maybrook except coal from the B. R. & P.
consigned to the Springdale Finishing Co., Canton, Mass., perishable
freight and U. S. Government shipments.

Cancel supplement 33 placed by the Erie R. R. on carload traffic moving
eastbound via Maybrook gateway.

All restrictions originating with the C. N. E—N. Y. N. H. & H. via May-
brook and New York Piers on eastbound freight, account failure of C. N.
E. and N. Y. N. H. & H. to accept, are extended by Erie R. R. effective
midnight Oct. 2nd to cover all carload freight, except live stock, perishable,
materials for C. N. E. or N. Y. N. H. & H., freight for U. 8. Government
and materials for manufacture of arms and ammunitions.

Please modify Erie restrictions on carload freight for the C. N. E.—N. Y.
N. H. & H. via Maybrook to permit forwarding of coal, coke, foodstuffs
for human and animal consumption and New Haven Company supplies.

Cancel Supplement 41 and substitute New Haven embargo.

14
SUMMARY SHOWING TOTAL NUMBER OF Days RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
PoINTS IN NEW ENGLAND ACCOUNT EMBARGOES PLACED BY THE ERIE R. R. AND N. Y.,

N. H. & H. DURING YEAR 1918.

TRAFFIC RESTRICTED.

Account Erie embargoes_________---__________ oe 27 Days
Account N. Y., N. H. & H. embargoes____..-_-_-. 2 2 eee 285 =“
Total sesccssecc S222 S88 e2n oS OOR SSeS Seen Tee 262 “
Less account overlapping embargoes._________________________ Qa
Total days restricted_________----- ~____ 2 e 235“

STATEMENT SHOWING EMBARGOES PLACED BY N. Y., N. H. & H. R. R. DURING THE YEAR 1918

Erie R. R.

Embargo

No.
757

Supersed-

ing No.

1 and all

supple-

ments.
757
Supp.
757
Supp.
157
Supp.

757
Supp.

757
Supp.

757
Supp.
757
Supp.
757
Supp.

10

11

12

13

15

RESTRICTING TRAFFIC INTO NEW ENGLAND.

Dates placed,
Extended,
Modified

or Cancelled. Resume of Embargo

Jan. 2nd, New Haven, R. R. embargoes all eastbound carload freight except per-

1918. ishable, live stock, foodstuffs for human and animal consumption, coal,
fuel oil, freight consigned to U. S. Government, its Allies or American
Red Cross.

Jan. 24th, New Haven. All freight except their Company material. This supersedes

1918. Erie R. R. restrictions.

Mar. 13th, New Haven. All freight for points on or via those lines vie Maybrook

1918. except commodities listed in Circular CS 1.

Mar. 20th, Extended to prohibit acceptance of anthracite coal.

1918.

Mar. 25th, Complete revision. New Haven 521. All freight except foodstuffs for

1918. human consumption, live stock, perishable, U. 8. Government freight, its
Allies, American Red Cross, or railroad supplies.

Mar. 26th, New Haven 522. All freight except live stock, perishable, U. S. Govern-

1918. ment, railroad materials other than coal or coke, seeds, nursery stock, fer-
tilizer, fertilizer materials, agricultural implements, farm machinery,
printing paper, ink, hemp, sisal, drugs, surgical instruments, bituminous
coal, coke and charcoal.

Mar. 28th, Permits acceptance wheat, corn, oats, rye, barley, rice, cereal products,

1918. salt, canned goods, sugar, syrup, molasses, peanuts, vegetable oils.

Mar. 29th, Is a combination of supplements 11 and 12.

1918.

Mar. 29th, New Haven R. R. Carload freight except: Live stock, perishable, bitumin-

1918. ous coal (anthracite not accepted) coke, charcoal, acids, alcohol, ammonia,

light oil, petroleum and its products in tank cars, empty tank cars, food
for human consumption, feed for animals and poultry not including hay
or straw, U. S. Government freight, Imperial Munition Board, shipments
of steel, lumber, ties and piling for U. S. Shipping Board, Emergency
Fleet Corporation, railroad materials and supplies except coal and coke,
printing paper, ink, scrap and waste paper consigned to Paper Mills.

15
Erie R. R.

Embargo

No.
757

Supp.

757.

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

757

Supp.

16

17

19

24

25

26.

27

29

34

35

36

37

40

41

49

52

58

67

17

82

Dates placed,
Extended,
Modified

or Cancelled.

Apr. 4th,
1918.

Apr. 6th,
1918.

Apr. 11th,
1918.

Apr. 25th,
1918.

May 2nd,
1918.

May 7th,
1918.

May ‘7th,
1918.

May 10th,
1918.

May 15th,
1918.

May 17th,
1918.

May 21st,
1918.

May 21st,
1918.

May 24th,
1918.

May 29th,
1918.

June 11th,
1918.

June 29th,
1918.

July 9th,
1918.

Aug. 8th,
1918.

Sept. 11th,
1918.

Sept. 30th,
1918.

Resume of Embargo

Permits acceptance of anthracite coal when authorized by J. O. Halliday.

New Haven. Carload freight except commodities listed in paragraphs A,
B, C, D, E, and F, of Circular CS-1 A.

All carload freight except as listed in Circular CS 1-A.
Anthracite coal eastbound via Maybrook.
Cancels supplement 24.

Complete revision. Cotton linters unless loaded to a minimum of 65 bales
per car. All carload freight eastbound via Maybrook except commodities
listed in Circular CS 1-A.

Permits iron and steel via Harlem Terminal.

Modified to allow iron and steel to go forward via Maybrook, also cement,
clay, clay products, sand, spelter, asphalt, roofing material and paper.

All less carload freight for Providence, except U. 8. Government, Ameri-
can Red Cross Material.

All less carload freight for Boston.

Cancels less carload for Providence.

Cancels less carload for Boston.

Cancels all general restrictions on traffic moving eastbound via Maybrook.

All less carload freight except U. S. Government, its Allies, American Red
Cross, Y. M. C. A. consigned to Army Cantonments.

Cancels supplement 41.

New Haven 597. All less carload freight except U. S. Government, Ameri-
can Red Cross and shipments loaded in straight cars for one destination.

Cancelled supplement 52.

All less carload freight except shipments loaded in straight cars for one
destination, freight for U. S. Government, its Allies, American Red Cross,
Y. M. C. A. wool, ammonia cylinders and canning machinery.

Cancels supplement 67.
All less carload freight for Boston except U. S. Government, its Allies,
American Red Cross, Y. M. C. A. and ammonia cylinders.

Modified Oct. 5th to permit acceptance of perishable and food for human
consumption.

16
Erie R. R.
Embargo
No.
757
Supp. 84
757
Supp. 87
757
Supp. 90

Dates placed,

Extended,

Modified
or Cancelled. Resume of Embargo
Oct. 7th, New Haven 655. All less carload freight except when loaded in direct
1918. cars to one destination or U. S. Government, its Allies, American Red

Cross, Y. M. C. A., ammonia cylinders or canning machinery.

ee 15th, Cancels less carloads for Boston.

oe Cancels restrictions on less carloads moving eastbound via Maybrook.

STATEMENT SHOWING EMBARGOES PLACED BY ERIE R. R. DURING YEAR 1918 RESTRICTING TRAFFIC

157
Supp. 1

757
Supp. 3

757
Supp. 4

757
Supp. 5

757
Supp. 6

157
Supp. 7

INTO NEw ENGLAND

Jan. 15th, Account accumulation embargo is placed by Erie R. R. effective midnight

1918. Jan. 16th on all freight for points on or via C. N. E. or N. Y. N. H. & H.
via Maybrook except dressed and cured meats, including those in glass
cans or food, fresh fruits, fresh vegetables, fresh and frozen fish and
game, poultry, live or dressed, butter, butterine, oleomargarine, cheese,
eggs, lard, milk, liquid or condenser, freight consigned direct to the Army,
Navy or Shipping Board, freight consigned to the Medical Supply Dept.
or American Red Cross.

Jan. 24th, C.N. E. and N. Y. N. H. & H. embaro all freight moved eastbound via
1918. Maybrook, except their Company material. This supersedes Erie restric-
tions carried under supplement 1 above.

Feb. 6th, Modifies to allow anthracite coal to go forward.

1918.
Feb. 7th, Account failure of C. N. E. and N. Y. N. H. & H. Railroads to accept, em-
1918. bargo is placed effective at once by Erie R. R. on all freight routed via

Maybrook and C. N. E. or N. Y. N. H. & H. R. R., except anthracite coal,
perishable, C. N. E. or N. Y. N. H. & H. supplies, including their coal, and
freight for Army, Navy or Shipping Board, or American Red Cross.

Feb. 16th, Please modify to allow bituminous coal to go forward for points on the

1918. C. N. E. or N. Y. N. H. & H. via Maybrook.
Feb. 25th, Cancel restrictions placed bv Erie R. R. January 15th under embargo 157
1918. supplement 1 on traffic for C. N. E. or N. Y. N. H. & H. R. R. via May-

brook but do not overlook Erie R. R. restrictions on carload traffic from
connections and stations west of Port Jervis for points east of Port Jervis
which includes carload traffic for via Maybrook with several exceptions.

SUMMARY SHOWING ToTAL NUMBER OF Days RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
PoINTs IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY THE ERIE R. R. AND N. Y.,

N. H. & H. R. R. DuRING YEAR 1919.

TRAFFIC RESTRICTED.

Account Erie embargoes________---------------------------- 0 Days
Account N. Y., N. H. & H. embargoes_______-_-_-------------- 134 “
PTO teal | sees sks Ses kOe ae eat ele gn a eg ei 134 “
Less account overlapping embargoes_________----------------- Qs
Total Days: Restricted. 2.) 2 ee a 134 “
STATEMENT SHOWING EMBARGOES PLACED BY N. Y., N. H. & H. R. R. DuRING YEAR 1919 ReEstrict-
ING TRAFFIC IN NEw ENGLAND.
Dates placed,
Erie R.R. Extended,
Embargo Modified

No. or Cancelled. Resume of Embargo
14 Aug. 7th, Regional Director No. 6. All freight, consigned to points on or via the
Supp. 19 1919. New Haven or Central New England.
14 Aug. 12th, Modifies Regional Director’s No. 6 to permit acceptance of milk, non-
Supp. 20 1919. perishable foodstuffs for human consumption, feed for live stock, New
Haven R. R. supplies and such other freight as may be authorized by J. 0.
Halliday.
14 Aug. 18th, Adds a few commodities to the exceptions in supplement 20.
Supp. 21 1919.
14 Aug. 20th, Cancels Regional Director’s No. 6.

Supp. 22 1919.

STATEMENT SHOWING EMBARGOES PLACED BY ERIE R. R. DURING YEAR 1919 RESTRICTING TRAFFIC
INTO NEw ENGLAND.

None issued.

SUMMARY SHOWING TOTAL NUMBER OF DAYS RESTRICTIONS WERE IN EFFECT AGAINST TRAFFIC FOR
POINTS IN NEw ENGLAND ACCOUNT EMBARGOES PLACED BY THE ERIE R. R. AND N. Y.,
N. H. & H. R. R. DuRING YEAR 1920.

TRAFFIC RESTRICTED.

Account Erie embargoes________-------_-~---_----.-2-- Le 0 Days
Account N. Y., N. H. & H. embargoes___.-- =e 234 “

UE EEE nasa he a tn a ra 234 “
Less account overlapping embargoes______-. 2... Lett --, OOO
Total Days Restricted________-____-__________ ue 234 “

STATEMENT SHOWING EMBARGOES PLACED BY N. Y., N. H. & H. R. R. DuRING YEAR 1920 RESTRICT-
ING TRAFFIC INTO NEW ENGLAND.

14 Jan. 23rd, ‘All carload eastbound via Maybrook except live stock, perishable, news-
Supp. 94 1920. print paper, petroleum products, coal, coke, railroad supplies, government
freight and freight covered by FTC or GOC permits.

14 Jan. 26th, Permits charcoal.
Supp. 96 1920.

14 Feb. 2nd, Extends to cover all eastbound carload freight except railroad fuel.
Supp. 97 1920.

14 Feb. 3rd, Revised to cover all carload freight except as permitted Jan. 28rd.
Supp. 98 1920.

14 Feb. 11th, Extended to cover all less carloads.

Supp. 103 1920.
18
Erie R. R.
Embargo

No.

14
Supp.

14
Supp.

14
Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

14

Supp.

105

107

110

111

112

113

115

116

122

137

144

151

156

Dates placed,
Extended,
Modified
or Cancelled.

Feb. 20th,
1920.

Feb. 21st,
1920.

Mar. Ist,
1920.

Mar Ist,
1920.

Mar. 29th,
1920.

Mar. 29th,
1920.

Apr. Ist,
1920.

Apr. 5th,
1920.

Apr. 138th,
1920.

May 26th,
1920.

June 8th,
1920.

June 28rd,
1920.

June 26th,
1920.

Resume of Embargo

Permits coal.
Permits feed for animal consumption.

Revised to cover all carload freight except live stock, perishable freight,
newsprint paper, bituminous coal, food for animal consumption, railroad
supplies, government freight, and freight covered by FTC or GOC per-
mits.

Revised to cover all less carload except perishable freight, foodstuffs, news-
print paper and railroad supplies.

Permits less carloads, foodstuffs for human and animal consumption,
printing paper, printing ink, empty ink drums, medicines, drugs, surgical
instruments, surgical dressings, agricultural implements, nursery stock,
soe fertilizer, fertilizer material, spraying material and household
goods.

Modifies carload to permit acceptance foodstuffs for human and animal
consumption, freight loaded in tank cars, anthracite coal, charcoal, coke,
printing paper, printing ink, empty ink drums, drugs, copper, spelter,
scrap brass, lead, zinc, medicines, surgical dressings, surgical instruments,
aricultural implements, canning machinery, tin plate and household goods.

Revised less carload embargo to cover all less carload freight except per-
ishable, foodstuffs for human and animal consumption, newsprint paper,
railroad supplies, printing paper, printing ink, empty ink drums, medi-
cines, drugs, surgical instruments, agricultural implements, nursery stock,
seeds, fertilizer, fertilizer materials, spraying materials and household

goods.

All carload freight except livestock, perishable, coal, charcoal, coke, food-
stuffs for human and animal consumption, railroad supplies, U. S. Govern-
ment freight, freight covered by FTC or GOC permits. Freight loaded
in tank cars, newsprint paper, printing paper, printing ink, empty ink
drums, copper, spelter, scrap brass, lead, zinc, medicines, drugs, surgical
instruments, surgical dressings, agricultural implements, nursery stock,
seeds, fertilizer, fertilizer materials, canning machinery, tin plate and

household goods.

All except feed for animal consumption, coal, coke, charcoal and freight
in tank cars.

All except coal, coke, charcoal, freight in tank cars, foodstuffs for human
consumption and railroad supplies.

All except foodstuffs for human consumption, railroad supplies and fuel
for Public Utilities.

Extended to include foodstuffs for human consumption and fuel for Public
Utilities.

All except perishable freight, live stock, government freight, foodstuffs
for human and animal consumption, medicines, drugs, surgical instru-
ments and dressings, agricultural implements, nursery stock, seeds, fer-
tilizer and fertilizer materials, spraying materials, bituminous coal, coke,
charcoal, freight in tank cars, household goods, ink drums and railroad

supplies.

19
Dates placed,
ErieR.R. Extended,
Embargo Modified
No. or Cancelled.

14 July 9th,
Supp. 175 1920.

14 July 14th,
Supp. 177 1920.
14 July 21st,

Supp. 178 1920.

14 Aug. 24th,
Supp. 180 1920.

14 Oct. 6th,
Supp. 187 1920.
14 Jan. 7th,

Supp. 191 1920.

Resume of Embargo

All except perishable, live stock, government freight, railroad supplies,
foodstuffs for human and animal consumption, bituminous coal, coke, char-
coal, cord wood, tank cars, medicines, drugs, surgical instruments and
dressings, soap and soap powder, sulphur tanners’ extract, printers’ ink,
ink drums, carbon or lamp black, carbide, binder twine, hemp and sisal,
canning machinery, baskets, barrels, agricultural implements, nursery
stock, seeds, fertilizer, fertilizer materials, copper, spelter, zinc, lead, pig
iron, billets, moulding sand, cotton, wool, leather, household goods, cement,
asphalt, clay products, plaster and plaster board.

Modified to permit acceptance of less carload freight in lots of 10,000
pounds or more for one destination.

Embargo all except perishable, live stock, government freight, railroad
supplies, foodstuffs for human consumption, freight in tank cars, fuel for
public utilities and schools.

Modified to permit acceptance of carload perishable, live stock, govern-
ment freight, railroad supplies, foodstuffs, coal, coke, surgical instruments,
surgical dressings, printers ink, ink drums, lamp black, carbide, binder
twine, hemp, sisal, canning machinery, food containers, copper, spelter,
zine, lead, pig iron, billets, moulding sand, household goods, cement, as-
phalt, clay and clay products, plaster and plaster board and leather. Also
all less carload freight for Bridgeport, Waterbury, New Britain, New
Haven, Hartford, Springfield, Providence, Worcester, Boston, Fall River
and New Bedford when loaded direct to destination and for all other
points when loaded direct to a designated transfer or destination accord-
ing to minimum.

All less carload except government freight and railroad supplies.

Cancelled.

20
CARS HELD FOR N. Y., N. H. & H. R. R.
Year 1916.

14 218
15 165

Total 383

21
CAKS HELD FOR N. Y., N. H. & H. R. R.

 

Year 1917.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov.

1 173 655 691 710 9255 498 284 604
2 132 368 663 608 322 408 61 266 479
3 175 65 565 623 460 364 61 410 181
4 184 46 592 613 578 200 58 539 162
5 158 585 633 674 342 73 558
6 88 586 5381 = 683 391 83 559
7 68 456 457 552 320 259 697
8 50 214 293 606 304 275 745
9 172 207 140 239 526 249 314 821

10 144 855 168 214 390 162 410 642

11 1538 585 74 312 372 247 507 854

12 187 650 307 176 577 822

13 196 786 355 170 520 739

14 348 983 308 140 436 7198

15 350 1185 199 130 438 682

16 417 1236 299 204 362 7719

17 460 1218 198 106 282 652

18 482 1228 221 135 167 673

19 637 127 =©1173 295 130 52 948

20 666 1092 325 22 50 624

21 658 995 395 10 50 603

22 718 1069 458 40 61 711

23 754 808 479 36 112 702

24 822 908 528 89 739

25 790 789 555 135 701

26 693 622 558 168 703

27 656 515 551 11 114 678

28 535 435 577 150 633

929 462 370 632 195 575

30 713 531 180 §=541 238 649

31 , 615 566 482

Total 10866 1261 18014 6250 54138 18765 4795 6297 20268 1426

Grand Total

22

Dec.

88355
CARS HELD FOR N. Y., N. H. & H.R. R.

Jan.
1
2
3
4
5
6
7
8
9
10
11
12
13
14 24
15 165
16
17 23
18 25
19
20
21 45
22
23 16
24 45
25 50
26 502
27 74
28 = sil
29 =118
30
31 156
Tot. 13854

Feb.

256
321
414
300
260

42
327
550
538
420
360
508
426
314
257
142
274
431
464
298
301
302
229

7734

Year 1918.

Apr.

168

168

Grand Total

8744
CoNdan4nrwnrse

OW NNN NN NNN ND DD FB KF KS SB eB Be Se Se Bp BE
BPowuoemoNntaa»erweNnrFHt CGwoewAMONRNATRWNDH OS

Jan.

Feb.

Mar.

CARS HELD FOR N. Y., N. H. & H.R. R.
Year 1919.

Apr. May June July Aug. Sept.

Oct.

Nov.

Federal Period, no per diem
received or paid N. Y., N. H.
& H. and no reclaims made.

Dec.
CARS HELD FOR N. Y., N. H. & H. R. R.

 

Year 1920.
Jan. Feb. Mar. Apr. May June July Aug. Sept. Oct. Nov. Dec.
1 744 517 756 256
2 910 326 593 299
3 820 199 611 170
4 897 99 520 73
5 851 91 574
6 871 220 365 37
7 906 91 324.
8 949 322 302 96
9 970 225 103
10 956 325 119 +120
11 897 200 275
12 966 © 54 185 388
13 1231 124 354
14 295 991 69 440
15 375 1020 167 208
16 86314 802 195
17 = 408 767 309
18 435 762 16
19 A472 692 139
20 355 657
21 =. 382 712
22 380 698 279
28 = 446 604 367 *
24 425 705 404 105
25 490 825 588 76
26 = =529 751 438 259
27-625 571 455 261
28 = 623 559 465
29 697 660 591
30 = 728 531 211
31-721
Tot’l 8690 23744 2465 4118 4849 611 2836 762 195

Grand Total 48270

25
Month of January, 1920.

Cars held for N. Y. N. H. & H. R. R.

Te0L

puog yeery
Supls 1 X
SUIULIOD
OTA PIO'T

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JMO, *& “WW
“PL STEMOH
sesoy
wo0zeg
soseg

SIAIOf WOg

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26
   

Month of February, 1920

Cars held for N. Y. N. H. & H. R. R.

[eIOL

JMOL NX
PE Pod
puelmoy

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STA, uoseued

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euueyenbsng
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yisodaq
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uozveg
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st

02| 38] 55

50| 55

35| 55] 102] 38

47

55

10 | 506] 75| 64

27

73| 53) 49
Month of March, 1920.

Cars held for the N. Y. N. H. & H. R. R.

 

[e9OL,

 

uorawed)

 

oreyng

326

199
99

91
220

91
322
124

167
309

 

 

 

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13] 49} 67) 517

13] 49

8] 18] 42

 

 

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8
8

 

 

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28

28

28
28
28

28
28

 

 

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60
60
60
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210| 38] 62] 24

104| 38] 62| 24

129

193|
124
167

307|

 

 

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2

 

 

 

 

 

 

 

 

 

15
17

 

 

 

28

 
Month of April, 1920.

Cars held for the N. Y. N. H. & H.R. R.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

TEIOL SE 1S S99 185 hB |S |S [os
NU] |a<H RCD |i i ft fd Jad
Bylo” sO
“AI “OLY
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“ATCT PEST, “3 $68 [3
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OS a
“AI ‘yooy NIN
‘aig enbng | | ABE SSS s
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pueg year
—
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uoluy)
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xt
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sunueyQ |“
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erry |
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uosippy |°?
a pass
[euoyH |
HI |NIRAlAla AAR ls

 

 

 

 

 

 

 

 

 

 

29

 
Cars held for N. Y. N. H. & H. R. R.
Month of May, 1920

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

n . S > 2
le he Se
EVA )R IA) e Ala
2 |~| Fs 3 3 |é s|/2/d g
Ajc€lalslei/aleiAls] &
1 | 68 560| 78] 33] 18) 4 756
2 | 560 33 593
3 | 520 383 58 611
4 520 520
5 48| 431 17 718 574
6 [OO ce elle el 365
| eso of |) f| 324
8 302 | | | | 302
9 225 | 225
10 70| 169 4| 82 325
11 53| 100 43| 4] 200
12 21| 29 4| 54
a
beac l

 

 

 

 

 

 

 

 

 

30

 
Cars held for
N. Y.N. H. & H.R. R.
Month of June, 1920.

 

 

 

 

 

 

 

 

 

 

 

 

a

2 a

BIS
= e ~_—
2i/8/8] 8
Eyl et et as
4 73 73
8 96 96
9 103 103
10 119 119
12 185 135
14 69| 69
18 16] 16

 

 

Cars held for
N. Y. N. H. & H.R. R.
Month of July, 1920.

Campbell Hall
Susquehanna

2
5
5
A

Total

 

81
Cars held for
N. Y. N. H. & H.R. R.
Month of August, 1920

 

 

 

 

 

@

2 a

EF IS
= eat =
= 2 ee)
Aizrole
1 | 256 256
2 | 235! 64) 299
3 | 106| 64] 170
6 37| 387

 

 

 

 

 

 

Cars held for
N. Y. N. H. & H.R. R.
Month of
September,
1920

Nothing.

82

 
Cars held for
N. Y.N.H. & H.R. R.
Month of October, 1920.

 

 

a

Q an

a

&S FQ
a =
Sizgi¢e| 8
x 3° 3 °
QA Ay oO eH
16 156| 39] 195

 

 

 

 

 

Cars held for
N.Y. N. H. & H.R. R.
Month of
November, 1920.

Nothing.

Cars held for
N. Y.N. H. & H.R. R.
Month of
December, 1920.

Nothing.

33
W. H. Williams Exhibit No.1 4.1

Lehigh Valley Railroad Company
143 Liberty Street
New York

E. E. Loomis
President

January 20th, 1921

Mr. W. H. Williams, Chairman,
Wabash Railway Company,
120 Broadway, New York City.

Dear Sir:

Referring to your communication of the 6th instant, with respect to embargoes
placed by the Boston & Maine against its connections, etc.:

I am attaching hereto, as requested, statements showing cars held for the
New York, New Haven & Hartford Railroad and embargoes placed by the Lehigh
Valley Railroad and the New York, New Haven & Hartford Railroad from 1916

to 1920 inclusive, which I trust will give the information you desire.

Yours very truly,

E. E. LOOMIS,

President.
STATEMENT OF CARS HELD FOR THE N. Y., N. H. & H.
RAILROAD DURING 1916 TO 1920, INCLUSIVE, ON WHICH
RECLAIM WAS PRESENTED.
DATE.

© ON AA OW

Ow nN NN NY NNN ND BF BF FP BS RP HP BP Be RK
Fowewmonroonr Wwnbroevwaonnrtaunartr woNDeFe O&O

Total...

CARS HELD FOR N. Y., N. H. & H. R.R.

529 914-176
450 1085 158
323 911 —s 119
388 888 179

80 902 =. 272
178 = 855 —Ss«d199
141 984 227

41 717) ~—-328

29 920 347
182 1086 =. 257

90 699 344

83 806 380
65 799 642
73 712 «677

81 611 = 262
75 324 =218
71 52 = 499
24 213 = 782

—_——

 

Year 1916

JAN. Fes. Mar. Apr. May JuNeE Jury <Avuc. Sept. Oct. Nov. Dec
608 888 2070 1289 1792 27 ~=1045 664 797

658 902 2048 1186 2100 46 1037 598 855

951 710 1916 1275 1952 83 924 437 698

843 641 1898 1126 1874 9 813 551 556

797 505 =1882 964 1875 70 812 600 448

871 523 1667 791 1197 14 678 400 503

993 457 1760 851 1694 61 928 531 482

802 4387 1700 690 1576 54 483 508 534

702 661 1651 668 1506 7 397 461 702

617 854 1709 754 1496 82 304 567 637

651 1063 1669 787 1241 18 348 667 728 129 1149 ~~ 351
769 1203 1698 713 1188 48 186 711 744 127 = 885-~—Ss 83116
872 1480 1715 756 1060 104 273 646 774

1290 1464 19838 853 =1012 98 403 680 837 101 882 335
1172 «1429 8902174 834 926 18 4652 738 912

1209 1579 2108 731 944 98 412 650 871

1362 1697 2188 732 880 92 439 754 810

1447 1719 2316 809 771 154 413 587 741 116 =6711 = 476
1871 1887 2244 925 657 193 612 452 745 100 «5557S 418
1485 1847 2274 971 586 290 757 526 764

1489 1970 2252 1284 519 342 172 617 879

1502 1894 2506 1832 350 573 890 581 956

1860 1986 2169 1804 354 652 876 542 883

1206 1931 2116 1158 261 762 896 605 652 174 =236 = 3327
1270 1972 2062 1229 279 622 924 637 776 195 204 326
1400 2091 1901 1274 251 764 894 737 723 243 164 = 390
1411 2075 18838 1296 283 675 946 581 676 188 269 327
1865 2172 1857 1455 219 843 905 677 715 261 166 = 414
1096 2177 1684 1629 188 917 859 666 656 286 268 490
968 2072 1652 127 =1089 746 796 665 295 191-587
1021 1679 189 619 750 503. —Cwww. =~ 4888
338498 40164 60686 31313 29297 8875 21048 18912 21719

GRAND TOTAL, 301234

5521 19010 1119
CARS HELD FOR N. Y., N. H. & H. R.R.

Year 1917

DATE JAN. FEB. Mar. Apr. May June Juty AuaG. Sepr. Oct. Nov. DEc.
1 263 403 342 367 298 483 668 748 598 889 477 573
2 287 466 406 319 436 460 765 627 568 428 443 608
3 330 414 461 814 629 522 906 783 493 405 427 628
4 859 378 324 327 568 464 839 721 486 496 367 709
5 509 3871 298 341 432 502 645 772 566 468 855 765
6 922 295 311 309 386 703 715 794 582 467 441 618
7 614 359 864 276 348 561 744 683 562 585 426 645
8 853 863 382 260 346 625 860 875 522 525 301 734
9 711 504 405 266 287 849 657 995 508 520 440 751
10 717 422 508 250 365 522 733 1081 428 541 308 703
11 808 403 371 336 257 717 820 724 396 471 371 672
12 764 3871 338 416 5385 985 824 976 553 463 359 697
18 695 452 382 480 5838 1191 807 997 675 375 457 727
14 778 340 520 469 553 =: 1196 869 847 620 458 414 726
15 613 383 466 491 525 1089 804. 892 688 446 478 847
16 173 382 530 298 658 1231 857 867 601 387 =. 378 762
17 763 430 708 385 802 1010 961 827 600 384 444 794
18 860 362 490 492 633 963 985 670 518 476 391 871
19 773 303 520 511 727 867 1105 610 604 487 510 847
20 808 319 605 663 570 969 1194 645 414 472 567 992
21 779 346 484 595 751 938 1127 656 478 501 485 1000
22 713 291 521 537 622 785 963 781 454 482 498 993
23 644 339 602 597 423 781 1042 9387 445 567 506 922
24 583 409 588 718 663 693 1017 993 374 612 558 865
25 635 418 451 845 539 678 1050 905 319 619 588 833
26 534 335 288 794. 510 697 930 740 315 632 474 835
27 580 428 370 912 514 680 909 827 314 587 493 729
28 497 317 371 958 529 770 994 751 330 589 494 836
29 440 4 338 641 596 790 663 634 361 629 542 769
30 500 —«w. 326 651 559 850 624 729 365 542 446 882
31 432... 370 7 543 MM 672 642... 503.—Ci«... 840

 

Total... 19587 10598 18385 14818 16187 23571 26809 24679 14737 15506 13483 24173

GRAND TOTAL, 217433
CARS HELD FOR N. Y., N. H. & H. R.R.

Year 1918
DATE JAN. Fes. Mar. Apr. May June Juty Avuc. Sept. Oct. Nov. Dezc.
1 650 585 104 =i. 363 —Oi«tt 481
2 606 502 860 222 452. .... 583 Federal Period. No per diem paid
3 648 523 685 234 440... 506 N. Y., N. H. & H. RR. and no
4 569 716 845 140 899... 605 reclaim made
5 613 706 T91. aces 160... 520
6 519 718 658 tw... B19: Ast. teks
7 556 759 DIA, hae | AG 195 227
8 491 889 BOL case ahs 275 112
9 454 746 O99) aceg 4a 259
10 462 590 AGB se, “ye ks 308
11 885 737 296... 208 287
12 367 816 680 247—Cw. 204
13 478 820 610 474
14 381 870 795 348
15 385 915 693 299...
16 368 959 820 262 229
17 369 936 586 205 266
18 367 1087 513 174 323
19 346 849 522 176 238 (Cw.
20 404 1006 487 248 295 178
21 400 1118 565 148 802 258
22 456 1008 618... 283 413
23 205 7388 (tw. or 280 323
24 466 8388... Dane 334 369
25 473 948... 315 312
26 654 981... 204 328
27 526 1049 ..... 221 B29") «ane:
28 636 706 845 218 cess 364
29 658 «ww. 2T98 sae oe 286
30 643° ehde cokes 311 399 852
31 GI38 ake eee he 403

 

Total... 15208 23110 14260 4410 6725 4878 3034
GRAND TOTAL, 71125
CARS HELD FOR N. Y., N. H. & H. R.R.
Year 1919

DATE JAN. Fes. Mar. Apr. May JUNE JuLty AucGc. Sept. Oct. Nov. Dsc.

_

Federal Period. No per diem paid N. Y., N. H. & H. RR. and no reclaim made

©omaontanwk & Ww Dd

ww nnd ry we bw wow Dw DBS Be Be Be Be Be eS
KF SSBSNRPBRRBRBRSSRRERAREHEHES
DATE

omonnanr wns

OW NNNNNN NNN DY BF BS KR BP BP BP BF BK KE
me owe Oonanr wWHNHNrFR CoH WANANAN FP WN YF OC

Total

CARS HELD FOR N. Y., N. H. & H. R.R.

Federal Period. No per diem paid N. H. and no reclaim made
Federal Period. No per diem paid N. H. and no reclaim made

 

Year 1920

JAN. FEB. Mar. Apr. May JUNE JuLty Avuc. Sept. Oct. Nov.
161 177 955 512 135 334 355 471 55
73 256 955 542 182 199 806 347 11
368 293 865 521 191 182 722 216 46
288 1095 785 525 179 173 130 181 108
3811 1145 747 498 151 168 571 159 117
440 1112 715 498 166 123 672 244 185
360 919 657 381 80 149 542 303 145
348 811 581 3387 150 168 404 264 81
851 607 581 330 173 191 530 294 127
292 336 533 361 186 160 227 260 146
376 580 460 175 161 168 258 8380 285
435 538 337 175 176 827 130 291 =. 258
412 538 401 141 87 352 114 336 178
328 539 337 145 127 393 69 282 142
323 600 312 156 236 405 92 318 115
183 693 312 169 214 337 98 338 176
117 693 328 158 147 278 170 470 = 219
160 693 845 193 162 233 272 466 214
117 T47 320 150 164 198 248 335 289
65 788 815 153 192 3874 133 276 =. 268
45 848 407 144 189 340 131 1838 §=©.269
30 901 596 161 273 265 162 189 =. 265
71 947 596 134 290 246 247 194 =. 205
92 940 667 179 397 166 238 111 = 201
64 940 764 122 364 149 241 134 166
40 865 840 151 411 199 383 111 118
76 964 558 101 828 207 411 110 =: 106
81 995 702 69 364 251 414 95 84
108 938 666 37 379 342 452 44 71
76 877 670 68 421 429 520 72 115

94. 2a) 670... 356 444 98
6280 22375 7977 7286 7081 7950 9742 7472 4750

GRAND TOTAL, 86797

DEc.

146
200
242
242
228
211
125
179
198
250
236
247
150
124
144
214
236
273
286
228
168
190
257
255
144
148
7
178
125
105
145

_—_

5984
EMBARGOES PLACED BY THE LEHIGH VALLEY RAILROAD FROM 1916 TO 1920,
INCLUSIVE.
STATEMENT SHOWING EMBARGOES PLACED BY LEHIGH VALLEY RAILROAD COMPANY DURING YEag

Dates placed,

Extended,
L. V. Em- Modified,

bargo No. or Cancelled

2334 Feb. 28, 1916.

Modified
Mar. 9, 1916.
Suspended
Mar. 10, 1916.
Modified.

Reinstated
Mar. 14, 1916.
Modified
Mar. 27, 1916.
Modified
Mar. 29, 1916.
Modified
Mar. 30, 1916.
Modified
Mar. 31, 1916.
Modified
April 6, 1916.

Embargo April 11,1916.
No. L.V.
2460
Super-
seding
Embargo
No. L.V.
2334

Embargo April 14, 1916.
No. L.V.
2470
Super-
seding
Embargo
No. L.V.
2460
Embargo April 19, 1916.
No. L.V.
2489
Super-
seding
Embargo
No. L.V.
2470

1916
Resume of Embargoes.

Embargoed all freight to or via N. Y. N. H. & H. RR. and the C. N. E. Ry.
via all routes.

EXCEPT: Perishable freight when for human consumption, whether com-
ing from connecting lines in road haul or whether originating at Lehigh
Valley RR. stations.

To accept field and garden seed; also fertilizer including nitrate of soda
and agricultural lime.

To accept hay and cement from connecting lines at junctions East of
Wilkes-Barre.

{
To accept fertilizing materials, also agricultural implements.

To accept newsprint paper.

To accept copper and spelter.

To accept nursery stock.

To accept lead wire, antimonial lead, white lead, babbit metal.

Embargoed all carload and less carload freight for points on the N. Y.
N. H. & H. and C. N. E. RRs.

EXCEPT: Freight of all kinds will be accepted at all junctions where
through rates are in effect, when consigned to or for delivery at the fol-
lowing destinations: Boston, Framingham, Worcester, Springfield, West-
field, Pittsfield, Lowell, Fitchburg, Holyoke, Northampton, Mass., and all
other points that are junction points with the N. Y. N. H. & H. RR. or
C. N. E. Ry. and other carriers. Hay and straw may be accepted at
L. V. RR. stations only, and the following commodities may be accepted
at L. V. RR. stations and when coming from connecting roads at all junc-
tions consigned to all destinations: Bleaching powder, caustic soda, whit-
ing, lamp black, soda ash, nitre cake, charcoal, coke, copper, spelter, zine,
pig lead, crucibles (carloads), feed for animals and poultry, fertilizer,
fertilizer material, including agricultural lime, tobacco stems, stable
manure, hardwood ashes, U. S. Government freight, freight from connect-
ing rail line for local delivery on these companies’ rails at junction points
with said lines.

Embargoed all carload and less carload shipments destined to Naugatuck,
Waterbury, Waterville, Torrington, Bristol, New Britain or Hartford.
EXCEPT: Perishable, livestock, foodstuffs for human consumption, cop-
per, spelter, zinc, pig lead, crucibles, coke, charcoal, coal for hospitals,
asylums, schools and public utilities, printing paper, commodities moving
in tank cars, pig iron, scrap iron and scrap brass, household goods and
U. S. Government freight.

Embargoed all carload and less carload freight when destined to Water-
bury, Torrington or Hartford,

EXCEPT: Perishable and livestock, foodstuffs for human consumption,
copper, spelter, zinc, pig lead, crucibles, coke, charcoal, coal for hospitals,
asylums, schools and public utilities, printing paper, commodities moving
in tank cars, pig iron, scrap iron, scrap brass and German silver scrap,
household goods and U. S. Government freight.

10
Dates placed,

. Extended,

L.V. Em- Modified,
bargoNo. or Cancelled

2497 April 21, 1916.
Super-
seding
L.V. Em-
bargo No.

2489

Embargo April 26,1916.
No. L.V.
2510
Super-
seding
Embargo
No. L.V.
2497

Embargo May 2, 1916.
No. L.V.
2529
Super-
seding
Embargo
No. L.V.
2510

Embargo May 4, 1916.
No. L.V.
25388
Super-
seding
Embargo
No. L.V.
2529

Embargo May 12, 1916.
No. L.V.
2549
Super-
seding
Embargo
No. L.V.
2538

Resume of Embargoes.

Embargoed all carload and less carload freight whether on through billing
cou gned or reshipped when destined to Waterbury, Torrington or Hart-
ord.

EXCEPT: Perishable and livestock, foodstuffs for human consumption,
copper, spelter, zinc, pig lead, crucibles, coke, charcoal, coal for hospitals,
asylums, schools and public utilities, printing paper, commodities moving
in tank cars, pig iron, scrap iron, scrap brass and German silver scrap,
household goods, U. 8. Government freight.

Embargoed all carload and less carload freight whether on through billing,
eee or reshipped when destined to Waterbury, Hartford and Tor-
rington.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, cop-
per, spelter, zinc, pig lead, crucibles, coal for hospitals, asylums, schools
and public utilities, printing paper, commodities moving in tank cars, pig
iron, scrap iron, scrap brass and German silver scrap, household goods,
U.S. Government freight. Also embargoed less carload freight other than
perishable and livestock, foodstuffs for human consumption, printing
paper, household goods, U. 8. Government freight,

EXCEPT: When destined to Pittsfield, Westfield, Holyoke, Springfield,
Northampton, Worcester, Fitchburg, Lowell, Framingham, Boston, Mass.,
Willimantic, Conn.

Embargoed all freight, carload and less carload, including coal and coke
to points on the N. Y. N. H. & H. and C. N. E. RRs. and their connections.

Embargoed all freight, carload and less carload, including coal and coke
to points on or via N. Y. N. H. & H. and C. N. E. RRs.

Embargoed all freight, carload and less, including coal and coke consigned,
reconsigned or to be reconsigned to points on the N. Y. N. H. & H. or
C. N. E. RRs. and their connections.

EXCEPT: As follows: Cement to the extent daily of one-third of average
daily amount delivered to the N. Y. N. H. & H. and C. N. E. RRs. during
May, 1915, may be accepted at L. V. RR. stations for forwarding to all
N. Y. N. H. & H. or C. N. E. RR. stations other than Waterbury, Hartford,
Torrington and Bridgeport, Conn., copper, and food for human consump-
tion may be accepted at L. V. stations and perishable freight may be
accepted whether originating on L. V. RR. or coming from connections
for all points on the N. Y. N. H. & H. or C. N. E. RRs.; nursery stock,
field and garden seed may be accepted at L. V. RR. stations and from con-
necting roads where through rates are in effect for all N. Y.N. H. & H.
or C. N. E. RR. stations other than Waterbury, Hartford, Torrington and
Bridgeport, Conn.

11
Dates placed,

Extended,

L. V. Em- Modified,
bargo No. or Cancelled

2565 May 18, 1916.
Super-
seding
Embargo
No. L.V.

2549

Embargo May 22, 1916.
No. L.V.
2574
Cancel-
ling
Embargo
No. L.V.
2565

Embargo May 24, 1916.
No. L.V.
2580
Super-
seding
Embargo
No. L.V.
2574

Embargo May 29, 1916.
No. L.V.

2591
Super-
seding
Embargo
No. L.V.

2580

Cancelled by

Resume of Embargoes.

Embargoed all freight, carload and less, except coal and coke to points
on the N. Y. N. H. & H. or C. N. E. RRs. and their connections.
EXCEPT: Cement to the extent daily of one-third average daily amount
delivered to the N. Y. N. H. & H. and C. N. E. RR. during May,
1915, may be accepted at L. V. RR. stations for forwarding to all N. Y.
N. H. & H. RR. or C. N. E. stations other than Waterbury, Hartford,
Torrington, Bridgeport, Conn., copper and food for human consumption
may be accepted at L. V. RR. stations, perishable freight from L. V. RR.
stations or connections, nursery stock, field and garden seed from L. V. RR.
stations and connecting road where through rates are in effect for all
N. Y. N. H. & H. RR. and C. N. E. Ry. stations other than Waterbury,
Hartford, Torrington, Bridgeport, Conn.

Embargoed all freight except coal and coke to points on or via N. Y. N. H.
& H. RR. and C.N. E. Ry.

EXCEPT: Lumber and cement to be accepted to the extent daily of one-
third average daily amount delivered N. Y. N. H. & H. and C. N. E. RRs.
during May, 1915.

Embargoed also less carload freight.

EXCEPT: Foodstuffs for human consumption, perishable and live stock,
print paper, household goods, freight for U. S. Government, freight for
use N. Y. N. H. & H. or C. N. E. RRs., freight for movement via
New England Steamship Company or for delivery at Harlem River, N. Y.,
Pittsfield, Westfield, Holyoke, Springfield, Northampton, Worcester, Fitch-
burg, Lowell, Framingham and Boston, Mass., and Willimantic, Conn.

Embargoed all freight except coal and coke for points on or via N. Y.
N. H. & H. RR. and C. N. E. Ry.

EXCEPT: Lumber and cement will be accepted to the extent daily of
50% of the average daily amount delivered N. Y. N. H. & H. and C. N. E.
during May, 1915.

Embargoed also all less carload freight except foodstuffs for human con-
sumption, perishable and livestock, printing paper, household goods, freight
for U. S. Government, freight for use of N. Y. N. H. & H. or C. N. E.
or freight for delivery at Harlem River, N. Y., Pittsfield, Westfield, Hol-
yoke, Springfield, Northampton, Worcester, Fitchburg, Lowell, Framing-
ham and Boston, Mass., and Willimantic, Conn.

Embargoed all freight except coal and coke to points on or via N. Y. N. H.
& H. RR. or C.N. E. Ry.

Embargoed also less carload freight when destined to stations on the
N. Y. N. H. & H. or C. N. E. west of New London and Willimantic, Conn.
EXCEPT: Foodstuffs for human consumption, perishable and livestock,
printing paper, household goods, freight for U. S. Government, freight for
use on the N. Y. N. H. & H. or C. N. E. RRs., freight for Harlem River,
N. Y., Pittsfield, Westfield, Holyoke, Springfield or Northampton, Mass.
Embargo Nos. 2616, 2628, 2648, 2676, 2677, 2704, 2739, 2764, 2798 which
covered freight for specific consignees located on the N. Y. N. H. & H.
and C. N. E. RRs. and be governed by N. Y. N. H. & H. Embargo No. 380.

12
STATEMENT SHOWING EMBARGOES PLACED By LEHIGH VALLEY RAILROAD COMPANY DURING YEAR
1917 RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YorK, NEW HAVEN & HARTFORD RAILROAD.

Dates placed,
Extended,
Modified
bargo No. or Cancelled.

L.V. Em-
4612 Nov. 30.

Modified
Dec. 3.
Modified
Dec. 8.
Modified
Dec. 12.

L.V.Em- Dec. 17.
bargo No.
4630
Super-
seding No.
4612

L.V.Em- Dec. 22.
bargo No.
4655
Super-
seding No.
4630

Resume of Embargoes.

Placed account accumulation.

Embargoed all eastbound carload traffic from connecting lines in road haul
movement consigned reconsigned or to be reconsigned to points on or
via the L. V. RR.

EXCEPT: Foodstuffs for human consumption, U. S. Government freight,
iron ore, coal and coke, furnace material and L. V. RR. supplies.
Freight shipped on or before Nov. 30th, will be accepted.

To accept supplies for coal mines.
To accept auto trucks destined 27th Street Yard, New York.

To accept carload traffic from connections at junctions east of Wilkes-
Barre, Pa.; destined to stations on the L. V. RR., when not prohibted by
other embargoes.

Also to accept gipsum rock from connecting lines at junctions east of
sae and the Niagara Frontier consigned to destinations located on the
Also to accept oil in tank cars from P. RR. at Wadsworth Junctions, N. Y.;
for delivery at stations on L. V. RR. in New York State.

Also all shipments paper cartons and boxes for packing salt.

Placed account accumulation.

Embargoed all eastbound carload traffic from connecting lines in road
haul movement, to points on or reached by the Lehigh Valley RR.
EXCEPT: Foodstuffs for human consumption, U. S. Government freight,
iron ore, coal and coke, furnace material, supplies for coal mines and
L. V. RR. supplies.

Placed account accumulation.

Embargoed all eastbound carload traffic from connecting lines in road haul
movement consigned, reconsigned or to be reconsigned to points on or
reached by the Lehigh Valley RR. and connections except the following:
Foodstuffs for human consumption, Gypsum from connections at Wads-
worth Junction and P. & L. Junction, N. Y.; livestock in solid trains of
not less than 25 carloads nor in excess of 35 carloads on Wednesdays
and Fridays of each week, when the acceptance is authorized by W. J.
McGarry, Supt. Trans., So. Bethlehem, Pa. Livestock originating at Buf-
falo, N. Y.; may be accepted on Mondays of each week and livestock
originating at other Lehigh Valley RR. stations, also from connecting
lines for branch line movement only, and when a main line haul is not
in any way involved may be accepted daily; Lehigh Valley RR. supplies
leather from connections at Satterfield and Towanda, Pa.; for points in
New England; material for ship building plants under contract with U.S.
Shipping Board for the purpose of constructing vessels for that Board.
Paper; Petroleum and Petroleum products; raw materials for currant use
consigned direct to blast furnaces, foundries, iron and steel mills, smelters,
manufacturers engaged in work for the U. S. Government or its Allies,
public utilities (including street and interurban railways, electric power
and lighting plants, gas plants, water and sewer works) flour mills, sugar
factories, fertilizer factories and ship builders. Salt from connecting
lines at junctions East of Buffalo and Suspension Bridge, and U.S. Gov-
ernment freight.

Superseded by Embargo No. 4677, Jan. 4th, 1918.

13
STATEMENT SHOWING EMBARGOES PLACED BY LEHIGH VALLEY RAILROAD COMPANY DUuRING
1918 RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YORK, NEW HAVEN & HARTFORD RAILROAD.

Dates placed,
Extended,
L.V. Em- Modified
bargo No. or Cancelled.
4677 Jan. 4.

Modified
Jan. 10.

L.V.Em- Jan. 14.
bargo No.
12
Super-
seding No.
4677

Extended
Jan. 15.
Modified
Jan. 17.

Resume of Embargoes.

Placed account accumulation, and severe weather.

Embargoed all carload traffic from connecting lines, consigned, recon-
signed or to be reconsigned to points on or reached via L. V. RR. and
connections.

EXCEPT: Railroad supply coal, Lehigh Valley supplies and material,

To accept various commodities for delivery to points on Lehigh Valley Rail-
road only.

Placed account accumulation,

Embargoed all carload traffic from connecting lines consigned, recon-
signed, or to be reconsigned to points on or reached via Lehigh Valley
Railroad and connections.

EXCEPT: Field seeds, seed grain, and fertilizer, freight (except live-
stock) including commercial coal (Railroad supply coal will be accepted
at all junction points), and coke for delivery at stations on L. V. RR.
except from Philadelphia and Reading Railway; at East Penn Junction;
livestock in solid trains of not less than 25 carloads nor in excess of 35
carloads will be accepted on Wednesdays and Fridays of each week, when
the acceptance is authorized by W. J. McGarry, Supt. Trans., So. Bethle-
hem, Pa.; livestock originating at Buffalo, N. Y.; may be accepted on
Mondays of each week. Shipments originating at other Lehigh Valley RR.
stations also from connecting lines for branch line movement when a
main line haul is not in any way involved, are not restricted.

To cover shipments not handled in road haul movement.

To accept all freight destined to points on or via the New York, New
Haven & Hartford Railroad, subject to their embargo.

14
Dates placed,

Extended,

L.V. Em- Modified,
bargoNo. or Cancelled

Resume of Embargoes.

100 Feb. 2. Embargoed all traffic from connecting lines destined to connecting lines
a all points on Lehigh Valley Railroad east of Wilkes-Barre, Pa.
EXCEPT:

A.

Ba

mms

J.

K.
L.

Agricultural implements (required for Spring planting), Farm Trac-
tors, fertilizer, and raw material for use in manufacture thereof.
Insecticides and spray material or compounds. Field and garden
seed, seed potatoes and nursery stock.

Coal, coke, cord wood, gasoline, lubricating oil, illuminating oil and
fuel oil in tank cars.

Empty tank cars.

Export freight via New York, Philadelphia or Boston, when auth-
orized by Export Division Freight Traffic Committee, North Atlan-
us Ports, No. 141 Broadway, New York, provided in Embargo

o. 45.

Feed for animals or poultry consumption.

Fresh or cured meat. Dressed poultry. Fresh or frozen fish. Fresh
fruits or vegetables. Butter, eggs, cheese, lard, or lard substitutes,
milk (condensed or evaporated), flour, compressed yeast, salt,
drugs and medicines and ingredients used in the manufacture
thereof. Liquid chlorine for water works.

Freight consigned to railroad officials for use of railroad companies,
including all shipments of creosote oil consigned to Federal Creosot-
ing Company, Manville, or Constable Hook, New Jersey.

Livestock in solid trains of not less than 25 carloads nor in excess
of 35 carloads will be accepted only on Wednesdays and Fridays of
each week, when the acceptance is authorized by W. J. McGarry,
Supt. Trans., So. Bethlehem, Pa.

Livestock originating at Buffalo may be accepted on Mondays of each
week. Shipments originating at other Lehigh Valley Railroad sta-
tions, also from connecting lines for Branch Line movement, when
a main line haul is not in any way involved, are not restricted.

Material necessary for the operation or upkeep of coal mines.

Newsprint paper consigned to publishers, printing ink, carbon black
or lamp black.

Supplies consigned to or in care of officers of U. S. Army or Navy.

L.V. Em- Feb. 3. Embargoed all carload traffic, in eastbound movement from connecting
bargo No. lines and from local Lehigh Valley stations destined to all points.

101 EXCEPTIONS: Same as those of Embargo No. 100, except Grain to be
Super- added.

seding No.
100
Modified

Feb. 16. To accept salt.

Modified 25.

Cancelled 25. To accept commodities named in C. S. 1.

15
STATEMENT SHOWING EMBARGOES PLACED By LEHIGH VALLEY RAILROAD COMPANY DURING

YEAR 1919.

No record of any restrictions.

STATEMENT SHOWING EMBARGOES PLACED By REGIONAL DIRECTOR AND LEHIGH VALLEY RAILROAD

Dates placed,

Extended,
L. V. Em- Modified,

bargo No. or Cancelled

1011 Feb. 5, 1920.
Placed by
Regional
Director,
Eastern
Region
24-20
Cancelled
Feb. 13, 1920.

Embargo April 1, 1920.
No. L.V.
1095

Embargo April 14, 1920.
No. L.V.
1122.

Cancelled
April 18, 1920.

Embargo April 30, 1920.
No. L.V.
1167

Cancelled
May 6, 1920.

Embargo April 24, 1920.
No. L.V.
1160
Super-
seding
Embargo:
No. LV.
1095

Embargo May 1, 1920.
No. L.V.
1170
Super-
seding
Embargo
No. 1160

COMPANY DURING YEAR 1920.

Resume of Embargoes.

Account weather conditions and accumulations.

Embargoed all eastbound carload freight for delivery to the N. Y. N. H. &
H. RR. ruoting via Jersey City, N. J., Harlem River, N. Y.

EXCEPT: Livestock, perishable freight, newsprint paper, petroleum
products, railroad supplies, railroad fuel, Government freight and freight
covered by F. T. C. or G. O. C. Permits.

And be governed by Regional Director, Eastern Region, Embargo No.
84-20, placed February 12th, by New Haven RR. at his direction.

Account strike of marine workers in New York Harbor.

Embargoed all freight for handling by float or lighter to or from any sta-

tion in New York Harbor, including Brooklyn and Long Island _ points,

a New York City via 60th Street, N. Y. N. H. & H. RR. via Harlem
iver.

Account labor trouble. .
Embargoed all freight from all Lehigh Valley stations and connecting
lines to all Lehigh Valley stations and connecting lines, including freight
in transit.

Account labor trouble. ;

Embargoed all freight from all connections and from Lehigh Valley sta-
tions for delivery at Buffalo, N. Y., or for movement through Buffalo.
Freight in transit not accepted.

Account labor trouble. .
Embargoed all freight originating at Lehigh Valley Railroad stations and
connections destined to stations and connections east of South Plainfield,
including stations in New York Harbor, Brooklyn and Long Island points ;
also New York City via 60th Street, or National Junction, N. J., and
N. Y. N. H. & H. via Harlem River.

Account labor trouble.

Embargoed all freight destined to or originating at Lehigh Valley sta-
tions and connections east of South Plainfield, including stations in New
York Harbor, Brooklyn and Long Island points; also New York City via
60th Street, New York or National Junction, N. J., and N. Y. N. H. &
H. RR. via Harlem River.

16
Dates placed,

Extended,
L. V. Em- Modified,
bargo No. or Cancelled
Embargo May 5, 1920.
No. L.V.
1175
Super-
seding
Embargo
No.1170 Revised
May 18, 1920.
1197 May 21, 1920.
Super-
seding
Embargo
No. L.V.
1175

Resume of Embargoes.

Covered same restrictions as continued in Embargo No. 1170.

Covered all freight from connections at junctions Wilkes-Barre and East

phe for delivery to L. V. RR. stations or connections east of Townley,
dis

EXCEPT: Hay for New England points when covered by permits issued

by Superintendent Transportation, L. V. RR., Bethlehem, Pa.

Account labor trouble.

Embargoed all freight for delivery to all Lehigh Valley Railroad stations
and connections Townley, N. J., and east thereof.

EXCEPT: Freight for delivery to N. Y. N. H. & H. RR. via Harlem
River when not otherwise embargoed.

No further restrictions placed by L. V. RR. on freight for delivery to the
N. Y. N. H. & H. unless prohibited by their embargoes.

17
2
EMBARGOES PLACED BY THEN. Y. N.H. & H. RAILROAD FROM 1916 TO 1920,
INCLUSIVE.

19
STATEMENT SHOWING EMBARGOES PLACED BY NEw YorRK, NEW HAVEN & HARTFORD RAILROAD
DURING YEAR 1916, RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YORK, NEW HAVEN

N.Y.N.H.
&H. Em-

bargo No.

71 &72

Embargo
No. N.H.
78

Embargo
No. N.H.
319

Dates placed,
Extended,

Modified,

or Cancelled

Dec. 26, 1915.

Modified
Jan. 6, 1916.

Jan, 13, 1916.
Supersedes

N.H. Embar-
goes 71 & 72.

Modified
Jan. 14, 1916.
Modified
Jan. 27, 1916.
Modified
Jan. 28, 1916.
Modified
Jan. 31, 1916.

Modified

Feb. 11, 1916.

Extended

Feb. 17, 1916.

Extended

Feb. 25, 1916.

June 28, 1916.

Cancelled
July 7, 1916.

& HARTFORD RAILROAD.

Resume of Embargoes.

Account of storms and accumulation.

Embargoed all carload and less carload freight.

EXCEPT: Livestock, perishable, food products for human consumption
and coal for points West and exclusive of New London and Willimantic and
South of the line of the B. & A. RR.; all freight for Pittsfield, Holyoke,
Westfield, and Northampton, Mass., and Hartford, Conn., will be accepted.
Shipments billed up to and including December 27th will be accepted.

To accept newsprint paper for all destinations.

Account accumulation resulting in congestion.

Embargoed all carload and less carload freight originating West of Hud-
son River and North of International Boundary Line destined all points on
or via N. Y. N. H. & H. and C. N. E. RRs.

EXCEPT: Livestock, coal, coke and petroleum in tank cars.

To accept shipments material and supplies for N. Y. N. H. & H. and C.N.
E., also charcoal.

To accept perishable foodstuffs for human consumption, feed for livestock.

To accept newsprint paper.

To accept all freight moving in connection with the New England Steam-
ship Co. to all points on their line; also, to accept less than carload ship-
ments chloride gas.

To accept all carload and less than carload freight destined to points on the
N. Y. N. H. & H. RR. and C.N. E.

EXCEPT via Beacon, N. Y.

Embargo remains in effect on all-rail shipments from West of the Hudson
River other than livestock, perishable foodstuffs for human consumption,
feed for livestock, coal, coke, charcoal, newsprint paper, petroleum prod-
ucts in tank cars destined to points beyond N. Y. N. H. & H. RR. and
C.N. E. Ry.

To cover all freight in road haul movement, both carload and less carload.
EXCEPT: Shipments of perishable freight destined to points on or via
N. Y.N.H. & H. RR. via Harlem River, N. Y.

To cover all freight from Lehigh Valley RR. stations.

EXCEPT: Perishable freight, food for human consumption destined to
points on or via N. Y. N. H. & H. RR. via Harlem River, N. Y.

Superseded February 28th by L. V. Embargo No. 2334.

Account of heavy passenger business due to troop movements and Fourth
of July traffic.

Embargoed all carload and less carload traffic from connecting rail and
steamship lines via Harlem River and Maybrook, N. Y.

EXCEPT: Perishable freight and livestock, freight for U. S. Govern-
ment, freight for points n common with the B. & A. RR., B. & M. RR.,
C. V. RR., N. Y. C. & H. RR., also, that originating at points on the N. Y.
O. & W. Ry., materials and supplies for the N. Y. N. H. & H. and C.N.E.,
and newsprint paper.

20
Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified,
bargo No. or Cancelled
341 July 27, 1916.

Cancelled
Aug. 2, 1916.

Embargo Aug. 2, 1916.
No. N.H.
351

Embargo Nov. 7, 1916.
No. N.H.
391

Embargo Nov. 17, 1916.
No. N.H. Supersedes
392 N.H. Embargo
No. 391.

Embargo Dec. 2, 1916.
No. N.H. Supersedes
395 N.H. Embargo
No. 392.

Resume of Embargoes.

Account of accumulation.

Embargo all carload and less carload freight to the N. Y. N. H. & H. RR.
or C. N. E. RR. from connecting rail and steamship lines via Harlem River
and Maybrook.

EXCEPT: Perishable freight and livestock, freight for U. S. Govern-
ment, newsprint paper, materials and supplies for the N. Y. N. H. & H. and
C.N. E. RRs., freight to points in common with the B. & A., B. & M., C. V.
and N. Y. C., and freight originating at stations on the N. Y. O. & W.

Account of accumulation.

Embargoed all carload freight from connecting rails and steamship lines
for Harlem River, N. Y., and Maybrook, N. Y.

EXCEPT: Perishable freight and livestock, freight for U. 8. Govern-
ment, printing paper, grain, flour and coal, materials and supplies for the

N. Y. N. H. & H. and C. N. E. RRs., and freight originating at stations on
the N. Y. O. & W.

Account of accumulation.

Embargo all carload and less carload traffic from connecting lines via May-
brook or Harlem River, or through the Brooklyn Terminals, for points on
or via the N. Y. C. and the B. & A. RR., and from territory west of the
Hudson River, Meriden and North of International Boundary line whether
consigned direct or reconsigned; also, all less carload freight, regardless
of point of origin when destined to or intended for transfer at Bridgeport,
New Haven, Waterbury, Plainville and Hartford, Conn.

EXCEPT: Perishable and livestock, freight for U. S. Government, freight
for N. Y. N. H. & H., C. N. E., newsprint and bookprint paper, coal and
fuel oil and freight billed up to and including November 8, 1916, will be
accepted.

Account of accumulation.

Embargo all freight from connecting carriers when originating at points
outside of New England States, via Maine, New Hampshire, Vermont,
Massachusetts, Rhode Island and Connecticut, whether consigned direct,
reconsigned or reshipped, via any junction point with connecting carriers.
EXCEPT: Freight for delivery at local stations on the C. N. E. in New
York State, perishable, livestock, U. S. Government freight, material and
supplies for the N. Y. N. H. & H. RR. and C. N. E. Ry. and bookprint
paper, coal, coke, charcoal and fuel oil, foodstuffs for human consumption
and feed for livestock.

Account of accumulation.

Embargo all freight from connecting lines when orginating at points out-
side of New England States via Maine, New Hamsphire, Vermont, Massa-
chusetts, Rhode Island and Connecticut, whether consigned direct, recon-
signed or reshipped via any point with connecting carriers.

EXCEPT: Freight for delivery to local stations on the C. N. E. in New
York State, perishable, livestock, U. S. Government freight, material and
supplies for N. Y. N. H. & H., C. N. E., news and bookprint paper, coal,
coke, charcoal and fuel oil, foodstuffs for human consumption, feed for
livestock.

21
Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified, Resume of Embargoes.
bargo No. or Cancelled
401 Dec. 22,1916. Item No. 1: Account of accumulation.
Supersedes Embargo all carload freight from connections.
N.H. Embargo EXCEPT: The following traffic will be accepted for points on the N. Y.
No. 395. N. H. & H. RR. or C.N. E. Ry. only, but not for reconsignment or reship-
ment to points on or via B. & M., B. & A., Me. C., B. & A. R. and C. V.:
Perishable and livestock, foodstuffs for human consumption, feed for live-
stock, news and bookprint paper, fertilizer, material and supplies for N. Y.
N. H. & H. and C. N. E. RRs., U. S. Government freight, coal, coke, charcoal,
traffic moving in tank cars, brick, sand, cement, copper, spelter, iron, steel,
lumber (including boxes, box shooks, lasts, last blocks and cooperage stock) ,
freight moving via the M. & M. T. Co., freight for stations on C. N. E. Ry.
in New York State, household goods.
Item No. 2: Account of accumulation.
Embargo all less than carload freight.
EXCEPT: Perishable and livestock from connecting carriers via Harlem
River Gateway.
STATEMENT SHOWING EMBARGOES PLACED By NEW YORK, NEW HAVEN & HARTFORD RAILROAD
DURING YEAR 1917, RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW York, NEw HAVEN

Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified,
bargo No. or Cancelled
403 Jan. 3, 1917.

Super-
seding
No. 40

N.Y.N.H. Jan. 12, 1917.
&H. No.
404
Super-
seding
No. 403

Embargo Jan. 25, 1917.
No. N.Y.
N.H.&H.
407
Super-
seding
No. 404

& HARTFORD RAILROAD.

Resume of Embargoes.

Account accumulation.

Embargoed all carload freight from connecting carriers when originating
at points outside of the New England States, viz.: Maine, New Hampshire,
Vermont, Massachusetts, Rhode Island and Connecticut and the Dominion
of Canada, whether consigned direct, reconsigned or reshipped via any
junction point with the connecting carriers.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, starch, news and bookprint paper, fertilizer, agricultural
insecticides, insect repellants, vermin exterminators and fungicides, ma-
terial and supplies for the N. Y. N. H. & H. RR. and C. N. E. Ry., coal,
coke, charcoal, traffic moving in tank cars, brick and other clay products,
sand, cement, copper, spelter, zinc, lead, iron and steel according to pub-
lished list, tin plate and tin can, lumber, including boxes, box shooks, lasts,
last blocks, cooperage stock and tanners bark, all freight for Poughkeepsie,
Pittsfield, Westfield, Northampton, Holyoke, Springfield, Worcester, Fram-
ingham, Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich,
Willimantic and all other common points; freight moving via the M. &
M. T. Company; household goods; freight for stations on C. N. E. Ry. in
New York State; freight consigned to the U. S. Government.

Account of accumulation.

Embargoed all carload freight for points on or via N. Y. N. H. & H. RR.
‘and C. N. E. Ry. from connecting carriers via Harlem River.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
‘for livestock, starch, news and bookprint paper, fertilizer, agricultural
insecticides, insect repellants, vermin exterminators and fungicides, ma-
terial and supplies for the N. Y. N. H. & RR. and C. N. E. Ry., coal, coke,
charcoal, traffic moving in tank cars, brick, clay and clay products, sand,
cement, copper, spelter, zinc, load, iron and steel according to published
list, tin plate, tin cans, lumber, includes boxes, box shooks, lasts, last blocks,
cooperage stock and tanners bark, all freight for Poughkeepsie, Pittsfield,
Westfield, Northampton, Holyoke, Springfield, Worcester, Framingham,
Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich, Williman-
tic and all other common points, freight moving via the M. & M. T. Com-
pany, household goods, freight for stations on C. N. E. Ry. in New York
State, freight consigned to U. S. Govt., field and garden seed.

Account of accumulation.

Embargoed all carload and less carload freight for points on or via N. Y.
N. H. & H. RR. and C. N. E. Ry. from connecting carriers via Harlem River
or Maybrook.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
(except hay) for livestock, news and bookprint papers, agricultural insecti-
cides, insect repellants, vermin exterminators and fungicides, material and
supplies for the N. Y. N. H. & H. RR. and C. N. E. Ry., coal, traffic moving
in tank cars, household goods, copper, spelter, zinc, lead, all freight for
Poughkeepsie, Pittsfield, Westfield, Northampton, Holyoke, Springfield,
Armory, Worcester, Framingham, Milford, Ashland, Boston, Fitchburg,
Clinton, Lowell, Norwich, Willimantic and all other common points, freight
moving via the M. & M. T. Co., freight for stations on C. N. E. Ry. in New
York State, freight consigned to or for use of the U. S. Government, field
and garden seed, fertilizer, nursery stock, all freight for points on or via the
B. & M. RR. and C. V. Ry.

23
N.Y.N.H.

&H. Em-

bargo No.
409

Super-

seding

Nos. 407
& 408

Embargo
No. N.Y.
N.H.&H.
413
Super-
seding
Embar-
goes 409
and 412
Feb. 27.

Dates placed,

Extended,
Modified,

or Cancelled

Feb. 6, 1917.

Modified
Feb. 12, 1917.
Extended
Feb. 23, 1917.
Extended
Feb. 26, 1917.

Feb. 27, 1917.

Modified
Mar. 7, 1917.
Extended
Mar. 7, 1917.
Extended
Mar. 12, 1917.

Modified
Mar. 12, 1917.

Resume of Embargoes.

Account accumulation due to weather and labor conditions.

Embargoed all carload and less carload freight for points on or via the N.
Y. N. H. & H. RR. and C. N. E. Ry. coming from connecting carriers via
Harlem River or Maybrook.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
(except hay) for livestock, news and bookprint papers, agricultural insecti-
cides, insect repellants, vermin exterminators and fungicides, material and
supplies for the N. Y. N. H. & H. RR. and C. N. E. Ry., coal, coke and char-
coal, traffic moving in tank cars, household goods, copper, spelter, zinc,
lead, all freight for Poughkeepsie, Pittsfield, Eastfield, Northampton, Hol-
yoke, Springfield, Armory, Worcester, Framingham, Milford, Ashland,
Boston, Fitchburg, Clinton, Lowell, Norwich, Willimantic and all other
common points, freight moving via the M. & M. T. Co., freight for stations
on C. N. E. Ry. in New York State, freight consigned to or for use of the
U.S. Government, field and garden seed, fertilizer, nursery stock.

To accept less carload freight via Harlem River, except that intended for
transfer at Worcester, Mass., also to accept shipments of crucibles.

To cover less carload freight for New Haven City delivery.

To cover less carload freight for transfer at Hartford, Conn.

Account accumulation due to weather and labor conditions.

Embargoed all carload and less carload freight for points on or via the
N. Y.N.H.& H. RR. and C. N. E. Ry. from connecting carriers via Harlem
River, N. Y., or Maybrook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, starch, agricultural insecticides,
insect repellants, vermin exterminators and fungicides, implements and
machinery required for preparing the soil, material and supplies for the
N. Y. N. H. & H. RR. and C. N. E. Ry., coal, coke, charcoal, traffic moving
in tank cars, household goods, brick and other clay products, sand, cement,
copper, spelter, zinc, lead, crucibles, iron and steel according to published
list, tin plate, tin cans, lumber including boxes, box shooks, lasts, last blocks,
cooperage stock and tanners bark, all freight for Poughkeepsie, Pittsfield,
Westfield, Northampton, Holyoke, Springfield, Armory, Worcester, Fram-
ingham, Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich,
Willimantic and all other common points but not for reshipment or re-
consignment, freight moving via the M. & M. T. Company, freight for sta-
tions on C. N. E. Ry. on New York State, freight consigned to or for use of
the U. 8. Government, field and garden seed, fertilizer, nursery stock, wool.
To accept less carload freight via Maybrook, N. Y., also less carload freight
intended for transfer at Hartford, Conn.

To cover less carload freight destined to or for transfer at Putnam, Conn.
To cover all shipments of cotton for the Monument Mills at Housatonic,

Mass., automobiles for the Motor Sales Company, Stamford, Conn., and less
carload freight for transfer at Bridgeport, Conn.

To accept less carload freight destined to or for transfer at Putnam, Conn.

24
N.Y.N.H.
&H. Em-
bargo No.
415
Super-
seding
No. 413

Embargo

No. N.Y.

N.H.&H.
No. 416

Embargo
No. N.Y.
N.H.&H.
No. 418
Super-
seding
No. 415,
416 & 417

Dates placed,
Extended,
Modified,
or Cancelled
Mar. 12, 1917.

Modified
Mar. 18, 1917.

Mar. 14, 1917.

Mar. 19, 1917.

Modified
Mar. 20, 1917.
Modified
Mar. 24, 1917.
Extended
Mar. 28, 1917.

Resume of Embargoes.

Account accumulation due to weather and labor conditions.

Embargoed all carload freight for points on or via N. Y. N. H. & H. RR.
and C. N. E. Ry. Co. from connecting carriers via Harlem River, N. Y., or
Maybrook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, starch, agricultural insecticides,
insect repellants, vermin exterminators and fungicides, implements and
machinery required for preparing the soil, material and supplies for the
N. Y. N. H. & H. RR. and C. N. E. Ry., coal, coke and charcoal, traffic
moving in tank cars, household goods, brick and other clay products, sand,
cement, copper, spelter, zinc, lead, crucibles, iron and steel according to
published list, tin plate, tin cans, lumber including boxes, box shooks, lasts,
last blocks, cooperage stock and tanners bark, all freight for Poughkeepsie,
Pittsfield, Westfield, Northampton, Holyoke, Springfield, Armory, Worces-
ter, Framingham, Milford, Ashland, Boston, Fitchburg, Clinton, Lowell,
Norwich, Willimantic and all other common points but not for reshipment
or reconsignment, freight moving via the M. & M. T. Company, freight for
stations on C. N. E. Ry. in New York State, freight consigned to or for use
of ue U. S. Government, field and garden seed, fertilizer, nursery stock, |
wool.

To accept freight in transit and all freight to or for use of U. S. Gov-
ernment.

Account threatened strike.
Will accept freight subject to delay and loss due to delay. Bills of lading
must be so endorsed.

Owing to accumulation caused by interruption of train service on N. Y.
N. H. & H. and C. N. E. RRs. and on connecting lines in anticipation of the
recently threatened general railway strike.

Embargoed carload freight for points on or via N. Y. N. H. & H. RR. or
C. N. E. from connecting carriers via Harlem River, N. Y., or via May-
brook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, starch, agricultural insecticides,
insect repellants, vermin exterminators and fungicides, implements and
machines required for preparing for soil, material and supplies for the
N. Y. N. H. & H. and C. N. E. RRs., coal, coke, charcoal, traffic moving in
tank cars, household goods, brick and other clay products, sand, cement,
copper, spelter, zinc, lead, crucibles, iron and steel according to published
list, tin plate, tin cans, lumber, including boxes, box shooks, lasts, last blocks,
cooperage stock and tanners bark, all freight for Poughkeepsie, Pittsfield,
Westfield, Northampton, Holyoke, Springfield, Armory, Worcester, Fram-
ingham, Milford, Ashland, Boston, Fitchburg, Clinton, Lowell, Norwich,
Willimantic and all other common points but not for reshipment or recon-
signment, freight moving via the N. E. 8. 8S. Co. or M. & M. T. Company,
freight for stations on C. N. E. Ry. in New York State, freight consigned
to or for use of the U. 8S. Government, field and garden seed, fertilizer,
nursery stock, wool.

To accept less carload freight for transfer at Bridgeport, Conn.
To accept less carload freight intended for transfer at Westchester, N. Y.

To cover all less carload freight, destined to or for transfer at Hartford,
Conn.

25
Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified,
bargo No. or Cancelled
418 Extended
Super- Mar.30,1917.
seding Extended
No. 415, April 2, 1917.
416 & 417 Extended
April 2, 1917.
Modified
April 4, 1917.
Modified
April 5, 1917.
Extended
April 7, 1917.
Modified
April 9, 1917.
Extended
April 10, 1917.

Embargo April 10, 1917.
N.Y.N.H.
&H. No.
420
Super-
seding
No. 418

Extended
April 18, 1917.
Modified
April 18, 1917.
Extended
April 19, 1917.

Embargo April 20, 1917.
No. N.Y.
N.H.&H.
421
Super-
seding
No. 420

Resume of Embargoes.

To cover less carload freight for transfer at Worcester, Mass.

To cover all freight to Jordan & Co., New Haven, Conn.

To cover cotton linters for River Spinning Co., Valley Falls, R. I., Woon-
socket, R. I., and Phillipsdale, R. I.

To accept cotton linters for River Spinning Co., Valley Falls, R. I., Woon-
socket, R. I., and Phillipsdale, R. I.

To accept cotton for Monument Mills, Housatonic and all freight for Jor-
dan & Co., New Haven, Conn.

To cover less carload freight for transfer at New Haven, Conn., Bridge-
port, Conn., and Westchester Transfer, N. Y.

To accept less carload freight for Hartford and New Haven City delivery.
To cover all less carload freight for Middleboro, Mass.

Account of accumulation.

Embargoed carload freight for points on or via N. Y. N. H. & H. RR. and
C. N. E. Ry. from connecting carriers via Harlem River, N. Y., or May-
brook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, starch, agricultural insecticides,
insect repellants, vermin exterminators and fungicides, implements and
machines required for preparing the soil, material and supplies for the
N. Y. N. H. & H., C. N. E. Ry. and B. & M. RR., coal, coke and charcoal,
traffic moving in tank cars, household goods, brick, clay and clay products,
sand, cement, copper, spelter, zinc, lead, crucibles, iron and steel according
to published list, tin plate, tin cans, lumber, including boxes, box shooks,
lasts, last blocks, cooperage stock and tanners bark, all freight for Pough-
keepsie, Harlem River, Pittsfield, Westfield, Northampton, Holyoke, Spring-
field, Armory, Worcester, Framingham, Milford, Ashland, Boston, Fitch-
burg, Clinton, Lowell, Norwich, Willimantic and all other common points
but not for reshipment or reconsignment, freight moving via the N. E. 8. S.
Company or M. & M. T. Company, freight for stations on C. N. E. Ry. in
New York State, freight consigned or for use of the U. S. Government,
supplies consigned to the American Red Cross Society, field and garden
seed, fertilizer, nursery stock and wool.

To cover all coal for Wauregan Company, Maurigan Company.

To accept less carload freight for transfer at Bridgeport, Conn., and West-
chester, N. Y.

To cover all less carload shipments routed via Maybrook, N. Y., also less
carload shipments to or intended for transfer at Hartford, Conn.

Account of accumulation.

Embargoed all carload and less carload freight for points on or via N. Y.
N. H. & H. and C. N. E. RRs. from connecting carriers via Harlem River
or Maybrook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, agricultural insecticides, insect
repellants, vermin exterminators and fungicides, field and garden seed,
fertilizer, nursery stock, implements and machines required for preparing
the soil, material and supplies for the N. Y. N. H. & H. RR., C. N. E. Ry.
and B. & M. RR., coal, traffic moving in tank cars, household goods, copper,
spelter, zinc, lead, crucibles, tin plate, tin cans, freight moving via the
N. E. 8. 8S. Company or M. & M. T. Company.

26
N.Y.N.H.
&H. Em-
bargo No.
421
Super-
seding
No. 420

N.Y.N.H.
&H. No.
423
Super-
seding
No. 421

N.Y.N.H.
&H. No.
424
Super-
seding
No. 423

Dates placed,

Extended,
Modified, Resume of Embargoes.
or Cancelled
Extended
April 21, 1917. To cover all less carload freight for transfer at Waterbury, Conn.

Extended

Te 1917. To cover all less carload freight for New Haven City delivery.
odifie

April 25, 1917. To accept coal for Wauregan Company, Wauregan, Conn.

Modified

April 26, 1917. To accept less carload freight for transfer at Woonsocket, R. I.

April 27, 1917. Account of accumulation.
Embargoed all carload and less carload freight for points on or via N. Y.
N. H. & H. and C. N. E. RRs. from connecting carriers at all junction points.
EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, agricultural insecticides, insect
repellants, vermin exterminators and fungicides, field and garden seed,
fertilizer, nursery stock, implements and machines required for preparing
the soil, material and supplies for the N. Y. N. H. & H. RR., C. N. E. Ry.
and B. & M. RR., traffic moving in tank cars, household goods, copper,
spelter, zinc, lead, crucibles, tin plate, tin cans, freight moving via the
M. & M. T. Company.

Extended

May1,1917. To cover all less carload freight for transfer at Providence, R. I.

Modified

May1,1917. To accept less carload freight for transfer at New Haven, Conn.

Extended To cover all less carload freight for transfer at New London or Putnam.
May 4,1917. Conn.
Extended

May 5,1917. To cover all less carload freight for transfer at Worcester, Mass.
Modified

May 10,1917. To accept all shipments of anthracite coal.

Modified

May 10,1917. To accept all less carload freight for transfer at Hartford, Conn.

May 16,1917. Account of accumulation.
Embargoed all carload freight from points on or via N. Y. N. H. & H. and
C. N. E. RRs., from rail carriers via Harlem River, N. Y., and May-
brook, N. Y.
EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, field and garden seed, fertilizer,
nursery stock, tree spray, implements and machines required for prepar-
ing the soil, lumber, lime, crucibles, material and supplies for the N. Y.
N. H. & H. RR., C. N. E. Ry. and B. & M. RR., coal, coke, charcoal, traffic
moving in tank cars, cement, copper, brick, spelter, zinc, lead, pig iron,
structural steel, iron and steel rods and bars and tin plate when loaded to a
60,000 Ibs. minimum or over, tin cans and glass containers for food prod-
ucts, wool, household goods and freight for common points.

Extended To cover all less carload freight consigned to New Bedford,:Mass., except

May 18,1917. Government freight and the American Red Cross Society.

Modified

May 25,1917. To accept less carload freight for Woonsocket, R. I.

Modified

May 28,1917. To accept carload freight for New Bedford, Mass.

27
N.Y.N.H.
&H. Em-
bargo No.
425
Super-
seding
No. 424

Embargo
No. N.Y.
&H. 427
Super-
seding
No. 425

N.Y.N.H.
&H. 428
Super-
seding
No. 427

Dates placed,
Extended,
Modified,

or Cancelled
May 26, 1917.

Extended
May 31,1917.

June 2, 1917.

Modified
June 14, 1917.
Extended
June 14, 1917.

June 15, 1917.

Extended
June 22, 1917.

Extended
June 23, 1917.
Modified
June 28, 1917.

Resume of Embargoes.

Account accumulation.

Embargoed all carload freight for points on or via N. Y. N. H. & H. RR.
and C. N. E. Ry. from rail carriers via Harlem River and Maybrook, N. Y.
EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, field and garden seed, nursery
stock, tree spray, implements and machines required for preparing the soil,
lumber, crucibles, wool, household goods, material and supplies for the
N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR., coal, coke, charcoal,
traffic moving in tank cars, freight for common points, minimums in Item
No. 3 to apply.

To cover less carload freight unless loaded to a minimum of 15,000 Ibs. or
more for one single destination other than Maybrook or Westchester
Transfer.

Embargoed all carload and less carload freight for points on or via N. Y.,
N. H. & H. RR. and C. N. E. Ry. routed via Harlem River or Maybrook,
Nu:

EXCEPT: Freight consigned to or for the use of the U. S. Government
or American Red Cross Society, perishable, livestock, foodstuffs for human
consumption, food for livestock, news and bookprint papers, field and
garden seed, nursery stock, trees, spray implements and machines required
for preparing the soil, crucible, wool, household goods, material and sup-
plies for N. Y. N. H. & H., C. N. E. and B. & M. RR., coal, coke, char-
coal, traffic moving in tank cars, billets, copper, fertilizer, glass containers,
spelter, tin plate, tin cans and zinc when loaded to marked carrying or
practical loading capacity, freight for competitive points when loaded to
marked carrying or practical loading capacity of car.

To accept less carload freight for transfer at Norwich, Conn., and Put-
nam, Conn.

To cover less carload freight for transfer at New Haven, Conn., Plain-
ville, Conn., Framingham and Mansfield, Mass.

EXCEPT: Freight for the U. S. Government or Red Cross Society.

Embargoed carload freight for points on or via N. Y. N. H. & H. and
C. N. E. RRs. from connections at all junction points.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, news
and bookprint papers, glass containers, copper, spelter, zinc, crucibles,
field and garden seed, nursery stock, fertilizer, tree and other agricultural
spray materials, implements and machines required for preparing the
soil, baskets, barrels and fruit containers for shipping fruit and produce,
coal, coke, charcoal, traffic moving in tank cars, materials and supplies for
the N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR., freight for
common points.

Embargoed less carload freight for points on or via N. Y. N. H. & H. RR.
and C. N. E. Ry. from connecting rail carriers at all junction points.
EXCEPT: Miscellaneous package freight in quantities of 20,000 pounds
or more will be accepted. Carload shipments which are split up in less
than carload lots will not be accepted.

To cover less carload freight for transfer at Worcester, Mass.

EXCEPT: Freight for U. S. Government, its Allies or the American Red
Cross Society.

To cover less carload freight for transfer at Putnam, Conn.

To accept less carload freight for transfer at New Haven, Conn.

28
N.Y.N.H.

&H. Em-

bargo No.

428
Super-
seding

No. 427

Dates placed,
Extended,
Modified,
or Cancelled
Modified
July 2, 1917.
Extended
July 2, 1917.

Modified
July 3, 1917.
Extended
July 10, 1917.

Embargo July 11, 1917.

No. N.Y.
N.H.&H.
No. 429
Super-
seding
No. 428

Extended
July 24, 1917.

N.Y.N.H. July 28, 1917.

&H. No.
431

Super-

seding
No. 429

Modified
July 31, 1917.

Resume of Embargoes.

To accept feed for livestock, also less carload freight for transfer at Put-
nam, Conn,

To cover less carload freight for transfer at Hartford, Conn., and Middle-
boro, Mass.

EXCEPT: Freight for U. S. Government, its Allies or American Red
Cross Society.

To accept less carload freight for transfer at Worcester, Mass.

To cover less carload freight for transfer at New Haven, Conn., Plain-
ville, Conn.

EXCEPT: Freight for U. S. Government, its Allies or American Red
Cross Society.

Embargoed carload freight from connecting rail carriers at Harlem River
and Maybrook, N. Y.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cru-
cibles, billets, field and garden seed, nursery stock, fertilizer, agricul-
tural insecticides, insect repellants, vermin exterminators, fungicides, tree
and other agricultural spray materials, implements and machines required
for preparing the soil, baskets, barrels and fruit containers for shipping
fruit and produce, coal, coke, charcoal, traffic moving in tank cars, materials
and supplies for the N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR.,
tin cans, glass containers, hemp and sisal, cement, freight for Boston,
Mass., Lowell, Mass., Fitchburg, Mass., Clinton, Mass., Concord Junc-
tion, Mass., Worcester, Mass., Springfield, Mass., Hopedale, Mass., Mil-
ford, Mass., Armory, Mass., Westfield, Mass., Holyoke, Mass., Northampton,
Mass., Shelburne Falls, Mass., Turners Falls, Mass., Pittsfield, Mass.,
Easthampton, Mass., Poughkeepsie, N. Y., Beacon, N. Y., New London,
Conn., Norwich, Conn., and Willimantic, Conn.

To cover less carload freight for transfer at Woonsocket, R. I.

Embargoed carload freight from connecting rail carriers via all junction
points when consigned to stations on the N. Y. N. H. & H. and C.N. E.
RRs.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cru-
cibles, billets, agricultural insecticides, insect repelllants, vermin extermi-
nators, fungicides, tree and other agricultural spray materials, baskets,
barrels and fruit containers for shipping fruit and produce, coal, traffic
moving in tank cars, hemp and sisal, tin cans and glass containers,
materials and supplies for the N. Y. N. H. & H. RR., C. N. E. Ry. and
B. & M. RR., freight for Boston, Mass., Lowell, Mass., Fitchburg, Mass.,
Clinton, Mass., Concord Junction, Mass., Worcester, Mass., Springfield,
Mass., Hopedale, Mass., Milford, Mass., Armory, Mass., Westfield, Mass.,
Holyoke, Mass., Northampton, Mass., Shelburne Falls, Mass., Turners Falls,
Mass., Pittsfield, Mass., Easthampton, Mass., Poughkeepsie, N. Y., Beacon,
N. Y., New London, Conn., Norwich, Conn., and Willimantic, Conn.

To accept freight for U. S. Government, its Allies and American Red Cross
Society.
N.Y.N.H.
&H. Em-
bargo

Dates placed,
Extended,
Modified,

or Cancelled

No. 432 Aug. 9, 1917.

Super-
seding
No. 431

Embargo
No. N.Y.
N.H.&H.
435
Super-
seding
No. 433

Modified
Aug. 27,1917.

Modified
Aug. 28,1917.

Sept. 4, 1917.

Extended
Sept. 14, 1917.

Resume of Embargoes.

Embargoed carload freight from connecting rail carriers via all junction
points via Harlem River, N. Y., when consigned to stations on the N. Y.
N. H. & H. and C. N. E. RRs.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cruci-
bles, billets, agricultural insecticides, insect repellants, vermin exter-
minators, fungicides, tree and other agricultural spray materials, baskets,
barrels and fruit containers for shipping fruit and produce, coal, coke,
hemp and sisal, tin cans and glass containers, materials and supplies for
the N. Y.N. H. & H. RR., C. N. E. Ry. and B. & M. RR.

Also embargoed less carload freight.

EXCEPT: Freight for U. S. Government, its Allies or American Red
Cross Society.

To accept following freight via Maybrook: Iron and steel according to
published list, tin plate, machinery, charcoal, brick, sand and clay, agricul-
tural implements, field and garden seed, cotton when loaded to a minimum
of 65 bales per car for one destination.

To accept less carload freight destined points on or via N. Y. N. H. & H.
and C. N. E. RRs. via Harlem River and Maybrook, N. Y., when loaded to a
minimum of 20,000 lbs. or over for one destination or transfer.

Embargoed carload freight from connecting rail carriers at Harlem River
and Maybrook, N. Y., consigned to stations on the N. Y. N. H. & H. and
C. N. E. RRs.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cruci-
bles, billets, agricultural insecticides, insect repellants, vermin exter-
minators, fungicides, tree and other agricultural spray materials, fertilizer,
agricultural implements, field and garden seed, baskets, barrels and fruit
containers for shipping fruit and produce, coal, charcoal, coke, hemp and
sisal, tin plate, tin cans and glass containers, materials and supplies for the
N. Y.N. H. & H. RR., C. N. E. and B. & M. RRs., freight for stations on the
C. i . E. Ry. in New York State, traffic moving in tank cars, leather and
wool.

EXCEPTIONS VIA MAYBROOK ONLY: Cement, brick, clay, sand, iron
and steel, machinery, cotton when loaded to a minimum of 65 bales per car
for one destination.

Also embargoed less carload freight other than cotton destined to points on
or via N. Y. N. H. & H. RR. and C. N. E. Ry. via Harlem River, N. Y., and
Maybrook, N. Y.

EXCEPT: When loaded to a minimum of 20,000 lbs. or more per car.
To cover all shipments of hay consigned to or notify U. S. Government,
New York, N. Y.

30
Dates placed,

N.Y.N.H.
&H. Em-
bargo No.
437
Super-
seding
No. 485

Extended,
Modified,

Sept. 14, 1917.

or Cancelled

Resume of Embargoes.

Embargoed all carload freight when consigned to stations on the N. Y.
N. H. & H. RR. and C. N. E. Ry.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cruci-
bles, billets, agricultural insecticides, insect repellants, vermin exter-
minators, fungicides, tree and other agricultural spray materials, fertilizer,
agricultural implements, field and garden seed, baskets, barrels and fruit
containers for shipping fruit and produce, coal, charcoal, coke, hemp and
sisal, tin plate, tin cans and glass containers, materials and supplies for the
N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR., freight for stations on

- the C. N. E. Ry. in New York State, traffic moving in tank cars, leather,

Extended
Oct. 1, 1917.

Modified
Oct. 8, 1917.

Embargo Oct. 3, 1917.
No. N.Y.
N.H.&H.
438
Super-
seding
No. 437

N.Y.N.H. Oct. 23, 1917.
&H. No.
441
Super-
seding
No. 438

Modified

Oct. 24, 1917.
Extended
Nov. 2, 1917.

Cancelled
Nov. 2, 1917.

wool, cement, brick, clay and sand, iron and steel, machinery.

To cover all carload shipments of cement, brick, clay, sand, iron, steel and
machinery from connecting rail carriers at Harlem River at New York
and Maybrook, N. Y.

To accept less carload shipments for points on N. Y. N. H. & H. RR.

Embargoed carload freight for points on or via the N. Y. N. H. & H. RR.
and C. N. E. Ry.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cruci-
bles, billets, agricultural insecticides, insect repellants, vermin exter-
minators, fungicides, tree and other agricultural spray materials, fertilizer,
agricultural implements, field and garden seed, baskets, barrels and fruit
containers for shipping fruit and produce, coal, charcoal, coke, hemp and
sisal, tin plate, tin cans and glass containers, materials and supplies for the
N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR., freight for stations on
the C. N. E. Ry in New York State, traffic moving in tank cars, leather and
wool.

Embargoed carload freight from connecting rail carriers at Harlem River
and Maybrook, N. Y., consigned to stations on the N. Y. N. H. & H. RR.
and C.N. E. Ry.

EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, news and bookprint papers, copper, spelter, zinc, lead, cruci-
bles, billets, agricultural insecticides, insect repellants, vermin exter-
minators, fungicides, tree and other agricultural spray materials, fertilizer,
agricultural implements, field and garden seed, baskets, barrels and fruit
containers for shipping fruit and produce, coal, charcoal, coke, hemp and
sisal, tin plate, tin cans and glass containers, materials and supplies for the
N. Y. N. H. & H. RR., C. N. E. Ry. and B. & M. RR., freight for stations on
the C. N. E. Ry. in New York State, traffic moving in tank cars, leather and
wool.

To accept via Harlem River iron and steel, brick, clay, sand and machinery.
To cover less carload freight.

EXCEPT: Freight for U. S. Government, its Allies or the American Red
Cross Society.

31
STATEMENT SHOWING EMBARGOES PLACED By NEW YorRK, NEw HAVEN & HARTFORD RAILROAD
DURING YEAR 1918, RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YORK, NEW HAVEN
& HARTFORD RAILROAD.

Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified, Resume of Embargoes.

bargo No. | or Cancelled
463 Jan.3,1918. Extended.

Embargoed all eastbound carload freight moving via Maybrook and Camp-
bell Hall, N. Y.
EXCEPT: Livestock, foodstuffs for human consumption, feed for live-
stock, coal, fuel oil and freight consigned U. S. Government, its Allies or
American Red Cross Society.

Extended To cover all eastbound carload and less carload freight.

Jan.7,1918. EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, coal, fuel oil and freight consigned for U. 8. Government, its
Allies or American Red Cross Society and N. Y. N. H. & H. and C. N. E.
supplies.

Extended To cover all eastbound carload freight routing via Maybrook and Camp-

Jan.11,1918. bell Hall, N. Y.
EXCEPT: Perishable, livestock, foodstuffs for human consumption, feed
for livestock, coal, fuel oil and freight consigned U. S. Government, its
Allies or American Red Cross Society.

Embargo Jan.16,1918. Account accumulation.

No. N.Y. Embargo all eastbound carload or less carload freight moving via May-
N.H.&H. brook, N. Y., Campbell Hall, N. Y., or Harlem River, N. Y.

468 EXCEPT: Bookprint paper, coal, food, feed, fuel oil, field seeds, fertilizer,
Super- freight for U. 8. Government, its Allies or American Red Cross Society,
seding livestock, news paper, perishable freight, railroad supplies and seed grain.

No. 463

Modified To accept less carload freight via Harlem River for handling at West-
Jan.17,1918. chester Transfer.
Extended To cover all eastbound carload and less carload freight destined to points

Jan. 25,1918. on or via C. N. E. and N. Y. N. H. & H. RRs. via Maybrook, Campbell
Hall or Beacon, N. Y.
EXCEPT: Freight consigned C. N. E. and N. Y. N. H. & H. RR.
Modified
Feb. 4,1918. To accept bituminous coal via Maybrook, Campbell Hall and Beacon, N. Y.
Modified
Feb.5,1918. To accept all shipments of drugs and medicines.

Embargo Feb.5,1918. Account of accumulation.

No. N.Y. Embargo all eastbound carload and less carload freight including freight
N.H.&H. diverted to routes which no tariffs applied destined to points on or via
492 C. N. E. and N. Y. N. H. & H. RRs. routed via Maybrook or Campbell
Super- Hall, N. Y., also all eastbound carload freight including freight diverted to
seding routes via which no tariffs applied routing via Harlem River.
Embar- EXCEPT: Agricultural implements (required for spring planting), coal,
goes 468 coke, cordwood, carbon black, drugs or ingredients used in the manufacture
and 470 thereof, empty tank cars, farm tractors, fertilizers and raw material for

use in manufacture thereof, field seed, foodstuffs for human consumption
(including fresh or cured meats, dressed poultry, fresh or frozen fish, fresh
fruits or vegetables, butter, eggs, cheese, lard or lard substitutes, milk
fluid, condensed or evaporated; flour, compressed yeast, salt, feed for ani-
mal or poultry consumption, freight consigned to railroad officers for use
of railroad companies, garden seed, gasoline in tank cars, illuminating fuel
oil in tank cars, insecticides for compounds, liquid chlorine for water works,
livestock, lubricating oil in tank cars, lamp black, medicines or ingredients
used in the manufacture thereof, nursery stock, newsprint paper consigned
to publishers, printer’s ink, spraying material or compounds, seed pota-
toes, supplies consigned to or in care of officers of U. S. Army or Navy.

Cancelled

Feb. 13, 1918.

32
Dates placed,

N.Y.N.H. Extended,
&H. Em- Modified,
bargoNo. or Cancelled
512 Mar. 13, 1918.
Extended
Mar. 19, 1918.
Extended

Mar. 25, 1918.

Embargo Mar. 26, 1918.
No. N.Y.
N.H.&H.
522
Super-
seding
No. 512

Embargo Mar. 29, 1918.
No. N.Y.
N.H.&H.
528
Super-
seding
No. 522

Embargo April 5, 1918.
No. N.Y.
N.H.&H.
530
Super-
seding
No. 528

Embargo April 6, 1918.
No. N.Y.
N.H.&H.
531
Super-
seding
No. 521

Embargo Cancelled
No.N.Y. April 8, 1918.
N.H.&H.

5381

Resume of Embargoes.

Account accumulation.

Embargo all eastbound freight destined points on or via C. N. E. and
N. Y. N. H. & H. RRs. from connecting carriers at Maybrook, N. Y.,
Campbell Hall, N. Y., or Harlem River, N. Y.

EXCEPT: Commodities mentioned in Circular CS-1-A.

a aver anthracite coal via Maybrook, Campbell Hall and Harlem River,
To cover all freight destined to points on or via C. N. E. and N. Y. N. H.
& H. RRs.

EXCEPT: Foodstuffs for human consumption, livestock, perishable
freight, material consigned to U. S. Government, its authorized agents, its
Allies, American Red Cross and railroad supplies.

Account accumulation.

Embargo all freight destined to points on or via C. N. BE. and N. Y. N. H.
& H. RRs. from connecting carriers at all junction points.

EXCEPT: Bituminous coal, coke and charcoal, food, domestic (not ex-
port) for human consumption, including wheat, corn, oats, rye, barley, rice,
cereal products, salt, canned goods, sugar, poultry, not including hay or
straw. Field and garden seed, grain, nursery stock, fertilizer and fertilizer
materials, agricultural implements and farm machinery required for pre-
paring the soil, printing paper and printing ink, hemp, sisal, medicine, drugs
and surgical instruments, livestock, perishable; material consigned to the
U. S. Government or its authorized agents, including the public printer, the
Bureau of Engraving and Printing, the Post Office Department, to the
Navy Department, Navy Yards and Navy Stations, to the Marine Corps,
to the American Red Cross, the Imperial Munitions Board, Canada and
shipments of steel, lumber, ties and piling consigned to the United States
Shipping Board Emergency Fleet Corporation.

Account accumulation.

Embargo carload freight destined points on or via C. N. E. and N. Y.
N. H. & H. RRs. coming from connecting carriers at Maybrook, Camp-
bell Hall or Harlem River, N. Y.

EXCEPT: Embargo does not apply to commodities enumerated in para-
graphs A, B, C, D, E and F of Circular CS-1 except that anthracite coal
will not be accepted.

Account accumulation, embargo carload freight destined to points on or
via C. N. E. and N. Y. N. H. & H. RRs. coming from connecting car-
riers from Maybrook, Campbell Hall or Harlem River, N. Y.

EXCEPT: Commodities enumerated in paragraphs A, B, C, D, E and F
of Circular CS-1 except anthracite coal will be accepted only when author-
ized by Mr. J. O. Halliday.

Covers carload freight destined to points on or via C. N. BE. and N. Y.
N. H. & H. from or via Boston & Albany RR., Boston & Maine RR., Cen-
tral Vermont RR. or N. Y. C. RR.

EXCEPT: Commodities enumerated in Circular CS-1.

33
Dates placed,
N.Y.N.H. Extended,
&H. Em- Modified, Resume of Embargoes.
bargo No. or Cancelled

533 April 9,1918. Embargo carload freight destined to points on or via the C. N. E. and

Super- N. Y. N. H. & H. RRs. from connecting carriers at Maybrook, N. Y.,
seding Campbell Hall, N. Y., or Harlem River, N. Y.
No. 530 EXCEPT: Commodities enumerated in Circular C8-1.
Extend
April 15, 1918. To cover all shipments of anthracite coal via Harlem River.
Modified

April 17, 1918. Accept anthracite coal via Harlem River.

Embargo April 26,1918. Embargo all carload freight destined to points on or via C. N. E. and

No. N.Y. N. Y. N. H. & H. RRs. from connections at Harlem River, Maybrook,
N.H.&H. Campbell Hall, N. Y.
548 EXCEPT. Commodities enumerated in paragraphs A, B, C, D and F of
Super- Circular CS-1 except coal via Maybrook and Campbell Hall.
seding
No. 530
Modified To accept iron and steel articles to points on or via N. Y. N. H. & H. and
May 7,1918. C.N. E. railroads when enumerated in special list.
Modified To accept clay and clay products, sand, spelter, asphalt, roofing material
May 9,1918. paper, for points on or via N. Y. N. H. & H. and C. N. E. RRs.
Modified To accept cement for points on or via N. Y. N. H. & H. and C. N. E.
May 10,1918. railroads.
Cancelled
May 24, 1918.

Embargo June 29,1918. Embargoed all less carload freight from connecting lines at Harlem River,

No. N.Y. Maybrook or Campbell Hall, N. Y., destined to points on or via N. Y. N. H.
N.H.&H. & H. RR.
597 EXCEPT: U.S. Government shipments, American Red Cross Society,

Y.M.C. A. and shipments loaded in straight cars for one destination.
Cancelled
July 11, 1918.

Embatee Aug. 9, 1918. Eayareced all less carload freight from connecting carriers via Maybrook,
No. N.Y. oN:
N.H.&H. EXCEPT: Shipments loaded in straight cars for one destination or con-
621 necting road or for U. S. Government, its authorized agent, its Allies,
American Red Cross Society, Y. M. C. A., wool, ammonia cylinders and
canning machinery.
Cancelled
Sept. 11, 1918.

Embargo Oct.7,1918. Embargo all less carload freight via Maybrook, N. Y.

No. N.Y. EXCEPT: Shipments loaded direct to one destination or connecting road,
N.H.&H. also shipments for U. S. Government, its authorized agents, its Allies,
655 American Red Cross Society, Y. M. C. A. at Army Cantonments, ammonia

cylinders or canning machinery.
Cancelled
Oct. 30, 1918.

34
STATEMENT SHOWING EMBARGOES PLACED By NEw YorK, NEw HAVEN & HARTFORD RAILROAD
DURING YEAR 1919, RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YorkK, NEw HAVEN
& HARTFORD RAILROAD.

No record of any restrictions.

STATEMENT SHOWING EMBARGOES PLACED By NEw York, NEw HAVEN & HARTFORD RAILROAD
DURING YEAR 1920, RESTRICTING TRAFFIC TO POINTS ON OR VIA NEW YorK, NEw HAVEN
& HARTFORD RAILROAD.

Dates placed,
N.Y.N.H. Extended.
&H. Em- Modified, Resume of Embargoes.

bargoNo. or Cancelled
992 by Jan.22,1920. Account weather conditions and resultant accumulation.

Regional Embargoed all eastbound carload freight for all points on or routing via
Director New York, New Haven & Hartford RR. via Harlem River Gateways.
Allegheny EXCEPT: Livestock, perishable freight, newsprint paper, woodpulp,
Region pulpwood, railroad supplies, bituminous coal, coke and petroleum products.
No. 17-20 This embargo applies via all lines in the Allegheny Region.
Modified To accept shipments of foodstuffs for human and animal consumption
Jan. 27,1920. originating at points east of Pittsburgh and Erie, Pa., and Buffalo, N. Y.
Cancelled
Feb. 16, 1920.

Embargo Jan. 22,1920. Account weather conditions and accumulation.

No. 991 by Embargoed all eastbound carload freight for delivery to Central New Eng-
Regional land or N. Y. N. H. & H. RR. at Campbell Hall or Maybrook, N. Y.
Director EXCEPT: Livestock, perishable freight, newsprint paper, petroleum
Eastern products, coal, coke, railroad supplies, Government freight and freight
Region covered by F. T. C. and G. O. C. permits.
No. 20-20

Modified

Jan. 26,1920. To accept charcoal.

Modified

Jan. 27,1920. To accept fuel oil in tank cars.

Revised Account weather conditions and accumulation.

Feb. 2,1920. Embargoed all eastbound carload freight for delivery to C. N. E. Ry. or
N. Y. N. H. & H. RR. at Campbell Hall or Maybrook, N. Y.
EXCEPT: Railroad fuel.

Revised Account weather conditions and accumulation.

Feb. 3,1920. Embargoed all eastbound carload freight for delivery to C. N. E. Ry. or
N. Y. N. H. & H. RR. at Campbell Hall or Maybrook, N. Y.
EXCEPT: Livestock, perishable freight, newsprint paper, petroleum
products, fuel oil in tank cars, coke, charcoal, railroad supplies and railroad
fuel, Government freight and freight covered by F. T. C. or G. O. C. permits.

Revised Account weather conditions and accumulation.

Feb.5,1920. Embargoed all eastbound carload freight for delivery to C. N. E. Ry. or
N. Y. N. H. & H. RR. at Campbell Hall or Maybrook, N. Y. ;
EXCEPT: Livestock, perishable freight, newsprint paper, railroad sup-
plies and railroad fuel, Government freight and freight covered by F. T. C.
or G. O. C. permits.

Modified

Feb. 20,1920. To accept bituminous coal.

Modified

Feb. 21, 1920. To accept food for animal consumption.

Superseded

Mar. 9,1920. By Embargo No. 17.

35
Dates placed,

N.Y.N.H. Extended,
&H. Em- Modified.
bargo No. or Cancelled

Embargo Feb. 12, 1920.
No. N.Y.

N.H.&H.

976 by

Regional

Director

Eastern

Region

No. 31-20

976 by
Regional
Director
Eastern
Region
No. 31-20 Modified
April 1, 1920.

Mar. 1, 1920.

April 9, 1920.

Embargo Feb. 12, 1920.

No. N.Y.

N.H.&H.

976 by

Regional

Director

Eastern

Region

No. 34-20
Modified
Feb. 20, 1920.
Modified
Feb. 22, 1920.
Mar. 1, 1920.

N.Y.N.H.

&H. Em-

bargo No.
17

Mar. 1, 1920.

Modified
Mar. 30, 1920.

Resume of Embargoes.

a8

Account weather conditions and resultant accumulation.

Embargoed all less carload freight from all connections and Steamship
Lines.

EXCEPT: The New England Steamship Line.

EXCEPT: Perishable freight, foodstuffs, newsprint paper and railroad
supplies.

Superseded by N. Y. N. H. & H. RR. Embargo No. 18.

Account weather conditions and resultant accumulation.

Embargoed all less carload freight from all connections.

EXCEPT: Perishable freight, foodstuffs, newsprint paper and railroad
supplies.

To accept foodstuffs for human and animal consumption, printing paper,
printing ink, empty ink drums, medicines, drugs, surgical instruments,
surgical implements, nursery stock, field and garden seed, fertilizer, fertil-
izer materials, spraying materials and household goods.

Superseded by N. Y. N. H. & H. RR. Embargo No. 37.

Account weather conditions and resultant accumulation.

Embargoed all carload freight from connections at Harlem River, N. Y.,
Jersey City and Greenville, N. J.

EXCEPT: Livestock, perishable freight, newsprint paper, railroad sup-
plies including fuel, Government freight and freight covered by F. T. C.
and G. O. C. permits.

To accept bituminous coal.

To accept feed for animal consumption.
Superseded by N. Y. N. H. & H. Embargo No. 17.

(a) Account weather conditions and resultant accumulation.

Embargoed all eastbound carload freight for delivery to the C. N. E. Ry.
and N. Y. N. H. & H. RR. at Campbell Hall or Maybrook, N. Y.
EXCEPT: Livestock, perishable freight, newsprint paper, bituminous
coal, feed for animal consumption, railroad supplies and fuel, Government
freight and freight covered by F. T. C. and G. O. C. permits.

(b) Account weather conditions and resultant accumulation.

Embargoed all carload freight from connections at Harlem River, N. Y.,
Jersey City and Greenville, N. J.

EXCEPT: Livestock, perishable freight, newsprint paper, bituminous
coal, feed for animal consumption, railroad supplies including fuel, Gov-
ernment freight and freight covered by F. T. C. and G. O. C. permits.

To accept foodstuffs for human and animal consumption, tank cars (loaded
or empty), anthracite coal, charcoal, coke, printing ink and printing paper,
empty ink drums, copper, spelter, scrap brass, lead and zinc, medicines,
drugs, surgical instruments and surgical dressings, agricultural imple-
ments, nursery stock, field and garden seeds, fertilizer, fertilizer materials,
spraying materials, canning machinery, tin plates for the manufacture of
tin cans and household goods.

36
Dates placed,

N.Y.N.H. Extended.
&H. Em- Modified. Resume of Embargoes.
bargoNo. or Cancelled

N.Y.N.H. April 9, 1920.
&H. Em-
bargo No.

37

39 April 12, 1920.

Modified
April 28, 1920.

N.Y.N.H. May 28, 1920.
&H. Em-
bargo No.

56

N.Y.N.H. May 28, 1920.
&H. Em-
bargo No.

57

N.Y.N.H. May 28, 1920.
&H. Em-
bargo No.

68

N.Y.N.H. June 9, 1920.
&H. Em-
bargo No.

63

Superseding N. Y. N. H. & H. Embargoes Nos. 17 and 18.

Account labor trouble.

Embargoed all east and westbound carload and less carload freight des-
tined to or originating at Piers 31 and 70 East River, New York, Harlem
River, N. Y., Vannest, N. Y., West Farms, N. Y., Brooklyn Eastern Dis-
trict Terminal, Bush Terminal Co., New York Dock Company, Jay Street
Terminal or other Brooklyn deliveries as well as all freight for or from
lighters in New York Harbor, also all east or westbound carload and less
carload freight for or from P. RR., C. RR. of N. J., L. V. RR., L. I. RR.,
N. Y. C. RR. via Harlem River, Fresh Pond Junction or Port Morris, N. Y.,
and for or from foreign or coastwise steamship lines at New York.

Superseding N. Y. N. H. & H. RR. Embargoes 17, 18 and 38.

Account labor trouble.

Embargoed all carload and less carload freight originating at points west

_ Maybrook, N. Y., Campbell Hall, N. Y., Albany, N. Y., or West Albany,
ee

EXCEPT: Foodstuffs for human consumption or railroad supplies.

To accept following commodities when originating west of Albany, N. Y.,

or West Albany, N. Y.: Livestock and perishable, foodstuffs for human

and animal consumption, printing ink and empty ink drums, medicines,

drugs, surgical instruments and surgical dressings, agricultural imple-

ments, nursery stock, field and garden seed, fertilizer, fertilizer materials,

spraying materials, coal, coke and charcoal, tank cars, loaded and empty,

household goods, railroad supplies.

Superseding N. Y. N. H. & H. RR. Embargoes 37 and 39.

Account labor trouble and accumulation.

Embargoed all freight carload and less carload from P. RR., C. RR. of N. J.,
L. V. RR. via Bay Ridge, Harlem River or Oak Point.

EXCEPT: Coal, coke, charcoal, freight in tank cars, foodstuffs for hu-
man consumption and railroad supplies.

Account labor trouble and accumulation.

Embargoed all freight carload and less from connections at Maybrook,
N. Y., or Campbell Hall, N. Y.

EXCEPT: Coal, coke, charcoal, freight in tank cars, foodstuffs for hu-
man consumption and railroad supplies.

Account labor trouble and accumulation.

Embargoed all freight carload and less carload originating at points west
of Albany or West Albany, N. Y., and routing via these Gateways.
EXCEPT: Livestock, perishable, foodstuffs for human and animal con-
sumption, printing ink and empty ink drums, medicines, drugs, surgical
instruments and surgical dressings, agricultural implements, nursery stock,
field and garden seeds, fertilizer, fertilizer materials, spraying material,
coal, coke, charcoal, tank cars loaded and empty, household goods and rail-
road supplies.

Superseding N. Y. N. H. & H. RR. Embargo 56.

Account labor trouble and accumulation.

Embargoed all carload and less carload freight from P. RR., C. RR. of N. J.,
L. V. RR. via Bay Ridge, Harlem River or Oak Point.

EXCEPT: Foodstuffs for human consumption, railroad supplies includ-
ing fuel and fuel for public utilities.

37
N.Y.N.H.
&H. Em-
bargo No.

N.Y.N.H.

&H. Em-

bargo No.
64

N.Y.N.H.

&H. Em-

bargo No.
65

63

N.Y.N.H.
&H. Em-

bargo No.

64

N.Y.N.H.
&H. Em-

bargo No.

65

N.Y.N.H.
&H. Em-

bargo No.

79

N.Y.N.H.
&H. Em-

bargo No.

76

Dates placed,
Extended.
Modified.

or Cancelled

June 9, 1920.
Superseding
New Haven
Emb. No. 57.

June 10, 1920.

Extended
June 23, 1920.

Extended
June 23, 1920.

Extended
June 23, 1920.

June 25, 1920.
Superseding
N.Y.N.H.&H.
Embs. 63 and
64.

June 25, 1920.
Supersedes
and cancels
N.Y.N.H.&H.
Emb. 65.

Resume of Embargoes.

Account labor trouble and accumulation.

Embargoed all freight carload and less from connections at Maybrook,
N. Y., or Campbell Hall, N. Y.

EXCEPT: Foodstuffs for human consumption, railroad supplies includ-
ing fuel and fuel for public utilities.

Account labor trouble and accumulation.

Embargoed all freight carload and less from connections at Beacon, N. Y.,
Poughkeepsie, N. Y., and Rhinecliff, N. Y.

EXCEPT: Livestock, perishable, foodstuffs for human and animal con-
sumption, printing ink and empty ink drums, medicines, drugs, surgical
instruments and surgical dressings, agricultural implements, nursery
stock, field and garden seed, fertilizer, fertilizer materials, spraying ma-
terials, coal, coke, charcoal, tank cars loaded and empty, household goods
and railroad supplies.

To cover foodstuffs for human consumption and fuel for public utilities.

To cover all shipments of foodstuffs for human consumption and fuel for
public utilities.

To cover all freight destined to or routing via New Haven, Conn., via
Beacon, Poughkeepsie and Rhinecliff, N. Y.

Note: Does not prohibit acceptance of commodities listed as
exceptions in original Section 14 issued June 10th when not routing
via New Haven, Conn.

Account labor trouble.

Embargoed all carload and less carload freight from connections when
poutine via Bay Ridge, Harlem River, Oak Point, Maybrook or Campbell,
EXCEPT: Perishable, livestock, Government freight, foodstuffs for hu-
man and animal consumption, medicines, drugs, surgical instruments and
dressings, agricultural implements, nursery stock, field and garden seeds,
fertilizer, fertilizer materials, spraying materials, bituminous coal, coke,
See freight in tank cars, household goods, ink drums, railroad
supplies.

Account labor trouble.

Embargoed all carload and less carload freight routing via Albany, West
Albany, Rhinecliff, Poughkeepsie or Beacon, N. Y.

EXCEPT: Perishable, livestock, Government freight, foodstuffs for hu-
man and animal consumption, medicines, drugs, surgical instruments and
dressings, agricultural implements, nursery stock, field and garden seeds,
fertilizer, fertilizer materials, spraying materials, coal, coke, charcoal,
oe in tank cars, household goods, cotton, wool, ink drums and railroad
supplies.

38
N.Y.N.H.
&H. Em-
pargo No.

Dates placed,
Extended.
Modified.

or Cancelled

Resume of Embargoes.

N.Y.N.H. July 10,1920. Account accumulation due to labor trouble.

&H. Em-
bargo No.
96

145

N.Y.N.H.

&H. Em-

bargo No.
190

Supersedes
and cancels
N.Y.N.H.&H.
Embs. 79 & 76.

Modified
July 15, 1920.

July 21, 1920.
Supersedes
and cancels
N.Y.N.H.&H.
Emb. No. 96.

Aug. 24, 1920.
Supersedes
and cancels
N.Y.N.H.&H.
Emb. No. 145.

Modified
Sept. 4, 1920.

Cancelled
Sept. 15, 1920.

Embargoed all carload and less carload freight routed via Rennsalaer,
N. Y., Albany, N. Y., or West Albany, N. Y., Bay Ridge, Harlem River or
Oak Point, N. Y., Maybrook or Campbell Hall, N. Y.

EXCEPT: Perishable and livestock, Government freight railroad sup-
plies, foodstuffs for human and animal consumption, bituminous coal,
coke, charcoal, cordwood, tank cars loaded or empty, medicines, drugs,
surgical instruments and dressings, soap and soap powder, sulphur, tan-
ner’s extract, printer’s ink, ink drums, carbon or lamp black, carbide,
binder twine, hemp and sisal, canning machinery, baskets, barrels, food
containers of all kinds, agricultural implements, nursery stock, field and
garden seed, fertilizer, fertilizer materials, spraying materials, copper,
spelter, zinc, lead, pig iron, billets, moulding sand, cotton, wool, leather,
household goods, cement, asphalt, clay products, plaster and plaster board.
To accept L. C. L. freight in lots of 10,000 lbs. or more for one station on
the N. Y. N. H. & H. RR. or C. N. E. Ry. or for delivery to one connecting
line beyond subject to other lines embargoes when loaded direct.

Account accumulation.

Embargoed all carload and less carload freight routed via Bay Ridge,
Harlem River or Oak Point, N. Y., Maybrook or Campbell Hall, N. Y.
EXCEPT: Perishable, livestock, Government freight, railroad supplies
including fuel, foodstuffs for human consumption, freight in tank cars,
fuel consigned to public utilities including street and interurban railways,
electric power and lighting plant, gas plant, ice plants, water and sewer
works, hospitals, schools and other public utilities.

Account accumulation.

Embargoed freight from connections at Bay Ridge, Harlem River or Oak
Point, N. Y., Maybrook or Campbell Hall, N. Y.

EXCEPT: Perishable, livestock, Government freight, railroad supplies,
foodstuffs for human and animal consumption, anthracite and bituminous
coal, coke, charcoal, freight in tank cars, medicines, drugs, surgical instru-
ments and dressings, printer’s ink, ink drums, carbon or lamp black and
carbide, binder twine, hemp and sisal, canning machinery, food containers
of all kinds, copper, spelter, zinc, lead, pig iron, billets, moulding sand,
household goods, cement, asphalt, clay and clay products, plaster and
plaster board, leather, less carload freight for Bridgeport, Waterbury,
New Britain, New Haven, Hartford, Springfield, Providence, Worcester,
Boston, Fall River or New Bedford when loaded direct to destination and
for other points when loaded direct to a designated transfer or destination
according to minimum.

To accept carload freight destined Harbor Junction, R. I., consigned to
Gilmartin & Co., or Providence Atlantic Line for the Steamship Lake
Fandango.

39
W. H. Williams Exhibit No. 141

THE PENNSYLVANIA RAILROAD COMPANY

OFFICE OF VICE-PRESIDENT IN CHARGE OF OPERATION

Ww. W. ATTERBURY,
Vice-President in Charge of Operation

PHILADELPHIA, January 17, 1921.

Subject: Analysis of cars held for New Haven and Central New England roads during 1920
account embargoes—in connection with complaint of New England Roads before I. C. C. on

question of divisions. 1/17/21. C.M.S.

Referred to
Mr. George D. Dixon,
Vice-President.

If you consider it desirable that the information prepared by Mr. Sheaffer be forwarded Mr.

W. H. Williams, will you not kindly transmit these papers to Mr. Rea for that purpose?

W. W. ATTERBURY,

Vice-President.
Philadelphia, January 17, 1921.

Mr. Atterbury:
We would suggest the following reply be made to Mr. Williams:

“Acknowledging receipt of your letter of the 6th instant, together with data prepared by
your General Manager’s department, concerning embargoes placed by the Boston & Maine Railroad
against its connections, the information to be used for defense of the so-called New England case
before the Interstate Commerce Commission:

“We have endeavored to furnish information along the lines suggested and have had our
Transportation Department prepare complete statements for the years 1916-17-18-19 and 20
showing :—

1st—A summary of embargoes laid by the Pennsylvania Railroad against traffic moving to:
(a)—The N. Y. N. H. & H.R. R. via Greenville
(b)—The N. Y. N. H. & H. R. R. via Belvidere
(c)—The D. & H. Company via Wilkes Barre

2nd—Statements showing the number of cars held by the Pennsylvania Railroad for the:
(d)—N. Y. N. H. &H. R. R. for forwarding via Greenville
(e)—N. Y. N. H. & H. R. R. for forwarding via Belvidere
(f)—D. & H. Company for forwarding via Wilkes Barre
for which reclaim of per diem was made against those roads.

3rd—Statement showing the number of cars held for the Pennsylvania Railroad by the:
(g)—N. Y. N. H. & H.R. R. for forwarding via Greenville
(h)—D. & H. Company for forwarding via Wilkes Barre
for which those roads made reclaim of per diem against the Pennsylvania.

4th—Statements, by months and days, showing (graphically) embargoes laid by the Penn-
sylvania Railroad or U. S. Railroad Administration, specifically against traffic destined to New
England points through Greenville and Wilkes Barre.

(These latter statements do not include general embargoes laid by the Pennsylvania Rail-
road, which incidentally affected New England traffic.)”

C. M. SHEAFFER.
EMBARGOES PLACED BY PENNSYLVANIA RAILROAD LINES EAST OF PITTSBURGH AND ERIE, ALSO
PLACED BY U. 8S. R. R. ADMINISTRATION (ALLEGHENY REGION AND EASTERN REGION)

P.R.R.

P.R.R.

1055

PBs

1080

PBR.

1206

AFFECTING SHIPMENTS MOVING TO AND FROM NEW ENGLAND VIA WILKES-BARRE,

HARLEM RIVER, CAMPBELL HALL AND MAYBROOK GATEWAYS DURING THE
PERIOD 1916 To 1920, INCLUSIVE.

June 19, 1916.Anthracite and Bituminous coal for delivery at all points on or routed via
N. Y.N. H. & H.R. R. and C. & N. E. Rwy., routed via Greenville (Jersey
City), N. J., and Harlem River, N. Y., or via Belvidere and L. & H. R.
Railway or via Martins Creek and L.& N. E. R. R., EXCEPT Supply Coal
for N. Y.N. H.& H.R. R. and C. N. E. Ry.

Modified

July 13, 1916. Anthracite Coal.

Cancelled
July 29, 1916.That portion of embargo laid by P. R. R.

Restored All freight destined to all points on or via N. Y. N. H. & H. R. R. and

Jan. 27, 1917.C. N. E. Ry., when routing via Harlem River or Maybrook. Does not apply
to Live stock, Perishable freight, Foodstuffs for human consumption, N. Y.
N. H. & H. R. R. and C. N. E. Ry., fuel coal, Field Seed, Seed Grain,
Nursery stock and U. 8. Government shipments.

Cancelled
Feb. 19, 1917.That portion of embargo laid by P. R. R.

Feb. 5, 1917. All freight destined to points on or via D. & H. Co., when routed via Wilkes-
Barre, Hudson, Buttonwood or Honey Pot, Pa., except live stock, perishable
freight, railroad fuel coal, freight consigned to Officers of the U. S. Gov-
ernment, field seeds, seed grain, nursery stock and fertilizer.

Cancelled
Feb. 26, 1917.

Feb. 14, 1917.All carload freight routing via Elmira, N Y., Erie R. R., Binghamton,
N. Y., and D. & H. Company destined to all points on or via D. & H. Com-
pany. EXCEPTIONS :—Livestock, perishable freight, foodstuffs for
human consumption, field seed, seed grain, nursery stock, fertilizer and
freight consigned to Officers of the U. S. Government and shipments of
materials to be used in U. S. Government work provided shippers declare
on Bills of Lading “TO BE USED IN U. 8. GOVERNMENT WORK.”
Shipments billed up to and including Feb. 14th accepted by P. R. R.

Cancelled
Feb. 28, 1917.

Mar. 12, 1917.All carload freight for movement via N. Y. N. H. & H. R. R. and C. N. E.
Ry., when routing via Harlem River and Maybrook, except perishable
freight, livestock, foodstuffs for human consumption, feed for animals,
news and bookprint paper, agricultural insecticides, insect repellants, ver-
min exterminators and fungicides, implements and machines required for
preparing the soil, railroad fuel and supplies, household goods, tin plate,
tin cans, box shooks and cooperage stock when consigned to or for use of
the U. §. Government, field and garden seeds, fertilizer, nursery stock,
cotton and cotton linters when loaded to a minimum of 65 bales per car.
Perishable freight, livestock, foodstuffs for human consumption, feed for
livestock, tin plate, tin cans, field and garden seed, fertilizer, nursery stock
and freight consigned to or for use of the U. S. Government will be accepted
for points on or via B. & M. R. R.

Cancelled
Apr. 5, 1917.
P.R.R.
1343

P.R.R.
1366

P.R.R.
1458

May 8, 1917. All freight routing to the D. & H. Company at Hudson, Wilkes-Barre or

Cancelled

May 28, 1918.

Buttonwood, Pa., when destined to all points on or via D. & H. Co., EX-
CEPT Livestock, Perishable Freight, Shipments consigned to Officers of
the U. 8. Government, Shipments of Materials to be used in U. S. Govern-
ment work provided shippers declare on Bills of Lading “THIS MATE-
RIAL TO BE USED IN U. S. GOVERNMENT WORK,” Foodstuffs for
human consumption, Feed for Livestock, Tin Plate, Tin Cans, All railroad
Materials and Supplies, Field Seed, Seed Grain, Nursery Stock, Fertilizer,
Spraying Materials, Agricultural Implements, Drugs and Medicines con-
signed to Red Cross Hospitals.

May 8, 1917. All less carload freight from all connections except from connections at

Cancelled

Greenville, N. J., destined to points on or via P. R. R., EXCEPT Perish-
able freight, Foodstuffs for human consumption, Drugs and Medicines for
Red Cross Hospitals and shipments consigned to Officers of the U. S. Gov-
ernment. This embargo does not apply to cars loaded to cubical capacity
with. less carload freight for one destination (NOT A TRANSFER STA-
TION) on or via P. R. R., when destined to points not specifically em-

bargoed.

May 17, 1917.

May 29, 1917.All carload freight routing via Jersey City (Harlem River) and Maybrook

Superseded by
June 19, 1917.

P.R.R.
1653

Superseded by
July 31, 1917.

P.R.R.
1789

P.R.R.
1778

PRR
1814

Modified

destined to points on or via N. Y. N. H. & H.R. R. and C. N. E. Ry. Does
not apply to Perishable freight, Livestock, Foodstuffs for Human con-
sumption, Feed for Livestock, News and Bookprint Paper, Field and Gar-
den Seed, Nursery Stock, Implements and Machines required for preparing
the soil, Household Goods, Material and Supplies for N. Y. N. H. & H.
R. R. and C..N. E. Ry., and B. & M. R. R., Freight consigned to or for use
of U. 8. Government or American Red Cross, Tin Plate, Tin Cans, Cotton

and Cotton Linters.

Same restrictions as shown in P. R. R. No. 1458 (Above).

Same restrictions as shown in P. R. R. No. 1458 (Above).

Aug. 24, 1917.

Cancelled

Sept. 8, 1917.

Aug. 1,1917. All less carload freight originating on connecting lines when for delivery

Cancelled

to P. R. R. at junction points Rahway, N. J., and East for handling
through Waverly, Transfer. Does not apply to U. S. Government freight,
Freight for Red Cross Society and P. R. R. Company material.

Aug. 16, 1917.

Aug. 7, 1917. All carload shipments destined to Trenton, N. J., and all points East of

Cancelled

Trenton, N. J., on and via New York Division of the P. R. R. including
shipments destined to connecting lines.

Aug. 11, 1917.
P.R.R.
1820

P.R.R.

1894

P.R.R.

1930

P.R.R.

2057

P.R.R.

21

P.R.R.

71

Aug. 8, 1917. All carload shipments routing to or via D. & H. Co., at Wilkes-Barre Gate-
way. Embargo does not apply to livestock, perishable freight, foodstuffs
for human consumption, feed for livestock, printing paper, all railroad
supplies, shipments consigned to Officers of the U. S. Government, ship-
ments of material to be used in U. 8. Government work provided shippers
declare on Bills of Lading “THIS MATERIAL TO BE USED IN U. S.
GOVERNMENT WORK,” drugs and medicines consigned to Red Cross
Hospitals, nitro cellulose, baskets, barrels and fruit containers, tin plate
and tin cans. Shipments billed up to and including August 9th accepted.

Cancelled

Aug. 18, 1917.

Aug. 27, 1917.All carload freight for movement to or via D. & H. Company through the
Wilkes-Barre Gateway, except livestock, perishable freight, foodstuffs for
human consumption, railroad supplies, U. S. Government and Red Cross
freight.

Cancelled

Sept. 5, 1917.

Sept. 5, 1917. All less carload freight from all connections (except from connections at
Greenville, N. J.), destined to points on or via P. R. R. except perishable
freight, foodstuffs for human consumption, drugs and medicines for Red
Cross Hospitals, shipments for account of the U. S. Government offered in
compliance with Bulletin No. 22, Special Committee on National Defense.
Embargo does not apply to cars loaded to cubical capacity with less carload
freight for one destination (not a transfer station) on or via P. R. R.,
destined to points not specifically embargoed.

Cancelled
Sept. 13, 1917.

Oct. 8, 1917. All carload freight routing to or via D. & H. Company through the Wilkes-
Barre Gateway. Embargo does not apply to Livestock, Perishable freight,
Foodstuffs for human consumption, Feed for Livestock, Tin plate, Printing
paper, All railroad supplies, Drugs and Medicines consigned to Red Cross
Hospitals, Tin cans, Nitro Cellulose, Baskets, Barrels and Food containers,
Shipments for account U. 8S. Government when offered in compliance with
Bulletin No. 22 issued by A. R. A., Special Committee on National Defense.

Cancelled
Oct. 23, 1917.

Jan. 4, 1918. All carload freight from all points destined to all points on or via Pennsyl-
vania Lines east of Pittsburgh and Erie, Pa. Does not apply to Livestock,
Live and Dressed Poultry, Dressed Meats, Dairy Products, Printing Paper,
Coal, Coke, Limestone for furnace use, Dolomite, Ganister, Fire Clay, Fire
Brick and Railroad supplies for Pennsylvania Railroad.

Cancelled
Jan. 25, 1918.

Jan. 17, 1918.All carload freight destined to points on or routing via D. & H. Company
through the Wilkes-Barre Gateway. Does not apply to Perishable freight,
Foodstuffs for human consumption and Coal.

Extended ;
Jan. 23, 1918.All freight EXCEPT livestock and Foodstuffs for human consumption.

Modified ;
Feb. 6, 1918. Fuel coal for Railroad supply.

Cancelled
Feb. 11, 1918.
P.R.R. Jan. 24, 1918.All freight from all points destined to all points on or via Penna. Lines
91 east of Pittsburgh and Erie, Pa. Does not apply to Livestock, Foodstuffs
for human consumption, Coal, Coke, Oil for fuel, Limestone for furnace
use, Dolomite, Ganister, Fire Clay and Fire Brick for furnace use, Railroad
supplies for Penna. Railroad and such War Munitions and War Supplies

as are specifically approved by the War Department.

Modified
Feb. 8, 1918. All less carload freight.
Revised All carload freight from all points destined to all points on or routing via

Feb. 25, 1918.Main Line of the Eastern Penna. Grand Division (Philadelphia, Pa., ex-
clusive to Altoona and Hollidaysburg, Pa., inclusive) and Southern Grand
Division (Harrisburg exclusive to Washington, D. C., inclusive and Wil-
mington, Del., to Norfolk, Va., inclusive) of the Penna. Railroad Lines east
of Pittsburgh and Erie, Pa. Numerous exceptions.

Modified All freight for movement over the Main Line of the Eastern Pennsylvania

Mar. 25, 1918.Grand Division.

Cancelled

July 8, 1918.

P.R.R. Feb. 13, 1918.All carload freight destined to or routing via D. & H. Co., at Wilkes-Barre,
148 except livestock, foodstuffs for human consumption, Railroad supply
coal.
Modified
Feb. 14, 1918.Coke.
Modified All shipments of materials for repairing locomotives.
Feb. 19, 1918.
Extended All carload freight routing via Erie Railroad or D. L. & W. R. R., at Elmira,
Feb. 27, 1918.N. Y., when destined to points on or routing via the D. & H. Company.
Same exceptions as above.

Extended All freight routing to the D. & H. Company at Wilkes-Barre, Pa., except

Mar. 28, 1918 Livestock, Perishable freight and shipments for E. I. duPont Company,
also routing to D. L. & W. and Erie R. R. at Elmira, N. Y. for points on or
via the D. & H. Co.

Cancelled
Apr. 5, 1918.
P.R.R. Feb. 28, 1918.All less carload freight for Waverly Transfer, Mantua Transfer, Harris-
187 burg Transfer or Pittsburgh Transfer.
Cancelled
Mar. 22, 1918.

P.R.R. Mar. 12, 1918. All freight destined to Waverly, N. J., and all points east thereof including
230 connections. Does not apply to Livestock, Perishable freight, Freight
consigned to Officers of the U. S. Government, Coal, Railroad Material for
Company use, Foodstuffs for human and animal consumption, Medical
Supplies, Garden Seeds and Fertilizer.
Extended All freight, except Livestock, Perishable freight, Tidewater coal and ship-
Mar. 28, 1918.ments for E. I. duPont Company.
Modified All carload shipments of commodities shown in Paragraphs A, B, C, D, E,
Apr. 5, 1918. and F of Circular CS No. 1-A (except that Anthracite Coal will not be
accepted) when destined to or via N. Y. N. H. & H. R. R. and C. N. E. Ry.,
also MODIFIED to permit acceptance of less carload shipments destined to
or via N. Y.N. H. & H. R. R. and C. N. E. Ry.
Modified All freight when originating on Penna. Railroad Lines east of Pittsburgh
Apr. 10, 1918.and Erie, Pa.

Extended
Apr. 16, 1918.All L. C. L. from N. Y. N. H. & H. for handling at Waverly Transfer, N. J.

Cancelled
May 7, 1918..nsofar as shipments to and from N. Y. N. H. & H. Railroad are concerned.

6
P.R.R.

P.R.R.

P.R.R.

P.R.R.

PR.R.

P_R.R.

49

Mar. 28, 1918.All freight routing to and via N. Y. N. H. & H. R.R. through Harlem River
or Maybrook Gateways, except Livestock, Perishable freight and all ship-
ments for E. I. DuPont Company.

Cancelled

Apr. 3, 1918.

Apr. 18, 1918.All less carload freight for Waverly Transfer, Mantua Transfer, Harris-
burgh Transfer or Pittsburgh Transfer.

Cancelled

May 2, 1918.

May 381, 1918. All less carload freight orginating on N. Y. N. H. & H. R. R. destined to
points on or via P. R. R., when requiring handling at Waverly Transfer.

Modified Penna Railroad material and shipments for U. S. Government including
June 3, 1918. U. S. Shipping Board, Emergency Fleet Corporation.

Cancelled

June 18, 1918.

July 13, 1918.All less carload freight destined all points on or via Penna Lines east of
Pittsburgh and Erie, Pa., and Buffalo, N. Y., originating on or routing to
the Penna. Lines East via N. Y. N. H. & H. R. R. at Waverly Transfer.
Does not apply to U. S. Government freight, Railroad Material consigned
to Railroad Officers or any less carload freight that can be routed to one
destination (NOT A TRANSFER) carded to such destination in solid cars.

Extended All less carload freight originating on foreign railroads which must break

July 29, 1918.bulk at Waverly Transfer, EXCEPTIONS U. 8. Government freight rail-
road material or less carload freight that can be loaded to one destination
(NOT A TRANSFER) ordered to such destination in solid cars.

Cancelled
Aug. 16, 1918.

Sept. 3, 1918. All less carload freight destined all points on or via Penna. Railroad Lines
east of Pittsburgh and Buffalo coming from N. Y. N. H. & H. R. R. for
handling at Waverly Transfer, N. J., when not loaded in solid cars for one
destination (NOT A TRANSFER). Does not apply to U. S. Government
freight and Railroad Material consigned to Railroad Officials.

Cancelled
Sept. 14, 1918.

Oct. 10, 1918.All less carload freight originating on Penna. Railroad Eastern Lines
destined to all points beyond Trenton, N. J., for which loading authorized
in CT-352 is to break-bulk at Trenton, N. J. Does not apply to Livestock,
Perishable Freight, Foodstuffs for human consumption and Government
freight or to shipments loaded in solid cars for delivery at one destination.

Cancelled
Oct. 25, 1918.

Jan. 9, 1919. All shipments Perishable Freight and Livestock intended for delivery to
N. Y. N. H. & H. Railroad when routing via Greenville, Harlem River or

Bayridge.
Cancelled
Jan. 13, 1919.

Apr. 17, 1919.All shipments Perishable Freight and Livestock destined to points on or
routing via N. Y. N. H. & H. Railroad at Greenville, Harlem River or Bay-

ridge.
Cancelled
Apr. 17, 1919.
U.S.R.R.A. Feb. 18, 1920.All carload freight for delivery to the D. & H. Co., at Buttonwood, Wilkes-

Allegheny Region Barre or Hudson, Pa., when destined to points on the B. & M. R. R. This
32-20 applies to traffic routed in connection with all Lines in the Allegheny
Region.
Cancelled
Feb. 25, 1920.
U.S.R.R.A. Jan. 17, 1920.All freight from all points destined to all points on or routing via C. N. E.
Allegheny Region. Railway through the Maybrook Gateway, except Livestock, Perishable
7-20 Freight, Feed and Food for human and animal consumption and Railroad
fuel.
Cancelled
Feb. 3, 1920.
U.S.R.R.A. Jan. 22, 1920. All eastbound carload freight from all points destined to all points on or
Allegheny Region routing via N. Y. N. H. & H. R. R. via Harlem River Gateway, except Live-
17-20 stock, Perishable Freight, Newsprint Paper, Woodpulp, Pulpwood, Rail-

road Supplies, Bituminous Coal, Coke and Petroleum Products. This ap-
plies via all lines in Allegheny Region.

Cancelled

Feb. 16, 1920.

U.S.R.R.A. Jan. 23, 1920.All eastbound carload freight from connections of Penna. Railroad at Pitts-
Allegheny Eastern burgh and Erie, Pa., and Buffalo, N. Y., and West thereof when routing
Region or to be routed via D. & H. Company through the Wilkes-Barre Gateway
18-20 when destined to points beyond the D. & H. Company, except Livestock,
Perishable Freight, Newsprint Paper, Woodpulp, Pulpwood, Railroad Sup-
plies, Government Freight, Bituminous Coal, Coke and Petroleum Products.
Cancelled
Mar. 1, 1920.

P.R.R. Jan. 24, 1920. All eastbound freight from all connections West and South of Trenton,
13 N. J., when for delivery to all connections at Junction points East of Tren-
ton, N. J., except Livestock, Perishable freight, Foodstuffs for human
consumption, Coal, Government freight, Newsprint paper and freight
for movement through Atlantic Seaboard Ports covered by F. T. C. or G.
O. C. permits.
Extended All freight originating at all points South or West of Trenton, N. J., des-
Feb. 5, 1920. tined all points North or East of Trenton, N. J., either for delivery on
P. R. R. or for delivery to connecting lines. EXCEPTIONS :—Livestock,
Perishable Freight, Foodstuffs for human consumption, Newsprint Paper,
Coal for Hospitals and Public Utilities and Railroad Materials and Supplies
for P. R. R. and L. I. R. R.
Revised

Feb. 26, 1920.So as to apply to freight for P. R. R. delivery only.

Extended All freight destined all points East of and including New Brunswick, N. J.,

Mar. 27, 1920.whether for delivery on Penna. System or to connections East of New
Brunswick, N. J., except Livestock, Perishable Freight, Foodstuffs for
human and animal consumption, Anthracite and Bituminous Coal, Coke,
Newsprint Paper, U. S. Government Freight and shipments consigned to
American Red Cross.

Modified Fertilizer, Field and Garden Seed, Agricultural Implements and Spraying

Mar 29, 1920.Materials.

Revised All freight when for delivery on the Penna. System or to connecting lines

Apr. 22, 1920.at all points North and East of Trenton, N. J., including Trenton, N. J.,
EXCEPT Fuel Coal for the Penna. System and the N. Y. N. H. & H.R. R.

Revised All freight when for delivery on Penna. System or connecting lines at all

May 7, 1920. points North and East of New Brunswick, N. J., including New Brunswick,
N. J., Except Fuel Coal for the Penna. System, Long Island R. R., N. Y.
N. H. & H. RB. R., including C. N. E. Rwy., Hudson & Manhattan R. R., and
Berwind-White Coal Mining Co., Fertilizer, Field and Garden Seed, Agri-
cultural Implements and Nursery Stock.

8
Modified All shipments Bituminous Coal when destined to all points on the N. Y. N.
May 11, 1920.H. & H. R. R. or Long Island Railroad.

Revised All freight for delivery on Penna. System or connecting lines Newark,
May 21, 1920.N. J., inclusive and all points East thereof. Embargo did not cover freight
moving to the N. Y.N. H. & H. R. R. at this time.

Restored All freight for delivery on Penna. System or connecting lines (including

July 19, 1920.N. Y. N. H. & H.) New Brunswick, N. J., and all points East thereof. EX-
CEPTIONS :—Fertilizer, Field and Garden Seed, Agricultural Implements,
Nursery Stock, Materials and Supplies including Fuel Coal consigned to
an Officer of the Penna. System, Long Island Railroad or N. Y. N. H. & H.
R. R., all shipments consigned to U. S. Government, Newsprint Paper.

Modified Livestock and Foodstuffs for human consumption destined to points on
July 22, 1920.N. Y. N. H. & H. Railroad.

Modified All shipments destined to points on the N. Y. N. H. & H. Railroad or
Aug. 13, 1920.through New England points.

Embargo did not cover New England freight routing via connecting lines
from this date until cancelled.

U.S.R.R.A. Jan. 26, 1920.All eastbound carload freight for delivery to C. N. E. Railway and N. Y.
Eastern Region N. H. & H. Railroad at Campbell Hall or Maybrook, N. Y., EXCEPT Live-
20-20 stock, Perishable Freight, Newsprint Paper, Petroleum Products, Coal,
Coke, Railroad Supplies and Government Freight.
Revised All carload freight routed in accordance with above. EXCEPTIONS :—
Feb. 3, 1920. Railroad Fuel.
Revised All eastbound carload freight for delivery to C. N. E. Railway or N. Y.
Feb. 4, 1920. N. H. & H. Railroad at Campbell Hall or Maybrook, N. Y., except Livestock,
Perishable Freight, Newsprint Paper, Railroad Supplies and Railroad Fuel,
Government Freight.
Cancelled
Mar. 3, 1920.

U.S.R.R.A. Feb. 6, 1920. All carload freight moving to the D. & H. Company from connecting lines
Eastern Region at Wilkes-Barre, Pa., Hudson, Pa., and Binghamton, N. Y., destined to all
25-20 points on or via D. & H. Company. EXCEPTIONS :—Livestock, Perishable
Freight, Coal, Coke, Petroleum Products, Food and Feed for human and
animal consumption, Newsprint Paper, Railroad Supplies and Government

Freight.

Cancelled
Feb. 14, 1920.

U.S.R.R.A. Feb. 13, 1920. All freight moving to the N. Y. N. H.& H. R. R. from connecting lines at

Eastern Region Harlem River, N. Y., Jersey City and Greenville, N. J., EXCEPT Livestock,

34-20 Perishable Freight, Newsprint Paper, Railroad Supplies including Fuel,
also Government Freight.

Modified All less carload freight.
Feb. 14, 1920!

Cancelled
Mar. 3, 1920.

U.S.R.R.A. Feb. 13, 1920. All less carload freight from connections at Albany and Rensselaer, N. Y.,

Eastern Region destined to points on or via B. & A. R. R., EXCEPT Perishable Freight,
33-20 Foodstuffs, Newsprint Paper and Railroad Supplies.
Cancelled
Mar. 8, 1920.
U.S.R.R.A. Feb. 18, 1920. All carload freight from connections of B. & A. R. R., at Albany and

Eastern Region Rensselaer, N. Y., EXCEPT Livestock, Perishable Freight, Newsprint
35-20 Paper, Feed for Animals, Railroad Supplies including Fuel, Government
Freight.
Modified
Feb. 26, 1920. Bituminous Coal.
Cancelled
Mar. 8, 1920.

PRR

80

PRRs

93

Apr. 12, 1920. All freight from all connecting lines destined to all points on or routed via
Penna. System; also all freight originating at all points on Penna. System
destined to all points on or via connecting lines. Shipments accepted when
covered by permits issued by R. C. Morse, Jr., S. F. T., Philadelphia, Pa.,
A. J. Dawson, S. F. T., Pittsburgh, Pa., J. W. Roberts, G. S. T., Chicago,
Ill, F. J. Kron, G. 8. T., St. Louis, Mo.

Modified Perishable Freight, Livestock, Food and Feed for Human and Animal Con-

Apr. 17, 1920.sumption, Newsprint Paper, Fuel Coal and Coal for Hospitals and Public
Utilities, Fertilizer, Field and Garden Seeds and Agricultural Implements.

Cancelled

Apr. 23, 1920.

May 3, 1920. All freight destined to all points on or routing via D. & H. Company, EX-
CEPT Livestock, Perishable Freight, Railroad Fuel Coal, Fertilizer, Field
and Garden Seed, Nursery Stock, Newsprint Paper.

Cancelled

May 27, 1920.

June 26, 1920.All freight destined to all points on or routing via D. & H. Company, EX-
CEPT Livestock, Perishable Freight, Fuel Coal for Railroads and Coal for
Hospitals and Public Utilities.

Cancelled

July 7, 1920. ie

July 24, 1920.All freight from all points destined to all points on or routing via D. & H.
‘Company, EXCEPT Livestock, Perishable Freight, Foodstuffs for human
consumption, Railroad Fuel Coal and Coal for Public Utilities, U. 8. Gov-
ernment Freight when consigned to the U. S. Government or an Officer
thereof by TITLE but not by NAME.

Cancelled

Aug. 13, 1920.

10
Rule 15 Cars

Statement Showing Average Number of Cars Held by Penna.
System for N.Y.N.H. & H. Routing Via Greenville, N. J.

 

1916 1917 1918 1919 1920

 

January....... 1876 1334 40 x 19
February..... 3613 566 7 x 144
March......... 5154 2006 120 x A2
Apmlis4.2¢.a 8. 3344 2498 11 x 453
May. 22... 208% 1358 749 3 x 169
June.......... 1957 412 6 x
ALLY. doaiscace carers 1906 1043 x x
August........ 2270 367 x x
September..... 138 iu x x
October........ 51 a x 11
November..... 160 2 x 15
December...... 229 2 x 11

 

“X” No reclaims made from July, 1918 to September,
1919 inc. during Federal Control.

1-13-21.

1
Rule 15 Cars

Statement Showing Average Number of Cars Held by Penna.
System for L. & H.R. Routing Via Belvidere, Pa.

 

1916 1917 1918 1919 1920

 

January... .... 292 re x
February...... 178 2 ae x
March......... 277 sd x
ADT hin tens ees Jf 51 : x
May.......... : x
JMC eso aie soee cs 15 x x
JULY ose dee cycles \ x x
August........ fe x x
September..... 4 x x
October........ : x x
November. . a x Fe:
December...... x a Bi

 

“X” No reclaims made from July, 1918 to September, 1919
inc. during Federal Control.

1-13-21.

12
Rule 15 Cars

Statement Showing Average Number of Cars Held by Penna.
System for D. & H. Routing Via Wilkes Barre, Pa.

 

1916 §=1917 1918 1919 1920

 

January....... 596 a 227 x 37
February...... 153 894 100 x 427
March........ 652 326 x a
April.......... { 15 = es x 895
Ma ace ears 1000 169 x 1512
June..... .... sy 2 x x 919
July........... 69 “8 x x
August........ ae 300 x x
September..... 28 8 x x
October........ os 288 x x
November..... 23 aa x 22
December.... ‘ x i

 

“X” No reclaims made from July, 1918 to September, 1919
inc. during Federal Control.

1-13-21.

13
Rule 15 Cars

Statement Showing Average Number of Cars Held By N. Y.N.H.
& H. for Penna. System Routing Via Greenville, N. J.

1916 1917 1918 1919 1920

 

 

January....... x 114
February..... os v ee x 35
March..... ... ec A 167 x 365
April.......... ae Es aa x 995
WEA ee rete a 'goate cs ae x 620
June.......... ey x 543
WUlV. savas ein x x 131
August.... ... x x 241
September..... x x 194
October........ x 19 ies
November..... x bi 372
December...... x 261

 

“X”’ No reclaims made from July, 1918 to September, 1919,
inc. during Federal Control.

1-14-21.

14
Rule 15 Cars

Statement Showing Average Number of Cars Held by D. & H
for Penna. System Routing Via Wilkes Barre, Pa.

1916 1917 1918 1919 1920

 

 

January....... se x
February...... ne * ee x

March......... is 11 ee x of
April : ie : be x 110
MEE Y elas icon a5 3 ; x 74
DUNC 625.2 eer tah : x 36
JULY vs sseaee x x 16
August..... .. x x se
September..... x x 2%
October........ x a 2
November..... By we x a 3
December...... a : x 54 2

 

“X” No reclaims made from July, 1918 to September, 1919
inc. during Federal Control.

1-14-21.

15
 

 

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25
 
W. H. Williams Exhibit No. 141

THE LONG ISLAND RAILROAD COMPANY

GENERAL OFFICE, PENNSYLVANIA STATION

RALPH PETERS,
PRESIDENT,

NEW YORK, January 18, 1921.

Mr. W. H. Williams,
Chairman of the Board,
Wabash Railway Company,
120 Broadway, New York City.

Dear Sir :—

As requested in your letter of January 6th, and for use in defence of the so-
called New England Case now pending before the Interstate Commerce Commission,
I send you herewith a statement of cars held under reclaim by the Long Island Rail-
road for the New Haven during the four months, April, May, June and July, 1920,
together with a resume of embargoes placed against connections during the year
1920, by the N. Y., N. H. & H. R. R., Central New England R. R., Boston & Maine
R. R., Boston & Albany R. R. and Rutland R. R.

Trusting this is the information you desire, I am,
Very truly yours,

RALPH PETERS,

President.
LONG ISLAND RAILROAD

RULE No. 15 RECLAIMS—CARS HELD FOR THE
NEW HAVEN RAILROAD—1920

April

May

94
84
46
40
64
129
129
215
52
71
75
22
20
63
40
111
29

20

Note. No cars held under reclaim other months.

June

14
38
28

July

22
16

46
20
RESUME OF EMBARGOES ON THE NEW York, NEW HAVEN & HARTFORD RAILROAD AND CENTRAL
NEW ENGLAND DURING THE YEAR 1920.

L. I. Em-

9

10

11

245

284

18

17

20

34

37

Dates placed,
N. Y.N.H. Extended,
& H. Em-

bargo No. bargo No. or Cancelled

Modified

March 1.

Modified
April 5.

Cancelled

May 38.

March 1.

Modified

March 30.

Cancelled
May 6.

March 2.

Cancelled

March 30.

April 7.

Cancelled
May 6.

April 10.

Modified
April 30.

Resume of Embargo.

Placed account accumulation. Covers L. C. L. freight from all
connections and steamship lines (except N. E. 8. S. Line).
EXCEPTIONS: perishable freight, foodstuffs, newsprint papers
and railroad supplies.

to permit foodstuffs for human and animal consumption, printing
papers, printing ink, empty ink drums, medicines, drugs, surgical
instruments, surgical dressings, agricultural implements, nursery
stock, field and garden seeds, fertilizer, fertilizer materials,
spraying materials and household goods.

Account accumulation. Carload freight via Campbell Hall for
Maybrook, N. Y., except livestock, perishable freight, newsprint
papers, feed for animal consumption, railroad supplies, Govern-
ment freight and freight covered by F. T. C. or G. O. C. permits.

to permit foodstuffs for human and animal consumption, tank
cars loaded and empty, charcoal, coke, printing paper, printing
ink, empty ink drums, copper spelter, scrap brass, lead, zinc,
medicine, drugs, surgical instruments, surgical dressings, agri-
cultural implements, nursery stock, field and garden seeds, fer-
tilizer, fertilizer materials, spraying material, canning machinery,
tin plate for the manufacture of cans and household goods.

All carload freight from the Long Island R. R. except livestock,
perishable freight, newsprint paper, feed for animal consump-
tion, railroad supplies, government freight and freight covered
by F. T. C. and G. O. C. permits.

All freight for Harlem River except livestock, perishable, food-
stuffs and printing paper.

Account of congestion. All freight from the P. R. R., C. R. R. of
Nd is V Be Re de LR. Ry BC, By By via Bay Ridge.
Harlem River, Oak Point, Fresh Pond Junction, or Port Morris,
New York, effective at once, all G. O. C. or other permits can-

celled.

to permit all freight via Fresh Pond Junction (this cancels re-
strictions against L. I. R. R.)

3
L. I. Em-

bargo No. bargo No. or Cancelled

405

468

471

5438

614

615

693

& H. Em-

42

45

47

51

58

60

66

Dates placed,
N. Y.N. H. Extended,

Modified

April 16.

Modified

April 19.
Cancelled
April 19.

April 26.

Cancelled
May 25.

April 26.
Cancelled
May 138.

May 14.
Cancelled
May 21.

May 27.

Superseded
June 26.

May 27.

Cancelled
Sept. 15.

June 9.

Extended
June 23

Extended
June 24.

Cancelled
June 26.

Resume of Embargo.

Account accumulation. All freight destined to stations Water-
bury to Winsted, Conn., inclusive, Waterbury, Conn., to Camp-
bell Hall, inclusive, Danbury, Conn., to Pittsfield and State Line,
Mass., inclusive, Hawleyville to Litchfield, Conn., inclusive.

to permit all freight Waterbury to Winsted, Conn., inclusive.

Account accumulation. All freight for Merchants & Miners
Transportation Co. at Fox Point, Rhode Island.

Account accumulation. L. C. L. for Fall River, Mass.

Account accumulation. All freight destined to or for handling
at Hartford, Conn.

Account of congestion. All freight via Albany or West Albany
Gateway, except livestock, perishable, foodstuffs for human and
animal consumption, printing ink, empty ink drums, medicines,
drugs, surgical instruments, surgical dressings, agricultural im-
plements, nursery stock, field and garden seed, fertilizer, spray-
ing materials, loaded and empty tank cars, household goods and
railroad supplies.

by L. I. R. R. Embargo 891.

Account accumulation. L. C. L., Bridgeport, Conn.

Account accumulation. All L. C. L. freight from the Long Island
R. R. except foodstuffs for human consumption.

to cover all freight via the N. Y. C. R. R. at Port Morris, N. Y.,
destined to or via New Haven, Conn.

to cover all freight.
Dates placed,

N. Y.N.H. Extended,

Modified

June 9.

Extended
June 24.

Superseded
June 26.

June 24,

Superseded
June 26.

June 24.

Superseded
June 26.

June 26.

Modified
June 30.

Cancelled
July 6.

June 26.

Superseded
July 12.

L.I.Em- & H. Em-
bargo No. bargo No. or Cancelled
694 64
857 65
864 73
889 77
890 70
891 76

June 26.

Superseded
July 12.

Resume of Embargo.

Account accumulation. All freight from connections at May-
brook or Campbell Hall, N. Y., except foodstuffs for human con-
sumption and railroad supplies.

to cover foodstuffs for human consumption destined to or via
New Haven, Conn.

by L. I. R. R. Embargo 890.

Account of congestion. Covers all freight from connections at
Beacon, Poughkeepsie and Rhinecliff, N. Y., including all freight
to or via New Haven, Conn.

by L. I. R. R. Embargo 891.

Account accumulation. All freight via New Haven Line of the
New England Steamship Co.

by L. I. R. R. Embargo 889.

Account accumulation. All freight destined New Haven, Conn.
Also to or from the New Haven Line of the New England Steam-
ship Co.

to permit all freight to or from the New Haven Line of the New
England Steamship Co.

Account accumulation. All freight from connections at May-
brook or Campbell Hall, N. Y., except perishable, livestock, Gov-
ernment freight, foodstuffs for human and animal consumption,
medicines, drugs, surgical instruments and dressings, agricul-
tural implements, nursery stock, field and garden seeds, fertilizer
and materials, spraying materials, household goods, ink drums
and railroad supplies.

by L. I. R. R. Embargo 1016.

Account of congestion. All freight via Albany, West Albany.
Rhinecliff, Poughkeepsie or Beacon, N. Y., except perishable, live-
stock, Government freight, foodstuffs for human and animal con-
sumption, medicines, drugs, surgical instruments and dressings,
agricultural implements, nursery stock, seeds, fertilizer and
spraying materials, household goods and railroad material.

by L. I. R. R. Embargo 1016.
5
Dates placed,

N. Y.N. H. Extended,

Modified

June 30.

Cancelled
July 9.

July 10.

Cancelled
August 2.

July 12.

Modified
July 16.

Superseded
August 25.

August 25.

Cancelled
Sept. 16.

L.I.Em- & H. Em-
bargo No. bargo No. or Cancelled
929 81
1011 89
1016 96
1508 190
1636 829

Sept. 15.

Cancelled
Dec. 28.

Resume of Embargo.

Account accumulation. All freight except perishable destined
Fall River, Mass.

Account accumulation. L. C. L. destined Fall River, Mass.

Account accumulation. All freight via Rensselaer, Albany, West
Albany, Bay Ridge, Harlem River, Oak Point, Maybrook or
Campbell Hall, N. Y., except perishable, livestock, Government
freight, railroad supplies, foodstuffs, tank cars loaded or empty,
medicines, drugs, surgical instruments and dressings, soap and
soap powder, sulphur, tanners’ extract, printer’s ink, ink drums,
carbon or lamp black, carbide, binder twine, hemp and sisal,
canning machinery, baskets, barrels, food containers of all kinds,
agricultural implements, nursery stock, field and garden seed,
fertilizer, fertilizer and spraying materials, copper, spelter, zinc,
lead, billets, cotton, wool, leather, household goods, clay products,
plaster and plaster boards.

to permit acceptance of L. C. L. freight in lots of 10,000 Ibs. or
more for one station on the New Haven or for delivery to one
connecting line beyond.

by L. I. R. R. Embargo. 1508.

Account accumulation. All freight from connections at Bay
Ridge, Harlem River, or Oak Point and Maybrook, N. Y., or
Campbell Hall, N. Y., except perishable, livestock, Government
freight, railroad supplies, foodstuffs, freight in tank cars, medi-
cines, drugs, surgical instruments and dressings, printer’s ink,
ink drums, carbon or lamp black, carbide, binder twine, hemp
and sisal, canning machinery, food containers of all kinds, copper,
spelter, zinc, lead, billets, household goods, leather, L. C. L.
freight for Bridgeport, Waterbury, New Britian, New Haven,
Hartford, Springfield, Providence, Worcester, Boston, Fall River
or New Bedford, loaded direct to destination and for other points
when loaded direct to a designated transfer or destination.

Account of congestion. All freight for points on the Shore Line
Electric Ry.
Dates placed,

N.Y.N.H. Extended,

L.I.Em- &H.Em- Modified
bargo No. bargo No. or Cancelled Resume of Embargo.
1666 211 Sept. 17. a accumulation. L. C. L. freight for transfer Cedar Hill,
onn,
Cancelled
Oct. 26.

1789 253 Oct. 7. Account accumulation. L. C. L. freight from P. R. R., C. R. R. of
N. J., L. V. R. R., L. I. R. R. and N. Y. C. R. R. via Bay Ridge,
Harlem River, Oak Point, Fresh Pond or Port Morris, N. Y.,
except Government freight and railroad supplies.

Cancelled
Oct. 18.

1813 258 Oct. 18. Account accumulation. Carload freight for Hartford, Conn., and
Providence, R. I., except foodstuffs, perishable, Government
freight and railroad supplies.

Cancelled
Oct. 14.

1866 274 Oct. 21. Account accumulation. L. C. L. freight for Providence, R. I., ex-
cept foodstuffs, perishable, Government freight or railroad
supplies.

Cancelled
Oct. 25.

2015 3382 Nov. 23. Account accumulation. Carload freight for Union Freight Rail-
road Bulk Track delivery, Boston, Mass., except shipments
authorized by R. D. Fitsmaurice, Gen. Supt., Boston.

Cancelled
Jan. 4.

 

RESUME OF EMBARGOES ON THE BosToN & MAINE RAILROAD DURING THE YEAR 1920.

L. I. Em-
bargo No.

6106

6144

B. & M.
Embargo
No.

270

282

Dates placed,
Extended,
Modified
or Cancelled Resume of Embargo.
Jan. 10. Account accumulation. Carload freight to or via Clyde Steam-
ship Co. from Boston, Mass.
Cancelled
Jan. 27.
Jan. 26. Account accumulation. Carload freight for Lowell, Mass., ex-
cept livestock and perishable.
Cancelled
Feb. 6.
L. I. Em- Embargo

bargo No.
6162

6168

6191

6208

72

118

179

B. & M.
No.
288

287

292

296

300

303

307

313

Dates placed,
Extended,
Modified

or Cancelled

Jan. 31.
Cancelled
Feb. 9.
Jan. 31.
Cancelled
Feb. 10.
Feb. 9.
Cancelled

March 10.

Feb. 11.

Cancelled
March 9.

March 1.
Cancelled

April 6.

March 12.

Cancelled
March 18.

March 18.
Cancelled

March 25.

March 30.

Extended
April 5.

Cancelled
April 13.

Resume of Embargo.

Account accumulation. L. C. L. freight destined to or for han-
dling at Boston, Mass.

Account accumulation. L. C. L. freight destined to or for hand-
ling at Lawrence, Mass., except perishable and foodstuffs.

Account accumulation. All freight to or in care of Merchants &
Miners Transportation Co. from Boston.

Account accumulation. All freight from all connections except
perishable, livestock, railroad supplies, Government freight, food-
stuffs and freight covered by F. T. C. and G. O. C. permits.

Account accumulation. Carload freight to or in care of Mer-
chants & Miners Transportation Co. from Boston.

Account accumulation. All freight for points on Hoosac Tunnel
and Wilmington R. R., except salt cake, lime, and merchandise
cars.

Account accumulation. L. C. L. freight routing to or via Cana-
dian Pacific Ry. at Newport, Vt., north and southbound.

Account accumulation. Carload freight from or via the D. & H.
Co. at Mechanicville, N. Y., except livestock, perishable, and
railroad supplies.

to cover all L. C. L. freight.
L.I.Em- Embargo
bargo No.

186

465

485

506

584

702

787

B. & M.
No.
312

322

330

329

337

339

342

Dates placed,
Extended,

Modified
or Cancelled

March 381.

Cancelled
April 16.

April 23
Cancelled
May 6.
April 30.
Cancelled
May 11.

May 5.

Revised
May 13.

Modified
May 20.

Cancelled
June 1.

May 21.
Cancelled
June 1.

June 10.

Cancelled
Sept. 2.

June 18.

Cancelled
July 8.

Resume of Embargo.

Account accumulation. All freight for consignees on the Wood-
stock Ry.

Account accumulation. L. C. L. freight to or via the Merchants
& Miners Transportation Co.

Account accumulation. L. C. L. freight for handling at Newport,
Vt., except full cars for one destination.

Account accumulation. All freight to or via the D. & H. and
N. Y¥. C. R. R. at Mechanicville, Rotterdam Junction, and Troy,
N. Y., or via these lines to the Rutland R. R., except livestock,
perishable, news and book paper, foodstuffs, seed, nursery stock,
and railroad supplies.

to cover all freight for points on or via the B. & M. routing via
the D. & H. and N. Y. C. R. R. at Mechanicville, Rotterdam
Junction and Troy, N. Y., or via these lines to the Rutland R. R.,
thence B. & M., except livestock, perishable, foodstuffs, field and
garden seed, nursery stock, fertilizer, agricultural implements
and freight consigned to railroads.

to permit acceptance of freight authorized by S. E. Miller, Supt.
Transp., B. & M. R. R.

Account accumulation. L. C. L. freight to be handled at New-
port, Vt.

Account accumulation. Covers the ordering of carload freight
for Bulk Track delivery at Boston, Minot St. or East Cambridge
when arriving at Boston over Portland or Fitchburg Divisions.

Account accumulation. L. C. L. freight for handling at New-
port, Vt., except solid cars for one point not requiring handling
at Newport.
L. I. Em- Embargo
bargo No.

828

1054

1177

1206

1736

B. & M.
No.

345

384

401

405

457

Dates placed,
Extended,
Modified

or Cancelled

June 21.

Modified
June 26.

Modified
July 8.

Cancelled
July 16.

July 15.

Cancelled
August 6.

July 26.

Revised
August 9.

Modified
August 14.

Revised
Sept. 1.

Cancelled
Sept. 10.

July 28.

Cancelled
August 12.

Sept. 29.

Cancelled
Oct. 29

Resume of Embargo.

Account of congestion. All freight for points on or via the
B. & M. routing via the D. & H. and N. Y. C. R. R. at Mechanics-
ville, Rotterdam Junction and Troy, N. Y., or via these lines to
the Rutland R. R., thence B. & M., except livestock, perishable,
foodstuffs, fertilizer, agricultural implements, newsprint paper,
railroad supplies and U. 8S. Government freight.

to permit acceptance of all freight for Mechanicville proper.

to permit all carload freight.

Account accumulation. All traffic to or via Merchants & Miners
Transportation Co., Boston, Mass.

Account of congestion. All freight routing via D. & H. or N. Y.
C. R. R. for delivery on or via the B. & M., except livestock, per-
ishable, newsprint paper, railroad supplies, Government freight,
fertilizer, foodstuffs, agricultural implements and freight author-
ized by S. E. Miller, Supt. Transp., B. & M. R. R.

to cover all eastbound freight routing via Rotterdam Junction,
Mechanicville or Troy, N. Y., routing via the N. Y. C. or D. & H.
R. Rs., except fuel oil, livestock, perishable, newsprint paper, U. S.
Government freight, foodstuffs, fertilizer and its materials, ship-
ments authorized by 8. E. Miller, Supt. Transp., Boston, Mass.

to permit all L. C. L. freight.

to cover all carload freight via Rotterdam Junction, Mechanic-
ville, or Troy, N. Y., when routing via the N. Y. C. or D. & H.
R. Rs., except livestock, perishable freight, railroad supplies and
U.S. Government freight.

Account accumulation. All L. C. L. freight routing via New-

port, Vt., except full cars for one point not requiring handling
or transfer at Newport.

Account accumulation. Waste paper for Otter River, Mass.

10

4

I
B. & M.

L.I.Em- Embargo
bargo No. No.
2008 544
2024 546

L.I. Em- Embargo

bargo No.
6159

B. & A.

No.
96-68

Dates placed,

 

Extended,
Modified

or Cancelled Resume of Embargo.

Nov. 20. Account accumulation. All shipments of potatoes for all deliv-
eries in Boston, Mass., including Cambridge, Charleston and
Summerville, Mass., except shipments for delivery to Coastwise
Steamship Lines when authorized by S. E. Miller, Supt. Transp.,
Boston, Mass.

Cancelled

Nov. 26.

Nov. 26. Account accumulation. Waste paper for Otter River, Mass.

Cancelled

Dec. 7.

RESUME OF EMBARGOES ON THE BosTON & ALBANY RAILROAD DURING THE YEAR 1920.

Dates placed,

Extended,
Modified

or Cancelled Resume of Embargo.

Jan. 31. Account accumulation. L.C. L. freight from or to Boston, Mass.

Cancelled

Feb. 19.

131

520

887

1030

96-71

96-73

96-75

96-76

March 22. Account accumulation. All carload traffic to or via the Mer-
chants & Miners Transportation Co., Boston, Mass.

Cancelled

August 28.

May 8. Account of congestion. All eastbound carload and L. C. L. freight
from connecting lines at Albany, West Albany Transfer and
Rensselaer, N. Y., destined to points on or via the B. & A., ex-
cept livestock, perishable, fuel oil, news and book print paper,
foodstuffs, seed, nursery stock, fertilizer, and railroad supplies.

Modified

May 11. to permit U. 8S. Government shipments.

Modified

May 17. to permit agricultural implements.

Cancelled

June 1.

June 26. Account of congestion. All freight from connections at Albany,
West Albany Transfer and Rensselaer, N. Y., for points on or
via the N. Y.N. H. & H.R. R. and B. & M. R. R., except livestock,
perishable, news and book print paper, foodstuffs, seed, nursery
stock, fertilizer, agricultural implements, U. 8. Government ship-
ments and railroad supplies.

Superseded

July 138. by L. I. R. R. Embargo 1030.

July 18. Account of congestion. All traffic for all points on or via the
B. & A. R. R. routed via Albany, West Albany Transfer and
Rensselaer, N. Y., except livestock, perishable freight, news and
book print paper, foodstuffs, seed, nursery stock, fertilizer, agri-
cultural implements, U. 8. Government freight and railroad
supplies.

Modified
July 23. to permit all freight for points on the B. & A. R. R.

Cancelled
July 28.

1.
Dates placed,
B.& A. Extended,
L.I.Em- Embargo Modified
bargo No. No. or Cancelled Resume of Embargo.

1315 96-78 August 6. Account of congestion. All export freight via Boston, Mass.,
when for steamers sailing from B. & A. railroad docks, except
grain and bulk freight for export to Canada, shipments con-
signed to an officer of the U. S. Government or freight covered by
G. O. C. permits issued by L. H. Peters, Traf. Control Mer.,
Chamber of Commerce, Boston, Mass.

Still in
effect.

1344 96-79 August 10. Account of congestion. All freight from connecting lines at
Albany, West Albany Transfer and Rensselaer, N. Y., for points
on or via the N. Y., N. H. & H. and B. & M. R. Rs., except live-
stock, perishable, news and book print paper, foodstuffs, seed,
nursery stock, fertilizer, agricultural implements, U. 8. Govern-
ment shipments and railroad supplies.

Superseded

August1l. by L. I. R. R. Embargo 1365.

13865 96-80 August 11. Account of congestion. All eastbound freight from connecting
lines at Albany, West Albany Transfer and Rensselaer, N. Y.,
destined to points on or via the B. & A. R. R., except livestock,
perishable, news and book print paper, foodstuffs, seed, nursery
stock, fertilizer, agricultural implements, U. S. Government ship-
ments and railroad supplies. ‘

Modified

August 26. to permit all freight for points on the B. & A. R. R.
Cancelled

Sept. 7.

 

RESUME OF EMBARGOES ON THE CENTRAL VERMONT RAILROAD DURING THE YEAR 1920.

198 1-52 April 1. Account of congestion. All freight for all stations on the Wood-
stock Ry.
Cancelled
Oct. 1.
429 1-54 April 19. Account of congestion. All traffic destined to points on or routing

via the Grand Trunk R. R. at Swanton, Vt., or St. Johns, Que.,
except freight for Montreal, Que.

Cancelled
April 20.

 

RESUME OF EMBARGOES ON THE RUTLAND RAILROAD DURING THE YEAR 1920.

1211 1290 July 29. Account accumulation. All freight destined to Fort Ticonderoga.
Also all freight to or from the Delaware & Hudson Co. at Fort
Ticonderoga, N. Y.
Still in
effect.

12
W. H. Williams Exhibit No. 142

Circular No. 2072.

AMERICAN RAILWAY ASSOCIATION
CODE OF PER DIEM RULES
Office of the General Secretary, 75 Church Street.

New York, November 22, 1920.

To the Members:

Referring to Circular No. 2068, dated November 1, 1920, covering letter-ballot, on the recom-
mendation of the Executive Committee of the American Railway Association and of the Advisory
Committee of the Association of Railway Executives, which was approved by the Association of
Railway Executives, that, effective November 1, 1920, the rate for the use of freight cars named
in Rule 1, of the Code of Per Diem Rules be made $1.00 per car per day; if approved by a majority
of the membership, that membership to represent two-thirds of the freight cars owned and con-
trolled by the members of the American Railroad Association.

The total membership is 389, and the cars owned and controlled by members—2,406,935.
The majority requisite for approval is 195 memberships, owning and controlling 1,604,624 cars.

The vote on Per Diem Rule 1 was as follows:

Yes—285 memberships representing 2,166,445 cars owned and controlled.
No—88 memberships representing 222,562 cars owned and controlled.
Not voting—16 memberships representing 17,928 cars owned and controlled.

The proposition to amend Per Diem Rule | is approved.
Please take notice, therefore, that effective November 1, 1920, the per diem rate will be

$1.00 per car per day.
Respectfully,

J. E. FAIRBANKS,
General Secretary.
142

W. H. Williams Exhibit No.

New York, August 24, 1920.

Mr. Daniel Willard, Chairman,
Advisory Committee,

Association of Railway Executives,
New York, N. Y.

Dear Sir:

At the present session of the Executive Committee of the American Railroad Association

held today, in this office, the following resolution was adopted:

“RESOLVED, That the Executive Committee recommend to the Advisory
Committee of the Association of Railway Executives, that the Per Diem Rate be made
$1.10, effective September 1, 1920, and be it

FURTHER RESOLVED, That should this recommendation be approved by
the Advisory Committee, of the Association of Railway Executives, that the General
Secretary be directed to submit the proposed rate to the Member Roads for vote by
letter ballot in the usual manner, the new rate to take effect as of September 1, 1920,
if approved by a majority of the membership, that membership to represent two-
thirds of the cars owned or controlled by the members of the Association.

A copy of the reports of the General Committee of Section V—Transportation presented to the

Executive Committee on the subject of the Per Diem Rate is attached hereto.
Respectfully,

J. E. FAIRBANKS,

General Secretary.
SUBJECT—PER DIEM RATE

To the Executive Committee:

As requested, the General Committee of the Transportation Section, has considered what
would be an adequate per diem rate to meet present conditions.
It is unanimous in the opinion that the rate should cover the cost of ownership, embracing
the following items:
Maintenance
Depreciation
Taxes
Interest at 6%
Other allowances incident to ownership.
This conforms to the conclusions reached by the McCrea Commission in 1909 and has been
the basis used since that date by the Association in determining the per diem rate.
Statistics have been obtained from members of the Association covering the cost of owner-
ship for the calendar years 1918 and 1919.
A statement is attached showing the actual costs for the calendar years 1918 and 1919, the
estimated cost for the year 1920 and the average cost on basis of old and new cars that have been
added, including those ordered and contemplated.

MAINTENANCE
The cost of maintenance, as reported for the year 1919, was 51.87c per car per day. Since
1919 there have been further increases in the cost of labor and material which approximate 20%.
The conclusion of the Committee is that the 1919 figures should, therefore, be increased 20%. This
would make the cost of maintenance 62.25c per day.

DEPRECIATION
The rate of depreciation for the years 1918 and 1919 was abnormally low. The average rate
of depreciation, as reported by the railroads for the past 15 years, is 3.41%, and the Committee
recommends that this figure be used. This would make the cost of depreciation 9.97c per day, as
compared with 7.3c in 1919, or an increase of 36.6%.

TAXES
The average taxes, as reported for the year 1919, was $7.82 per year which represents .757
of one per cent. of the average cost of the cars reported. Using this same basis for the average of
old and new cars would make $8.38 per car per year, or 2.29¢ per day.

INTEREST
It is the opinion of the Committee that 6% is equitable, based upon a lower rate on the old
cars, many of which were built under car trusts and a somewhat higher rate on equipment recently

acquired.
OTHER ALLOWANCES INCIDENT TO OWNERSHIP

Formerly 5c has been considered sufficient but it is recommended that this be increased 30%,

which would make the figure 6.5c.
RECOMMENDATION

Based upon a careful study of the subject and taking into account all factors which should
be considered in arriving at a proper per diem rate, the General Committee has reached the conclu-
sion that an equitable rate would be $1.00 per car per day and recommends that this be made effec-

tive September 1, 1920. :
Respectfully submitted,

GENERAL COMMITTEE.
W. HH. Willams Exhibit No.

TENTATIVE STATEMENT OF COST OF FREIGHT CAR OWNERSHIP FOR PER DIEM PURPOSES

Average Cost of Freight Car Ownership Per Car Per Day Appears Under Followmg Headmgs

A. On actual basis for calendar year 1918

B. On actual basis for calendar year 1919

C. On estimated basis for year 1920. (Hstimate covers increased cost of present maintenance, plus 46,892 new cars)
7 On basis of the new equipment exclusively, purchased at present prices

On average of actual basis for old cars, and estimated increased cost of present mamtenance, plus ali of the 153,805 new cars that
have been added, including those ordered or contemplated

 

AVERAGE INVESTMENT PER CAR

 

 

 

 

 

 

 

Year Number Cars Reported Total Cars Owned Average Cost Per Car
On Which Averages
Are Based
Actual ee ce ee eee cence eee ecto eee eee eee ees sence eereeeeseveceeesss 1918 2,409,688 2,115,823 $950.61
Ata eee eee eee eee eee ee eee recesses eee e eure eee eeeeeeesvseseveee 1919 2,000,004 2,190,002 1,032.88
Actual for 1919 as reported plus estimated fornew............................................ 1920 2,121,016 1,066.77
New Equipment only. ..0. 0.0. eee eee eee eee ees ses eeeeee 158,805 3,045.66
oxtimated average as above........0.0.0.00..0.0000. 00. ee eee eee sees 2,119,459 1,107.20

 

AVERAGE PER DIEM COSTS

 

 

 

 

 

 

A B C cD E
1918 1919 1920 New Cars Average Basis
COSTS Per Y ear Per Day Per Year Per Day Per Year Per Day Per Year Per Day Per Year Per Day
1. Maintenance ..........7...-.............0..1.2 0. 5161.66 AA 35¢ $199.04 51 87¢ $221.21 62 .25¢ act .ak 62 .25¢ bool .al 62.25¢
2. Depreciation ..........5.............0... +s sees ee eees 23.85 7.90 26.66 7,30 30.395 9.97 103.86 28.45 31.16 10.34
Be LPAKCS ooo cee tee ee certs reese nse eesesesess 6.12 1.63 7.82 2.14 8.08 2.21 23.06 6.32 8.38 2.29
4. Interest at G per cent ...1..........................,... bi .34 15.71 61.97 16.93 64°01 17,54 182.74 5006 66.43 13.20
B. Totals... ce ee eee eee ee uees o204.17 69. 64¢ $200.19 18 29¢ $a00.68 91 :97¢ $0306.87 147 _.038¢ So09. 16 93 08¢
6. Add for other allowances.................7............ 6.5 6.5 6.5 6.5 6.5
716.14¢ 84,°79¢ 93 47¢ 153. 58¢ 99 58¢

 

 

 

 

 

 

 

 

 

 

 

 
142

W. H. Williams Exhibit No.

EXPLANATIONS: The estimated figures for 1920 are obtained by adding to the total cars
reported for 1919, the new cars now built consisting of 40,000 cars allocated by the U. S. R. A.

which it is estimated are not accounted for in the 1919 figures and 6,892 new cars or one-half the
total amount ordered built since March Ist:

As reported 2,680,684 $2,768,824,890.
U.S. R. R.A. 40,000 116,698,800.
6,892 24,174,835.

2,727,576 $2,909,698,525.

The estimates for new cars include those added by the U. S. R. R. A.; cars that have been
ordered and those contemplated as follows:

 

U.S. RB. A. 100,000 cars $291,747,000.*
Now being built 13,784 “ 48,349,670.
Contemplated 45,021 “ 148,569,730.

Total 158,805 “ $483,666,400.

Maintenance Costs have increased since 1919 account increases in material and labor.
Figures are not available covering all freight car repairs but it is estimated that for 1920 there will
be a 20% increase over 1919. This estimated figure has been used for new cars and for the average
of all cars.

Depreciation for 1918 (3.02%) and 1919 (2.58%) was abnormal. The average rate of
depreciation for the past 15 years is 3.41% and this figure has been used for 1920, for the new cars
and for the average of all cars.

Taxes reported for 1919 represent .757 of cne per cent of the average cost and this basis is
used for 1920, for the new cars and the average of all cars.

Other allowances incident to ownership, formerly 5c, have been increased 25% in estimating
for the basis of the present per diem rate.

The items included in this statement conform to the conclusions reached by the McCrea Com-
mission in 1909 in determining the factors which should enter into the per diem rate.

*As reported by Division of Capital Expenditures, U. 8S. R. R. A.
+As reported by Association of Railway Executives.

Chicago, Illinois,
August 14, 1920.
 

SUMMARY, BY STATES AND DIVISIONS
EXTRACT TAKEN FROM THIRTEENTH CENSUS (1910) OF THE UNITED STATES, VOL. &, PAGE 57

W. H. Williams Exhibit No. 142

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

MANUFACTURING INDUSTRIES 1909 OF TOTAL an
POPULATION numper Of
a Popula- a oe 7 : a Value Value | wage earn-
Lan rea| tion per | of Indus- umber age Harn- added by added by | ers to total
DIVISION AND STATE Population) (square | sq. mile | triesre-| of Estab- iers (average Value | mManuiac- Py 7 te | Manu= | population”
1910 miles) 1910)" 1910 ported | lishments | number) | of Products | ire _-- =| facture |(Per Cent.)
United States ~----_ =~ 7 o- 94,972,266| 2,973,690 30.9 264 268,491| 6,615,046 $20,672,051,870) $8,529.260,992' $295 ¢ 93 72
GEOGRAPHIC DIVISIONS:
New England ~~~—-_--2_-- = 6,002,081 61,976 105.7 a 20,001 1,101,290! -2,670,065,114"  1,193.768,236 408 129 16.3
Middle Atlantic _____1_1111) 19,315,892 100,000 193.2 a 81,315| 2,207,747, _7,141,761,302| 2,982,.263,578| 370 154 114
ast North Central__~________ 16,250,621 245,064 143 a 60,018 1,513,764) 5,211,702,164,  2.177,230,169 286 119 25
West North Central.) /))7 11,637,921 510,804 22.8 a 27,171 374,387|  1,803,898,550| 562.043.447| «155 43 29
South Atlantic /1_//11_1))_1) 12,194,895 269,071 45.3 a 28,088 663,015) 1,381,186,210, 591,181,848 113 AS 5 4
East South Central_.__/_____ 8,409,901 179,509 46.8 a 15,381 261,772, 630,488,093) 294,324,342 a5 35 a4
West South Central.) |) 77) 8,784,534 429,746 20.4 a 12,339 204,520, «625,443,045! 343. 311.949 71 28 23
Mountain 191-91 ~1_1_ 11) 2,683,517 $59,125 31 a 5,254 75,435| —«363,995,598! —-135,303.366 188 Bi 29
Pacific _-_ 1212220111 4,192,304 318,095 13.2 a 13,579 212,166 843,511,794, 349,882.562| «201 a3 51
NEW ENGLAND: |
Maine (000000000 742.371 29,895 24.8 126 3,546 79,955) *:176,029,293 78,928,169, 237 106 10.3
New Hampshire ~ 0 2 ~~ 7l_7 430,512 9,031 AT. 104 1,961 13,008 164,531,019 66,424,003, 302 154 18.3
Vermont —20 007 30D, JD0 9124 39.0 4 1,996 30,108 63,509°824 55,401,096) 192 o4 95
Massachusetts ~_--_____ 3,000,416 8,009 418.8 223 11,634 DO4,509 1,490,929,006 659,764,443 S40 196 17.4
Rhode Island ___//_____)_ | 542,610 1,067, «4508.5 135 1,951 113,588) —«:280,843,797| 122,152,993) (517 295 20.9
Connecticut 11/11 1 1,114,756 4,820| 231.8 188 4251 210,792)  ~—«-490,271,695| 283,012,302; «440 209 18,9
ee | AS 44.985! 1,003,981; 3,869,490,192' 1.512.585.8501. «370 166 11.0
- Yor : ‘614 47,654. «191.2 2 ‘935 008, 369,490,192) 1,512,585,850
ew ferseyitunsen ne 5587167 7,514 3387.7 231 $817 226,223) 1,145,529,076|  425,495,677| 451 168 12.5
Pennsyivania ~_________ 7 7,665,111 A4 332 171.0 245 21,000 $17,043) 2,626,742,054|  1,044,182.04G B40 136 14
EAST NORTH CENTRAL: a : :
Ohio (2-0 4,767,121 A0,740| «2117.0 218 15,138 446,934) 1,437.935,617| 613,783,870| 302 129 G4
Indiana _l_1__._._-..__.___ 2,700,876 36,045 74.9 178 7,969 186,984) 579,075,046) _244,700,298| 214 91 6.9
Wiinois — 122202 | 5,638,591 56,043 100.6 234 18,026 465,764, 1,919,276,594|  -'758,349,904' «3.40 i134 8.3
Michigan 11/))_)0)1)1) 202 | 2,810,178 57,480 48.9 200 9,159 231,499| | 685,109,169) 316,497,147| 244 113 3.2
Wisconsin ____._..-1_..-_.- | 2,333,860 55,256 42.2 190 9,721 182,588| 590,305,538) 248.948.9552 105 7.8
TRAL: |
WEST NORTH CEN | 7 054 152 5 5e1 84.767, 409,419,621| 127,797,334) «197 62 At
Minnesota 2112 loool : 2,070,108 50,596 D. ; ; | i
lowa 0 2294771 55,586 40.0 133 5,528 61,635, - 259,287,637 88,530,589) 117 Ap 2.8
Missouri 11202202222 2222222 8,293,335 68,727 47.9 195 88751 152,993| 574,111,070) 219,699,919] 174 67 46
; 7 Os 8.2 36 752 2,739 19,137,506 5,463,916 33 9 0.5
North Dakota ~~ (7 ~~ _ 7 l- 311,006 10,1835 ; 7 7 7 7 ne
South Dakota |)1)111)1110)- 583,888 76,868 7.6 AG 1,020 3,602 17,870,135 6,393,7 i iH OG
Nebraska ~~ )~ 00177 1,192,214 16,3508 15.5 105 2,000 24,5006 99,018,919 AT,937,608 167 ;
Kansas _.._______..1..___.1)” 1,690,949 81,774 20.7 104 3,430 44,215 320,104,002 66,220,296 192 39 2.0
| | |
re | De 83 726 21,9388 52,339,619 21,901,318} 261 108 105
Delaware es | Z0Z,022 1,965 1038.0 ; ? 7 7 ; :
Maryland 111/00) | 1,295,346 9,941 130.3 170 4,837 107,921) 815,669,150) 116,620,245) 244 20 3
District 01 Columbia ___ ~~ a 901,009 60) (5,017.8 714 als 1101 so von eee aod | _ 7 i
Virginia ~~ o_o 2,061,612 40}262 51.2 130 3,000 105,676 Tai aaolee 9 nn aos 7 7
a iis) 240) B08) Gees] ahees) Meneses) Goo) Be
North Carolina ~- > ~~ ~~ 1 2,206,231 43,74 Dae J ; (090,009 98,1 98,00 J 7 ;
South Caroling -2-—2- beisa00) aaaa) doi] ae ee eo ell ke
i 2,609,121 sia rs ;§vu ; 5 7 gat ea PyOUO,aVIC 7 .
Florida re 752,619 54.861 13.7 56 2,159 5TAT3 72,889,659 46,761,380 oT | 62 7.6
ee ee
re 7 | 138 4,776 65,400| 228,754,497! 111,975,180) 08 49 2.9
Kentucky _~ oe 2,209,000: 40,1351 o1.U ; ; 7 3 A
ee 118 4,609 73,840| 180,216,548; 76,200,714! 5 3 3.
Tennessee ©. 2101122 222 2,104,100: 41,087 Da. ; ; ee 695191901 Ea 29 a4
Alabama ____11____ ee 2,138,093: 51,279 41.7 a3 3,398 72,148 105,261,638 62,519,130 a : 4
Mississippi ~~ 00070 le 1,797,114 46,562 Bo.0 49 2,000 50,554 $0,090,416 5629, |
WEST SOUTH CENTRAL: | | 7 | 7
ee 1,574,449: 52,525 30.0 72 2,925 44,982, 74,916,861 39,981,455 43 26 2.9
Arkansas [100 - ~~ lL ; | ; | A AG
2.516 76,165) 223,948,688| 39,083,863, «185 | ;
Louisiana .11_.-___________. 1,656,388: 45,409 36.5 106 oo O90 5 22 12 0.8
Oklahoma 2.2.l0000 1,657,155: 69,414 23.9 73 2.310 13,143 58,682,405, 19,529,511 2 7 og
Texas ....._._......_.._.__| $,896,542| «262,898 148 120 4.588 70,230) —«- 272,895,685; «94,717,120 | 2 .
| |
i | |
MOUNTAIN: | ae 4,091,554) 195 | 64 3.1
rs een 5o4|  asasd| 8 a8 top| sea0|-eae9neco|  iearaeas| 69 |S 25
Idano [ool ; } ; : ae : As oF :
Wvomiat o=noneomeannanans qos! wanesel ai] tet osa| anor] tao osemo| 4eneaan tes | 6
[ do 200 ; , : 7 7 : ; A 23 oA | :
New Mexies -1.-0ccscsssa.- s27,801) 122.503, 2.7 28 B18 414s) 1807756) oa | gels
eriZOta  — 22222225 =2-2-= ausee| | apiaA 7 7 _ oe 61.980.277| 20,728,616 166 | BG 3.2
re 510,001 > : ? : a ; : 43 2
ee ee 81.8751 109,821 0.7 a7 177 2,257 11,336,823 3,020,089 19
| |
ee | | | 102,858,788, «+193 90 6.1
Washington 22222.-2---—-- byes! geen] Fel tid] «ss Bane| Saya] 9s00dea5| 404528751 188 eas
California 2----.----------| 2e7rrs4s| 166,652 16.8 185 7,659 115,296) 529,760,528) 204,522,454) 228

 

 

 

 

 

 

 

 

 

 

 
Net Railway Operating Income—Pocahontas Roads

Showing Rate of Return on Investment—Four Months Ended December 31, 1920

 

 

 

 

 

 

 

 

 

 

 

Rich., Fred. & ‘Total
Ch K Norfolk ’ a
Item & Ohio 7 & We 7 a a pathy Virginian ee

Net Railway Operating Income:

September, 1920.-..-.....-.. ee $2,300,001 $1,394,004 def. $4,741 $OO0, 147 | $4,646,527

October, re ne 2.5/2,000 1,474,131 158,912 664.615 4.869.658

November, —s—««.-.........-- ae 1,213,008 1,414,791 30,000 603,905 3,200,000

December, —- (partially est.)..--..- 1,075,003 — 1,341,280 dei. 31,000 404,000 2,409,200

Total—Four Months --:-..--- ee 1,229,900 $5,624,766 176,209 $2,000,001 $10,092,020
Property Investment—October 31, 1919... $297,003,227 $09,109,147 $22,110,400 >10G6,160,151 $/730,/01,530
Rate of Return on Investment

(Annual basis)..--..... re 7.30 5.45 2.35 1.23 6.36

 

 

 

NOTE—“‘ Net Railway Operating Income ”’ does not take into account lap-over items growing out of settlements with the
U. S. Railroad Administration. Data for the month of December, 1920, not being available from the files of
the Interstate Commerce Commission, it was secured from the respective carriers as estimated by them.

January 24, 1921:

Vrl ON 4K s SSM A OM
W.H. Williams Exhibit No. 145

BUREAU OF RAILWAY ECONOMICS

429 HOMER BUILDING
THIRTEENTH AND F STREETS, N. W.

WASHINGTON, D. C.

JULIUS H. PARMELEE, Director
R. J. LEIMER, Statistician
RICHARD H. JOHNSTON, Librarian
E, K. KLOMAN, Chief Clerk

January 18, 1921.

Dear Mr. Williams:

In compliance with the request which you made over the long distance telephone yesterday, I
have prepared a statement, two copies of which are enclosed herewith, showing the net operating
income of the New England railways and of other railways in the Eastern Rate Case District for
the months of September, October, and November, and for the three months to November 30th,
compared with 6 per cent on the tentative valuation of their properties.

The statement is based on statistics which are in part frankly estimated. In estimating the
valuation of the New England roads, as compared with the other railways in the district, we have
used the ratio which the property investment accounts of the New Engiand roads bore to the invest-
ment accounts of all eastern roads in the tabulations compiled for the recent rate case. In figuring
what proportion of an annual 6 per cent on that valuation should be apportioned to each month, we
have used the same ratio for the New England roads as for the Eastern District as a whole, although
I think it likely that if the proportion could be worked out for the New England roads separately the
several months would show variations from the average for the whole district. However, I feel
that the statement does not depart very far from an exact presentation of the facts.

Your request extends to the month of December, in view of the fact that I had made a gen-
eral estimate for that month. My estimate had to do with the railroads of the entire country, but
when it came to distributing the returns among the several districts, I have felt that there were
so many elements of uncertainty that I hesitate to make even a guess for December. The enclosed
statement, therefore, stops with November 30th.

Very truly yours,

JULIUS H. PARMELEE,
Director.

Mr. W. H. Williams,
D and H Co. New York, N. Y.
 
NET OPERATING INCOME COMPARED WITH SIX PER CENT ON VALUATION

Class I Roads—Eastern Rate Case District showing New England District.

Period and Item

Month of September, 1920:

Six per cent on valuation

Net operating income_____________________
Shortage under 6%____________________
Rate Earned (Annual Basis)

Month of October, 1920:

Six per cent on valuation___._..__.-______-
Net operating income________.____________

Shortage under 6%_____-__-__-__-_-_---
Rate Earned (Annual Basis) _______-_-__--

Month of November, 1920:

Six per cent on valuation_____-__----------
Net operating income_______-_------------

Shortage under 6%_____---------------
Rate Earned (Annual Basis) _--__----------

Three Months Ended November 30, 1920:

Six per centan valigtiOn ae
Net operating income. __--_---------------

Shortage under 6%--------------------
Rate Earned (Annual Basis) --------------

New
England
Roads

$4,953,000

973,450

3,979,550
1.2

4,777,000

54,944

4,722,056
0.07

4,066,000
def 1,487,799
5,553,799

def

13,796,000

def 459,405

14,255,405
def

Other
Eastern
District

Roads

$46,534,000

31,187,299

15,346,701
4.0

44,882,000

37,115,039

7,766,961
5.0

38,197,000

25,066,855

13,180,145
3.9

129,613,000
93,369,193
36,243,807

4.3

Total
Eastern
District

$51,487,000

32,160,749

19,326,251
3.7

49,659,000

37,169,983

12,489,017
4.5

42,263,000

23,579,056

18,683,944
3.3

143,409,000
92,909,788
50,499,212

3.9

Note: Foregoing returns do not take into account lap-over items growing out of settle-
ments with the U. S. Railroad Administration. Data shown for “Other Eastern District Roads” for
November is partially estimated. Data for “New England Roads” covers the following carriers:

Boston and Albany

Bangor and Aroostook

Boston and Maine

Canadian Pacific Lines in Maine
Central New England

January 18, 1921.

Central Vermont

Grand Trunk Lines in N. E.
Maine Central

New York, New Haven and Hartford

Rutland R. R.
 
STATEMENT.

(a) Showing 6% Return upon Book Property Investment Account.

W. H. Williams Exhibit No.146

(b) Comparison of Estimate of Net Railway Operating Income on basis of Data in Ex Parte 74, with Estimate on basis of Data
submitted in I. C, C. Docket 11756.

(c) Estimate by New England Lines of the Increased Income for each of the Seven Roads should the Divisions be Changed as
Requested in their Prayer for Relief.

 

()
6% Return

(2)
Est. Net Ry. Opr.
Income 7 N. E.

(3)

Hst. Net Ry. Opr.

(4)
“Net” Fixed

(5)
Est. Amt. by
which Roads _ will

(6)
Alleged Deficiency
each Line

DO

Revenue from

 

 

 

 

 

 

 

 

 

 

 

Road 7 N. EL Lines Lines based on Income 7 N. E. Charges to be Fail to meet Fixed Account N. EB. Proposed
(Brigham Ex. 6 Yr. ended Oct. Lines based on met out of Opr. charges based Lines being in- Arbitraries
Sheet 2, Col. 5) 31, ’°19 (Brigham year ended Income on year ended cluded in Eastern (Data given Mr.
ix. 6; sheet 2 6/30/20 (Brigham Ex. 3) 6/30/20 Rate Group Williams b
Col. 5 — Col. 9) (Brigham Ex. 1) (Brigham Bx. 3) Col. 1 less Col. 3 Mr. Choate
Bangor & Aroostook ............. $ 1,878,816} $ 792,813) $ 1,219,575) $ 1,002,400} $ Excess 217,175] $ —-:1,086,003 |$ 307,000
Boston & Maine ...............45 14,430,288 11,922,844 2,663,491 6,111,000 3,447,509 2,507,444 8,351,000
Central New England ............. 1,718,961 40,904 D_ 812,407 754,845 1,567,252 1,678,057 1,970,000
Central Vermont ................. 1,339,657 D 590,727 D 460,000 883,000 1,343,000 1,930,384 1,095,000
Maine Central ................... 3,833,878 1,381,389 D 122,911 2,052,447 2,175,358 2,452,489 1,423,000
New York, New Haven & Hartford. 22,701,770 8,754,840 5,757,923 16,381,378 10,623,455 13,946,930 9,824,000
Rutland’ so sscacscccaeteeeeicsee 1,502,786 690,292 450,995 428,054) Excess 22,941 812,494 548,000
(Seven) New England Lines....... $ 47,406,156} $ 22,992,355) $ 8,696,666) $ 27,613,124) $ 18,916,458 $ 24,4138,701)}$ 23,518,000
Boston & Albany ................. 4,631,791 4,580,732 51,159 (1)
Total, including Boston & Albany..}$ — 52,037,947/$ 27,573,087 $ 24,464,860

 

 

 

(1) No estimate has been made; whatever revenue resulted would increase the total.

 
Revenue Needs of New England Roads

1. As estimated on basis of original request to I. C. C

2. As estimated with Revenues and Expenses b

rought up to date to include Wage Award, Rate Decision, etc.

W. H. Williams Exhibit No. 146

 

Bangor & Boston & Boston & Central Central Maine New Rutland N
ITEM Aroostook Albany Maine New England Vermont Central Haven : Coa
(Note A)
Property Investment as of Oct. 31, 1919............ $30,868,420 $77,196,523 $240,504,801 $28,649,354 $22,327,616 $72,301,917 $418,576,228 $25,046,433 $915,471,292
6% Return on Property Investment................- 1,852,105 4,631,791 14,430,288 1,718,961 1,339,656 4,338,115 25,114,574 1,502,786 54,928,276
Adjusted Net Railway Operating Net Income :
as reported by Roads on Questionnaire.......... Cr. 22,328 Cr. 1,493,991 Cr. 2,103,798 D. 1,218,542 D. 1,540,773 D. 901,544 D. 1,472,205 Cr. 55,914 D. 1,457,033
4 Prorate of bulk adjustments made by Account-
ing Committee... n-ne een Dr. 384,766 Dr. 1,211,050 Dr. 3,635,819 Dr. 518,266 Dr. 360,467 Dr. 1,014,280 Dr. 1,933,316 Dr. 110,655 Dr. 9,163,619
5 Revised Net Railway Operating Income at
time Case was presented.............----------------------+ D. 362,488 Cr. 282,941 D. 1,532,021 D. 1,781,808 D. 1,901,240 D. 1,915,824 D. 3,405,521 D. 54,741 D. 10,620,652
6 Additional Net Railway Operating Income
required to yield 6%.......--.--------------2--eeeeoe 2,214,543 4,348,850 15,962,309 3,450,769 3,240,896 6,253,939 28,520,095 1,557,527 65,548,920
7 30% Increase in Freight Rates....:......--------- 1,174,762 4,296,866 13,487,498 1,799,128 15442,950 3,463,778 14,192,925 747,698 40,605,608
Balance Needed above 30% increase to yield
6% 1,039,781 51,984 2,474,811 1,651,641 1,797,946 2,790,161 14,327,170 809,834 24,943,328
9 Revised Net Railway Operating Income at
time Case was presented (See No. 5)...........--- D. 862,488 Cr. 282,941 D. 1,582,021 D. 1,781,808 D. 1,901,240 D. 1,915,824 D. 3,405,521 D. 54,741 D. 10,620,652
10 Effect of Award of Labor Board..................-------- 600,000 3,000,000 10,700,000 1,000,000 1,000,000 2,326,885 14,000,000 700,000 33,326,885
11 Additonal increases in expenses (coal, ma- 5
terials, etc.) developed since Case was sub-
mitted in April 128,032 514,038 3,914,339 219,550 760,122 1,515,000 8,240,125 145,783 10,436,989
12, Net Railway Operating Income Revised to
August 1 on Basis of Present Rates... D. 1,090,470 D. 3,231,097 D. 16,146,360 D. 2,951,358 D. 3,661,362 D. 5,757,709 D. 20,645,646 D. 900,524 D. 54,384,526
13 Estimated Increases in Revenue Resulting
from Decision of I. C. C_..u....-.------------e---oe-eeeee-= 1,759,952 7,891,241 23,182,805 2,490,310 2,086,501 5,722,486 29,022,300 1,413,745 73,569,340
14 Estimated Net Railway Operating Income
under new rates... ene cneeeeceeeneeeceeeeeeceeeeee 669,482 4,660,144 7,036,445 D. 461,048 D. 1,574,861 D. 35,223 8,376,654 513,221 19,184,814
15 Additional income now needed to yield 6% (Excess)
on Property Investment..........-...-.------------------- 1,182,623 28,353 7,393,843 2,180,009 2,914,517 4,373,338 16,737,920 989,565 35,743,462

 

 

D—Indicates deficit.

 

 

 

 

 

Note A—New Haven’s property investment includes $40,218,406 representing interest in New York Terminals owned by New York Central. If this were
ar papa or sum of Deena would be transferred from fixed charges to joint facility rentals, increasing New Haven’s net railway operating
eficit by that amount.
W. H. Williams Exhibit No. 147

STATEMENT SHOWING THE OPERATING STATISTICS OF THE RAILROADS IN THE NEW ENGLAND DISTRICT, FOR THE YEAR ENDING DECEMBER 3lst, 1918
PREPARED FROM THE INTERSTATE COMMERCE COMMISSION REPORT, “A PRELIMINARY ABSTRACT OF STATISTICS OF COMMON CARRIERS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Total Boston Central Central Boston Bangor New York, Maine
New England Rutland and and New Haven
ew Englan and Maine Vermont New England ites ‘ncaa & Hartford Central
RAILWAY OPERATING REVENUES:
Freight ~_.------------------------------- 134,265,889 43,085,382 2,623,260 3,799,680 5,494,741 14,057,670 3,795,890 50,721,288 10,687,978
Passenger ____-~-------------------------- 74,211,347 19,039,025 1,167,127 847,284 296,947 8,321,353 813,036 39,379,917 4346,658
Excess baggage ~.------------------------- 282,943 54,017 9,114 6,335 1,336 34,697 5,410 137,136 34.898
a A OE ee ee Pies 9 eee fee 8 See Oe et eae oR eee
Fe GE Be CRE 5 ic 2 i wenennes a ee ee er
Mail ------------------------------------ 2,452,099 704,076 71,569 54,715 28,166 431,681 44,831 872,101 244,960
Express —~-.--.--.----------------------- 9,365,600 2,615,678 124,885 126,496 41,000 1,018,372 83,461 4,916,961 438,747
Other passenger train__-_~----------------- 712,745 172,695 10,040 6,556 992 99,758 994 394,679 27.031
Milk ~~---------------------------------- 2,219,839 1,057,617 411,901 120,752 92,353 OR tS kc 295,821 185,198
Switehing ——..... .-----.--+----+-~+=+---- 1,961,735 755,915 44,282 51,367 33,822 307,679 10,874 728,257 29.539
All other rail-line revenue._._...._-..------- 187,573 86,280 3,386 1,312 2,877 5,293 1,934 712,025 14,466
Total rail-line transportation revenue__-_-_-- 225,666,394 67,570,685 4,465,564 5,021,121 5,992,234 24,332,700 4,756,430 97,518,185 16,009,475
Total water-line transportation revenue____-_-- 55,892 RS Sea ee ees Me eer ke cre Pe 45,627
Total incidental operating revenue_--~------- 8,224,837 2,330,660 77,438 167,691 70,807 1,135,535 106,793 3,975,837 360,076
S00 TMG See dS eee 889,748 ee re 115 a ee eee ee se.
TOR ES snc hed wk ee 1,129 606 Stk ee ee ee mete to ea ee ee
Total railway operating revenues___----~-- 234,828,642 69,911,398 4,540,589 5,188,812 6,063,156 25,552,079 4,868,223 102,294,212 16,415,178
RAILWAY OPERATING EXPENSES:
Total maintenance of way and structures____- 32,514,419 10,018,497 174,427 819,180 1,167,346 2,676,234 791,357 13,525,533 2.741,845
Total maintenance of equipment__-_---------- 47,522,270 14,175,174 1,073,537 1,323,477 1,062,351 4,192,879 1,162,521 20,918,413 3,618,918
Total traffic ......___---._----------------- 1,606,119 480,809 120,475 89,611 20,617 236,935 45,925 475,232 136,515
Total transportation—rail-line ~------------ 118,578,180 37,490,058 2,292,467, 3,187,155 2,998,794 13,535,472 2,038,997, 48,020,080 9,015,157
Total transportation—water line __-_--------- 87,025 ee ee a ae ee ee eee Fee ee eee 712,753
Total miscellaneous operations ~_-__--------- 2,830,648 436,924 3,080 12,099 24,617 513,910 54,431 1,737,691 47,896
Total general expenses _-------~----------- 6,474,263 1,827,512 123,512 157,638 128,475 610,426 147,064 3,087,451 397:185
Transportation for investment—Cr.___.------ 28,437 12,474 317 621 ee 2 eee 778 12,877 523
Total railway operating expenses__-~-~~~- 209,584,487 64,430,772 4,887,181 5,588,539 5,396,353 21,765,856 4,239,517 87,746,523 16,029,746
Operating ratio (ratio of oper. exp. to. oper.
rev.) per cent.___..._...-=---+-.-.--.--= 89.25 92.16 96.62 107.70 89.00 85.18 87.17 85.78 97.65
ROAD OPERATED AT CLOSE OF YEAR:
Ss a ae a 7,620.81 2,258.61 415.11 411.20 301.30 393.93 632.35 1,992.15 1,216.16
Miles of second main track... _.....- 1,821.55 ae See 6.20 4.04 218.84 30.29 811.11 83.62
Mies ef tiird main track. ....-....-+._.~.. 217.79 ae eee eee eee ae ee 126.11 1.30
Ses Of fourth main track... ==... -.. 143.61 ee ae See eee oe See 115.49 1.30
Miles of all other main tracks_______.------- OO ae eee | eee eee OO eee eee ee
Miles of yard track and sidings, etc._____-_-- 4,431.44 1,376.93 132.79 160.01 161.69 419.05 219.33 1577.35 384.29
Total miles of road operated (all tracks) __- 14,255.64 4,233.59 547.90 577.41 542.70 1,142.75 881.97 4,642.65 1,686.67
FREIGHT TRAFFIC MOVEMENT (TONNAGE
ORIGINATING ON ROAD):
Total products of agriculture _.___-_-------- 3,240,385 513,408. 93,705 66,726 16,590 1,323,028 381,223 576,799 268,911
Total -produets GF animal... <1... 2,176,796 734,573 29,497 32,183 4,707 914,417 4,956 405,963 50,500
Total prodn@is of Wiwee... =... =. 9,696,692 878,007 235,006 313,538 26,056 4,882,524 187,836 3,049,864 123,861
Total products of forests _______.---------- 5,392,172 1,985,107 160,841 108,461 45,676 505,757 639,895 405,165 1,541,270
Talel wiamulactires: oo oo. Sec ok 11,126,487 2,269,896 99,158 293,464 69,205 4,215,321 275,093 2,597,781 1,306,569
Miscellaneous commodities (carload rates) -_-- 4,645,876 ee | 23,026 46,619 784,490 38,967 1,911,359 72,310
L. C. L. goods not distributed above_____------ 4,042,218 1,080,085 58,230 185,272 oe ee 29,950 2,106,470 525,837
Grand total all commodities____----------- 40,320,626 9,230,126 676,437 1,022,670 265,277 12,625,537 1,557,920 11,053,401 3,889,258
STATISTICS OF RAIL-LINE OPERATIONS:
Train Miles: |
Prem ronry So se 24,072,927 8,206,625 654,589 746,538 972,652 3,736,267 761,486 6,467,095 2,527,675
eee ONY 506,095 77,015 8,400 31,127 See eae 9,254 274,502 45,973
ee ee ee eee 31,693,326 9,384,429 1,094,049 760,600 424,929 3,614,145 562,507 13,657,284 2,195,383
Mixed _--~----------------------------- 830,431 202,238 21,354 70,440 37,311 45,796 156,348 123,784 173,160
Special... s--2 ee ss 56,171 40,025 1,037 102 913 1,315 541 4,856 7,382
Total transportation service__________--- 57,158,950 17,910,332 1,779,429 1,608,807 1,495,629 7,397,523 1,490,136 20,527,521 4,949,573
Work service -_------------------------- 2,903,685 689,840 26,148 | 25,330 117,967 178,759 62,981 1,650,148 152,512
Locomotive Miles:
Freight—principal ---------------------- 25,422,264 8,285,408 667,878 777,665 | 1,082,494 4,482,384 820,008 6,743,405 2,613,027
Freight—helper -~---------------------- 1,864,324 1,084,163 92,632 19,246 a 6,673 540,162 33'078
Freight—light -_------------------------ 1,520,611 796,054 50,495 20,598 ae ee. 16,036 499,473 61349
Total freight ------------------------- 28,807,199 10,165,625 811,000 817,509 | 1,197,470 4,482,384 842,717 7,783,040 | 2,707,454 __
Passenger—principal —------------------- 31,024,681 9,384,429 | 1,095,888 760,600 424,929 4,251,602 545,252 12,348,149 | 2,213,837
Passenger—helper ---------------------- 1,525,348 119,492 55,147 454 ian ee 2,780 1343,606 2°65
Passenger—light —_---------------------- 1,209,386 348,613 8,740 13,110 Beeb eee 5,461 785,906 41.703
Total passenger -----~----------------- 33,759,415 9,852,534 1,159,770 774,164 432,026 4,251,602 558,493 14,477,661 | 2,958,165
Total mixed train__---------------------- 884,420 208,605 22,864 70,440 37,818 47,229 181,033 126,186 | 194.245
Tova speelnl _.... 222s. 5-- asses es 62,344 43,488 1,037 102 1,068 1,348 900 5,715 8,686
Train switching -_----------------------- 2,838,540 652,057 74,375 226,252 See 193,167 1,165,884 | 462,116

 

 

 

 

 

 

 

 

 

 

 

 

 

 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

ERE ETE ES SS — SESOLIA VO IP OR SLY, OOS I NS IE ne ee ee SEgUhVyd tf 6 het JE FOE PUY UVUY PS PG eS | 6 eee a. em a VM a9 AV Od, xO

Yard switching—passenger __.__._______--- 1,673,828 734,530 15,240 26,145 Gier  ee 3,892 818,716 67,518

Total transportation service______------- 83,445,827 26,578,816 2,379,040 2,311,451 2,118,885 11,545,303 2,028,049 29,895,665 6,593,618
Worl seviee 6 ee 3,437,991 800,267 45,662 56,934 120,793 297,557 80,441 1,800,312 236,005

Car Miles:

Freight train—loaded —.. 461,083,992 158,780,339 | 12,228,970 14,265,549 | 17,453,314 67,823,660 | 12,214,669 137,152,419 41,164,572

Freight train—empty —_.-..-..----.--_-- 192,078,909 61,808,932 3,958,441 5,741,163 13,416,280 32,647,942 8,179,330 43,912,157 22,419,664

Freight train—caboose ____.------------- 24,797,373 8,396,437 638,176 781,408 1,045,421 3,840,216 715,588 6,809,354 2,570,773

Sal trees train... 677,960,274 228,985,708 - | 16,820,587 20,788,120 | 31,915,515 104,311,818 | 21,109,587 187,873,930 66,155,009
Passenger train—passenger _____-____---- 98,735,862 31,187,607 2,340,556 1,564,374 896,451 10,300,018 1,268,484 45,749,389 5,428,988
Passenger train—sleeping, parlor and obser-

(a 26,010,881 4,008,465 1,001,507 448,348 186 5,475,257 105,387 13,161,105 1,810,626
Passenger train—dining _.___.______-----~- 2,178,738 91,308 14,058 14,038 215 665,699 25,671 1,296,904 70,845
Passenger train—other ___________----_-_- 49,861,136 15,271,932 3,923,130 1,889,606 659,878 5,859,295 798,039 17,221,136 4,288,120

Ota: Ganneneer train... 176,786,617 50,559,312 7,279,251) 3,916,366 1,556,730 22,300,264 . 2,197,581 17,428,584 11,548,579
Mixed train—freight—loaded ______-__--- 3,745,186 983,627 81,204 457,863 — 97,555 26,181 750,082 533,420 815,254
Mixed train—freight—empty ~_-_-_--_---~- 2,020,266 349,929 27,517 216,482 ae 785,707 168,260 450,007
Mixed train—caboose —....=-.--_ 112,804 ee ee eS ee 65 1,315 34,535 17,764 58,700
Mixed train—passenger _........_.....-_- 1,062,267 274,271 23,220 70,748 a 213,444 178,389 265,561
Mixed train—sleeping, parlor and observa-

RUG stereos ie See EE SE 10,250 SS aE Ee 65 Sp Se Rc ee
aries ae 8 ft 8... a ee eee 133 2,240
Mixed train—other passenger-train________ 188,315 Mie so 296 Se. 47,027 47,563 14,867

OE A ER oe eke ses 7,141,471 1,650,761 131,941 745,339 196,409 27,496 1,830,795 952,101 1,606,629
Total apes TEA on se 433,644 216,827 17,364 690 eS. 7,132 96,350 75.148

Total transportation service___________~- 862,322,006 281,412,608 | 24,249,143 25,450,515 | 33,688,787 126,639,578 | 25,145,095 266,350,915 79,385,365
DOT I os ieee 10,590,405 1,190,022 238,107 135,057 476,110 405,111 518,485 7,357,605 269,908

Miscellaneous:

7One-—Tevente Trent _ 8 nk ns 100,127,102 30,109,986 2,761,758 4,378,352 7,651,087 12,625,537 2,127,615 31,959,107 8,513,660

Tons—non-revenue freight -_____________- 8,234,549 2,552,760 153,484 176,865 296,343 946,410 172,966 3,147,253 788,468

Ton miles—revenue freight _.___._.__.._- 10,356,966,699 3,612,614,982 290,861,091 275,913,433 (588,961,151 1,554,685,324 (265,836,285 |2,938,401,629 | 879,692,804

Ton miles—non-revenue freight __________ 508,942,944 175,487,709 14,215,723 5,858,506 8,296,296 74,926,212 16,861,825 155,221,021 58,075,652

Passengers carried—revenue _._.._______- 153,836,515 44,660,430 1,218,033 1,041,032 741,378 12,797,886 575,965 89,134,878 3,666,913

Passenger miles—revenue —....._....--..- 3,350,555,217 882,382,133 42,000,274 29,662,265 12,518,573 375,242,431 24,240,790 1,831,115,817 153,392,934

Ton miles revenue freight per mile of road__ 1,358,914 1,599,486 700,684 670,996 1,788,786 3,946,202 420,394 1,475,057 723,075

Ton miles revenue freight per train-mile____ 407.60 425.72 425.02 325.33 503.80 411.07 286.74 428.00 320.26

Ton miles revenue freight per loaded car-mile 22.28 22.61 23.68 18.74 30.71 22.92 20.50 21.34 20.96

Passenger miles revenue per train-mile_____ 103.01 92.04 37.65 35.69 27.08 102.53 33.72 132.87 64.76

Passenger miles revenue per car-mile_______ 26.63 24.87 12.48 14.23 13.41 16.79 15.27 30.99 20.44

Miles hauled revenue freight______________ 103.44 119.98 105.32 63.02 70.44 123.14 124.95 91.94 103.33

Miles carried revenue passengers __________ 21.78 19.76 34.48 28.49 16.89 29.32 42.09 20.54 41.83

Revenue per ton of freight________________ $1.34090 $1.43093 $0.94985 $0.86751 $0.71816 $1.11300 $1.78410 $1.59003 $1.25589

Revenue per ton mile of freight____________ $0.01300 $0.01193 $0.00902 $0.01377 $0.01020 $0.00904 $0.01428 $0.01729 $0.01215

Revenue per passenger ....._-...-_-...... 0.48240 $0.42631 $0.95821 $0.81388 $0.40053 $0.65020 $1.41161 $0.44189 $1.18537

Revenue per passenger-mile ______________ $0.02210 $0.02158 $0.02779 $0.02586 $0.02372 $0.02218 $0.03354 $0.02151 $0.02834

EQUIPMENT (OWNED OR LEASED) IN

SERVICE AT CLOSE OF YEAR:

Steam locomotives—number available for serv- :

WR ci dag cide ate aagtammana ie 2,915 1,333 97 104 78 - 89 1,196 238
Steam locomotives—total tractive capacity

CS ce es a 81,019,675 29,183,800 2,921,100 2,754,800 2,468,575 - 2,184,300 34,527,600 6,969,500
Other locomotives—number available for serv-

WR ae ena ee 110 (es ee ee ee eee Die Se wahintielas RO re aa
Ok Chee 8 Sc a 49,303 12,587 1,572 2,030 992 ” 2,588 24,559 4,980
Put es-S6e ...... 6,222 769 196 531 50 y 2,009 1,477 860
wegen OATS HUM? 5 5 kk 845 96 68 SS ae ee . as. Ss gee 566
Cet Cage sc 5 ee 18,610 7,210 578 205 21 ge Re eg 9,186 1,410
Sa i ne ee a ee ee a ee a eee ee ee aug ea Spee ae ee gees
Refrigerator cars—number _....__........... 645 304 54 eS eae FS Fat ii aii aa 249 24.
Other freight carrying cars—number_________ 1,008 Me) Aire Se eS ee Be Ie fale tO pee 828

All freight carrying cars—number_______- 76,633 21,146 2,468 2,788 1,063 - 5,029 35,471 8,668
Total passenger carrying cars—number ______ 3,682 1,318 66 68 36 * 62 1,916 216
Other passenger train cars—number _________ 1,336 483 62 Al 21 * 24 611 94

Total number of passenger train cars_______ 5,018 1,801 128 109 57 * 86 2,527 310

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

* Figures not available included in figures of the New York Central which leases the Boston & Albany.
W. H. Williams Exhibit No. 148

Statement Showing the Operating Statistics of the Railroads in the Eastern District, New England District, Eastern District
Excluding the New England District; the Pocahontas Group and Total Eastern District Excluding the New England
District and Including the Pocahontas Group, for the Year Ending December 31, 191S— Prepared from the Interstate

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Commerce Commission Report, ‘A Preliminary Abstract of Statistics of Common Camrierss” ) 065500 eee ni fi W 0 OW
Total Eastern Dis-
trict excluding the
New England Dis-
trict and including

2 the Pocahontas
Total Eastern Dis- Group, classified as
trict excluding the Southern District
Eastern New England New England Pocahontas Roads in I. C. C.
District District District Group Report
RAILWAY OPERATING REVENUES:
a ee 1,549,592,398 134,265,889 1,415,326,509 139,000,265 1,554,326,774
SEE EERIE PEE RIEL AO 444,718,356 74,211,347 370,507,009 30,381,942 400,888,951
nn cee 2,015,079 282,943 1,732,136 130,314 1,862,450
RE OE og iis nee aommmpennwend io) eaten” FR eee eee eee a
eer A RT CE i ie no ence 242,534 6,624 235,910 73,244 309,154
a re 20,544,224 2,452,099 18,092,125 1,089,307 19,181,432
SN oe da resid cui gaeiaehd 61,631,380 9,365,600 52,265,780 2,477,882 54,743,662.
COERae OT UI in scsi nee em nie es 2,703,509 712,745 1,990,764 175,427 2,166,191
a 14,585,253 2,219,839 12,365,414 54,740 12,420,154
aha dee emma 23,252,971 1,961,735 21,291,286 743,856 22,035,092
All other rail-line revenue_______.._________- 7,175,297 187,573 6,987,724 432,623 7,420,347
Total rail-line transportation revenue______- 2,126,461,001 225,666,394 1,900,794,607 174,559,600 2,075,354,207
Total water-line transportation revenue____-_-_- 5,283,929 55,392 Bane ee ee 5,228,537
Total incidental operating revenue________-_- 67,745,636 8,224,837 59,520,799 4,139,393 63,660,192
ee Te ig ciate tien aca nmed 3,134,303 _ 889,748 2,244,555 142,588 2,387,093
FO Te. oti a nongncrmnweccien | 908,732) % 7,729 901,008 18,849 919,852
Total railway operating revenues_____----_- 2,201,716,137 234,828,642 1,966,887,495 178,822,682 2,145,710,177
RAILWAY OPERATING EXPENSES: ee ee
Total maintenance of way and structures____- 283,038,839 32,514,419 250,524,420 21,399,009 271,923,429
Total maintenance of equipment_________---- 531,810,501 47,522,270 484,288,231 41,341,858 525,630,089
i cl 20,777,136 1,606,119 19,171,017 1,162,216 20,333,233
Total transportation—rail-line ~_.._-------- 977,531,536 118,578,180 858,953,356 63,449,700 922,403,056
Total transportation—water line ______------ 3,369,819 87,025 A a rr es 3,282,794
Total miscellaneous operations ___.__-_-------- 18,790,345 2,830,648 15,959,697 797,122 16,756,819
Total general expenses ~__.---------------- 49,290,850 6,474,263 42,816,587 2,867,113 45,683,700
Transportation for investment—Cr.____------ 767,193 28,437 738, 756 179,963 918,719
Grand total railway operating expenses____- 1,883,841,833 209,584,487 1,674,257,346 130,837,055 | 1,805,094,401 _
Operating ratio (ratio of oper. exp. to oper. ze
TOV.) 2 SOR ne nin ig et eee sne 85.56 89.25 85.12 73.17 84,12
ROAD OPERATED AT CLOSE OF YEAR: ee eee
i a eee 58,622.68 7,620.81 51,001.87 5,216.30 56,218.17
Miles of second inaim track... onc cs 16,860.41 1,821.55 15,038.86 1,879.35 16,418.21
Wiles of third main track..2..3 2 2,500.33 217.79 2,282.54 8.04 2,290.58
Miles of fourth main track—...2222.<.....- 1,791.71 143.61 1,648.10 3.02 1,651.12
Miles of all other main tracks_________------ 46.44 20.44 aes 26.00
Miles of yard track and sidings, etc.____----- 41,704.45 4,431.44 37,273.01 2,896.75 40,169.76
Total miles of road operated (all tracks) —_- 121,526.02 14,255.64 107,270.38 9,503.46) = —«- 116,773.84
FREIGHT TRAFFIC MOVEMENT (TONNAGE ee a ee ee
ORIGINATING ON ROAD): -
Total products of agriculture ___._.----.---- 29,051,534 3,240,385 25,811,149 1,177,758 26,988,907 —
Total products of ptimals _____-_-_2..-_— 11,653,936 2,176,796 9,477,140 267,303 9,744,443
eed BOGE OF SEE nan 379,307,905 9,696,692 369,611,213 60,281,425 429,892,638
Total products. of foretie:.<s.1-c5 2.052222. 19,993,139 5,392,172 14,600,967 3,169,075 17,770,042
TOtRr TANS 8 node nn ce 113,888,987 11,126,487 102,762,500 4,898,324 107,660,824
Miscellaneous commodities (carload rates) __-- 31,476,018 4,645,876 26,830,142 840,988 27,671,130
L. C. L. goods not distributed above_______---- 28,052,375 4,042,218 24,010,157 931,234 24,941,391
Grand total all commodities______________- 618,423,894 40,320,626 573,103,268 71,566,107 | 644,669,375
STATISTICS OF RAIL-LINE OPERATIONS: ee
Train Miles:
ren ornate cee Sneek 241,628,547 24,072,927 217,555,620 23,163,286 240,718,906
Re eee 6,283,438 506,095 5,777,343 610,731 6,388,074
Puneet cnc 214,655,652 31,693,326 182,962,326 11,283,997 194,246,323
i a es SS ees 4,214,677 830,431 3,384,246 322,842 3,707,088
Special Sn en ee OE Ten 775,443 56,171 719,272 3,566 722,838

Total transportation service_____._____--- 467,557,757 57,158,950 410,398,807 35,384,422 — 445,783,229

Waele Waite sos et ste ce 28,782,888 2,903,685 20,879,203 1,569,310 | = 22,448,518
Locomotive Miles: xe
EP Pelenht ar Oe 0. Swe ck ccn 251,261,053 25,422,264 225,838,789 23,790,473 249,629,262
Gi BRE Soe an ski cw ht ecces 32,135,455 1,864,324 30,271,131 5,945,024 36,216,155
FreiginHgne 125-255-252 25-- +3 19,719,302 1,520,611 18,198,691 1,211,571 19,410,262

ok ages mee reres a ae 303,115,810 28,807,199 274,308,611 30,947,068 | 305,255,679
Passenger -“prinerpa 2 SSeS ee 207,080,027 31,024,681 176,055,346 11,291,190 Ss 187,346,536
Passehnger—helper 255 co caee 4,441,663 1,525,348 2,916,315 576,003 3,492,318
Passonger—Tigt ose 7,896,507 1,209,336 6,687,121 299,018 6,986,139

ee ae 219,418,197 33,759,415 185,658,782 12,166,211 197,824,993 _
Dotel tained tBi ssc cen en : 4,329,621 884,420 8,445,201 327,544 | = 3,772,745
Wetet qiidlel Se = ce ee 795,054 62,344 732,710 aio | aS
mo. 27,088,046 2,888,540 24,199,506 969,645 | —*25,169,151_
Yard switching—freight __._.._.___---_-- 187,565,946 15,416,081 172,149,865 10,511,103 | = 182,650,968 _
Yard switching—passenger ~_------------ 14,166,813 1,673,828 12,492,985 STs 12,870,349

Total transportation service____.___------ 758,952,570 83,445,827 675,506,743 56,417,310 731,924,053

Welw. 2 30,243,055 3,437,991 26,805,064 1,498,007 -- 28.308,071 _
Car Miles: SS eo
Freight train—loaded ~...-._.---------~--- 6,367,268,466 461,083,992 5,906,184,474 676,946,497 6,583,130,971
Frown toe-empty. - CS 3,178,311,905 192,078,909 2,986,232,996 451,559,797 3,437,792,793
Freight train—caboose ___..------------- 247,329,032 24,797,373 222,531,659 24,030,808 246,562,467

Patel freiokt rem = 9,792,909,4038 677,960,274 9,114,949,129 1,152,537,102 10,267,486,231 _
Passenger train—passenger -_------------ 587,173,444 98,735,862 488,437,582 35,350,258 | 523,787,840 _
Passenger train—sleeping, parlor and obser-

a ae 267,546,555 26,010,881 241,535,674 16,453,253 257,988,927
Passenger train—dining ~........----_--- 33,508,124 2,178,738 31,329,386 2,239,455 33,568,841
Passenger train—other ......-......-._-- 438,640,896 49,861,136 388,779,760 21,988,977 410,768,737

Total seeeeneer TrAE on omen nnee 1,326,869,019 176,786,617 1,150,082,402 76,031,943 : 1,226,114,345 _
Mixed train—freight—loaded ___________- 16,625,485 3,745,186 12,880,299 1,100,547 | 413 980,846
Mixed train—freight—empty ~.---------- 7,884,679 2,020,266 5,864,413 515,343 6,379,756
Miced tein cote . 528,068 112,804 415,264 51,054 466,318
Mixed train—-npassehger ..__.._.......-_.. 6,205,557 1,062,267 5,143,290 438,839 5,582,129
Mixed train—sleeping, parlor and observa-

ROLLA DE LD GOT CR IG OIE OT LET 303,758 10,250 Os ds es 293,508
ree “Crarn an Se Sas 8,515 2,383 5,982 1 -—— —. -snasce 5,932
Mixed train—other passenger-train_______- 2,168,290 188,315 1,979,975 95,917 2075602

ie TE WE iti vant ncn 33,724,152 7,141,471 26,582,681 2,201,700 28,784,381
Teeneeae Ges... 9,199,689 433,644 8,766,045 47,881 8,818,926 _

Total transportation service____--------- 11,162,702,263 862,322,006 10,300,380,257 1,230,818,626 11,531,198,883
nn ae 57,391,281 10,590,405 46,800,876 4,193,397 | 50,994,273 _

Miscellaneous: | a bs ‘. ae oe
Tops-—tevenue freight ....-....-...---<--=-- 1,314,179,513 100,127,102 1,214,052,411 102,376,378 1,316,428,789
Tons—non-revenue freight ~.-.----------- 99,088,444 8,234,549 90,853,895 8,797,938 99,651,833
Ton miles—revenue freight ~...__.--__--- 185,461,512,568 10,356,966,699 175,104,545,869 25,885,362,890 200,989,908,759
Ton miles—non-revenue SOOIIS isnt eck 10,687 ,229,012 508,942,944 10,178,286,068 1,312,298,859 11,490,584,927
Passengers carried—revenue ‘scnipicishideeabresettaaliatna 673,197,946 153,836,515 519,861,431 22,559,798 541,921,229
Passenger miles—revenue -_-_...----~.-- 19,500,136,137 3,300,555,217 16,149,580,920 1,117,204,085 17,266,785,005
Ton miles revenue freight per mile of road__ 3,162,751 1,358,914 3,433,299 4,962,399 8,575,177
Ton miles revenue freight per train-mile____ 735.59 407.60 772.35 1,074.22 801.35
Ton miles revenue freight per loaded car-mile 29.05 22.28 29.58 38.18 30.47
Passenger miles revenue per train-mile__-_._ 89.09 103.01 86.66 96.25 87.23
Passenger miles revenue per car-mile_______ 22.64 26.63 21.96 21.38 21.92
Miles hauled revenue freight______________ 141.12 103.44 144.23 252.84 152.68
Miles carried revenue passengers ___-_--~-- 28.97 21.78 31.10 49.52 31.86
Revenue pes ton of freight.__..=.=......_. $1.17913 $1.34090 $1.16580 $1.85772 $1.18071
Revenue per ton mile of freight____________ $0.00836 $0.01300 $0.00808 $0.00537 $0.00773
Revenue per passenger  . eo. -.--~2- $0.66061 $0.48240 $0.71338 $1.34673 $0.73975
Revenue per passenger-mile ______________ $0.02281 $0.02210 $0. 22940 $0.02719 $0.02322

EQUIPMENT (OWNED OR LEASED) IN : ee
SERVICE AT CLOSE OF YEAR:

Steam locomotives—number available for serv-

BN kisi pp na a a aise aN 29,070 2,915 26,155 2,087 28,242
Steam locomotives—total tractive capacity geen
CIES Riek Se ier Sinan cts 1,052,489,873 81,019,675 971,470,198 5,817,800 977,287,998
Other locomotives—number available for serv- eae
108 Ski nude caw cnet aeons 278 110 168 12 180
Box <o0i-S0NNOE sk eee 429,989 49,303 380,686 17,191 397,877

Pg Se ee ee ee 27,899 6,222 21,677 1,892 23,569
SUOCK CAPE——HNUGE ai oe ks ee 13,841 845 12,996 3,451 16,447
CoGi CAIRO Soke ek a eee 583,253 18,610 564,643 84,785 649,428
ge gS —=a eae See ee ae a ee 486
Refrigerator care—nuinber .. cs sk kc. ce 24,757 645 24,112 15 24,127
Other freight carrying cars—number_________ 26,298 1,008 25,290 49 25,339

All freight carrying cars—number________-_ 11,106,523 76,633 1,029,890 107,383 1,137,273

Total passenger carrying cars—number ______ 17,873 3,682 14,191 707 14,898

Other passenger train cars—number _________ 9,267 1,336 7,931 337 8,268
Total number of passenger train cargs______-_ 27,140 5,018 22,122 1,044 23,166

 

 

 

 

 

 

 
W. H. Williams Exhibit No. 149
INTERSTATE COMMERCE COMMISSION

OPERATING STATISTICS FOR THE MONTH OF APRIL—LARGE STEAM ROADS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Miles of Road Freight Passenger Loaded Empty Net Ton-miles ane a Ton-miles i hOyailes
Operated in Freight ‘Train-miles* "Train-miles* Freight Car-miles* Freight Car-nmiules* Including Non-revenue* ee et Freight ni se pono 7
and Mixed Service (thousands) (thousands) (thousands) (thousands) (millions) (millions) Train-mile Praitalé
REGION : = : | |] | ; eee ee Nace a zi
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 | %of Inc.| 1920 1919 1920 1919 1920 1919
New England.............000- 055 8,115 8,092 1,928 1,677 2,662 2,585 | 36,166 | 35,294! 14,584 | 14,007 874 919 | (d) 4.9 1.92 2.017 1.000 156 .
Cede oi7sa| oval sae! sous | 858) 6030 | 144'640 | 186°208} 71168 | 91425| 4,188] 49631 @ 15.6] sean | 10689 | 609 | 791 = aa
Ohio-Indiana-Allegheny............ 26,496 | 26,495 7724 8,068 8,880 8870 | 176,855 | 211,174 | 91,940 | 109,592 6,119 6,759 | (d) 9.5 11662 | 13,179 1'510 1633 702 838
Pocnhuntas: .4ceeetyeseeeure te: 5,235 5,105 1,577 1,352 841 889 | 44,370 | 40,746 | 30,021 | 26,528 1,968 1,613 22.0 3507 2977 2994 2'902 1948 ane
Bou Meee. ona: ace cease 3503 37,970 | 37,691 7,655 6,483 6,892 6,862 | 164,439 | 148,433 | 72,040 | 60,285 4,246 3,709 14.5 0.127 7’990 1192 1239 BB in
Northwestern. ............2000005 47,030 46,992 6,330 5,756 6,149 5,989 155,177 150,735 59,968 63,918 4,046 3,910 3.5 8,438 8169 1/333 1419 639 679
Central Western. ............0-055 51,978 | 51,817 7,454 7,285 8,282 7,615 | 175,872 | 192,283 | 74,460 | 81,359 4,561 4,740 | (d) 3.8 0786 | 10°439 1313 1436 Eis es
Southwestern......... 20.0000. 00+ 31,451 | 31,309 4,349 3,981 3,915 3,690 | 88,752 | 83,011 | 41,303 | 43,078 2,206 1,980 11.4 1.886 4581 Vi24 1151 507 ye
Total—United States.......... 230,059 229,279 42,379 40,570 43,474 42,530 986,271 | 1,047,884 455,484 490,192 28,208 28,593 | (d) 1.3 57,959 60,061 1,368 1,480 666 705
; Average Number of Serviceable Cais on Line Daily
Percent Net Car-miles Percent Loaded of Number of Percent Serviceable Car-miles Net Ton-miles
of Gross per Freight Total Freight . Cars Stored of Total Cars per Car Dayt per Car Dayt
Ton-miles Train-miles Car-miles Home Foreign Total an Line
REGION
1920 | 1919 | 1920 | 1919 | 1920 | 1919 1920 1919 1920 1919 1920 1919 1920 1919 i920 | 1919 | 1920 | 1919 | 1920 | 1919
New England..............2.005. 45.8. | 45,8 | 27.3) 80.4 | 71.3. | 71.6 16,065 15,453 104,105 70,499 120,170 85,952 14 350g | 93.2 | 98.5 | 18.3 | 18.1 | 298 .| 337
(Great Tales cece peyote ge iatess 48.6 | 46.4 | 41.3 | 47.6 | 67.0 | 67.1 64,269 55,397 376,126 335,285 440,395 390,682 (b) (>) 25°33 | 93.3 | 93.3 | 15.3 | 22.2 | 297 | 307
Ohio-Indiana-Allegheny............ 52.5 | 51.3 | 35.8 | 40.7 | 65.8 | 65.8 125,382 (a) 412,715 (a) 538,097 510,989° | ot. 25,500 | 93.7 | 91.5 | 15.6 | 19.2 | 355 | 404
Poemhontait oes, cigceoses eso 56.1 | 54.2 | 48.2 | 50.8 | 59.6 | 60.5 23,551 30,628 42,748 60,403 66,299 OL08L || canenee 7473 | 91.9 | 93:7 | 34.4 | 23:1 | 910 | 554
SUPHEN, «ohn cnten once rawienys 46.5 | 46.4 | 31.9 | 33.2 | 69.5 | 71.1 44,506 (a) 246,384 (a) 290,890 296,586 118 so'oaa | 93.2 |-94.1 | 24:7 | 22'3 | 442 | 396
Northwestern... 0.0. ..0e0e020e 48.0 | 47.9 | 35.0 | 38.3 | 72.1 | 73.3 105,528 123,258 223,021 202,720 328,549 325,973 11,351 aves | 92.6 | 93.7 | 20.6 | 20.9 | 385 | 379
Central Western............0.005. 46.6 | 45.3 | 34.6 | 38.6 | 70.3 | 70.3 104,395 141,661 233,562 215,312 337,957 356,973 213 38104 | 94.0 | 94.3 | 23.6 | 24.5 | 420 | 423
Southwestern......0..2 0.00.0. 205 45.2 | 43.2 | 30.9 | 32.7 | 68.2 | 65.8 35,709 44,484 176,601 174,089 212,310 218,573 387 41'356 | 95.1 | 95.4 | 19:8 | 18.7 | 335 | 293
Total United States....... ..| 48.7 | 47.6 | 34.0 | 37.9 | 68.4 | 68.1 | 519,405 (a) 1,815,262 (a) 2,384,667 | 2,276,759 | (b) 12,083 | (6)210,300 | 93.5 | 93.0 | 19.5 | 21.1 | 379 | 392
Cost per Freight train-mile—Selected Accounts} Cost per | Cae 3
ose gen Aer ee of Coal Cost of Gallons of Oil Charged
mile arged to Coal Account 394 or Gi f
Locomotive Other Loco. & | Enginehouse ; Total Selected Selected Account 394 (d) Net tont ie eds een aes:
RxcGion Repairs Enginemen Fuel Train Supplies Expenses Trainmen Accounts Accountst
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919
New Bngland... 4... 40428 6s ¢.429 | $.392 | $.312 | $.252 | $.899 | $.705 | $.080 | $.073 | $.109 | $.113 | $.345 | $288 [$2,174 |$1.823 ]$1.380 |S1. 154 376,207 BOP O95 1ST BE | $5098 |e revcane | aaavasse | aaaene Paweece
Great Lakes (6)... seco s.s2e04- ‘593 | 469 | 298} 265 | .634 | 553 | 1146] 111 | 154 | 119 | 345 | 284 | 2.170 | 1.801 | 1.041 | .975 | (b) 847,847 | (6) 8977435 [(b) 3.79 |(b) 3.50 (b) 19 1H) 126 1@) 098 |i) .048
Ohio-Indiana-Allegheny............ 682 982 .333 -258 585 445 141 127 . 134 .103 O75 .299 | 2.250 | 1.814 | 1.046 91 1,823,137 1,761,954 3.43 | 2.89 736 157 “100 ‘ “086
Pocahontas......0.-..-::-+000e0" ‘638 | 526 | _280| (236 | .609 | 1486] 1105] .103] 133 | .142 | .286 | .231 | 2.051 | 1.724 | .883 | .870 373,041 Sis is 200 | oe ok |e ieeuea Stee Pe
Southern. fc: sncin, osgvinasrs Pooch ‘371 | .871] 211 | 211] .455 | 418} 1085 | 091 | 080 | 084] .274 | 1245 | 1.476) 1.415 | 847 | 801 1,408,667 1,185,138 | 3.45 | 3.25 3,250 2654 | 1082 | .052
Northwestern. .............0.008. 387 | (320 | (250| 217] (559 } .527| (116| .103| (115 | (131 ] -201 | 1252 |.1.718 | 1.550 | .886] .859| 1174974] Losz’ose | 3.90] 3.85 | 12'742| 12'108 | 1043 | ‘o42
Central Western...0.......00.0 00. “307 | (455 | (220| 1197] (561 ] 524] 135 | .103| 1123] 1114] 248 | 1229 | 1.814] 1.622] .972] 910] 1,261,730 | 1149269 | 3.33 | 3.06] 59,936} 61,435 | 1040} —.037
Southwestern.....0.. 0.0.6.0. ee "450 | 1396 | .224| 1192} 1527] |460| -103| .087| .093 | .082 | .286 | .246 | 1.683 | 1.463 | .993 | .863 482,536 505211 | 3.39) 3.62] 43198] 257302) [035 | 031
Total United States (c)...... 505 444 . 260 226 . 569 494 119 . 104 17 . 108 304 .261 | 1.874 | 1.687 .991 .902 | (6)7,748,139 (6)7,201,873 |(b) 3.76 |(b) 3.36 |(6)119,381 |(6)101,782 |(b) .038 |(b) .036
Bureau of Statistics * Excluding mixed and Special (a) Separation not available
August 26, 1920 t Including mixed and Special (6) New York Central figures not available
t Cost including freight charges (c) New York Central expense data for April, 1919, not available

(d) Net tons consumed by locomotives in transportation train service
 

INTERSTATE COMMERCE COMMISSION
OPERATING STATISTICS FOR THE MONTH OF SEPTEMBER—LARGE STEAM ROADS

W. H. Williams Exhibit No. 149
Sheet No. 2

Final Summary—Subject to Revision

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Miles of Road Freight Passenger _ Loaded | : _ Empty | Net Ton-miles Gross Gross Ton-miles Net Ton-miles
Operated ‘Train-miles* ‘Train-miles* I'reight Car-miles* Vreight Car-miles* Including Non-revenuc* ‘Ton-miles* per Freight per Freight
(thousands) (thousands) (thousands) (thousands) (millions) (millions) Train-mile Train-mile
REGION = ot
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 os pent, 1920 1919 1920 1919 1920 1919
New England.................05- 8,160 8,109 2,076 2,037 3,048 2,884 41,618 43,771 17,075 16,481 1,051 1,075 | dd) 2.2 2,269 2,304 1,093 1,131 506 528
Great Lakes...........0.2 020 e eee 21,914 21,904 7,816 7,062 6,720 6,313 241,171 235,727 126,107 94,545 7,060 6,582 7.3 14,491 13,371 1,854 1,893 903 932
Ohio-Indiana-Allegheny............ 26,544 26,527 10,479 10,014 9,900 9,645 274,167 282,806 138,982 131,854 9,963 9,689 2.8 18,481 18,109 1,759 1,808 951 968
Pocahontas. «5 ice ccseac che uawan oe 5,339 5,218 1,942 1,835 983 957 57,620 56,878 38,751 36,979 2,463 2,319 6.2 4,456 4,227 2,294 2,303 1,268 1,263
Southem: ccencess ta sigvad whe ed ay oe 37,254 37,019 7,854 6,805 6,501 6,358 168,844 161,095 79,159 59,930 4,740 4,114 15.2 9,877 8,672 1,258 1,274 604 605
Northwestern. ...........0.00 0005 47,387 47,008 7,638 7,684 6,476 6,323 199,432 214,050 98,846 96,512 5,744 5,725 0.3 11,606 11,946 1,520 1,555 752 745
Central Western..............---- 52,204 51,862 10,256 9,837 8,623 8,052 262,252 268,930 124,067 119,194 6,822 6,717 1.6 15,062 14,898 1,469 1,514 665 683
Southwestern.............000.000- 31,675 31,674 4,956 4,417 | 4,114 3,852 107,182 99,021 49,892 39,907 2,808 2,457 14.3 6,125 5,331 1,236 1,207 567 556
All Regions..............-. 230,477 229,321 53,017 49,691 46,365 44,384 | 1,352,286 | 1,362,278 672,879 595,402 40,651 38,678 5.1 82,317 78,858 1,553 1,587 767 778
: Average Number of Serviceable Cars on Line Daily
Estoont Net naa os an of : Car-miles | Net Ca Net yale
of Gross per Freight Total Freight : Nuinber of Percentof Total] P& Car-day{ | per Car-day per Loaded
need Ton-miles Train-mile (a) Car-miles Home Foreign Total Cara Stored Gaiaon Lane Car-mile*
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 | 1919 | 1920 | 1919 | 1920 1919 1920 1919
New England..............0.+06- 46.3 46.7 29.3 30.6 70.9 72.6 16,440 14,585 86,766 80,175 103,206 94,760 226 | 92.1 | 91.0] 17.6] 19.5 | 315 348 25.2 24.6
Great: Lakese .ccsinccacee au na beeen 48.7 49.2 48.0 47.8 65.7 71.4 69,856 58,755 351,507 337,529 421,363 396,284 2,934 92.2 | 91.4 | 26.8 | 25.5 516 507 29.3 27.9
Ohio-Indiana-Allegheny............ 54.1 53.5 40.4 42.4 66.4 68.2 144,921 (b) 418,006 (b) 562,927 548,380 1,495 | 95.8 | 90.2 | 23.5 | 22.8 | 566 532 36.3 34.3
Pocahontas: éi.665 cess as ees ce as 55.3 54.9 50.6 52.1 59.8 60.6 31,579 26,871 47,594 58,454 79,173 85,325 gies 183 91.3 | 91.3 | 37.1 | 33.5 948 828 42.8 40.8
Souther ics cadonsgainrecee ers oe¥ es 48.0 47.4 32.6 33.5 68.1 72.9 47,864 (b) 199,364 (b) 247,228 242,682 393 1,598 | 92.3 | 90.9 | 31.1 | 27.8 | 594 517 28.1 25.5
Northwestern.............-000-55 49.5 47.9 40.1 41.4 66.9 68.9 126,316 121,504 186,214 219,377 312,530 340.881 250 319 | 91.4 | 91.9 | 29.5 | 28.3 | 566 521 28.8 26.7
Central Western...............--- 45.3 45.1 38.7 40.5 67.9 69.3 87,875 112,556 226,329 238,269 314,204 350,825 64 211 | 92.6 | 91.6 | 38.5 | 34.3 | 678 592 26.0 25.0
Southwestern..............0.00005 45.8 46.1 32.7 32.5 68.2 71.3 32,690 (b) 164,000 (b) 196,690 190,830 150 96 | 94.7 | 94.1 | 25.6 | 23.2 | 458 410 26.2 24.8
All Regions..............-5 49.4 49.0 39.2 40.4 66.8 69.6 557,541 (b) 1,679,780 (b) 2,237,321 2,249,967 857 7,062 | 93.2 | 91.4 | 28.4 | 26.7 | 568 527 30.1 28.4
Cost per Freight Train-mile—Selected Accounts} (c) Cost per
Passenger Train- Net Tons of Coal Cost of Gallons of Oil Charged
mile ’ Charged to Coal per to Account 394 (d) |Cost per Gallon (e)
Locomotive Other Loco. & | Enginehouse Total Selected Selected Account 394 (d) Net Ton (e) (thousands)
REGION Repairs Enginemen Fuel Train Supplies Expenses Trainmen Accounts Accountst
1920 1919 1920 | 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919
New England. ...........-.. 00065 $.526 | $.394 | $.362 | $.271 11.040 | $.567 | $.081 | $.066 | $.129 | $.089 | $.427 | $.319 |$2.565 [41.706 [$1.445 |$1.072 404,691 362,946 $8 . 84 SOs now wee W ee. ee aes | ate
Great: Lakesic.:..ccaca dees oe tees A 1S .489 .359 .237 .799 -468 . 084 114 .140 . 106 424 .254 | 2.324 | 1.668 | 1.176 .912 1,596,524 1,377,831 5.23 3.27 267 825 $. 100 $.041
Ohio-Indiana-Allegheny............ 653 575 .433 . 292 .685 .430 .161 .136 .137 .098 497 .326 | 2.566 | 1.857 | 1.165 938 2,196,915 2,089,531 4.24 2.75 216 159 .123 .075
Pocahontas: n6 <6 e ces oe ed es 636 .480 .359 . 263 .820 -498 .134 .121 . 144 .109 . 366 .255 | 2.459 | 1.726 | 1.100 .865 424,314 404,837 4.38 25005 |\ euecdresee [pea teste Wace uh Beetles
DOWNES: eoswae s etc ote i uaearaiwss ee 395 368 .238 .196 .497 . 364 .098 114 .099 081 .310 .244 | 1.637 | 1.367 . 980 175 1,301,161 1,179,546 4.15 2.91 2,250 1,952 047 .023
Northwestern. .......0.....200 006: .403 314 .278 .218 . 594 471 ATT .182 .120 O91 333 .255 | 1.905 | 1.481 | 1.023 .853 1,221,671 1,218,468 4.43 3.43 11,245 11,232 .045 O41 .
Central Western................0- .489 .408 .261 . 206 .598 .A76 141 .124 .119 .092 . 3806 .229 | 1.914 | 1.535 | 1.069 .935 1,457,731 1,408,570 3.57 2.85 73,790 69,903 .046 .036
Southwestern...............00005- 509 413 .259 . 205 .563 433 .108 121 .103 .089 341 .267 | 1.883 | 1.528 | 1.087 911 441,301 473,618 4.39 3.32 38,497 23,838 039 024
All Regions............2... 508 .436 315 233 .651 .450 .129 .122 .123 094 3876 .266 | 2.102 | 1.601 | 1.114 .903 | 9,044,308 8,515,347 4.54 3.10 126,265 107,909 044 034

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Bureau of Statistics
December 3, 1920

* Excluding mixed and special trains

¢ Including mixed and special trains
(a) Includes caboose car-miles
(b) Separation not available
(c) Minneapolis, St. Paul and Sault Ste. Marie, Missouri, Kansas & Texas and Wichita Falls & Northwestern figures not available. . : : abe:
(d) Quantity consumed by locomotives in road transportation service only—Atlanta & West Point, Western Railway of Alabama, Minneapolis, St. Paul & Sault Ste. Marie, Missouri, Kansas & Texas, Wichita Falls &
Northwestern, and Gulf, Colorado & Santa Fe figures not available.
(e) Cost including freight charges.

(For nine months’ figures see other side)

 
INTERSTATE COMMERCE COMMISSION

OPERATING STATISTICS FOR THE NINE MONTHS ENDING WITH SEPTEMBER—LARGE STEAM ROADS
Final Summary—Subject to Revision

W. H. Williams

Exhibit No. 149

Sheet No. 3

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Miles of oad Freight Passenger Loaded Empty Net Ton-miles Gross Gross Ton-miles Net Ton-miles
Or - t a ‘Train-miles* ‘Train-miles* Freight Car-miles* Freight Car-iniles* Including Non-revenuc* ‘Ton-miles* per Freight per Freight
perave (thousands) (thousands) (thousands) (thousands) (millions) (millions) Train-mile ‘Train-mile
RiEGion
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 Ee Se 1920 1919 1920 1919 1920 1919
New England...................- 8,137 * 8,109 18,025 16,094 25,513 24,255 350,039 335,280 131,918 132,425 8,528 7,866 8.4 18,505 17,482 1,027 1,083 473 489
Great Takes: : ci viiccawewnwneane’ 21,921 21,904 | 65,420 | 58,429 58,003 | 55,379 | 1,988,739 | 1,827,447 | 826,272 | 859,224 | 57,370 | 50,084 14.5 | 115,070 | 104,305 1,759 1,785 877 857
Ohio-Indiana-Allegheny............ 25,867 25,698 | 86,844 78,365 84,854 81,826 | 2,229,670 | 1,965,050 | 1,063,848 | 1,077,332 77,072 69,594 10.7 | 144,203 | 133,456 1,660 1,703 887 888
Poeahontas... 2.0.0... 0.0 5,340 5,210 16,669 14,332 8,816 9,220 490,749 423,810 302,374 275,936 20,438 17,070 19.7 36,874 31,311 2,212 2,185 1,226 1,191
POUGHELB 652 cstsusuesoues d bie, aiay OM Medak Gee 4 37,192 36,999 71,996 58,683 60,609 - §9,586 | 1,592,688 | 1,338,317 664,688 551,140 42,031 33,601 25.1 88,755 72,271 1,233 1,232 584 573
Northwestern...........00e0ss 00. 47,254 47,049 63,880 57,398 57,187 55,775 | 1,639,679 | 1,511,137 | 677,144 | 661,468 44,565 40,142 11.0 90,701 83,140 1,420 1,448 698 699
Central Western............0.0-- 52,027 51,831 85,150 74,483 76,877 70,581 | 2,175,974 | 1,943,655 | 924,512 | 862,665 56,649 48,986 15.6 | 122,009 | 107,899 1,433 1,449 665 658
Southwestern. ..............200005 31,691 31,542 43,353 37,174 36,844 34,335 947,967 793,971 400,856 357,801 24,311 19,559 24.3 ~ §2,631 43,439 1,214 1,169 561 526
,
All Regions.............2.. 229,429 228,342 451,337 394,958 408,703 390,957 111,415,505 |10,138,667 | 4,991,612 | 4,777,991 330,964 286,902 15.4 668,748 593,253 1,482 1,502 733 726
Average Number of Serviceable Cars on Line Daily
Percent Net oe Fencent ead of : cc ' Net co Net Ton-miles
of Gross per Freight otal Freight : Number of Percentof Totall Per Car-dayt | per Car-dayt per Loaded
ies Ton-miles Train-mile (a) Car-miles Home Foreign Total Gare Stored Cats ou Line Car-mile*
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 | 1920 | 1919 | 1920 | 1919 | 1920 | 1919 1920 1919
New England..................-- 46.1 45.1 27.8 30.1 72.6 71.7 16,480 15,204 92,235 76,363 108,715 91,567 4,161 | 92.6 | 92.1 | 15.1 | 17.5 267 293 24.4 23.5
Great Lakes......0........00 cee 49.9 48.0 44.1 47.0 70.6 68.0 60,572 57,832 387,494 341,895 448,066 399,727 71,179 | 92.7 | 92.7 | 21.3 | 22.9 | 434 427 28.8 27.4
Ohio-Indiana-Allegheny............ 53.4 52.1 38.9 39.8 67.7 64.6 120,250 (b) 428,156 (b) 548,406 516,122 17,443 | 93.4 | 91.1 | 20.5 | 19.7 480 450 34.6 35.4
Pocahontas..........2 00000002000 55.4 54.5 48.6 49.8 61.9 60.6 23,208 30,942 50,095 58,246 73,303 89,188 seins 2,160 | 91.6 | 92.6 | 36.2 | 26.7 | 933 650 41.6 40.3
Southern.............- SAeaaerme eee 47.4 46.5 32.4 33.2 70.6 70.8 48,470 (b) 233,620 (b) 282,090 288,835 133 25,408 | 92.8 | 92.8 | 27.3 | 22.8 508 406 26.4 25.1
Northwestern. ...............-005 49.1 48.3 37.3 38.9 70.8 69.6 109,902 123,175 218,255 218,165 328,157 341,340 4,903 | 15,802 | 92.3 | 93.0 | 24.2 | 22.0 | 463 406 27.2 26.6
Central Western.................- 46.4 45.4 37.4 38.7 70.2 69.3 . 97,598 131,960 238,006 223,799 335,604 355,759 718 | 22,352 | 93.7 | 93.3 | 32.0 | 27.4 584 477 26.0 25.2
Southwestern...........-.-00--000 46.2 45.0 32.1 32.0 70.3 68.9 33,993 (b) 170,336 (b) 204,329 210,260 9,330 | 22,428 | 94.6 | 95.2 | 23.1] 19.5 | 417 330 25.6 24.6
All Regions..............-- 49.5 48.4 37.4 38.8 69.6 68.0 510,473 (b) 1,818,197 (b) 2,328,670 2,287,798 15,084 | 180,933 | 98.1 | 92.7 | 24.1 | 22.3 | 486 429 29.0 28.3
Cost per Freight-train-mile—Selected Accountsf (c) Cost per
pean Train- Net aoe ef Coal by of Gallons of Oil cen 6
mile : arged to oal per to Account 394 Jost per Gallon (e)
Locomotive Other Loco. & | Enginehouse Total Selected Selected Account 394 (d) Net Ton (e) (thousands)
Raion Repairs Enginemen Fuel Train Supplies Expenses Trainmen Accounts Accountst
1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919 1920 1919
New England.................--- $.455 | $.374 | $.342 | $.258 | $.909 | $.648 | $.075 | $.073 | $.130 | $.115 | $.382 | $.302 |$2.293 1$1.770 1$1.388 |$1.100 3,621,484 3,181,602 | $7.72 | $5.67 | 20... cee | cece | wee eee | cee eee
Great Lakes. ....00.0 000000. 509 443 384 238 . 680 494 .123 116 141 .119 379 .272 | 2.166 | 1.682 | 1.092 887 14,171,997 11,748,283 4.20 3.35 1,089 4,268 $.097 $.043
Obio-Indiana-Allegheny............ 691 . 584 .389 . 283 619 441 .148 .139 .133 .110 .434 .315 | 2.414 | 1.872 | 1.145 .927 19,662,888 17,185,702 3.62 2.76 1,768 1,379 .107 -085
Pocahontas. .... 0.00000. 632 497 318 . 261 .712 497 .181 124 .137 .130 .312 .258 | 2.242 | 1.767 | 1.033 874 3,795,143 3,317,480 3.52 DeOO|) sei cnereedee | shaedeec ene AY Sear. I sel setiek
Southern............,2...--02----{ 891 .357 230 . 190 468 -401 .095 .093 089 .090 . 293 .239 | 1.566 | 1.370 . 922 . 766 12,593,922 10,596,766 3.69 3.15 27,550 22,235 .032 045
Northwestern.............-0-00e . 400 .313 . 268 .221 . 586 .519 .147 112 .122 .110 dil .255 | 1.834 | 1.530 . 983 . 848 10,808,591 10,104,717 4.04 3.49 111,189 104,051 .043 .042
Central Western..............-.-- 486 427 243 . 203 .572 -oll .130 .123 118 .107 .277 .227 | 1.826 | 1.598 | 1.026 . 904 12,870,479 11,285,472 3.38 2.97 652,830 583,358 .040 .037
Southwestern.................2005 469 .3895 248 .201 541 .461 .118 .103 .099 .092 .823 .260 | 1.798 | 1.512 | 1.0389 .870 4,228,317 4,198,987 4.08 3.47 332,166 199,154 . 034 .028
All regions................% .504 | .431 .292 | .229 .598 } .480} .126|] .115 | .119 | .107 .339 | .264 | 1.978 | 1.626 | 1.063 .886 | 81,752,821 | 71,619,009 3.95 3.21 | 1,126,537 914,445 .038 .036

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

(For September figures see other side)

* Tixcluding mixed and special trains

t Including mixed and special trains
a) Tneludes caboose car-miles
(b) Separation not available
(c) Minneapolis, St. Paul & Sault Ste. Maric, Missouri, Kansas & Texas, and Wichita Falls and Northwestern figures not available.
(dq) Quantity consumed by locomotives in road transportation service only—Atlanta &West Point, Western Railway of Alabama, Minneapolis, St. Paul & Sault Ste. Marie, Missouri, Kansas & Texas, Wichita Falls

& Northwesten and Gulf, Colorado & Santa Fe figures not available.

(e) Cost including freight charges

Bureau of Statistics
Deceinber 3, 1920
ANALYSIS OF FREIGHT AND PASSENGER TRAIN EARNINGS ON FOURTEEN ROADS OPERATED EXCLUSIVELY IN TRUNK LINE TERRITORY, FOR
(Compiled from statistics in ‘‘Poor’s Manual of Railroads—1920”)

W. H. WILLIAMS EXHIBIT No. 150.
THE CALENDAR YEAR 1919

 

 

 

 

 

 

 

Philadelphia Lehigh Lehigh Lehigh Delaware, New York,| Delaware Long Ulster a Buffalo, Buffalo | Pittsburgh,
Traffic Statistics 1919 and News erey Valley and New | and Hudson) Lack. and Ontario and Total Island and Mec a Rochester and Sus- | Shawmut & Total ea
Reading England River Western & Western Hudson Delaware & Pittsburgh | quehanna |; Northern ¢
Freight:

Average miles operated................... 1,126.63 686.12 1,485.95 231.94 96.90 955.53 569.49 887.62 5,990.18 398.38 128.88 698.31 589.73 296.56 209.51 2,321.37 8,311.55
Revenue freight moved (tons)............. 63,210,463} 35,489,418) 30,934,972] 6,749,758, 5,322,354] 25,982,548] 5,165,934) 23,644,671) 196,500,118 5,912,833 553,732 17,098,196 11,063,670] 1,965,985 1,203,068] 37,797.484/ 234,297,602
“1 mile (tons)....... 6,648,921,950| 2,478,351,934| 5,780,482,737| 252/571,910| 383,194,047| 4,830,065,815| 602,704,487| 3,531,432,611| 24,507,725,491| 127,868,238] 41,676,211| 1,656,778,729] _1,694,808,357| 215,168,111) 102,201,730] 3,838,501,376) 28,346,226,867

“ “ “ 1 mile per mile road 5,901,602 3,612,126 4,025,545| 1,088,954; 3,984,532 5,054,855| 1,058,323 3,978,541 4,091,317 320,971} 323,372 2372, 555 2:873,872 725,547 487,813 1,653,550 3,410,462
Average haul per ton (miles).............. 105.19 69.83 186.86 37.42 72.00 185.90 116.67 149.35 124.72 21.63 75.26 96.90 153.19 109.45 84.95 101.55 120.98
Average revenue train load (tons). . 944.69 671.50 878.40 581.25 836.22 859.71 558.00 782.80 705.58 295.26 211.17 985.00 883.61 498.04 537.08 793.63 716.34
Average revenue per ton.................. 0.892 0.922 1.669 0.558 0.478 1,997 1.239 1.24 1.202 1.065 1.191 715 1.065 1.005 845, 898) 1.110
Average rate per ton per mile (cents).. 0.848 1.320 0.893 1.490 0.664 1,074 1.062 0.830 .964 4.915 1.583 0.738 0.696 0.918 -994 885 953
Earnings per freight train mile............. 8.01 8.86 7.84 8.66 5.55 9.24 5.60 6.54 6.80 14.77 3.34, 7.27 6.22 6.05 5.34, 7.02 6.82

Passenger: }

Passengers carried............00cceeeeeee 29,922,290} 30,445,113 6,796,350 198,654 133,652| 27,281,789] 1,761,870 5,086,660, 101,626,378) 64,067,541) 402,523 1,712,606 1,963,743 179,940 196,074/  68,522,427/ ‘170,148,805
Passengers carried 1 mile................. 708,394,136] 460,966,346, 262,693,218 721,153]  1,705,222| 646,828'562| 91,369,678}  132,884,475| 2,305,562,790| 1,022,941,429| 12,026,567 42;919,237 57,828,468 2,746,619) 2,381,131] 1,140,843,451) 3,446,406,241
Passengers one mile per mile road.. ue 628,773 671,845 182,940 3,109 17,598 676,932 160,441 158,738 384,890 2,567,753 93,316 84,680 98,059 9,262 11,365 491,453 414,653
Average distance per passenger (miles). . er 23.67 15.14 38.65 3.63 12.76 23.71 51.86 26.12 22.69 15.97 29.88 25.06 29.45 15.26 12.14 16.65 20.26
Average rate per passenger per mile (cents) . 1.532 1.771 2.599 2.863 2.890 1.914 2.952 2.450 1.919 1.526 2.672 2.510 2.752 2.980 3.074 1.645, 1.828
Earnings per passenger train mile.......... 2.62 2.08 1.17 39 2.84 2.61 1.95 1.89 2.57 1.32 1.34 .80 43 2.19 1.97

2.16

 

 

 

 

 

 

 

 

 

 

1.82|

 

 

 

 
W. H. Williams Exhibit No. 151

STATEMENT SHOWING “AVERAGE HAUL PER TON” (MILES) REVENUE FREIGHT FOR THE RAILROADS IN THE NEW ENG-
LAND DISTRICT, 1910 to 1919. COMPILED FROM STATISTICS AS SHOWN IN “POOR’S MANUAL OF RAILROADS,” I. C. C.
REPORTS AND DATA SECURED FROM BUREAU OF RAILWAY ECONOMICS.

 

 

 

 

 

 

 

 

1919 1918 1917 1916 1915 1914 1913 1912 1911 1910

NEW ENGLAND DISTRICT ;

Central New England..................... 73.26 70.44 71.35 71.73 72.56 66.83 42.40 42.59 45.39 *46.18
New York, New Haven & Hartford......... - 111.44 91.94 91.86 87.40 *91.65 *91.80 *96.43 *94.95 *93.80 *93.44
Boston & Maine................ cc cee ee eee 124.20 119.98 117.43 114.83 | *106.55 | *106.46 | *106.82 | *103.86 | *102.54 | *102.84
Boston & Albany............... ccc cee cea 125.08 123.14 124.99 123.94 119.30 113.50 115.91 113.68 ee pas
Maine Central........... 00... cece cece eee ee 111.12 103.33 99.48 *96.80 *93.96 *96.40 *90.13 *90.16 *84.74 *88.90
Bangor & Aroostook...................000- 119.78 124.95 128.24 126.49 125.79 | *126.93 | *182.06 | *125.51 | *122.79 | *118.58
Rutland se. Sek ote ie ee GU Bae nee 93.37 105.82 107.80 108.00 | *112.66 | *109.27 102.40 109.54 115.22 119.71
Central Vermont ................. 0000 eens 73.92 63.08 61.72 TAT *80.14 *79.08 *73.78 *76.73 *76.13 *79,.27
Average haul per road New England District 112.47 103.44 102.78 100.87 99.14 98.06 97.20 95.84 93.04 98.71

 

 

 

 

 

 

 

 

 

 

 

* Years ended June 30th.
z

!

W. H. Williams Exhibit No2O3

 

o
NEW ENGLAND STATES
POPULATION TAKEN FROM 1920 CENSUS RETURNS
25 miles 50 miles
from from
coast line coast line
Connecticut ......... 1,380,681 ........... SOL700" hoeeeneecks “agvesdens 1,346,116
Percentage. . 64.58 Percentage... ........ 97.50
Rhode Island ........ 604,897 ........... BOOMGI. wii. OGadeedeeee: 604,397
Percentage. . 98.57 Percentage... ........ 100.00
Massachusetts ....... 3,802,000" eesee eae e se 1,982:656> “nssamecouae, soaseies 2,369,443
Percentage. . 51.47 Percentage... ........ 61.51
i
New Hampshire ...... 443,083 ........... 84,718 sdesesancee Seaaaraes 255,043 4
Percentage. . 19.12 Percentage... ........ 57.56 i
MEME 3hc4ceseeckuns BOGOIE -oehep tenes AUTHOR? ideceeshe abe dieds 591,079 i
Percentage. . 53.07 Percentage... ........ 76.96 a
Total .saia ceeds TOAS ASL eee wenewes 3 962463) 2c2geacneee  oadheadedars 5,166,078

Percentage... 56.21 Percentage... ........ 13.29
(a

 
State.

Connecticut .

Rhode Island

Massachusetts

eee ee

NEW ENGLAND STATES

POPULATION 25 MILES FROM COAST LINE

County

Fairfield

New Haven ...

Middlesex

New London ..
Balance Add. .

Washington ...

Kent

Providence ....

Newport
Bristol

Total
Deduct

Plymouth
Norfolk
Bristol

Middlesex
Essex

Total
Deduct

ee

a

Population

320,936
415,214
.. 47,550
104,611
. 8,389

.. 891,700

24,932
.. 88,269
475,190
.. 42,893
.. 28,118

604,397
8,606

595,791

.. 156,968
.. 219,081
.. 859,005
.. 178,352
.. 482,156

. . 1,995,562
.. 12,906

. . 1,982,656

County
Town

FAIRFIELD.
Deduct New Fairfield
Brookfield

Total

NEW HAVEN.
Deduct Wolcott

MIDDLESEX.
Deduct Cromwell

Total Deduct .

WINDHAM.

Add ‘Plainfield

Balance Add

PROVIDENCE.
Deduct Burrillville ...

MIDDLESEX.
Deduct Tyngsborough
Ashby
Townsend
Pepperell
Groton
Littleton
Westford
Dunstable

ee

ee ew ww wee ww re we

Ce ee eat eee ee

CY

Population

 

 

 

 
‘ci
State.

New Hampshire . .

County

.. Rockingham ...

Strafford .....

Total ......
Deduct .....

VOrk. «sy sucun
Cumberland ...
Sagadahoe. ..
Lincoln ......

Washington ...
Balance Add ..

Population

52,498

70,696
124,376
23,021
15,976
26,245
21,328
30,361
41,709
53,886

407,593

County

 

 

 

 

 

 

 

 

 

Town Population
HILLSBOROUGH.

Add PEAT satreny rene unerace cpanel arate 974
ROCKINGHAM.

Deduct Northwood ................0.. 891
WVGOVHEI A) stoke crcccw G Ar wrergaeare aerate 746
CAN la: <3. ies atte bens we enee s 780
ANB UYIE: | 0 a a0-tia av sdesane,Aacasi rave selene’ 652
Londonderry ................. 1,308

TOtsa)! axcamece nee se eaae 4,372
STRAFFORD.

Deduct Middletown .................. 174
MC ON 5 eer ede eos oss setae 1,428
New Durham ................. 462
ULAMORG. add. wieitasencs dower aera o.0408 764

Gal G2 be ioadars tetas epee 2,828
Deduct ROCKINGHAM. 4,372
STRAFFORD. 2,828
Ota oe ee bowed hound ears 7,200
Add HILLSBOROUGH. 974
Balance Deduct ........... 6,226
YORK.

Deduct Parsonfield .......  .........5 1,062
Cornish! acc 30 “arcs eeekdsres bees 813
INewiield: ec, “adres Hea wisi eoedes 5381

Totaly <. casidsiaweneeeeead 2,406
CUMBERLAND.

Deduct Otisfield ..................00. 581
HarrisOn:  ( vdceseaneaans be 901
Bridgeton, s.schasresesGee eons 2,546
Naples ave stcicatdwiesee ea ewais 514
SEBAGO? os: 4) sath doncahe Qunstengel sseaar aes 541

Ota tse cee. Cocke kas 5,083
HANCOCK.

Deduct Township 32 ................. 18

Plantation 83) os 26654 0erecrice 4 49
EL OULALS 232. 0h pos iG cette ees 67
WASHINGTON.

Dedtict Danforth. 065 os sewers wea ves 1,201
Kossuth Plantation .. bs Reo 40
Topsfield. s. 2.060404 dearstench 272
Codyville Plantation . . ..... 80
WAIT OS ve. casse. dct os att oh spay eieycns amet teene 8 186
ImdlantOwWi, ¢ .4ieredsweacen a 136
PriNCElOM: ack 5 nbc tines teehee 4 934
Grand Lake Stream .......... 231
Lambert Lake Plantation 119

LOGAN: eceos arn es oes rer Bie oak 2 3,199

cali det mae esi pace eee cons
(ai
County Population

i

Add

Add

Deduct

County
Town

ANDROSCOGGIN.

Wales
Webster
Lisbon
Durham
Auburn
Poland

PENOBSCOT.

Dixmont
Newburg
Hampton
Carmel
Hermon
Bangor
Orrington
Brewer City
Eddington

Clifton ....

Total ...

ANDROSCOGGIN.

PENOBSCOT.

YORK.
CUMBERLAND.
HANCOCK.
WASHINGTON.

Total

i wk ee BP WE SRy a, er Br eh wy RR. Wer ee ae wt Se

Population

Cr
ey
ee

ee

 

 

 

 

 

 

 

 
State.

Connecticut

Rhode Island

Massachusetts

ee

NEW ENGLAND STATES

POPULATION 50 MILES FROM COAST LINE

County
County Population Town
LITCHFIELD.
Fairfield ...... 820,986 Deduct Salisbury
New Haven ... 415,214 Sharon
Litchfield ..... 716,262 Canaan
Middlesex .... 47,550 Cornwall
Hartford ..... 336,027 Norfolk
New London .. 104,611 Colebrook
Tolland ....... 27,216 Winchester
Windham ..... 52,815 Barkhamsted
POtal: saci 1,380,631 Total
Deduct oe ewe 34,515 HARTFORD
Total 32sec 1,346,116 Deduct Hartland
pny Granby
Suffield
Enfield
Total
Deduct LITCHFIELD.
HARTFORD.
Total
Washington . 24,932
Kent ........ 38,269
Providence .... 475,190
Bristol ....... 23,113
Newport ..... 42,893
Total ...... 604,397
Worcester 455,135 WORCESTER.
Plymouth ..... 156,968 Deduct Royalston .....
Norfolk ...... 219,081 Winchendon
Bristol ....... 359,005 Ashburnham
Middlesex .... 778,352 Athol
Essex ........ 482,156 Templeton
—— Gardner ..
Potala su8 43 2,450,697 Westminster
Deduct ..... 81,254 Phillipston .
——- Petersham
Total ...... 2,369,443 Habbardston
Dana
Barre
Hardwick
Oakham

New Braintree
West Brookfield
North Brookfield
Spencer
Warren,
Brookfield
Sturbridge
Millbury ....
Auburn
Oxford

eee ee we hee we hw oe we we ee

Ce

Ce

a

ee ee ew ew ee wm wwe eee

eee ee we wee ee eee we oe ow

re

ee

ee Y

eee er ee ew ew eee ere rere ee

eee ee eo eee e ree ee

eee ee eww ew ew wo ee ee eee

Population

 

 

 

 

 
State

New Hampshire . .

. Hillsboro

County

Rockingham ...
Strafford
Balance Add .

ere ee

oot eee

Population

135,512
52,498
38,546
28,487

255,043

Deduct Hillsboro
JSG AT c © eee ide dente assev inca aoa ene a aceelerataun

Add

Add

Add

Add

County
Town

HILLSBORO.

Hancock

Peterboro
Sharon
New Ipswich
Temple
Greenfield

Francestown .....

Deering
Weare

MERRIMACK.

Pittsfield
Epsom

Allenstown ......

Hooksett
Dunbarton
Bow
Canterbury
Chichester
Concord ..

BELKNAP.
Alton
Gilmanton

Barnstead
Gilford

CARROLL.
Freedom
Effingham

Ossipee ..
Wolfeboro

Tuftonboro ......

Total
MERRIMACK.
BELKNAP.
CARROLL.

Total

Deduct HILLSBORO.
Balance Add ..

eee eee ee ee eee

Ce ee

ee

Ce

eee ewe meee ee es

Ce

Population

 

 

1,221
814
873
738

3,646

 

467
393
1,122
2,178
611

4,771

29,912
3,646
4,771

38,329
9,842

28,487

 

 

 
State.

re]

County

VOrk: .cscea0s
Cumberland ...

Sagadahoe ..

Androscoggin .
Lincoln ......
KnOX:. 45 sxe
Kennebec .....
Waldo .......

Penobscot

Hancock ..... d
Washington ...
Balance Add .

Population

Add

Add

Deduct

County
Town

OXFORD.

POPEEE ceadace grace
Brownfield ...........
Denmark ...........

Fryeburg ............
Sweden .............

ANDANY™ tcc are en ie wes
Greenwood ...........
Buchfield ............
Woodstock ...........
Hartford ............

SOMERSET.

MeGRCEr™ 2 vow se ates
Smithfield ...........
Patheld: acces anitemcs woes
Norridgewock .........
Skowhegan ...........
Cornville ............
Pittsfield: <j c.nevees een
Hartland. 2 -scssis asadee es
Palmyiar saad 6 ¥ eae a ates
St, Albans» a2 3c sccaw aces
Harmony .ceccssseues
Cambridge ...........

PENOBSCOT.

Mit. CHASE 6 x scsa ce aceens
Patton. <n wn easew oe
Staceyville ...........
Medway <iaccexng eae
Woodville ............

Mattawamkeag

Kingman ............
DREW cn eacaw ag areas
Wan) 2s tes dee eees
WebSt@? 22 5e ee srae ees
PYENTISS: cas dh cncev eee
Carroll. 22 seen reweisse
Springfield ...........
GOR ob. seticay eee wiceecbink OF hts SMa
Bakevlé sos cou warsaey
TTC Ol eh ts ests owe ep eee ete
Burlineton ecsancecanarn,
FOTIAVOT: | guess ehdrres abcd seceaeuat
VO WANG ss ek Goad te
Maciel d: Sous e-svkear dareusrocs

Population

 

 

 
County

 

 

 

 

State County Population Town Population
MEAT TIC ers, Pak eecanarctaroe ta ame tianee ie eee ANN BRS WASHINGTON.

Deduet Danforth 4 oas.eeews a gece dass 1,201

Topstield) scascwwasaex ox ee eia lewis 272

Kossuth Plantation ............ 40

Codyville Plantation ........... 80

IOLeSt: -suicasanew sed an ee we eas 65

Lambert Lake Plantation...... : 119

TOtal 2. g.acateer nee aera es 1,777

Add OXFORD. 14,341

SOMERSET. 20,018

ROCA cyakie owen ee tiara ite x, 34,359

Deduct PENOBSCOT. 12,539

WASHINGTON. 1,777

ROCAL sp ainceia:es.ae ax Shee RRS 14,316

Balance Add .............. 20,043
W. H. Williams Exhibit No. 204.

LETTER FROM MR. E. J. PEARSON, PRESIDENT, THE NEW YORK, NEW
HAVEN & HARTFORD RAILROAD COMPANY, TO VARIOUS MEMBERS OF
EASTERN PRESIDENTS’ CONFERENCE, dated May 9, 1920.

“The Executives of the New England Railroads respectfully invite attention to the following
considerations relative to the revenue needs of the carriers in New England, and the methods of
meeting such requirements.

“The railroads included in Official Classification Territory have submitted to the Interstate
Commerce Commission information indicating that an increase in freight rates of approximately
30 per cent. is necessary to yield these lines in the aggregate a return of 6 per cent. on their prop-
erty investment accounts. This basis was adopted by these roads as being the only practicable
method of obtaining the immediate relief contemplated by the Transportation Act.

“In the statement above referred to as having been submitted to the Interstate Commerce
Commission it is represented that the property investment account of the Carriers in Official Classi-
fication Territory, including their leased lines, materials and supplies, aggregated $9,368,698,698.
On October 31, 1919, included in such property investment account was $918,241,416, representing
the property investment account of the New England carriers. Said statement further represented
that the carriers in Official Classification Territory required a net railway operating income of
approximately $562,121,921 in order that there may be a return upon said aggregate property
investment account; included in said sum of $562,121,921 is $55,094,484 which represents a return
of 6 per cent. upon the aggregate property investment of the New England carriers.

“If the New England lines were eliminated from the statistical showing for Official Classifi-
cation Territory, the increase in freight rates necessary to yield 6 per cent on property invest-
ment on the balance of this territory would have been 28.55 per cent. In other words, as a
result of including the New England roads in the Eastern Group, or Official Classification Terri-
tory, it appears from the statistical exhibits that there will accrue to the carriers in Official
Classification Territory, outside of New England, freight revenue aggregating more than
$25,000,000 in excess of the freight revenue such carriers would receive if the New England lines
were not included in the Official Classification Territory.

“A general increase of 30 per cent. in freight rates in Official Classification Territory would
not yield sufficient additional revenue to meet the needs of the New England lines. Not only
would such an increase fail to yield the New England lines in the aggregate a return of 6 per
cent. on their property investment, but in several individual cases such an increase would not
yield sufficient income to meet fixed charges. During Federal control these lines earned approxi-
mately 25 per cent. of the standard return, whereas the other lines in the Eastern region earned
in excess of 75 per cent. These figures reflect the fact that conditions which developed during
Federal Control and resulted in increased operating costs, bore with greater severity upon New
England railroads. One of the primary purposes of the Transportation Act is to remedy such
conditions.

“The object of this presentation is to secure from the Trunk Line and interested Canadian
carriers an understanding relative to the basis and method of distribution of the increase which
the carriers in Official Classification Territory receive under the provisions of the Transportation
Act.

“To alternative methods of accomplishing this result are:

“First: That the amount contributed by the New England lines be recovered through the
medium of increased divisions. It is believed that the simplest and perhaps the most satisfactory
method of increasing the divisions of the New England lines would be by the additions of an arbi-
trary on all freight, to be deducted from the proportion of the through rates accruing to the Trunk
Line and Canadian carriers under current divisicns. A study based on the actual figures for the
month of October, 1919, indicates that an arbitrary of approximately 60 cents per ton, or 3 cents
per hundred weight, would provide the additional revenue needed. An analysis of the traffic for
other months during the year 1919 is being progressed as rapidly as possible and the foregoing
figures will be checked, and adjusted, if necessary, in the light of such analysis.

“The proportion of joint freight rates allotted to the New England lines on traffic inter-
changed with the Trunk Line and Canadian carriers is unduly low considering the character and
cost of the service performed by the New England roads. The present divisions were fixed under
substantially different economic conditions from those now existing and before the establishment
of the per diem basis for the settlement of car accounts, which had the effect of greatly increasing
the tax upon the New England lines, as a group, for car hire. The view that the present divisions
are unfair to the New England lines is held by many students of the Railroad situation. The fol-
lowing statement of the Hon. Charles A. Prouty, in a speech delivered before the Associated
Industries of New England on February 2, 1920, is typical of this opinion:

“There is another reason why the railroads of New England should insist upon a
proper recognition of these terminal costs. New England is really a great railroad ter-
minal. The major part of the freight which is received from without has been trans-
ported long distances up to the borders of New England. The railroads of New -Eng-
land haul it a short distance and perform the delivery.

“The reverse is true of most traffic out of New England. I have always insisted
in the past that the expense of this terminal service was not properly recognized in the
division of the through rate accorded to these terminal lines. It has been and is my
profound belief that these divisions should be revised. In the past there have been vari-
ous reasons why such revision could not well be insisted upon. In the future matters of
this sort will be disposed of more upon a basis of what is right with less regard to the
policy of the situation. New England cannot object to sustaining the burden of what-
ever natural disadvantages she may have but she may and should insist upon just treat-
ment. Something ought to be gained by our railroads through a more favorable division.”

“Should this method >f distributing increased revenue be determined upon, it is recommended
that the details be worked out by the Traffic Officers.

“Second: A proper distribution of the amount contributed by the New England lines by
means of a pool under Section 407 of the Transportation Act. This method would require the
consent of all interested carriers and approval of the Interstate Commerce Commission.

“Unless some method of allocating to the New England lines a substantial amount of revenue
in excess of 30 per cent. increase in freight rates is made effective before September 1st, 1920,
the insolvency of some of these lines seems inevitable. It is unnecessary to point out that Trunk
Line and Canadian carriers have a vital interest in the ability of the New England lines to
maintain adequate transportation service, and that the disorganization of transportation in New
England resulting from failure to provide adequate revenue for these lines would not only react
on their immediate connections, but would also indicate a failure of the Transportation Act to
provide a solution of the general railroad problem.

“This matter has been discussed informally with the Chairman of the Interstate Commerce
Commission who expressed the desire that the interested lines should attempt to adjust it between
themselves, avoiding, if possible, the necessity of referring it to the Commission. In case the
carriers are unable to agree to the carrying out of the purpose outlined in this statement, it will
be necessary for the New England roads to apply to the Interstate Commerce Commission for
relief. Such an application for relief must be submitted in time for the Commission to act upon
it so the necessary revenue may be available to the New England lines not later than September
1st, and it is therefore important that the Trunk Line and Canadian carriers should indicate at
an early date whether they will agree to the carrying out of the purpose of this statement and
are willing to proceed to work out the necessary details.”
Ww.

H. Williams

Exhibit No. 205

STATEMENT SHOWING AVERAGE NUMBER OF MANUFACTURING
ESTABLISHMENTS PER MILE OF ROAD AND CAPITAL INVESTED PER MILE OF ROAD
(a) taken from page 57—(6) taken from page 546, Vol. 8 (1910) 13th Census of the United States

 

 

 

 

 

 

 

 

 

 

eee. I Sanh
(a) (b) Miles umber of nvested in
me ‘ Manufacturing | Manufacturing
ecaaiAmoan | ages | Sly | Belahnents | Balabichments
er Mile o er Mile o:
Road Road
New England:
Massachusetts........0000.00.0.0...0000 even 11,684 $1,279,686,558 2,115
Maine....... seta aah aches elton sera oben 3,546 202,259,592 2,248
New Hampshire......................... 1,961 139,989,662 1,245
VGRMOM cor oa -neca ere ney oat eee angnneie eee eae 1,958 73,470,107 1,100
Rhode Island............................ 1,951 290,901,270 212
Comme ctiouti rigs 2 aag:cia.s cap sistvenncs dics wtiacd dare artes 4,251 517,546,554 1,000
OCA aig ce cnstatigs Seo ocenere oa nnnereeunaye keatee 25,351 $2,503,853,743 7,920 3.201 $316,143
Middle Atlantic:
Gg Shi sass sacra seas en ae eae en a 44,935 $2,779,496,814 8,429
Ne@W -Jers@ ys osccc. 3s tustn ate cceceyes wine bg Beige weal 8,817 977,172,141 2,260
Pennsylvania.........0.0000...0.00 cece eee 27,563 2,749,005,975 11,209
Otel iis.st ade rnde omen emeeas 71,315 $6,505,674,930 21,898 3.257 $297,090
East North Central
OIG se iiicct palais doz tle aden seme oewdaronamasece Beles 15,138 $1,300,732,732 9,134
DINE Bo csssestiecbatcr a onectien soraaeniu reene tabireyoniulrtans ats 7,969 508,717,197 7,420
STATIONS tsegieanet es Beer owcecd ef Bae Nile asa roccee 18,026 1,548,170,701 11,878
MCh Panis secur celsonate dol detie weatriacecaaealee 9,159 583,946,965 9,021
PO tals ss scan ohisncds aoe eos ae 50,292 $3,941,567,595 37,453 1.343 $105,240
Other:
DCA WERE cscs inteermaecn a> RASA rea Sea 726 $60,905,671 334
rs ch ca Re nS NO 4,837 251,226,828 1,426
POPE a5 eras seat sets 2a ap ate create cee 5,563 $312,132,499 1,760 3.161 $177,348

 

 

 

 

 

 
W. H. Williams Exhibit No206

BOSTON AND MAINE RAILROAD

J. H. HUSTIS
PRESIDENT

North Station, Boston, May 29, 1920.

Mr. W. H. WILLIAMS, Vice-President,
The Hudson Coal Company,
26 Liberty Street,
New York, N. Y.

Dear Mr. Williams:

With reference to your letter of May 26th and previous correspondence in regard to eastbound
movement of coal:

I did not intend to place the burden for the recent accumulation of eastbound business upon
abnormally high shipments of anthracite coal. The purpose of my letter was to indicate that
regardless of the impression to the contrary which arises from the frequent placing of embargoes,
we have been handling a normal volume of business. Various causes have contributed to the
accumulation, and while the actual shipments of coal from your territory may not have been above
normal, the fact that the New England railroads have been called upon within the last two or three
years to assume the all-rail movement of a large coal tonnage which previously moved by water,
with practically no additions to their existing facilities, has necessarily been one factor in making it
difficult for these railroads to meet the demands placed upon them.

It is expected that the eastbound embargoes will be removed within a day or two and while
it is inadvisable to make any predictions, it is hoped that if there are no further complications, east-

bound business can be handled currently as offered.
Yours truly,

(SIGNED) J. H. HUSTIS,
President.
THE HUDSON COAL COMPANY

OFFICE OF SENIOR VICE PRESIDENT

 

26 LIBERTY STREET, NEW YORK

WwW. H. WILLIAMS

May 26, 1920.

Dear Mr. Hustis:

Absence from the city has prevented earlier acknowledgment of your favor of May 14th, out-
lining the situation with reference to eastbound movement via the Boston & Maine.

I fear my letter of May 10th was not entirely clear, as I infer from your letter that you are
under the impression that coal going into New England is now above normal.

On the second page of your letter you refer to the heavy coal shipments into New England and
also to the diversion of coal from water to rail routes. As indicated in my letter of May 10, 1920,
the shipments of anthracite into New England are not abnormal. The Domestic tonnage is only
7,000 tons greater than a year ago, 5,000 tons of which increase were forwarded by Peterson &
Packer to points on your line west of Worcester, Massachusetts and, thereby, involved a short haul.
Although the deliveries of steam sizes show an increase of 25,000 over last year, they are less than
the normal year. The shipments in 1919 were below normal due to some plants being over-stocked
during the war period and desiring to reduce the same when they were assured of obtaining
enough to meet their day-to-day needs. The Delaware and Hudson Company informs me that the
bituminous coal movement over their line is somewhat less than last year.

The thought I attempted to express in my letter of May 10th is that the output of the mines
this year is below normal by reason of the flooding of the mines and poor car supply in the anthra-
cite field, and by reason of poor car supply in the bituminous field. For the past month or six
weeks the transportation conditions have made it impossible to forward anthracite coal to points
west of Buffalo, and have materially curtailed the production of bituminous coal in said territory.
Later, that market must be supplied with coal. Meantime, such coal as is being produced in the
East has been going into New England owing to better transportation conditions and New Eng-
land has been receiving more than its fair proportion of the limited output. Notwithstanding this
fact, New England has not received more than anormal amount of coal. Later, when transporta-
tion conditions west of the Hudson River and, particularly, west of Buffalo, improve, the territories
which are not receiving any coal today will have to be given consideration and at that time it will

be impossible to put coal into New England.
It seems quite improbable that the total output of the mines will permit of a normal supply of
coal for each of the markets this year. If coal can go forward into New England at this time, New
England is likely to receive a greater tonnage during the coal year April 1, 1920 to March 31, 1921,
than if New England must now stop receiving coal, and be in position to take it only when the other
markets have been opened up.

Doubtless you are aware of the fact that the deliveries of anthracite for New England points
have been much greater during the summer months than during the winter months for some years
past. The railroads have never been able to handle in each of the winter months one-twelfth of
the amount of coal required per year. Therefore, a shortage at this time cannot reasonably be
expected to be made up during the winter months even though the coal were available, which now
seems unlikely.

As to the diversion of coal from water to rail, it is true that some four and one-half million tons
were so diverted. This diversion, however, occurred in the latter part of 1917 and extended all
through the years 1918 and 1919, and the New England lines are not being asked to handle more
coal now than they did in the years 1918 or 1919.

None of the above comments is intended to in any way relate to the railroad situation of New
England. They are intended to reflect the coal situation and the probable results that will come if
the normal amount of coal cannot be gotten into New England in the summer months, and in the
hope that consideration would be given to this phase of it in the placing of embargoes or in the grant-
ing of permits for certain classes of freight to go forward as long as embargoes are in existence.

Yours very truly,

(SIGNED) W. H. WILLIAMS.
Personal
Mr. J. H. Hustis, President,

Boston & Maine R. R.
Boston, Mass.

 
BOSTON AND MAINE RAILROAD

J. H. HUSTIS
PRESIDENT

North Station, Boston.
May 14, 1920.

Mr.W. H. WILLIAMS, Vice President,
The Hudson Coal Company,
26 Liberty Street,
New York, N. Y.

Dear Mr. Williams:

I have your letter of May 10th outlining the situation with reference to eastbound movement
to the Boston & Maine. The facts as to the accumulation are substantially as stated, but your
information that we are moving eastbound about four hundred cars per day is not correct as we
are handling considerably in excess of that number from The Delaware and Hudson alone, and
our total eastbound movement from Hudson River gateways is averaging about nine hundred per
day, and recently has been exceeding one thousand.

There is no question but that the Boston & Maine would not be able at the present time to
handle all eastbound business offered if restrictions were removed. The lines to the South have not
yet recovered from the effects of the recent labor troubles, and this fact together with the accumu-
lation in the West has made it necessary for us to issue embargoes. On May 4th we placed an
embargo against both The Delaware and Hudson and New York Central making an exception, how-
ever, on both anthracite and bituminous coal. On May 3rd The Delaware and Hudson, of their own
accord, placed an eastbound embargo on bituminous coal coming to the Boston & Maine which, of
course, had the effect of giving preference to anthracite shipments. These limited embargoes were
not sufficient, however, to prevent the accumulation, as coal forms such a large portion of the east-
bound tonnage, and on May 11th both anthracite and bituminous coal were embargoed both via
The Delaware and Hudson and New York Central.

The embargoes and accumulation no doubt give the impression that the Boston & Maine is not
handling a normal business, but the fact is that our eastbound movement from the Hudson River for
the month of April, 1920, was largely in excess of April, 1919, and about equal to the average April
movement of the three previous years.

Your letter indicates that one reason for the heavy coal shipments to New England has been the
labor troubles in the West. Another reason for the heavy burden on eastbound rail movement is
the reduction in movement of tidewater coal into New England due to conditions which arose dur-
In 1915, 38% of the commercial coal tonnage handled by the Boston & Maine reached

ing the war. : .
New England by tidewater, while in 1919 only 87% of the total was handled in this manner. So

4

 
far as all-rail coal tonnage is concerned, we handled over 100,000 tons more in April, 1920, than in
April, 1919, and nearly as much as in 1917.

I have given you these details in order to make it clear that in spite of the labor troubles of
our connections, and the accumulation of business resulting from the adverse weather conditions in
February and March, we are actually handling a fair average business. This does not mean that we
are content with an average and that we do not appreciate that the coal situation in New England
requires the very best efforts that can be made to take advantage of these months when production
is heavy and weather conditions are good. It is useless to permit loading for New England points
until we are in a position to handle all cars currently, but I can assure you that the embargoes will
be modified just as soon as the present condition has been relieved, and that every effort will be
made to assure the free movement of coal.

Yours truly,

(SIGNED) J. H. HUSTIS,
President.
THE HUDSON COAL COMPANY

OFFICE OF SENIOR VICE PRESIDENT

 

26 LIBERTY STREET, NEW YORK

Ww. H, WILLIAMS

May 10, 1920.

Dear Mr. Hustis:

The Delaware and Hudson Company people inform us that there are in your yard at Mechan-
icville this morning 1,530 cars for movement east; in addition to this, The Delaware and Hudson is
holding for you 3,107 cars and the New York Central people claim to be holding approximately
2,000 cars, thus making nearly 7,000 cars on hand at Mechanicville or backed off on the New York
Central and The Delaware and Hudson for movement east bound via the Boston & Maine, and your
people appear to be moving east about 400 cars per day.

Effective midnight, May 4th, The Delaware and Hudson Company placed an embargo on ship-
ments originating at points off their line for movement to Boston & Maine points, and are threaten-
ing to extend this embargo to include traffic originating on The Delaware and Hudson.

Should this action be taken, it will create a most serious condition from the standpoint of this
Company and, more particularly, from the standpoint of the consumers of anthracite who are
located along the line of your road. The production of anthracite has been below the demand for
the past two or three years and owing to the very late spring there is relatively speaking no coal on
hand in the dealers’ yards nor in the cellars of consumers.

Our contractual obligations for tonnage to Boston & Maine points are in excess of last year.
On the other hand, owing to matters beyond our control, our sales for Boston & Maine points show
little change, as indicated by the following statement of deliveries since April 1, 1920 (the begin-

ning of the new coal year) as compared with the same period 1919:

PREPARED STEAM
1920 1919 1920 1919
Tons Tons Tons Tons
@ Br Catin& Giese 3,441 4,075 37,008 14,301
@anteld & Preeti occa eee ease 113,249 110,543 715 165
20,474 15,377 2,248 —

Peterson & Packer_----------------------

 

 

137,164 129,995 39,966 14,466

Although the deliveries of steam sizes show some increase over a year ago, they are not abnor-

mal (steam tonnage April 1 to May 7, 1918, aggregating 41,114 tons.)

6
With the termination of the war the users of steam sizes had on hand some 8 to 12 months’
supply and very materially curtailed their orders. This year they are, relatively speaking, living
from hand to mouth and deliveries may be said to represent their day-to-day needs.

Generally speaking, the Boston & Maine has not been able to take care of the movement of coal
through the winter months and for the past ten years it has been our practice to increase our deliv-
eries in the summer months in order that the movement over your line would be reduced to the
minimum during the winter months. If, however, your line is going to be unable to handle the
coal in the summer months, it will make it impossible to take care of the domestic needs for the
winter months.

In this connection, you are doubtless aware of the adverse effect on transportation on the lines
west of Buffalo and south of the New York Central due to the strike of yardmen and certain other
railroad employes. This makes it impossible for us to make deliveries of coal for points west of
Buffalo and very materially curtails our ability to make deliveries for points south of the New York
Central. We must take advantage, therefore, of this opportunity to get the coal into the markets
where there are no labor troubles, and when the labor troubles are ended on the other lines we
shall have to divert our deliveries to those points and at that time we shall not be in position to
make deliveries for Boston & Maine points. If your people cannot take the coal now it will not be
possible to get it later on.

I would appreciate it very much if you could let me know just what the situation is and if
there is anything we can do to help out in the matter, and how soon we are likely to find it possible
to get coal into New Engand.

Your very truly,

(SIGNED) W. H. WILLIAMS.
Mr. J. H. Hustis,
President, Boston & Maine R. R.
Boston, Mass.

 
 
 
 
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