GIFT OF SPECIAL REPORT OF THE Railroad and Warehouse Commission OF THE STATE OF ILLINOIS IN THE-MATTER OF Revision of the Schedule of Reasonable Maximum Rates for the Transportation of Passengers and Freight and Cars 1902 TO 1906 INCLUSIVE I-) His Excellency, Charles S. Deneen, Governor SPRINGFIELD: ILLINOIS STATE JOURNAL Co., STATE PRINTERS 1906 09 June 5th, 1906. To His Excellency, CHARLES S. DENEEN, Governor. DEAR SIR As indicated in the last Annual Report of this Com- mission, for the year ending June 30, 1905, the Commissioners here- with transmit for your information a full and complete report of the proceedings had before the commission in the matter of reduction of the rates of freight in the State of Illinois. As will be seen from the record, a large amount of correspondence was being received at the office of the commission, from Freight Bureaus, Business Men's Associations and individual shippers, com- plaining of the rates for the transportation of freight in the State of Illinois, being largely in excess of the rates for similar articles, and for like distances in adjoining states. It was then determined to investigate these conditions and to enable the commission to get the fullest information possible, they directed a circular letter to issue, (see letter of date March 4th, 1902 in the record). This letter was mailed to one or more of the leading wholesale and jobbing firms in every leading industry in the State, to all Freight Bureaus and Business Men's Associations, and to many individual shippers. The wide publicity given, called forth a very general response, which seemed to centralize itself around the petition filed on behalf of the Quincy Freight Bureau and which was originally made the basis of the proceedings before the commission. This was later joined in by separate and distinct petitions being filed by The Blooin- ington Business Men's Association, the Merchant's Association of Decatur, The Business Men's Association of Pontiac, the Springfield Business Men's Association, The Western Merchant's and Manufact- urer's Association of Peoria, The Fruit Shippers 1 Association of Dongola, and many others. These petitions were published and several of the railroad com- panies made answer. Public hearings were held at various times during the year 1902 at which a vast amount of evidence was sub- mitted, both oral and documentary. During this time also some of the petitioners had withdrawn their petitions, evidently having been granted concessions by the railroad companies covering their cause of complaint. On January 3rd 1903, final argument by counsel for both petition- ers and the railroad companies, were made before the commission and the case taken under advisement. During the years 1903 and 1904 the office of the commission was engaged in a verification of the statements made in the testimony 282871 presented, also in a revision and correction of the Classification of Freights, ^-hich is t\w ^ -.has is. for the rates and in preparing data for presentation to the commission, on which to predicate their decision. On February 5th, 1905, General H. J. Hamlin on behalf of some of the original petitioners filed a petition for a re-opening of the case and on April 5th, 1905 enlarged his petition that it be made to include a re- hearing of the whole subject matter of classification and rates in the State of Illinois. Both requests having been allowed, hearings were held at various times and a very large amount of new evidence, both oral and documentary was introduced by the petition- ers and the railroad companies and on December 5, 1905, this Com- mission entered the following order, covering the subject matter: BEFOKE THE RAILKOAD AND WAREHOUSE COMMISSION OF THE STATE OF ILLNOIS. Petition of the Quincy Freight Bureau asking- for a reduction of freight rates within the State of Illinois, was filed in the office of the Railroad and Warehouse Commission at Springfield, Illinois, in May 1902, and subsequently thereto there were a number of intervening- petitions filed by shippers in all parts of the State, all of which petitions made the original petition of the Quincy Freight Bureau a part of their petition. The case finally came to trial in December 1902, and lasted several days for the taking of evidence. There were present representatives of the Quincy Freight Bureau, Bloomington Business Men's Association, Springfield Busi- ness Men's Association, Decatur Jobbers and Manufacturers and others, rep- resenting the petitioners, and the representatives of the Chicago & North- western Ry. Co., Chicago, Milwaukee & St. Paul Ry. Co., Chicago & Alton Ry. Co, Chicago, Burlington & Quincy R. R. Co , Atchinson, Topeka & Santa Fe Ry. Co., Illinois Central R. R. Co., Chicago, Rock Island & Pacific Ry. Co., and the Chicago and Eastern Illinois R. R. Co., representing the respondents. Afterwards, and before the case was decided, General H. J. Hamlin on behalf of the petitioners, The Chicago Shippers' Association and others, asked to have the case opened and be permitted to introduce more evidence which motion was allowed and the case was in fact tried over. The evidence in the case on both trials showed clearly that the freight rates within the State of Illinois were very much higher than in either Iowa, Indiana or Ohio, although the rates in Indiana were made by the railroads themselves. The evidence further showed that the rates from Chicago to points just over the line in Indiana were very much lower than they are to points nearer Chicago inthe State of Illinois. Also, that freight was carried from the State of Indiana in to Illinois through towns in the eastern part of the State, to points in the central and western part of Illinois for a very much less rate than it was carried from towns in Illinois directly between Indiana towns and the former destination. Also, that freight was carried from all other adjoining states into the State of Illinois through towns along the state lines to 'towns within the State of Illinois for less than they were hauled from the State line to the same towns, showing very conclusively that there was a discrimination against shippers within this State and that they were com- pelled to pay more freight than shippers who live out of the State arid ship- ped goods into the State for the same amount of work. The evidence further showed that about 60 per cent of the freight carried within the State of Illinois is carried for very much less than the schedule rates but that from various points within the State of Illinois, as we think, points where there is no competition or where the competing railroad com- panies agreed, there is no reduction from the Commissioners' Schedule. The evidence shows clearly that some of the larger cities had very much lower rates by reason of agreements between the shippers of said cities and the railroad companies, than cities of substantially the same size located in different parts of the State and it was very clearly shown that the rates from all points within the State of Illinois, where there is no competition, to other points in the State of Illinois were very much higher and in some ^ases almost double the rate from points within the State of Indiana or Iowa to points within the State of Illinois, for the same distance. The evidence very clearly shows that the ratos, especially on the Chicago fe Eastern Illinois Railroad, are much higher on that branch of the road within the State of Illinois than on that branch in the State of Indiana for the same distance and that on many roads running- east and west the Central-Freight Rates are being- used which is about twenty per cent lower than the Commis- sioners" Schechile. About the close of the evidence in the last trial, the Chicago Shippers' Asso- ciation, petitioners, withdrew and since that time the railroads have given Chicago a special rate which is about 18 per cent lower on an average than the Commissioners 1 Schedule, from Chicago to points in the State. All this would seem to be an unjust discrimination against shippers within the State of Illinois, especially outside of Chicago. We have gone through the evidence very carefully and can find no reason or excuse for the freight rates within the State of Illinois being so much higher than they are in adjoining states, and by the statutes of the State of Illinois, /it is made the duty of the Railroad and Warehouse Commissioners, and they are thereby directed to make for each railroad company incorporated, or doing business within the State of Illinois, as soon as practicable after their appointment, a schedule of reasonable maximum rates of charges for the transportation of passengers and freights And cars of each of said rail- road companies, and said commissioners are further authorized and it is their duty from time to time as often as circumstances may require, to change and revise the schedule when in their discretion the rates are too high or too low, and all such schedules made by the commissioners shall be held in all suits against said railroad companies as prima facia evidence that the rates pro- vided by said schedule are reasonable maximum rates/ 1 It will be seen from this statute that whenever the commissioners believe that the rates for the transportation of passengers and freights being charged, or the schedule in force is either too high or too low, that it is their duty to re-adjust the schedule and make reasonable rates for the transportation of both passengers and freight. None of the petitions in this case ask for a reduction in passenger rates and there was no evidence as to that and for that reason we make no finding or order as to passenger rates and leave that to be passed on after another hear- ing and after all the roads have had an opportunity to be heard fully on that subject. The only question then to settle is whether the Commissioners 1 Schedule for the transportation of freights within the State of Illinois is reasonable or not. In many states where the density of population and traffic is much less and everything is more unfavorable than in this State for railroads, and railroad facilities are no better, and where services and salaries are substantially the same, and where the expense of operating is as great, if not greater than they are in the State of Illinois the freight rates are much less than they are in the State of Illinois. In that view of the case there is nothing for the commissioners to do but re-adjust the rates and reduce them to what in their opinion, as shown by the evidence, is a reasonable maximum rate for the transportation of freight within the State of Illinois. It was sought by the railroad companies to show in their defense that the cost of building, maintaining and operating railroads had greatly increased since the last schedule was made, but we do not think the evidence shows an increase in the operating expenses equal to the benefits derived from the im- provements in their motive power and the operation of trains on their roads, but. if the cost of building, maintaining and operating have increased in the State of Illinois, they must have increased in the adjoining states, and especially in the state of Indiana where the railroads fix their own rates, but instead of increasing their rates since they claim an increase in the operating expenses, if there has been any change at all it has been to lower their rates. For the above reasons we think the proper thing to do is for all railroad companies operating within the State of Illinois, to charge a uniform rate for the trans- portation of freight on all business done within the State of Illinois and we do not believe that the rates within the State of Illinois, as shown by the Commissioners" Schedule, are reasonable, but, on the contrary, that they are very much higher than they should be and are unreasonable. It is therefore ordered by the commission, that the secretary of this commis- sion shall prepare a new schedule of reasonable maximum rates, as provided by the statutes. That all railroads operating in the State of Illinois shall be classified as roads of Class "A" and roads of Class "B." That from and after the first day of January, 1906, the schedule of reasonable maximum rates for the transportation of freights and cars on railroads of Class "A" shall be a reduction of twenty (20) per cent from the schedule at present in force, as evidenced by schedule and classification hereto attached, and that roads of Class "B" shall be permitted to charge not to exceed ten (10) per cent additional to the the schedule provided for roads of Class "A" as herein provided. J. S. NEVILLE. Chairman. ARTHUR L. FRENCH, Commissioner. I. L. ELLWOOD, Commissioner. Dated this fifth day of December, 1905. at Springfield, Illinois. Upon the promulgation of this order, several of the railroad com- panies by their representatives entered protest, making claim that the reduction was too great upon the car load classes and that if given a reasonable time they could furnish proof to sustain their position. So, on December 28th, 1905, the commission entered of record an order suspending the order of December 5th. 1905, as to classes six to ten inclusive, and commodity rates, said order to be in full force and effect as to classes one (1) to five (5) inclusive, on and after January 1, 1906. This modified order was accepted and put in effect by all the railroads. Immediately following the entry of the order of December 5th, 1905, the railroad companies sent to the office of the commission from six to ten of the chief rate clerks from the offices of as many of the lead- ing railroads of the State and together with Mr. Charles J. Smith, assistant secretary to the commission, a very thorough and compre- hensive comparison was instituted and compiled of the actual rates being charged on a large number of articles by the railroads operating in the states of Indiana, Illinois and Iowa. From this comparison the commission have been able to form a more accurate knowledge of the actual conditions at present existing than from almost all the testimony previously presented, and have decided that the 20 per cent reduction 011 the first five classes shall stand as already ordered and that the classes six to ten inclusive, and commodities be reduced on a sliding scale commencing with ten per cent. The final order in full reads as follows: '^SPRINGFIELD, ILL.. June 5th. 1906. BEFORE THE RAILROAD AND WAREHOUSE COMMISSION OF THE STATE OF ILLINOIS. At the regular monthly meeting of the commission held this date, The case of the petition for the reduction of rates of freight in the State of Illinois by various business men's associations and shippers, having been continued from time to time, and an order of the commission having been entered of date December 5th, 1905. for a reduction of twenty (20) per cent on all classes and commodities, effective January 1st, 1906, which order was modified by action of the commission, of date December 38th, 1905: The order for the twenty (20) per cent reduction remaining in full force and effect as to classes one to five inclusive as of date Jan. 1. 1906: the order as applied to classes six to ten inclusive and commodity rates being suspended pending a comparison to be made with the rates in force in other states. A very comprehensive comparison having- been made and presented to the com- mission for their information, and the commission now being fully advised: It is there/ore ordered, that the original decision of the commission in re- lation to the reduction of classes one to five inclusive, dated Dec. 5, 1905, effective Jan. 1, 1906, be reaffirmed. That classes six (6) to ten (10) inclusive and commodity rates be reduced on the basis of a sliding scale, commencing at ten (10) per cent and gradually reducing this percentage, as shown in the schedule hereto attached, and which is made a part of this order. It is further ordered, that various changes made in the classification of railroads and freights, copy of which is attached, be approved and made a part of this order. It is further ordered, that various changes governing the classification of freight, the switching of cars and the regulations regarding the passenger tariff, copy attached, be approved and made a part of this order. It is further ordered, that the Illinois Commissioners' Classification No. 10, being a Schedule of Reasonable Maximum Rates of charges for the ti'ansport- ation of passengers and freights and cars, together with a classification of railroads and freights and rules governing the same, as prepared in the office of this commission (copy of which is herewith attached, and made a part of this order), be approved, and that the said Illinois Commissioners' Classifica- tion No. 10, as described in this order, be of full force and effect on all the railroads operating in the State of Illinois, from and after the first day of July, 1906. Done by the Railroad and Warehouse Commission of the State of Illinois, at its office in Springfield, Illinois, this fifth day of June, 1906. Witness our hands and the Seal of the Commission, (Signed) J. S. NEVILLE, Chairnum. ARTHUR L. FRENCH, Commissioner. Attest: I. L. ELL WOOD, Commissioner. WM. KlLPATRICK, SecreUiru. Printed in connection with this report you will find a record of this case from its inception to the final decision of the commission, which contains copies of the petitions and the names of the peti- tioners, the names of the railroad companies which took part in the hearings and the distinguished counsel representing both sides of the controversy, together with tables of comparisons of rates actually in force at the present time in this and other States. The whole representing days and weeks and months of patient and persistent labor. In addition to the question of the rates of freight in the State of Illinois, the commission have instituted inquiry as to the reasonable- ness of the rates for passenger service as compared with other States. Quite a little agitation has been going on in adjacent territory as to the reasonableness of the present passenger tariff, but at no time has any petition been filed with this commission regarding this branch of the service. However, regarding it probable that you might desire information on this subject at any time, the commission have given it considerable thought and are prepared to present to you the result of their investigations. To the correct understanding of a subject which affects so many and varied interests, we have given our most careful consideration 8 and we trust that the final decision of the case will meet with the approval of all interested, the public, the railroads of our State and yourself. (Signed) J. S. NEVILLE, Chairman. AETHUE L. FEENCH, Commissioner. Attest: I. L. ELLWOOD, Commissioner. WM. KILPATEICK, Secretary. CHAS. J. SMITH, Assistant Secretary. During the hearing of this case, the petitioners were represented by Mr. Dickerson McAfee, president, and Mr. L. B. Boswell, commissioner, Quincy Freight Bureau. Mr. John M. Glenn, secretary, Illinois Manufacturers' 1 Association. Mr. Jay D. Miller, attorney, Commercial Exchange of Chicago. Mr. John G. Shedd. general chairman, National Association of Merchants and Travelers. Mr. Felix B. Tait, president, and Mr. E. B. Irving-, secretary, Mr. George W. Mueller, Decatur Jobbers' and Manufacturers' Association. Mr. C. S. Jones, traffic manager, Western Merchants and Manufacturers' Association. Mr. Henry Dirksen, and Mr. Stuart Brown, attorney, The Business Men's Association of Sprinujield. Mr. Louis Fitzhenry, and E. Barry, attorneys, The Business Men's Association of Bloomington Mr. H. C. Barlow, executive director, Chicago Shippers' Association. And the railroad companies by Mr. John G. Drennan, district attorney, Mr. W. J. Harahan, general manager, Mr. W. E. Keepers, general freight agent, Mr. M. C. Markham, assistant traffic manager, Mr. F. B. Bowes, freight traffic manager, Illinois Central R. R. Co. Mr. William Brown, attorney, Mr. James Miles, attorney, Mr. Fred A. Wann, general freight agent, Chicago & Alton By. Co. Mr. Chester M. Dawes, general solicitor, Mr. George B. Harris, president, Mr. W. B. Hamblin, assistant general freight agent. Chicago, Burlington & Quincij Ry. Mr. Burton Hanson, general solicitor. Mr. A. C. Bird, third vice president, Chicago, Milwaukee A St. Paul Ry. Co. Mr. E. H. Seneff, general attorney, Mr. S. J. Cooke, general freight agent, Chicago & Eastern Illinois R. R. Co. 9 Mr. T. C. Powell, fifth vice president. Judge E. C. Kramer, district attorney, Southern Ry. Co. Judge J. M. Hamill, district attorney, Capt. Lee Hovvell, general freight agent, Louisville & Nashville R. R. Mr. James Graham, attorney, Baltimore & Ohio South Western R. R., and Cincinnati, Hamilton & Dayton Ry. Judge E. T. .Glennon, attorney, . * New York Central Lines. Messrs. McAnulty & Allen, attorneys, Vandalia R. R. Mr. E. B. Boyd, general freight agent, Mr. Harry Gower, assistant traffic manager, Chicago, Rock Island & Pacific Ry. Mr. C. N. Travous, general solicitor, Mr. S. B. Knight, general freight agent, The Wabash R. R. Co. Mr. William Brown, attorney, The Chicago Lines. Mr. Robert Dunlap, general attorney, Atchison, Topeka & Santa Fe Ry. The Railroad Brotherhoods, Mr. E. E. Clark, G. C. C. O. R. C. M. D. E. Sullivan, O. R. C. Mr. James R. Howe, B. of L. E. Mr. N. C. Allen. HEADINGS OF 1905 ANB 1966* rs represented by .'. Hamlin, ex-attorney general, cotmsel & r. Felix J. Streychmans, associate counsel RECORD OF PROCEEDINGS BEFORE THE Railroad and Warehouse Commission OF THE STATE OF ILLINOIS In the Matter of Revision of the Schedule of Reasonable Maximum Rates for the Transportation of Freight 1902 TO 1906 INCLUSIVE IN RE-REVISION OF SCHEDULE OF REASONABLE MAX- IMUM RATES FOR THE TRANSPORTATION OF PASSENGERS AND FREIGHTS AND CARS BY THE RAILROADS OF THE STATE OF ILLINOIS. BEFOKE THE BOAED OF RAILROAD AND WAREHOUSE COMMISSIONERS. JAS. S. NEVILLE, Chairman, ARTHUR L. FRENCH, ISAAC L. ELLWOOD, WM. KILPATRICK, Secretary. On account of a large amount of correspondence having been re- ceived in the office of the commission and a petition filed by the Quincy Freight Bureau (afterwards withdrawn), the commission directed the secretary to issue the following circular letter: March 4, 1902. DEAR Sm: At a meeting- of this commission held at Springfield this date, it was decided that it was very necessary that a revision be had of the Classification and Schedules of reasonable maximum rates for the transportation of freight and passengers over the railroads in the State of Illinois. A large number of new commodities are not contained in our present classification and very dif- ferent conditions prevail from that existing at the time this classification was established. In order to make the present revision as complete as possible, I am sending you a copy of the present classification and it is the desire of the commission co have you make notations thereon of any changes your trade would like to have "made and the reasons why such change is desirable or necessary. All of these suggestions will be compiled in this office and a meet- ing appointed at which the representatives of all interested, both the railways and all classes of shippers, will be accorded a hearing and the commission in this way be afforded an opportunity to conserve the interests of all. I trust you will lend us your assistance in this matter. Respectfully yours, W.M. KlLPATRIC'K, Secretary. In response to this circular letter the Quincy Freight Bureau, by Dickerson McAfee, President, and L. B. Boswell. Commissioner, filed a petition as follows, of date of May 31st, 1902: THE QUINCY FREIGHT BUREAU. QUINCY, ILL., May 31, 1902. To the Honorable, Tlie Illinois Railroad and Warehouse Commission: Hon. James S. Neville, Hon. Arthur L. French, Hon. James McKinney, Commissioners, Springfield, III. The Quincy Freight Bureau, an organization of shippers incorporated under the general laws of the State of Illinois, respectfully represent, and petition your honorable body, as follows: 14 The present schedule of "Maximum Rates of Charges for the transportation of freight on the Railroads of the State of Illinois," is unequal, unjust and too high. That it is used by the railroads in Illinois only to govern in certain cases and is not the basis generally adopted and practiced by them. That different rate basis, or scale of freight rates are being used by the railroads within this state, viz.: The Illinois Commissioners' Schedule. The Chicago-St. Louis Traffic Association scale. The Central Freight Association scale. Special Commodity rates. That on shipments originating within the states of Michigan, Ohio and Indiana, destined to points in the State of Illinois, a lower scale of freight rates than the Illinois Commissioners' scale is daily used, thus permitting shipments from such points outside of this State to be sent to Illinois points at a lower cost for equal, or greater, distance than on shipments from and to points wholly within this state, to the damage and detriment of shippers res- ident of Illinois. We therefore petition your honorable body to accept and adopt as the reasonable basis of freight rates upon shipments to and from points wholly within the State of Illinois, the schedule of rates shown in Exhibit A hereto attached and made a part of this petition, in lieu of the present Illinois Com- missioners' maximum rates of freight. Your petitioner further represents, that the Illinois Classification of various articles is not complete, or suited to modern requirements, and fails to pro- vide for many articles now in daily use. Therefore, concurrent with the adoption of the scale of freight rates shown in Exhibit A, we respectfully request the adoption of the Official Classifica- tion No. 22, in lieu of the, present Illinois Classification, subject to amend- ments from time to time, as your honorable body may find necessary. Your petitioner further represents, that the present Illinois rules and sche- dule does not provide for joint rates of freight which may be necessary on freight moving over two or more lines of railroad within this state, where joint tariffs are not provided for by the railroads. In such instances the sum of the mileage or local charges forms the basis, for freight charges, and the longest mileage is taken where possible. We therefore request and petition your honorable body, to promulgate a rule which will in its effect provide for such conditions and shipments, and we suggest the adoption of the following, or a similar rule: "Joint rates for the transportation of shipments of merchandise classes, or other articles necessary to be included, over two or more lines of railroad which are not under the same management and control, and not otherwise herein provided for, shall be made by adding to the rate prescribed in this tariff for the entire mileage the following figures, and in all such cases the shortest line mileage shall form the basis for charges upon any single line of railroad between points of origination and destination, or junction transfer points, viz.: Classes 1 2 3 4 5 A B C D E Cents per 100 pounds 554433 3 2>a 2>-J 2 Or, if the Official Classification is adopted in lieu of the present Illinois classification, and the number of classes thereby reduced, then the figures to be used shall be as follows: Classes 1 2 3 4 5 6 Cents per 100 pounds 5 4 3 3 2 2 Respectfully submitted, THE QUINCY FREIGHT BUREAU, By DICKERSON MCAFEE, President, By L. B. BOSWELI., Commissioner. 15 QUINCY, ILL.. May 31, 1902. To the Honorable, The Illinois Railroad and Warehouse Commission: Hon. James S. Neville, Hon. Arthur L. French, Commissioners, Springfield, III. The Quincy Freight Bureau is an organization of shippers, incorporated under the general laws of the State of Illinois, May 20, 1897. Its membership comprises manufacturers, jobbers, merchants and others, located in the city of Quincy, Illinois. Complying with the invitation contained in your circular letter of March 4th to offer suggestions tending to a ''revision of the Classification and Sched- ules of Reasonable Maximum rates for the transportation of freight and pas- sengers over the railroads in the State of Illinois,'' and your letter of May 7th, referring to the claims of shippers "that the rates prevailing from the States of Indiana and Iowa into the State of Illinois are much lower for longer distances than for a much shorter distance in our State and are there- fore a discrimination against the manufacturers and jobbers in this State, 1 ' we present herewith a petition to your honorable body, and beg leave to offer the following as substantial reasons for your granting our request. We do not believe it will be to the advantage of Illinois manufacturers and merchants to amend the Illinois schedule of maximum rates, or classification in part. We seek to have your honorable body revise as a whole, and not in part, the existing schedule of ''Maximum Rates of Charges for the transportation of freight and passengers on the Railroads in the State of Illinois." including also the Illinois ''Classification of Freight." This request is made in behalf of the shippers of the City of Quiney, Illi- nois, and for the benefit of all shippers within this State. In support of our application for revision of freight rates in the manner proposed, some reasonable basis or justification, should be stated. Therefore your petitioner respectfully represents: 1. Our trade and traffic relations with manufacturers and jobbers located in the States of Michigan, Ohio and Indiana are such, under existing condi- tions as to enable our competitors to reach Illinois localities on a basis of freight rates comparatively lower than can be secured by our State manu- facturers and merchants. Discriminations exist wholly in favor of parties outside this State. This condition cannot be fairly met. or overcome, unless, and until, the same basis of freight rates and classification is afforded to Illinois manu- facturers and jobbers, that is secured to and enjoyed by the manufacturers and jobbers in the three states named, to- Illinois points. Therefore, our request is that you adopt as a whole, the rate basis which now prevails from the states of Michigan, Ohio and Indiana, to points in the State of Illinois, shown by mileage rates in Exhibit A, as the mileage basis for all freight between points wholly w T ithin the State of Illinois. Also that you adopt as the classification of articles within the State of Illi- nois, the Official Classification No. 22, concurrent with the adoption of the scale of mileage rates shown in Exhibit A. Such classification to be subject to amendment as you may deem necessary. 2. The existing scale of Illinois mileage rates for freight, also the Illinois classification of articles, was originally made and established by the Illinois Railroad and Warehouse Commission immediately subsequent to the passage of the Interstate Commerce law, about the year 1887. At that time conditions surrounding or governing the question of reason- able maximum rates differed from those existing at the present time. Traffic within the borders of this State was not as great. Railroads were not as well equipped to handle freight or passengers. Population was less dense. Towns and cities of less size. Manufacturing and jobbing was not as great in volume or tonnage as at present. The size and capacity of engines, and also of freight and passenger cars was much less fifteen years ago than at this time. 16 The minimum of expenses was greater. Roads and bridges were not as well ballasted, or built. Trains could not be as heavily loaded. Experience, and the practical knowledge of operation, cost of operation and the transportation of freight and passengers, had not reached the scientific basis which now governs railroad management. The experience which has been thus gained relating to questions of traffic in Illinois, as well as in the states east of the Indiana- Illinois line, and north of the Ohio river, will serve to furnish a criterion to govern your actions. Notably that of railroads in the states of Michigan, Ohio and Indiana, which are comparatively less in size and population, and have less number of miles of railroads than Illinois. 3. Your petitioner calls attention to the basis of freight rates, as well as classification, which apply on shipments between points wholly within the states of Michigan, Ohio and Indiana, as being comparatively more favorable on State traffic for similar or greater mileage distances, than the mileage rates of freight and classification, now in effect in this State under the Illinois Commis- sioners' Schedule, is to shippers in Illinois on shipments between points wholly with in this State. That, in many instances, manufacturers and jobbers, located in the states of Michigan, Ohio and Indiana, ship goods to local points in the State of Ill- inois at less rates of freight than is charged by Illinois railroads on shipments between points wholly within Illinois, under the Illinois Commissioners' schedule of freight rates and classification, notwithstanding the fact that the mileage distance is greater from points within Michigan, Ohio and India- na to Illinois points, than from and to points wholly within this State. See Exhibit B. All of which discriminates to the damaged and detriment of Illinois manu- facturers and jobbers, and tends to favor non-residents as against State ship- pers. As an example, we will take the rate of freight on stoves from various points to Taylorville, Illinois. The classification is the same under the Illi- nois and Official Classifications, 3d L. C. L. and 5th C. L. RATES IN CENTS PEE 100 POUNDS. From Miles. L. C. L. 3d Class. C. L. 5th Class. Quincy, 111 187 29.98 19.25 Cleveland, Ohio. 436 via Toledo Cleveland, Ohio. 597 via Chicago 33 19.5 Detroit, Mich. . . 397 30 18 Louisville, Ky.. 312 26 16 Cincinnati, O. .. 327 25 15 4. It should be remembered that he cost is less in the assembling of raw materials by manufacturers, or of products by jobbers, located in Michgan, Ohio and Indiana, than to those in Illinois. This occurs through the application of a lower percentage basis from east- ern points to Michigan, Ohio and Indiana, than to Illinois points. For example. Indianapolis takes 93 per cent of the New York-Chicago rates on freight originating east of Buffalo, Pittsburg or Wheeling. Quincy is a 124 per cent point. Apply the sums of cost of freight from Indianapolis and Quincy to Jacksonville, 111., and note the difference in freight rate in favor of Indianapolis. 17 CLASSES. j 1 2 3 4 5 6 New York to Quincy 93 36 66 12966 81 008 111 OS fi2 - 24 34 86 34 43 17 86 6086 37 J4-2H 51 28 -11 96 42 96 Quincy to Jacksonville. Ill New York to Indianapolis Indianapolis to Jacksonville, 111 70 37 107 60 32 92 47 23 5 70 5 33 16 49 28 13 5 41 5 23 10 : 33 5 Difference 22 66 10 08i 13 84 11 86 9 78 9 46 The combination thus shown, which is only one of many, will serve to demonstrate that a double advantage lies with towns in Michigan, Ohio and Indiana over those in Illinois, first: In being able to receive freight from eastern points on lower first cost, and then re-ship into Illinois on a lower basis of freight rates than manufacturers and merchants in Illinois can re- ceive or distribute; and, second: In manufacturing, or obtaining products originating within the States of Michigan, Ohio and Indiana on a more favor- able basis of freight rates and shipping into this State on a lower mileage schedule than is now permitted between Illinois points, on eastern or strictly Illinois products. Your attention is called to the list of percentages from New York to vari- ous points in Michigan, Ohio and Indiana, also Illinois, shown in Exhibit C, as a basis for comparison. 5. It is clearly obvious that there should be no such local distinction as now exists in freight rates within, or between, the states of Michigan, Ohio. Indiana and Illinois. That a parity basis should exist in Illinois in common with the basis in effect within or between the three states named. Jt should be known by the commission that the division of territory and consequent adjustment of the bases of freight rates by railroads represented in the Central Freight Association (comprising all the railroads within the states of Michigan, Ohio and Indiana), in conjunction with the railroads in the State of Illinois, establishes the east bank of the Mississippi river East St. Louis to East Dubuque, inclusive as the western boundary, or termini of such railroads, for the application of freight rates, under the Official Classifi- cation, on traffic which originates east of the Indiana-Illinois state line. This, evidently, both in practice and fact, includes the State of Illinois within the territory governed by the lines east of the Indiana-Illinois state line, in so far as rates and classification is concerned. Thus, by common consent and joint arrangement and cooperation of and by all railroads within the State of Illinois, in the carriage of freight at less rates than the Illinois Comissioners' maximum schedule on traffic between points within the three states mentioned, and Illinois, the required precedent is established for your accepting and adopting the schedule of freight rates (see Exhibit A) and classification, that is used in Michigan, Ohio and Indiana on such freight and traffic, as the reasonable maximum basis to be used be- tween points wholly within the State of Illinois, otherwise extortion and un- just discrimination is permitted to be practiced daily, by the railroads in Illi- nois. 6. It may be said that there are four distinct rate bases in use within the State of Illinois, affecting state traffic, viz : The Illinois Commissioners 1 schedule. The Chicago-St. Louis Association scale. The Central Freight Association scale. Commodity rates. 2 R W 18 The Chicago-St. Louis and the Central Freight Association scale, .are both lower than the Illinois Commissioners' maximum schedule, while commodity rates prevail on special products which form a basis not given in either. The fact of the daily use of lower rates in Illinois, shown by the Central Freight Association scale, in the distribution of freight, is conclusive evidence of their reasonableness. It also establishes the necessity for present revision of the Illinois Commissioners' maximum schedule to a degree to ' bring about uniformity and equality so as to give Illinois shippers the benefit of the more favorable basis which is now obtained by competitors located in the states of Michigan, Ohio and Indiana. For your information a comparative list is appended (see Exhibit D) which shows the rates, on a mileage' basis, in force in Illinois under the Illinois Com- missioners' schedule, and those in effect in the territory under the jurisdiction of the Central Freight Association to all points in Illinois from points within the states of Michigan, Ohia and Indiana. Your petitioner believes that the railroads in the State of Illinois are now largely governed by the rates and classification which is in effect on lines of railroads operating east of the Indiana-Illinois state line on all traffic from the states of Michigan, Ohio and Indiana, and accept daily the rate basis shown in Exhibit A. in the transportation of such freight. But on shipments originating in Illinois, destined to points wholly within this State, the same railroads use and charge a higher tariff, under the Illinois maximum schedule, which is an act of discrimination. 7. Your petitioner also calls your attention to the fact that, under existing rules and regulations, no provision is made to protect shippers in cases where joint tariffs are not arranged between railroads wholly within this State. In every such case the railroads charge the Illinois maximum scale of rates for the mileage over their individual lines and for the longest distance the freight can be hauled over the respective lines. The effect of thus charging the sums of the local rates on shipments within Illinois, results in an ultimate freight rate which becomes unjust or prohib- itive. Our request for a rule which will establish a fair and equitable basis for joint rates, where joint tariffs are not provided for by the different lines of railroads in Illinois, is in line with relief of our State shippers from an unfair practice. The commission should become informed of the inequality of freight rates which exist in this State. We seek to place the question before you, with statements of facts known to, or believed by your petitioner and pray for re- lief. Equalit} 7 , uniformity and a more modern basis of rates, and also classifica- tion, is required in the interest of all shippers. Competition on the part of Illinois manufacturers and merchants, with those situated in the states of Michigan, Ohio and Indiana, is made difficult or impossible owing to the lower rates of freight which have prevailed for many years from these states into Illinois than apply on shipments between points wholly within this State. The continuance of this condition within your knowledge, acts as an unlaw- ful discrimination against shippers in this State, and is in violation of the statutes of Illinois. Your petitioner believes it is clearly within your province to protect the people of this State from discrimination practiced in the interest of non-resi- dents, and compel railroads which violate our laws to cease and desist. And that it becomes your duty to give to the shippers of Illinois the benefit of the most favorable basis for cost of transportation and protection from compet- itors where such competition is unfair or unlawful. It must be remembered that competition is from the east toward the west in a greater ratio than from the west toward the east. Therefore, any basis of freight rates which is more favorable to shippers situated east of the Indiana-Illinois state line to points in the State of Illi- nois, affects Illinois manufacturers and merchants far more than rates in ef- fect from points west of the Mississippi river. 19 These and .other valuable and important reasons may be cited as a basis in substantiation of our petition presented at this time. You are the guardian of the interests of the shippers of Illinois, and of the people of Illinois upon questions connected with transportation. The rights which are possessed by the people, and the laws which control your honorable body and that of the transportation companies operating- within the State of Illinois, are now invoked and the power of exercising- them requested through your honorable body. Your petitioner therefore prays for the speedy granting of the relief herein, and through our petition, asked for. Respectfully submitted, By DICKEKSON Me A FEE, President. By L. B. Bo SWELL, Commissioner. For The Quincy Freight Bureau, Quincy, III. Various other petitions of the same general tenor were filed by other associations, merchants and others, asking for changes in classifica- tion and other relief, viz.: R. Seten & Son. J. M. Pick well. Massilon Bridge Co. Indianapolis Bridge & Iron Works. Young Stone Co. Elgin Construction Co. The King Company. Illinois Bridge & Iron Co. Illinois Bridge Co. Joliet Bridge & Iron Co. Geo. W. Brown fe Co. St. Louis Traffic Bureau. Hibbard, Spencer, Bartlett & Co. D. Bradley Manfg. Co. F. C. Johnson Manufacturing Co. Reid, Murdoch & Co. Cleveland, Cincinnati. Chicago & St. Indiana, Decatur & Western Ry. Louis Ry. Co. Lake Erie & Western R. R. Co. Armour & Co. Glencoe Lime & Cement Co. Heywood Bros. fc Wakefield Co. Swift & Co. Robert M. Wakeley. Toledo, Peoria & Western Ry. At wood & Steele Mfg. Co. L. Burg Carriage Co. Chase & Sanborn. Illinois Manfgrs. Association. Dobson Manfg. Co. On recipt of a petition from the above named firms, corporations and associations, the secretary of "the commission by its direction sent a copy of the following letter to all interested, appointing a meeting for June 8, 1902, at which time a hearing would be had. May 7, 1902. To the Shipping IntcreMt* and the Traffic Department* of all the Railroads in the State of Illinois. GENTLEMEN: I am directed by the Board of Railroad Commissioners of the State of Illinois to notify you that at the regular meeting of the board, on Tuesday, June 3rd, 1902, at its office in Springfield, 111., at ten o'clock a. m., a hearing will be given to all parties interested in the proposed ''Revision of the Schedule of Reasonable Maximum Rates of Charges" for the transporta- tion of freight on the railroads in the State of Illinois. I am directed also to invite the representatives of all interests so involved so that a reasonable and equitable adjustment may be made. A large amount of correspondence has come to this office in answer to our circular letter of March 4th, 1902, most of which makes claim that the rates prevailing from the states of Indiana and Iowa into the State of Illinois are much lower for longer distances than for a much shorter distance in our State and are therefore a discrimination against the manufacturers and jobbers in this State. It is especially desired that a full representation of all interests be present at this meeting. Respectfully yours, WM. KILPATKKK, Secretary. On June 8, 1902 at the meeting appointed for the hearing it was found that so many changes had been asked for, that to better serve 20 the interests of all concerned it was advisable to have the petitions printed. The commission thereupon directed the Secretary to have all petitons printed for the benefit of all interested and continued the hearing to the date of July 8, 1902. On July 8, 1902. It appeared that a large number of other associa- tions of business men and individuals desired to intervene and become parties to the proceedings before the commission. It was therefore ordered by the commission that all parties desiring to file intervening petitions be allowed until July 15, 1902, to file their petitions and all objections to the granting of the prayer of petition- ers be filed not later than August 5, 1902, and the hearing adjourned until August 5, 1902. The following petitions were filed in accordance with the foregoing action: The Bloomingtoii Business Men's Association, The Merch- ant's Association of Decatur, The Business Men's Association of Pontiac, The Springfield Business Men's Association, The Western Merchant's and Manufacturers' Association of Peoria, the Fruit Shippers' Association of Dongola. All of the above adopting the petition of the Quincy Freight Bureau as the basis of their petition. In addition to the above associations, the following firms also became intervening petitioners by the following act: July 14, 1902. IN RE-PETITION OF THE QUINCY FREIGHT BUREAU FOR A REVIS- ION OF THE MAXIMUM FREIGHT RATES, ETC. To the Honorable, the Illinois Railroad and Warehouse Commtsxion : Your petitioners representing- the shippers and merchants, respectfully petition your honorable board to be allowed to become complainants in the petition of the Quincy Freight Bureau now pending- and undetermined before you and set for hearing- on August 5th, 1902. at 10:00 o'clock a. m. Petitioners hereby adopt the petition of the Quincy Freight Bureau and the prayer thereof and also the intervening petition of the Bloomington Busi- ness Men's Association, and make the same a part of their petition. Petition- ers show that the present schedule of freight rates permits the railroads in this State to charge considerably more on local shipments entirely within this State, than is charged for the same distance by railroads in Indiana, Ohio and Iowa, although the conditions are in many respects much more favorable to the railroads in this State than in the states aforesaid. Petitioners show that the rates in Indiana are fixed voluntarily by the railroads, and that the same are reasonable charges, but that the freight rates in Illinois are unreasonably high, unjust and oppressive and should, as your petitioners verily believe, be reduced so that the same will not exceed the Indiana rates. Petitioners pray for a revision and a reduction of the rates and for all other relief prayed for in the original and intervening petitions filed with your board. Respectfully submitted. Sanitary Feather Company. Chicago, 111. Geo. Wagner. D. B. Scully Syrup Co., August Hausske & Co., Volkman, Stallwerch *.< Co.. . The Chicago Brush Co., Harrett Manufacturing Co.. H O. Wilbur & Son. McGrue & Powell, Springfield, III. (Withdraws name March 30. 1905.) 21 The R. Haas Manfg Co., Spring-field. Spring-field News Pub. Co. C. E. Power, Spaulding- Dode Clothing- Co., " Grand Union Tea Co.' The Spring-field Monument Co.," George F. Bisch. Sattley Manufacturing- Co.. Springfield Mattress Co., George E. Coe, Springfield Paper Co.. Franz Bros. Packing Co., Oscar Ansell, John Maldaner, Gray Bros., Bloomington. 111. Bloomington Store Fixture Co.," A. Livingston & Sons, J. W. Probasco, G. H Read & Bro., H. S. McCurdy, B. F. Hoopes & Son, Herrick & Eckhart Co., Dooley, Ayers & Raisback Co., " Evans Bros., Ike Livingston & Sons, " Wilcox Bros., Pantagraph Ptg. & Stat. Co., Akers & Keck, C. N. McReynolds, D. R. Darlington, Meyer Brewing Co., Keiser-VanLeer Co.. Phoenix Nursery Co., Fagerburg Bros., R. Thompson & Son, Henry A. Reise. William W. Marmon, Mfd. Ice & Cold Storage Co., The S. R. White Mfg. Co., Higgins-Jung Kleinau Co., Holder Athey Hardware Co., Paul F. Beich, M. L. Moore Co., F. Oberkoetter & Son, J. C. McCord, Louis Faust, Read & White, Palmer, Darnall & Co., Union Gas & Electric Co. , G. A. Ensenberger, Bloomington Canning Co. ,- Bloom. Cider & Vinegar Co., " Co-operative Stove Co., R. C. Rogers, " Collins Plow Co., Quincy, 111. Gardner Governor Co., Eagle Tobacco Co., " T. B. Tait Mfg. Co., Defcatur, 111. Chambers, Bering. Quinlan Co., " Haworth Sons Mfg. Co., R. B. Parker, Lincoln, 111. Adam Denger, Pres. B. M. L., " John A. Simpson, Feuerbacher Bros., 22 Lincoln Coal Co., Lincoln, 111 Lincoln Roller Mill. G. E. Feagans, Pres. H. M. A., Joliet, 111. Joliet Bridge & Iron Co.. Joliet Mfg. Co., Joliet Bus. Men's Association, " Joliet Warehouse & Trans. Co., " McLean County Nurseries. Normal, 111. D. Bradley Mfg. Co.. Bradley 111. Bradley Buggy Co., Joseph Turk Furniture Co., " Powers <<: Williams, Streator, 111. Streator Mercantile Co., Retail Merchant's Assn.. L. K. House & Co..| Champaign, III. Albert Eisner, Golden Rule Dry Goods Co.. " J. W. Stripe, John Armstrong, Benjamin Mollet, C. H. Baddeley. H. B. Scott, A. F. Nelson & Son, Watson Faulkner, Druggist. J. Wei n garden, D H. Hoyde & Son, George F. Righter, G. C. Willis, John Heft'ernan & Son. Bauenbach Bros., Gulich. Taylor & Co.. Wolf & Lewis, G. L. Baker, H. D. Stoltley & Co.. Joseph Kuhns *fe Son. Miller Harness Co.. W. H. Stewart, J. W Mulliken, F. T. Walker, Havana Metal Wheel Co., Havana, 111. Rock Island Plow Co.. Rock Island, 111. John H. Wells, Mt. Sterling, 111. M. A. O'Neil, J. Breidenbend. Givens & Son. F. H. Earl Mfg. Co.. Piano, 111. Chamber of Commerce. Danville, 111. American Distilling Co. , Pekin, 111. Albertsen *fc Koch, T. H. Smith Co.. Geo. White Buggy Co.. Rock Island, 111, Ottawa Development Assn., Ottawa, 111. Priestly Hardware Co.. Princeton, 111. Palmer Bros.. Sugg & Farthing, Odin, 111. J. M. Dace, H. E. Ramsey. Claud P. Ramsey, Fairman, 111. J. F Rendlemen, Makanda, 111. Fred P. Watson & Bros.. Mt. Vernon, 111. Howard *fc Casey. E. W. Tooley & Co , Nokomis, 111. Isaac G. Hubbard. E. D. Hubbard. William Tieffit, Nokomis, 111. Mer. & Fruit Grs. Assn., Sandoval, 111. Lay & Lyman, Kewanee, 111. C. A. Shilton, I. R. & J. G. Hoffman, Cully Bros., Spickler & Wabner, The Bess Mfg. Co., H. M. Smith, Macomb, 111. J. W. Wyne& Bro., J. F. Grier, M. E. Roark, E. L. Dallam, C. G. Chandler, Senn Bros., H. K. Smith & Co., Charles E. Martin, Campbell Bros., Whitman & Prince, E. L. Allison, B. F. Randolph, Blount & Griffith, Effing-ham Com. Club, Effing-ham, 111. Retail Merchants' Assn., Fruit Growers' Assn., Odin, 111. Thomas C. Moore, Traffic Mgr., Chicago, 111. Nat. Assn. Piano Mfgs. (52 firms), " Bishop & Babcock Co., M. D. Wells & Co., Guthman, Carpenter & Telling-, " Edwards-Stanwood Shoe Co., W. J. Davis, Sabula, Iowa; S, Work, Rushville, 111.; Lesh, Prouty *fe Abbott Co., East Chicago, Ind.; J. W. Whisler, Ficklin. III., dealers in walnut logs and lumber, petition commission to lower rates now in effect, claiming timbers of this kind now available is of poor quality and small value. Illinois. Change to L.C.L. C. L. L.C.L. C. L. Manure Spreaders, K. D. ... .... .. . . 3 2 Small parts boxed American Harrow Co., Detroit, Mich Portraits (not paintings) boxed, net invoice value not to ex- ceed $10 per package Allied Picture Trade Association, Chicago . . . At the meeting of the commission held August 5. 1902, it was sug- gested that a joint committee representing the shippers and the rail- roads be held with the view of reaching an agreement that would be mutually satisfactory. This was agreed to and postponement had until Oct. 7. 1902. ILL, Oct. 7, 190:.'. Office of the Railroad and Warehouse Commissioners. At the regular monthly meeting- of the Board of Railroad and Warehouse Commissioners, the matter of the petition of the Quincy Freight Bureau and other intervening petitions, coming on to be heard, the following papers were filed and ordered printed and the further hearing of the case postponed until Tuesday, Nov. 18, 1902: 1st. The answer of the Illinois Central Railroad Co., by Mr. John G. Drennen. its attorney. 24 ;3d. The petition of the Quincy Freight Bureau by Messrs. I). McAfee, its president, and L. B. Boswell, its commissioner, for leave to withdraw its former petition and substitute the one here attached. 3d. The answer of the Chicago, Burlington & Quincy Railway Co., by Mr. Chester M. Dawes, its general solicitor. 4th. The report of the committee on behalf of the petitioners to confer with a committee representing the railroad companies signed by all its mem- bers. 5th. The answer of the Chicago & Alton Railway Co.. by Mr. William Brown, its general solicitor. 6th. The protest of the Illinois Manufacturers' Association of Chicago, by Mr. F. T. Bentley, chairman of its Traffic Committee, and John M. Glenn, its secretary. 7th. The answer of the Chicago, Milwaukee & St. Paul Railway, by Mr. Burton Hanson, its general solicitor. 8th. Petition of the Commercial Exchange of Chicago, by Jay D. Miller and Charles N. Newton, attorneys. 9th. Petition of the National Association of Merchants and Travelers, by John G. Shedd, general chairman. 10th. Petition of the Decatur Jobbers' and Manufacturers' Association, by Felix B. Tait, president; E. B. Irving, secretary. BEFORE THE RAILROAD AND WAREHOUSE COMMISSION OF THE STATE OF ILLINOIS. In the matter of the petition of the Quincy Freight Bureau, and others, for revision of the Illinois Classification: The Illinois Central Railroad Company, by John G. Drennan, its attorney, saving and reserving all rights in the premises, answering said petition and the supplements thereto, and the intervenors therein, says: 1st. It denies in the light of all the facts and circumstances to be con- sidered in the premises that there is any just or equitable reason for revising the Illinois Classification of Freight Rates. 3d. It respectfully submits in the light of the recent increase 'of wages accorded to its employes that the freight rates charged by it within the State of Illinois should not be reduced or interfered with. 3d. It avers that in the majority of shipments over its road in the State of Illinois the maximum freight rates allowed by the Illinois Classification are not charged, but on the contrary in a majority of such shipments it charges less than such classification would allow. 4th. Further answering, it avers that the present freight rates in Illinois are the result of many years' growth and that the business interests of the State have so adjusted themselves to them that-it would work an injustice to many industries for the same to be interfered with or a revision thereof attempted; that it would be unjust in the light of circumstances to be con- sidered for this commission to make the maximum rate that may be lawfully charged the lowest rate that is now charged by the railroad companies in Illinois. Therefore, for divers reasons the undersigned respectfully submits that the hearing in this behalf should be dismissed. ILLINOIS CENTRAL RAILROAD COMPANY. By John G. Drennan. Its Attorney. QUINCY. ILL, Oct. 6, 1902. To the Honorable Railroad and Warehouse Commission: Hon. Jas. S. Neville, Hon. Arthur L. French, Hon. Isaac L. Ell wood, Commissioners, Springfield, 111. GENTLEMEN: The Quincy Freight Bureau respectfully begs leave to substi- tute the petition hereto attached, in lieu of one filed with your honorable body May 31, 1902, withdrawing the latter from further consideration: Our former petition has failed to receive the general support and endorse- ment of the larger shipping centers, or even a representative proportion of the shippers in this State. The Illinois Mamifacturers' Association, claiming to represent 625 manu- facturers, has filed a commumication in opposition. Peoria has not endorsed it, and other large communities are silent. The few places which have expressed their views are not fairly representative in number. The suggestions of the commission to the joint committee were based _upon modifying the Illinois Commissioners' schedule. The Shippers' Committee disagreed with the petition in its form, and failed to adopt it as the basis for negotiations. The prevailing opinion is that a parity basis with surrounding states is desirable. As this is all we have previously sought we concur in that view, believing it will cover all requirements. To enable our shippers to participate in the benefits of the alterations of the Illinois schedule, we ask leave to file our amended petition. In order, therefore, that the question of amending or revising the Illinois schedule of maximum rates and the classification may stand entirely upon your circular letter of March 4, 1902, and subsequent issues, we submit our amended petition and request changes in the classification of various articles as prayed for in it. THE QUINCY FREIGHT BUREAU, By Order of the Board of Directors, D. MCAFEE, President. L. B. BOSWELL,, Commissioner. Quincy, 111., October 6, 1902. To the Honorable, The Illinois Railroad and Warehouse Commission: Hon. James S. Neville, Hon. Arthur L. French, Hon. Isaac L. Ellwood, Commissioners, Springfield, 111. Your petitioners, the Quincy Freight Bureau, respectfully request to sub- stitute the following for their petition filed May 31, 1902: That in considering the amendments to be made to the present Illinois classification, you will grant and allow the classification of articles herein named as outlined under the caption of said articles as they appear in your existing schedules or classification of articles. ARTICLE. Present Classification. Desired Classification. LCL CL LCL CL Corn planters (horse), K. D Cultivators, K. D 2 Corn shellers. hand.S. U. (small) 1 Corn hooks and knives, in bdls 2 Grain scoops, in bdls. or crates , Hay knives, in boxes 2 Hoes, in bdls., boxes or crates 2 Rakes, in bdls., boxes or crates, iron Reaping sickles, in boxes Scythes, boxed Shovels and spades, in bdls . , box or crates Ammunition, fixed Apple or fruit butter, preserves, in glass or stone Axle grease, in kits Axes, N. U.S., boxed Bicycles, crated Dl Canned goods, meats, fruits and vegetables 4 Cereal products, breakfast foods, when in bbls., boxes C. L. or paper packages Cutlery, plated, in packages, boxed Cutlery, not plated, in packages, boxed Forks, barley, hay, manure Grain Cradles, hay, manure Scythe snaths Washing machines, hand, K. D .Locks, all kinds, boxed Clay pigeons, in boxes, casks or crates Copper Bolts, nails, rods, wire, rivets, washers, sheets, plates, blanks, tubing, screws and flues Show cases, boxed Dl Furniture and wall cases, counter, shelving in mixed C. L. with show cases Edge tools, N. O S.. in boxes Cotton piece goods, in piece, in bales or boxes. Same description as in official and southern classification . . . Bolts, in boxes or kegs Box straps, iron or steel or wire, in pkgs Castings, N . O. S. , in bbls, or boxes, kegs Clevises, iron or steel, for wagons, etc Corrugated or galvan ized sheet iron Hay bands, iron or wire, in bdls H oop iron Hinges, iron or steel , in boxes or kegs Nails or >pikes, iron or steel, in boxes or kegs, actual weight Nails, horseshoe or finishing, iron or steel, in boxes... N uts, iron in boxes or kegs Mauls, iron pps*" in bdls Rivets, iron, in boxes or kegs Rivets, iron, coppered, in boxes or kegs Sas>h weights, in bundles or boxes Sheet iron Staples, iron, in boxes, kegs or bbls. .plain 4 Staples, iron, coppered, galvanized or polished, in] bo x es, kegs or bbls Staples, wire, in kegs, boxes or bbls Tuyers, iron Vises, iron Washers, iron, in boxes or kegs v Wedges, iron, in Loxes or kegs * Wire, barb Wire, binding or wire ties Wire, coppered Wire, galvanized or steeled Wire, fence : 4 Wire Cloth, released Wire rope, iron or steel, on reels or coils Lawn Chairs and Settees, wood or cane, S. U Lawn Chairs and Settees, K. D Mechanics' Tools, in boxes or chests Mi k Can Stock, crated and boxed Oil, lubricating, in tin cans, boxed Paints, in oil. N . O. S. in kegs, 1 4 bbls., bbln 4 \vhe at tari ff ra tes 27 ARTICLE. Present Classification. LCL CL Desired Classification. LCL Paints, dry or in oil , N. O. S. in tin cans or in tin pails . . Points, Asbestos, Asphalt, Chemical. Lead, Zinc, Zinc Oxide, in oil, in tin cans, tin pails, boxed, crated or packed in bbls 4 Paints, earth, iron metalic, mineral, or ochre, in oil, in tin cans, or tin pails, boxed or crated in bbls 4 Paints, earth, iron metalic, mineral, or ochre, dry, in bags, kegs, \ > bbls. , bbls 4 Paper, wrapping, straw, rag or manilla, in rolls, bun- dles or crates 4 Paper, wrapping, wood pulp, in rolls Paper, book white or colored, in bundles, crates or boxes 4 Strawboard, N.O.S 4 Galvan ized Pump Boxes, crated 3 Binders' board and plain or lined pulp board and straw- board, cloth board and tar board Envelopes, in cases 1 Glucose Syrup, not to exceed rate on sugar 4 Molasses in packages except glass 4 Pickles, in glass, in boxes, bbls or casks, O. R., including Table Sauce, Salad Dressing. Catsup, Horse Radish, Prepared Mustard, Olives, etc 4 Sauer Kraut j 4 Shot, in double bags .... 4 H mery Cloth 4 Enameled Ware, iron or steel, N.O.S 1 Enamele> per cent. Value of annual product 38.6 per c ent. Number of establishments ^ 87.3 percent. Number of employes 41 per cent. Wages paid 24.4 per cenl.__ The census report does not show these figures for each city and town, but tabulates them by counties, and in the counties where the lines of this com- pany are located there are 29.149 manufactories, or 75 per cent of the total, representing capital $706.473,391.00, or 90 per cent of the total. Surely these figures in themselves are stronger than any other argument which could be adduced, to prove that the State of Illinois is not burdened by unfavorable freight rates. No such result could have been accomplished unless the railroads had, as is hereinabove asserted and proven, promoted the prosperity of this State by all reasonable and proper means. Respectfully submitted, Tin: CiiK'ACio, BURLINGTON & QUINCY RAILWAY COMPANY, BY CHESTER M. DAWES, General Solicitor. To the Honorable, the Chairman and Members of the Railroad and Warehouse Commission: GENTLEMEN: The committee appointed at your August session, 1902, to represent the shippers of the State of Illinois in the matter of a proposed re- vision of the schedule of maximum freight rates in the petition of the Quincy Freight Bureau, et al., beg leave to report to your honorable body the follow- ing: Shortly after the appointment of the committee of shippers a meeting was held pursuant to a call issued by the chairman at Bloomington. Every ^nem- ber of the committee was present. (On account of other business engage- ments Mr. Whitmer tendered his resignation to the committee, and in his stead Mr. B. F. Harber, of Bloomington, was elected to fill the vacancy upon the committee caused by Mr. Whitmer's resignation, and he was elected chairman of the committee.) It was the sense of the meeting that a joint meeting of the committee and the committee representing the railroads of the State be arranged by the chairman in an effort to see if the differences between the shippers and the railroads could not be settled by an agreement to be recommended to this commission. Two joint meetings were held in Chicago at the office of Mr. Horace Tucker, the first one on the 3rd and 4th days of September, the second on the 12th day of September, 1902. This committee asked the railroad committee to agree upon a reommendation as to maximum rates and classification of freight to your commission, which would place all the shippers of Illinois upon a parity with the shippers of Ohio. Indiana and Michigan, the recom- mendations to be in the nature of a general reduction of the maximum freight rates and a revision of the present classification in such manner as the needs of the public demand. The proposition of the Shippers' Committee was rejected by the Railroad Committee, and counter propositions in the shape of local concessions were made by the Railroad Committee. These propositions required the present schedule of maximum freight rates to stand. This in the judgment of the Shippers' Committee would work a manifest injustice to all the smaller shippers of the State and the cities not included in the local concessions offered by the Railroad Committee, as well as being a gross imposition upon the people of the State of Illinois. Your committee further reports that it is their opinion that the Shippers' and Railroad Committees will never be able to reach an agreement to recom- mend to the commission. 3 R W This committee recommends to the commission that in view of the fact that many of the shippers are opposed to the adoption of the Official Clasification in the State of Illinois. (1). That the present Illinois Classifications be permitted to stand, with such revisions as the honorable commissioners may see fit to make in the common interest of the people of the State. (2) That a reduction of the present maximum schedule of freight rates be made that will place all the shippers of the State upon an equal footing- with the shippers of Ohio, Indiana and Michigan. (3). That a. reasonable rule governing 1 joint tariff where freight is hauled over two or more lines should be promulgated by this commission. (4). That in adopting a revision of the maximum schedule of freight rates the fractional cents should be omitted. This committee further represents to this honorable commission that its members have devoted a great deal of time and study to the points at issue in this proceeding and believe that an adoption of the recommendations herewith submitted would alleviate the present situation; that it would put all shippers of the State upon an equal footing with those of Ohio. Indiana and Miclvgan; that it would abolish discrimination in favor of certain local- ities within this State and relieve the people of the State of an unjust burden, which they have been carrying for many years. Respectfully submitted. H. F. HARBER, GEORGE W. MUELLER. HENHY A. DIRKSEN. A. M. LEGG. E. S. TlIOMPKINS. C. S. JONES. L. B. BOSWELL, Committee. RAILROAD AND WAREHOUSE COMMISSION OF ILLINOIS. IN THE MATTER OF THE PETITION OF THE QIINCY FKKK.HT BTRKAU. ANSAVEI; OF THE CHICAGO AND ALTON RAILWAY COMPANY TO THE SEVERAL COMPLAINTS AND PETITIONS FILED HEREIN: To the Honorable, the, Illinois Railroad and Warehouse Commission: For answer to the original petition and intervening- petitions filed herein, the Chicago & Alton Railway Company begs leave to adopt as its answer herein the communication of F. A. Wann, General Freight Agent of the Chi- cago it Alton Railway Company, to the Secretary of the Railroad and Warehouse Commission, dated May 29, 1902. which is as follows: MK. WILLIAM KILPATKICK, Sccrttaru Railroad and Warehouse Commission, Springfield, ill. DEAR SIR In the matter of the proposed conference called for June 3, 1902, to consider proposed '-Revision of maximum rates and classifications" this company begs leave to earnestly protest against any deductions in either the classification or rate schedule. The present maximum rates are certainly low enough and any reduction in them would be a hardship to the carriers without any material benefit to the shippers or the community at large. The present classification made up as it is of the lowest ratings in any of the classifications in use. should be revised and made as nearly as practicable the same as the present Western Classification which is brought to its present consistent reasonable effective- ness by careful consideration of the conditions and the requirements of all shippers. The interstate rates made from time to time by all lines, doubtless in many cases pay the carriers less than the Illinois schedule rates for the dis- tance hauled, and are necessary to enable the manufacturers and small job- bers in the interior to buy and sell in competition with the large jobbing and manufacturing centers. 35 . I trust the honorable commission will give this matter full and careful consideration and feel confident it will find the conditions of such a char- acter as to obviate the necessity for reduction in the present schedule, be- lieving- such action to be to the best interest of all concerned \Ve have every confidence in the belief that the commission alter hearing from manufacturers located on this line at Joliet, Pontiac, Springfield, Kloomington, Alton and many other important stations, will decide that the interstate rates in effect via this line are not against the interests" of the communities which we serve or of the State at large, as if such through rates are to cause a reduction in the State schedules, we would prefer to cancel through tariffs in numerous instances where they are not made neces- sary by the Federal laws. And further answering, the Chicago & Alton Railway Compiny begs leave to refer to the answer of the Chicago, Burlington & Quincy Railway Com- pany filed herein and to adopt the same as its answer, except wherein the same refers to the special conditions applicable to that company: and it makes the answer of the Chicago, Burlington & Quincy Railway Company an exhibit to its answer. And having fully answered, it prays to be hence dismissed, as in duty bound it will ever pray. THE CHICAGO AND ALTON RAILWA.Y COMPANY, BY WM. BROWN, Its General Solicitor. To the Honorable Board of Railroad and Warehouse Commissioners of Illinois: The Illinois Manufacturers' Association, representing over six hundred and twenty-five of the leading manufacturing concerns of the State, has certain petitions pending before you in reference to the proposed revision of the classification and schedules of reasonable maximum rates. We have had rep- resentatives present at all the meetings you have held. It was our understanding that, when you at your August 5th meeting directed the shipping interests to appoint a conference committee to meet with a similar railway committee, the Shippers' Committee was to represent all the interests having petitions pending before your honorable board, and that after agreeing among themselves, they were to meet the Railway Committee and try to harmonize the existing differences. The Shippers' Committee as appointed failed to give representation to our a>sociation and the interests of the State north of Peoria, this territory containing mo're than one-half of the population of Illinois. We therefore desire to enter our protest that the Shippers Committee as constituted is only a section \1 committee, representing- a minority interest in the State; does not in any way represent our interests, and such being the case is not entitled to any general standing before your board, and any agreement made by them with the railways should not be considered as representing the entire inter- ests of the State as intended by you. We are thus compelled to take separate action and wetherefoi-e petition you _not to abandon the Illinois classification and substitute either the official or 'western classification, but rather to continue the present classification, with such amendments from time to time as will serve to keep it in line with the needs of the public, as we b-lieve the various state classifications are a great protection to the shipper at large against insidious advances in railway trans- portation costs through medium of advancing the classification. And further, your classification with its ten classes is better suited to the needs of the State than the official particularly, which has six classes only. As regards the petition pending before you for reduction of the maximum scale of rates, we desire to call your attention to the fact that the largest manufacturing interests of the State lie in the territory unrepresented by the conference committee. This is largely due to the fact that in early days manufacturing interests . grew up near Lake Michigan and along the Missis- sippi River, and scattered along the waterways in the north half of the State to take advantage of their water power. As the State has grown, these manu- facturing interests have all kept pace, and the railway companies have volun- 36 tarity fostered these industries by making low commodity rates, both on their raw material and finished product outbound, to enable them to meet competition from other territories, until probably more than two-thirds of the entire railway tonnage of the State is moved on these voluntary low rates, which are much lower than the maximum schedule of rates prescribed by you. It seems to us, therefore, that in considering the plea that your scale of rates is too high, to arrive at a just decision it will become necessary to take into consideration these voluntary low rates, the good effects of which are par- ticipated in by practically every citizen of the State, and that the fair method to arrive at the conclusion is to ascertain whether the average weight per ton per mile of revenue, taking into consideration the density of the volume of traffic, in the State is greater than the average of the surrounding states If so, we would favor a reasonable reduction, so that our citizens will not be compelled, in marketing their goods, to be at a disadvantage with their neighbors in other states. Respectfully, ILLINOIS MANUFACTURERS' ASSOCIATION, Attest: JOHN M. GLENN, F. T. BENTLY, Secretary. J. J. WAIT, O. F. BELL, C. T. BRADFORD, JOHN T. STOCKTON, A. G. JONES, Traffic Committee. To the Honorable Board of Railway and Warehouse Commissioners of the State of Illinois: ANSWER OF THE CHICAGO, MILWAUKEE & ST. PAUL RAILWAY COMPANY TO THE COMPLAINTS OF THE INDIANAPOLIS BRIDGE AND IRON WOKKS, ET. AL.. R. SETEX fc SON, THE QUINCY FREIGHT BUREAU AND OTIIEKS. I. The complaint of the bridge and masonry contractors is that because rail- road companies cannot undertake to contract to transport and deliver freight at destination within a specified time, there should be no rule or limit to the time allowed them for unloading their material from the cars: that this un- limited or extended rule should be granted for the further reason that it is sometimes muddy and the roads are soft. Very little need be said in oppo- sition to this complaint, except to call attention to the fact that a compliance with the request will be in the nature of special legislation, the only justifi- cation of which is the frequent bad condition of the roads, and that shippers are not equipped with the proper means of handling property which they ship. The duties and obligations which common carriers are under to serve the public with due diligence, not only in transporting loaded cars as promptly as may be. but in furnishing empty cars to those who wish to ship with reasonable promptitude and diligence, and that it is necessary to have and enforce reasonable rules with these duties and obligations in view, fur- * nish complete answers to this complaint. II. As to the demand of the Quincy Freight Bureau and others. Joint Rates. The law under which this investigation is being made is understood to re- quire the railway company to establish reasonable mamimum rates which shall be applied without favor or discrimination. When such reasonable maxim-am rates have been ascertained, it is supposed that under certain cir- 37 cumstances and conditions, the carrier may accept less. If a railroad com- pany has a rate locally for fifty miles, they shall not charge more than the maximum schedule, but if another shipper ships over the same line the same class of freight for some other consignee located at some other station on a connecting- line of the initial road, the initial road is asked to accept less than it did in the first instance, thus carrying for one person for less than it did for another person. As to classifications: There are three principal classifications in general use, applying on inter- state traffic. The Official, which is used by lines east of the Mississippi River and north of the Ohio: the Southern, which applies south of the Ohio River, and the Western, which applies from Chicago and St. Louis west to the Pacific coast. For more than ten years there has been more or less of an effort made to harmonize these classifications and to reach a common basis, which should be applied throughout the United States, the Dominion of Canada and the Republic of Mexico. After many years of efficient effort a committee of fifteen traffic men, after long effort succeeded in reaching an agreement. During the labors of that committee it was generally understood that if a uniform classification was made to apply on interstate traffic, that the various states should also adopt it, thus securing entire unanimity through- out the United States. A unanimous report of this committee was made pos- sible by mutual concessions of the various contending interests, the western roads accepting many reductions because in many cases it was recouped or in part so, by corresponding concessions of other interests. This uniform classi- fication would have been adopted throughout the entire country, on inter- state traffic, and doubtless approved by the various state authorities, had it not been finally defeated by the ultimate refusal of one, or possibly two, eastern trunk lines to accept the work of the committee. Ever since that time there has been a continuous pressure on western roads to accept the Official classification in every case where it is lower than the Western, with the result that necessary approaches to uniformity are made wholly at the expense of the western roads. As a matter of fact all of the recent changes of the Illinois classification have been made wholly at the expense of the western roads. This petition therefore means that the work shall be com- pleted; that a classification made by the older and eastern railroads, in which the object was the introduction of eastern manufactured goods into western territory is now being pushed by the interests which have more to lose by that policy than any others. It is well known that the constant effort of eastern manufacturers is to dispose of their surplus products in the west, and that eastern railroads have always found it to their interests to shape their tariffs and classifications with this in view. It is now the purpose of the complainants to facilitate this movement by a material reduction of rates and classification, so that eastern manufactured goods may be brought into the State to distributing points on the lowest available through rates, and then be distributed throughout the entire State at greatly reduced rates. As to complaint that the maximum rates in Illinois are unequal, unjust and too high, and the demand for scale of rates described as exhibit "A;" No attempt has been made to show that they are too high, or that they yield an unreasonable profit to the carrier. In the absence of such proof or of any assumption to that effect, attention may be called wholly to matters of com- parison but no just conclusion can be reached by this means, unless the character, purpose, necessity and circumstances under which such rates were made are duly considered. Exhibit "D" of the Quincy Freight Bureau complainant attempts a compari- son between present maximum rates of Illinois, Indiana and Iowa. In their annual report for the year ended June 30th, 1881, the Illinois Railroad and Warehouse Commission says: "It is not the purpose of the commissioners to enter into an argument in justification of the revised rates; the schedules speak for themselves and must stand or fall upon their merits. A comparison of the rates with those fixed in other states under laws similar to ours show that the rates fixed by the revised schedules are mater- ially lower than in any other western State * * * The revised sched- ules as finally agreed upon show an average reduction of rates below the old schedule on all leading articles of nearly thirty per cent." In their report of the following year the commissioners show that addi- tional reductions were effected by revision of classifications. I am unable at this time to state the amount of reduction involved in the report of 1882, but the classification of Illinois has been, on several occasions, subsequently re- duced, until now it is admitted as a general thing that the classification of Illinois averages lower than any other classification in the Mississippi valley. It is alleged by the Quincy Freight Bureau complainants that since the last general revisions of Illinois rates, conditions surrounding the general maximum rates have changed Traffic within the borders of this State was not so great. Railroads were not as well equipped to handle freight and passengers. Population was less dense. Towns and cities of less size. Man- ufacturing was not as great in volume and tonnage as at present. The size and capacity of engines, also freight and passenger cars was much less than at present. The minimum of expense was greater. Roads and bridges were not as well ballasted and built. Trains could not be as heavily loaded. Assuming these allegations to be in part true, no reasonable persons can be led to believe that the cost of operation has been reduced thirty per cent since 1881. Furthermore, nothing but the bare assertion has been advanced to prove that the volume of local business in Illinois has increased. In their report for 1886 the railroad commissioners of Iowa, in commenting upon the difference between the gross receipts and operating expenses say: "A very moderate reduction in rates would wipe out che difference between this amount (operating expenses) and the earnings. A decrease of twenty per cent in the hours of laborer a corresponding increase in wages would go far enough to accomplish the same result. Either of these would leave the owners of the property without any return for their investment." This testimony, coming as it did voluntarily from constituted authorities, who had access to the accounts of the railroads in the State, ought to carry great weight, but notwithstanding this pronounced statement we find that the maximum rates of Iowa were two years later reduced from thirty-five per cent to forty per cent, from which the inference may fairly be drawn that the purpose of the Iowa Commission! at the time of the greatest re- duction was to throw the burden, or at least an undue portion of the burden of the operating expenses upon interstate traffic, or tax interstate traffic for the benefit of local shippers. The thirty-five or forty per cent reduction referred to was made by a decision of two of the three members of the com- mission, the other member dissenting from sweeping reductions. In 1894 the principal roads in Iowa petitioned the commission of that State for an advance in rates. The matter was heard and elaborate testimony was submitted. One of the commissioners assented to the petition, and in his minority report submitted a schedule of advanced rates which he believed should be conceded. In this report he said: "I have given careful and deliberate attention to the claim of the railway companies, that justice to them and their interests elsewhere required that the local business of Iowa should bear a greater portion of the cost of opera- tion than it now does. Should the local Iowa business be done at a loss and the general business of the railways be profitable, the Board of Commission- ers or a judicial tribunal would hardly feel justified in insisting upon a con- tinuance of the relation." The majority of the commissioners, however, in refusing to grant the peti- tion based their views chiefly upon the statement that: "The present is an inopportune time to take up the matter of revision or advance in schedules." and the petition was thereupon dismissed. We have thus before us two of the schedules which have been used for comparative purposes. The Illinois schedule which is a maximum schedule, but by no means a minimum schedule, shows that rates have been reduced within a given period since 1881 fully forty per cent, in which time it is im- 39 possible for any one to truthfully say that the cost of operation has been re- duced to that extent. The Iowa rates are maximum as well as minimum. The peculiarity of the law is such as to make them absolutely minimum rates, and the law under which these rates were made should have been described as an act"tocompel all manufacturing interests to get out of the State." It is notorious that since the law of 1888 every important manufacturing- industry has moved away from the State; that there remains but a few minor interests in the in- terior, which are all of a strictly local character. Whereas the present, -max- imum rates of Illinois are precisely as stated by the complainant in the fol- lowing- language "that it is used by the railroads of Illinois only to govern in cases and is not the basis generally adopted and practiced by them." It is not in order now to question the wisdom of Illinois legislation on the subject of rates; it is sufficient to call attention to the fact that the law requires the commission to make a scale of reasonable maximum rates for the State; the State thus assuming to leave the carrier at liberty to make such rates as low as will, in their judgment, best promote the interests of the State, conse- quently the railroads themselves provide always that they shall not charge in any case more than the maximum schedules, and Illinois railroads have been prompt in recognizing and acting upon the evidently intended provision of the law. The petitioners allege that there has been a large increase in population and of traffic, which result could not have been reached under an unfriendly policy or excessive rates, in fact it could only have been made possible by the widest liberality upon the part of the carriers. III. Exhibit "A'' Attached To The Complaint. The rates as shown in this exhibit as being Indiana rates, and as being a fair criterion as to what local maximum rates in Illinois should be, are not in fact tariff rates; nor are they what they are represented to be by the com- plainants in this case. A brief examination of this exhibit wall show that the rates thus named are a minimum scale, below which it is agreed by the railway companies in the Central Traffic Association territory that they will not go. It will show that they are not constructed with reference to cost or value of the services to be rendered in the transportation of freight. Further- more, the various tariffs which will be presented show that the rates in ex- hibit "A" are not standard rates. In order to obtain an accurate view of the rates applied generally in the states east of Illinois, it is necessary to under- stand the entire rate situation throughout the country between the Missis- sippi tliver, Dubuque to Cairo, inclusive, and north of the Ohio River and the Atlantic seaboard. The process by which rates in this eastern territory have reached their present condition, commenced in 1870 or thereabouts. There was at that time but four eastern roads recognized EIS trunk lines, the Pennsylvania, New York Central, Erie and Baltimore & Ohio- These roads had at that time auxiliary lines which reached Chicago, or various points on the Mississippi River. The Chicago lines were in direct competition with canal and lake competition between New York and Chicago. There was a con- tinued struggle between the rival water and all-rail carriers. The trunk lines which did not reach Chicago directly, or by auxiliary connections strug- gled with their rail connections for rates which would put their roads on an equality with the NewYork-Chicago lines. This was settled measurably in the early 70's by the adoption of what has been known as the McGraham scale. Given a rate, New York to Chicago, the roads from New York to interior points west of the western termination of the trunk lines took a certain per- centage of the entire Chicago rate This system has continued up to the present time, during which period the number of trunk lines has increased, and the number of auxiliary lines has increased until each one of the eastern trunk lines reach almost every competitive point in the middle west, up to 40 and including the Mississippi River. A map showing this rate adjustment will be presented to you, from which it will be seen that there has been much gerrymandering. Each district or community has struggled to get on the lowets available percentage basis. This percentage theory of making rates had for its prime object the keep- iog away from Chicago all traffic, where it would be made tributary to lake competition. Theoretically the scheme is just. It gives to each locality, approximately the benefit of its nearness to the Atlantic coast points. The eastern trunk lines have been able to compel their auxilary lines to join them in fixing the rates, which are the result of the McGraham scale, even w^hen such auxiliary lines are known to be doing business at less than cost of operation, and even at the present time such auxiliaries, which are under the dominion of those eastern trunk lines are being operated at a loss, because this system of rate making is forced upon them. Many of the trunk lines have become the owners of what were originally their feeders, and they maintain those rates to the present time, allowing their connections only substantially a division of the rate. When the Interstate Commerce Act was passed, it was found that the McGraham system of rates was a preventative of legal discrimination in the meaning of the act, and this system has been still further confirmed, and greatly elaborated. The rate from New York to East St. Louis was made 116 per cent of the rate from New York to Chicago. After the Interstate Commerce Act was passed, it was necessary to make rates from seaboard points to the principal distributing points that should bear a just relation to the rates from the seaboard to district points, such as the Mississippi River, and to make rates from such remote points to the western boundary of the territory enclosed in this policy. To illustrate: The rates from the seaboard to Buffalo, Cleveland, Detroit, Indianapolis and any other such points should have a just relation to the rates from the seaboard to St. Louis, Hannibal, Burlington; and, again, the rates from the seaboard to Buffalo, and the local rate from Buffalo to Cleve- land, and the rate from Cleveland to Quincy should, in the aggregate, bear a fair relation to the rate from the seaboard to Quincy. In other words, the adoption of the McGraham scale for through business from the seaboard to all interior points in Central Freight Association territory, and to the western terminals of the eastern freight association has been such as to prohibit what would otherwise be considered a reasonable basis ot rates has compelled the adoption of comparatively low rates between such places as Cleveland, Cin- cinnati and Decatur, Illinois, or Detroit and .Jacksonville, and so on indefin- itely. The policy of the financially strong eastern trunk lines of forcing their manufactured products into the western markets and of drawing western products from lake competition has been accomplished by reason of the con- trol which the strong eastern lines have been able to exert over their weaker western connections, and has been made further possible by the ultimate ownership of many of the western lines, so that those western feeders are compelled in many cases to do business at a loss for the greater benefit which would accrue to the eastern lines and it is to be kept in view that all this complicated system of through rates, east and west bound, no matter what through rates are made between the Atlantic seaboard and points west of Buffalo and Pittsburg, the eastern trunk lines always get the same rate in cents per 100 pounds. It has been found, in consequence of this elaborate system of east and west rates, that rates for short intermediate hauls in Central Traffic Association territory are necessarily low, if the long and short haul provision of the interstate commerce act is observed. It was found that this condition led to demoralization and as a partial preventative the rates of the so-called Exhibit "A" were adopted as a minimum rate, under which no one would go under any circumstances. The rates in that exhibit were drawn up after careful investigation, and were so framed as to as nearly as possible meet existing contingencies, but they do not afford even a small light on the subject of what is a fair reasonable rate. The complainants in this case ask that they be adopted as the maximum rates of Illinois. For the purpose of showing the unreasonableness of this 41 proposition, or of any one approximating it, there will be submitted to you, in proper order, a statement showing- the actual maximum rates of Indiana, and another one showing the relative density of traffic on the the New York Central Railroad and on the St. Paul Railroad for the year 1900, the last available statistics of this kind, together with a scale of the maximum rates charged by the C., M. fc St. P. in Illinois, and the maximum rates charged by the New York Central from which it will be seen that in 1900 the C., M. & St. P. had 6,596 miles of road with a total number of tons moved on that mileage of 18,010,683, which reduced to mile tons was 3,639,977,191, which was equal to 551,846 tons per mile for each mile of the road owned and operated. During the same period the New York Central had 2,817 miles of road. The total number of tons moved over that road during the year was 37,586^496, or 6,117,572,625 mile tons, equal to 2,171,662 mile tons per annum for each mile of road. The statement will also show that the St. Paul Company handled during the year 2,730 tons of freight, regardless of the distance hauled, for each mile of operated road, while the New York Central moved 13,342 tons for each mile of road. The St. Paul Company having 134 per cent greater mileage than the New York Central and handled 52 per cent, less tons of freight. The statement will also show that for 50 miles haul the St. Paul Company gets, under its maximum schedule of Illinois, 29.14 for first class freight, while the New York Central recieves 28 cents for the same haul. It shows that for 100 miles the New York Central may get 51 cents on first class freight, while for that distance in Illinois the St. Paul company is permitted to get only 38.54. It shows that on the long haul of 350 miles the New York Central is permitted to charge 60 cents on first class freight, while the St. Paul Company in Illinois cannot charge more than 58.28. In other words, the rates which the New York Central is permitted to charge with its enormous mile tonnage per annum are greater than the rates which are now charged by the St. Paul Company under the existing maximum freight tariffs. The comparison with the business of the Pennsylvania road is substan- tially the same as the foregoing. The Pennsylvania in 1900 operated 3,648 miles of road. The total tons handled by that company during the year was 101,129,383 which reduced to mile tons reached the enormous sum of 8,726,- 462,614 mile tons, equivalent to 2,392,122 mile tons per annum for each mile of road. The St. Paul Company had 80 per cent greater mileage than the Pennsyl- vania Company and moved 82 per cent, less tons of freight. You will find submitted in proper order tariffs of the Michigan Central, Southern Indiana Railway, C. I. & L. Ry., Evansville & Terre Haute, Cincin- nati, Hamilton & Dayton, Detroit, Lansing & Northern, Chicago, West Michi- gan, Flint & Pere Marquette, from which it will appear that all of these roads have been and are charging rates on their local traffic largely in excess of the so-called rates in Exhibit "A," which totally disproves the reliability of ex- hibit "A" for purposes of information or justice. IV. An attempt has been made to show that certain rates in Indiana and Ohio are less than the present maximum rate of Illinois, and to show also that freight is being carried from the east to interior towns and cities of Illinois, at a lower rate for the distance than is charged for an equal haul in the State of Illinois. This fact is the only reason given in support of a request for the reduction of the Illinois maximum scale, and constitutes the only proof that the local rates in Illinois are excessive. In the original application of the percentage system, previously referred to, the rate from New York to Quincy was 122 per cent of the rate from New ^York to Chicago. After long effort these rates from New York to Quincy "were reduced to 116 per cent, the same as from New York to St. Louis. This was followed by further demands for corresponding reduction of rates from Central Traffic territory, to Quincy, and was refused, because it would only add to the complications which already existed to too great an extent, and would establish too low a rate on shipments from middle states to Quincy as compared with rates charged in Illinois for equal distances. Whatever jus- 42 tice there may be in the demand for lower rates in Illinois because lower rates are charged on interstate traffic for the same or greater distances than are charg-ed locally in Illinois, this much may be said, namely: That the Illi- nois railroads have done everything- they could do by the exercise of ingenuit} 1 to foster and maintain all manufacturing- and mercantile interests in the State. This has been done, not always voluntarily, but generally so, but al- ways at the request or demand of Illinois shippers, and because their requests have been granted, often at great expense and sacrifice to Illinois railroads, these very rates so made constitute the only possible argument in favor of a further reduction in Illinois, and if the request should be granted the trouble of Illinois railroads will not be remitted, but will be greatly enhanced. There are lower rates from the east into Illinois than the Illinois rates and are made for the purpose of supplying the needs of manufacturing centers throughout the State, and these rates are all made up on the long and short haul theory. For example, the rate on a given article from Cleveland, Ohio, to Burlington, must not be less than the rate from Cleveland to Sciota, a local station on the T. P. & W., between Bushnell and Lallarpe, because the long and short haul clause applies, and the Burlington rate must not be lower than the rate to Sciota. There are a numerous number of prosterous cities and towns on north and south lines in Illinois which are not intermediate points between the east and west, to which these low rates apply, but it is proposed, in order to help the Quincy and other manufacturers and dealers to reduce the rates from all Illi- nois points to all stations north and south and to reduce classifications, which means a still further reduction, so that the companies which ship into Illinois under the long and short haul clause may reship or consign freight to the innumerable cities and towns north and south of such places and let the pro- ducts of the eastern roads in on a still lower basis than now. This complaint might well be described as an attempt of certain communities to increase their commercial difficulties by letting in goods from other states at still lower rates than now prevail. The rates of Iowa are also shown for the purpose of comparison. It will be shown from various statements in this case that for some distances the Illi- nois rates are greater than the Iowa rates and vice versa. It has been shown that Iowa rates are both maximum and minimum. The rates of Illinois, or whatever rates may be made by your honorable commission for Illinois will be maximum only. The railroads will still be supposed to make lower rates whenever the exigencies of the case warrant, the presumption being that the people are to be protected against high rates, but there is to be no protection to the railroads against low rates. But whatever may be done by your hon- orable commission in regard to the maximum rates of Illinois, if the prayer in this petition is granted and a material reduction is made, the railroads in interest will have to make a minimum, and no matter how low such scale may be, the result must inevitably be the same as in Iowa. It is impossible to afford such protection to mercantile interests in Illinois by an inflexible tariff. If all the railroads in the State ran north and south parallel to each other, or for that matter east and west, an inflexible tariff applied uniformly on all traffic might protect all interests, but roads cross each other at short distances and in every conceivable direction, often overlapping each other, and the business in the numerous towns in the State cannot be protected by an inflexible scale of rates. It is not the nature of the rates in Iowa that has driven industries to Illinois and the east, but it is the inflexible character of the rates. In their report for the year ending June 30th, 1881, the Railroad Commis- sioners of Illinois say in regard to the 30 per cent reduction: ''They (the commissioners) endeavored, as far as possible, to protect every interest and industry and to do justice to all sections of the State; the non- competing as well as the competing points: the sections remote from market and those nearer to market; the small shipper and the large shipper; the. interior towns and villages, with their limited manufactories and citizens operating on a small capital, as well as the large cities and railroad centers, with their immense manufactories and large business interests, always keep- ing in view the requirements of the law which was their authority and under some sections of which they had no discretionary power." 43 It is manifest from this report as well as from the law itself that the com- missioners felt justified only in acting for the interests of the whole State and not for any particular class of shippers. The manifest purpose of the re- duction which is proposed in this case, is to limit the shipment from other states into Illinois and to increase the business locally within the State. In other words, to compel the dealers to buy their goods in Illinois. It will hardly be the purpose of the commission to deprive a large portion of the population of the State of the privilege of availing themselves of the cmnpeti- tion of various markets outside of the State. The roads of Illinois may be separated into two general classes: those running north and south, and those running east and west, which are auxiliaries of eastern trunk lines. The natural forces of competition are ceaselessly at work between these two classes of roads. Each class, individually and collectively, naturally seek to adjust their rates so as to give them what they concede to be a fair share of the business to competitive points It will be admitted that each of these classes is entitled to such rates as will secure a fair share of the business. If rates in Illinois locally are reduced so as to prevent the east and west roads from getting what they concede to be a fair share, there is no power in this commission or in the State to prevent further reductions by these roads. Further, it does not appear that the east and west lines are doing more than a fair share of the,business. It is not necessary to attempt to show in each case what a fair share is, but there is a share to which the east and west roads are entitled, and it is obvious that a reduction of rates of the north and south lines will ha\e the effect of reducing the east and west rates, and each of the east and west roads is to be its own judge as to what is fair; therefore what guarantee is there that a reduction of the local rates in Illinois will not result in a still further reduction of east and west rates on interstate business? What guarantee can the commission give in this direction? It is said that comparisons are odious. Certainly the comparisons which have been submitted in this case are odious, for the truth is that these manu- facturing centers, especially the large ones, insist upon a low scale of rates on interstate traffic because it is essential to their commercial success, and the demands for concessions in this direction are continuous from year to year; the pressure on the east and west roads in this direction is enormous, and these very rates, which are made under circumstances above stated, con- stitute the only semblance of an argument in favor of those rates in this State. It is respectfully submitted that no good reasons exist for reducing the schedule of rates now in effect in this State, or for making any changes in Illinois classification. Respectfully submitted, CHICAGO, MILWAUKEE & ST. PAUL RAILWAY COMPANY. By BURTON HANSON, It's General Solicitor. BEFORE THE RAILROAD AND WAREHOUSE COMMISSIONERS OF THE STATE OF ILLINOIS. IF RK-PKTITION OF QUINCY FREIGHT BUREAU FOR A REVISION OF MAXIMUM FREIGHT RATES, ETC. To the Honorable, The Railroad and Warehouse Commissioners of the State of Illinois: Your petitioners, the Commercial Exchange of Chicago, respectfully inter- venes in this cause and shows: That it is a corporation, organized and exist- ing under the laws of the State of Illinois; that its membership is composed of persons interested as forwarders and receivers of freight within the State of Illinois, which freight consists principality of food products and grocers" sundries; that the freight rates now in force in the State of Illinois tend to hinder the development of trade and commerce within the State of Illinois, because. First: They are unreasonably high and unequal. 44 Second: They are much higher than freight rates from points without the State of Illinois to points within the State of Illinois. (See Exhibit ; 'A" hereto attached and made a part thereof.) Fourth: While the rates now in existance within the State of Illinois are fixed upon the correct principle that distance is not the sole basis for making a freight rate, yet this principle is not sufficiently put in practice under the Illinois Railroad and Warehouse Commissioner's schedule of maximum freight rates to encourage the development of trade and commerce between points within this State. The people of the State of Illinois should have the benefit of the principle heretofore and now commonly practiced by railroads in inter- state transportation, to-wit: that distance is not the important factor in de- termining railroad rates. Your petitioner therefore asks a reasonable reduction on the first, second, third, fourth, and fifth classes of the Commissioners' Schedule of Maximum Freight Rates in harmony with the principle set forth in item number four hereof. Your petitioner further shows that the present Illinois Classification should, in the interests of commerce and uniformity, be changed as to certain pro- ducts and attaches hereto Exhibit "C," which is made a part hereof, showing the reclassification which it desires. THE COMMERCIAL EXCHANGE <$F CHICAGO, BY JAY D. MILLER. CHARLES E. M. NEWTON, Attorneys for Intervenors. BEFORE THE RAILROAD AND WAREHOUSE COMMISSIONERS OF THE STATE OF ILLINOIS. IN RE-PETITION OF QUINCY FREIGHT BUREAU FOR A REVISION OF MAXIM i M FREIGHT RATES, ETC. To the Honorable, The Railroad and Warehouse Commissioners of the State of Illinois: Your petitioner, the National Association of Merchants and Travlers, by John G. Shedd, General Chairman, respectfully intervenes in this cause and shows: That it is a voluntary association, organized and existing in the city of Chicago and the State of Illinois, composed of the following persons and firms: Carson, Pirie, Scott & Co.; John V. FarwellCo.: Marshall Field & Co ; Lyon Bros.; Becker, Mayer & Co ; Cahn, Wampold & Co.; Ederheimer, Stein & Co; Hart, Schaffner & Marx; Hirsh, Wick wire & Parks; Charles Kauhman & Bros.; Kohn Bros.; Kuh, Nathan, Fischer Co.; B. Kuppenheimer & Co.: I. Loewenstein & Sons; John G. Miller & Co.; W. S. Peck & Co.; D. M. Pfael- zer & Co.; Spitz & Schoenberg Bros.; Theodore Ascher & Co.; Chicago Mer- cantile Co.; D. B. Fisk & Co ; Gage Bros. & Co.; Edson Keith & Co ; William H. Busch & Co.; M. Gimble & Sons; Keith Bros. & Co.; Longley, Low & Alex- ander; Sweet, Dempster & Co.; Taylor .37 Vincenn^s, Indiana . 235 37 32 23 5 16 13 5 10 5 Tonti, Illinois. .. 238 51 51 41.73 32 25 20 16 73 Illinois Distance Tariff 238 51 51 41 73 32 43 25 94 20 75 16 73 Evansville, Indiana 287 40 34 25 17 15 12 DuQuoin, Illinois 54 8 44 55 34 78 25 22 25 17 67 Illinois Distance Tariff 288 54.8 44.55 34.78 27.82 22.25 17.67 Exhibit "C." Page 7. Apple cores and skins, eliminate. Covered under heading- apple waste. Page 7. Apple or fruit butters, jelly, sauce or preserves, in glass or stone. Tj-.C.L. 4th: C.L. 5th. Page 9. Barley, pearl, eliminate as it is covered on page 23. Page 22. Catsup, same as pickles. Eliminate further specifications. Page 23. Cereal products or preparations, change ''N.O.S.'' to "'as above." Page 24. Cider in glass, packed. L.C.L. 4th. Page 71. Molasses in glass, packed. L.C.L. 4th. Page 95. Syrup in glass, packed. L.C.L. 4th. Fruit syrup in glass or earthenware, packed. L.C.L. 4th. C.L. 5th. Page 108. Vinegar in glass, packed. L.C.L. 4th. C.L. 5th. The western railroads having recently altered their classification, making goods in glass or stone, packed, the same rating as the same goods in tin for the reason that for the same net contents the gross weight is much greater sometimes double: so that they are receiving much more and sometimes twice the freight earnings when the inner packages are glass or stone than when they are tin. 49 TIIK DECATUR JOBBERS AND MANUFACTURERS' ASSOCIATION. DECATUR, ILL., Oct. 7, 1902. To the Honorable, The Illinois Railroad and Warehouse Commission: Hox. JAMES S. NEVILLE. Hox. ARTHUR L. FRENCH. HON. ISAAC L. EL WOOD, Commisssioners, Springfield, 111. The Decatur Jobbers & Manufacturers" Association, an organization em- bracing- the producers and distributors of Decatur. Illinois, respectfully rep- resent and petition your honorable body, as follows: The present schedule of "maximum rates of charges for the transportation of freight on the railroads in the State of Illinois'* is obsolete, unjust, too high and should be reduced. Certain prominent railroads operating in the northern part of the State, notably the C., B. & Q R. R.. having voluntarily abandoned the present schedule and by much lower rates have fostered the industries located in towns on their lines; attracting new factories so that of the manufacturing industries of Illinois, in number 75 per cent, in capital 90 per cent, have located on the lines of this one system. The railroads in cen- tral and southern Illinois are still charging the high rates permissible under the present schedule, thus drawing all new industries to the northern portion of the State, or to states having lower freight rates, imposing serious hurt and loss upon the communities of central and southern Illinois. That on shipments originating within the states of Ohio. Michigan and Indiana, consigned to points in the State of Illinois, much lower rates are charged than on shipments of like commodities for equal distances between points located wholly in this State. Railroads operating both in Indiana and Illinois are charging (and have out published tariffs giving such rates) much higher rates between points on their lines in the State of Illinois, than between points the same distance apart on their lines in the state of Indiana. In this discrimination they are protected by the present Illinois schedule of maximum freight rates. In proof of the foregoing statement, we attach comparative schedules of rates at this time, actually in use and daily being charged in the State of Illinois and Indiana. We therefore petition your honorable body to revise and reduce the present Illinois schedule of maximum freight rates, and place shippers of this State on a parity as to the cost of their shipments by freight with the shippers of the states of Indiana, Ohio and Michigan. (The rate in latter states are the same as in Indiana.) We also request and petition your honorable body that the Illinois classification be retained as the official classification of this State with such specific changes and general revision as may be deemed in the judgment of the commission to be necessary. Respectfully submitted. THE DECATUR JOBBEKS AND MANUFACTURERS' ASSOCIATION. By FELIX B. TAIT, President. E. B. IRVING. Secretary. GEORGE W. MUKLLER, C. M. HURST. WILSON BERING, ADOLPII MUELLER, Committee. Hearing continued until Nov. 18, 1902. Nov. 18, 1902. Case further postponed until Nov. 25, 1902. Nov. 25, 1902. Case further postponed until Dec. 2. 1902. Dec. 2, 1902. On this date the case coining on for hearing the petitioners were represented as follows: C. S. Jones, representing Western Merchants and Manufacturers' .Associa- tion of Peoria, Illinois. L. B. Boswell, Quincy Freight Bureau. -4R W 50 E. Barry. Louis FitzHenry. Stuart Brown. The railroad companies were represented as follows: F. A. Warm. General Freight Agent, Chicago A Alton Ry. Co. A. C. Bird, Third Vice President. Chicago, Milwaukee & St. Paul Ry. Co. C. M. Dawes, General Solicitor, Chicago, Burlington tt Quincy, Ry. Co. S. B. Knight, General Freight Agent, the Wabash Railroad Co. William Brown, General Solicitor, Chicago & Alton Ry. Co. John G. Drennan, District Attornej^, Illinois Central R. R. Co. W. E. Keepers. General Freight Agent, Illinois Central R. R. Co. M. C. Markham, Assistant Traffic Manager, Illinois Central R. R. Co, W. B. Hamblin, Assistant General Freight Agent. Chicago. Burlington & Quincy R. R. Co, E. B. Boyd, General Freight Agent, Chicago, Rock Island & Pacific Ry. Co. C. N. Travous, Assistant Attornej^, the Wabash Railroad Co Testimony was presented both for and against granting the prayer of petitioners and continued until the following day, December 3, 1902, covering 320 pages of type-written matter, which is on file in this office. The case was then continued until January 6, 1903, to hear argu- ments of counsel. On January 6, 1903, the case coming on to be heard, argument of counsel was heard before the commission and the case taken under advisement. On February 2, 1905, General H. J. Hamlin, 011 behalf of the Springfield Business Men's Association and the Merchant's Associa- tion of Decatur, filed a petition asking that the case be re- opened for the introduction of additional testimony and relief. March 7, 1905, General Hamlin on behalf of the petitioners moved that the prayer of petition for re-opening of the case be granted. Motion allowed and case postponed until April 5, 1905, to hear argu- ment of counsel as to the scope of the hearing. April 5, 1905, counsel for petitioners asked that the whole subject matter of classification and rates in the State of Illinois, as embraced in the original petitions, be the basis of the present hearing. Request granted. The Chicago Shippers' Association, by Mr. Henry C. Barlow, its manager, presented a petition to be allowed become a party to the hearing. Request granted. Case continued until May IB, 1905. May 16, 1905. Revision of classification and rates coming on to be heard, petitioners represented by General H. J. Hamlin. The various railroad companies represented as follows: John G. Drennan, District Attorney representing the Illinois Central R. R. Co. William Brown, representing various railroads. James Miles, representing the Chicago & Alton Ry. Co. Messrs. McAnulty & Allen, representing the Vandalia Line. C. N. Travous, representing the Wabash Railroad Co. S. B. Knight, representing the Wabash Railroad Co. H. G. Gower, representing the Chicago, Rock Island & Pacific Ry. Co. E. H. Seneff, general attorney, representing the Chicago & Eastern Illinois R. R. Co. 51 Robert Duiilap, general attorney, representing the Atchison. Topeka & Santa Fe Ry. Co. T. C. Powell, vice president, representing- the Southern Railway. J. M. Hamill, attorney, representing- the Louisville & Nashville R. R. Co. Lee HowelLG. F. A., L. & N R. R. E. C. Kramer, representing- the Southern Railway Co. James M. Graham, representing the B & O. S. W. and C. H. D. Ry. -Gos, E. T. Glennon, representing the Lake Shore & Michigan Southern and New York Central Lines. Railroad Labor Organizations represented by : J. R. Howe, B. of L. E. D. E. Sullivan, O. R. C. N. C. Allen. Testimony was then introduced by the petitioners and the railroad companies which transcribed, covers 1(4 pages of typewritten matter and which is on file in the office of the commission. Case was then adjourned to June 12, 1905. June 12, 1905. Further testimony introduced by both petitioners and railroad companies, hearing ex tended over the dates of June 13th, 14th and 15th. December 5, 1905, Order of the commission entered in the case. December 28, 1905. Order of the commission of date, December 5, 1905, modified to apply to Classes 1 to 5 inclusive. Order as to Classes 6 to 10 inclusive and commodities suspended. June 5, 1906. Final order of the commission as to revised classi- fication of railroad freights and cars and schedule of rates, applicable to all railroads in the State of Illinois, entered, to be in full force and effect on and after July 1, 1906. 52 ABSTRACT OF THE EVIDENCE TAKEN IN ALL OF THE HEARINGS. CENTRAL FREIGHT ASSOCIATION SCALE. This scale is offered as Exhibit A to the original petition filed in this case by the Quincy Freight Bureau, und^.r date of May 31, 1902, and will be found on page 9 of the printed copy of pleadings in this case, as made up by the officers of the Railroad and Warehouse Commission. This scale was placed in effect by a circular of the Central Freight Asso- ciation, headed "Information 2495" and issued on October 25, 1900, and is as follows: Exhibit A. CENTRAL TRAFFIC ASSOCIATION. Circular No. 2369. BASIS OF RATES BETWEEN POINTS IN THE TERRITORY OF THE CENTRAL TRAFFIC ASSOCIATION. Chicago, July 13, 1895. Effective on the date to be fixed at the September, 1895 meeting of the Freight Committee, the basis of rates between points in the Central Freight Association shall be: First, The following minimum scale covering distances from 5 to 450 miles, both inclusive: Classes. Rates in Cents Per 100 Pounds. MILES. 1 2 3 4 5 6 5... iyz 7W 7 6 4 3 10 7(| (7 1/ 6 4^ 3 15 m IJ1/ 7U 7 5 sy 2 20 *P/z iy ill 7 5 4 25 ... 7*o ny~ iy% 7 5U 4J^ 30 IVz i\/ 7 6 r, - 35 .... 8V 2 " gi/ 8 iVz Vz 40 9^ Ql/ 9 8 7 \ /Z 45 lO 1 /^ ioy 10 8 lYz 6 * 50 12 11^ 10 1 -;. &A 7'.. 6^ 55 13 12y 2 \\y 2 9 7i.: 60 Uy 2 13 12 10 gi _* 65 Iy 2 14 13 10 7^1 7 ' 70 17 15 13V 10 8 7 75 18 16 15 lOVo 8 7 80 1914 18y 2 17 11 8*0 1V> 85 21 19 17 ny* sy 2 7'.-, 90 - 23 22 18 12 9 8~ 95 23 22 18 12 1) 8 100 24 22 19 12^ 9 8 no . . 24^ 22 19V 12^ 9 8 120 25 22 19* 12^1 9^B 8 130 26 23 } 200 33 28*0 22 15 12 m 210 34 29^ 22^ 15 12M 10 220 35 30 22y 2 15 13 10 230 35^2 SffiA 23 i5y 2 13 240 . .... 36 31 23 16 18 10^ 250 37 32 2sy 2 16 1'6 1 4 jQrx 275 38^ 33 2*y> 16^ 14 11 300 . . 40 34 25 17 14^ 11*6 3 9 5 41 35 26 18 15 12 350 42 36 27 18^ 15^ 13 375 43* 36^ 27^ 19 1&/2 IS 1 a 400. 44 37*6 2sy 2 igy 2 17 14 425 44J 38^ 29 2WA 17^ 1414 450 45 39 30 21 18 15 53 Owing- to the fact that this scale was not in evidence, having- been lost during- the interval between the first hearing- and the one had in 1905, a copy of the same was introduced in evidence as Exhibit A-l to the testimony of Mr. Barlow on May 15, 1905. In connection with this scale, the official classification is used and there- fore in making- comparisons with the rates in Illinois as compared with rates used under the C. F. A. scale, it becomes necessary to make a comparison of the official classification with that of the Illinois classification^ _The Illinois classification was introduced in the hearing- of 1902 as Exhibit 4. Mr. Barlow in his testimony states that he has examined the Illinois classi- fication and made a comparison of the same with the official classification; that there are in the Illinois classification, substantially speaking-, in round numbers, 7880 rating-s. As compared with the official classification that shows that there are, substantially speaking-, 2154 differences and 5720 odd rating-s that are alike in the tw r o classifications. (Rec. 108.) Mr. Barlow stated that, "considering- those two schedules as classifications, we find that at distances of 100 miles, in round numbers, 1482 rating-s favor the official classification, and 672, in round numbers, favor the Illinois classi- fication. "On shipments, say a distance of 200 miles, the classification applied to the rates would, in 1595 cases, approximately favor the official classification. And 599, in round numbers, would make less rates under the official classifi- cation." (Rec. 109.) "On a shipment of 300 miles subject to the so-called Central Freight Association Scale, versus the Illinois scale, there would be, in round figures, 393 in favor of the official classification, versus, in round numbers, 561 in favor of Illinois/' (Rec. 110.) Mr. W. B. Hamblin testified in relation to the C. F. A. scale, on pages 343 and 344 of the record as follows: "What I wanted to say upon adjournment was, in connection with these what they call the Central Freight Association scale rules, how they were made and what kind of a basis they were made upon I imagine the gentle- men here, claim that they were voluntarily put in by the railroads in the Central Freight territory. Now, these rates were established in the first place, by the Ohio legislature, or commission, whichever they have over there, as transportation rates only; and that the railroads themselves had the right under that law, to add whatever the cost was for loading and unloading, and for switching; to those rates. They are what are called over there, mini- mum rates." 455 in relation to the C. F. A. scale, Mr. Hamblin testifies: "These rates were not voluntary, but were compulsory, owing to the fact that they are the least rate that was established for a transportation charge by the commission or legislature of the State of Ohio/' The law referred to by Mr. Hamblin will be found on page 504, Ohio Rail- road Report, being section 3375 of the Ohio Statues. A comparison of the rates that may be charged under that law, with the C. F. A. scale is as follows: For 30 miles Ohio scale 7V cents per 100 Ibs. C.F.A. " iy 2 " " " " For 50 miles Ohio scale 12% " C.F.A. " 12 For 75 miles Ohio scale 18 r > " C.F.A. " 18 For 100 miles Ohio scale 25 C.F.A. " 24 : For 125 miles Ohio scale 31 C.F.A. " 26 " :' " For 150 miles Ohio scale 37', C.F.A. " 28^ For 200 miles Ohio scale 50 C.F.A. " 33 " For 250 miles Ohio " 62% " " " C.F.A. " 37 " " " " 54 For 300 miles Ohio scale 75 cents per 100 Ibs. C.F.A. " 40 " " " " For 350 miles Ohio " 87 K " C.F.A. " 42 " " " " It will thus be seen that for distances up to 75 miles, the C. F. A. scale is almost exactly the rate as fixed by the Ohio Legislature; that above that dis- tance, the rate established by the C. F. A. scale is less than that limited by the legislature, and therefore must be voluntary oh the part of the railroads. Exhibit A-3 is as follows: Exhibit A-3. Table showing- the percentage the Illinois distance tariff rates are higher than the Central Freight Association scale for like distances. 100 to 400 miles, also the aggregate percentage higher. These percentages are made up by taking the aggregate of the five classes for the distances named, both from the Illinois distance tariff and the Central Freight Association scale, and showing the percentage the Illinois distance tariff rates are higher. Also taking the aggregate of the five classes for all distances 100 miles to 400 miles, both for the Illinois distance tariff and the Central Freight Asso- ciation scale, thereby showing the aggregate percentage higher. Miles. Per cent. Miles, Per cent. 100 48 3 275. 43 7 125. . . 52 6 300. 43 150. 53 325. 43 9 175.... 48 350.. 42 5 200. 47 4 375. 41 7 225. . . . 44.7 400 40 1 250 43 2 The total aggregate is 45 per cent higher. Exhibit A-22 is as follows: Statement showing the percentage the Illinois distance tariff is higher than the C. F. A. scale for distances of 100, 200, 250, 300, 350, 400 and 450 miles, respectively, by classes one to six inclusive. These percentages are approxi- mately correct. We have not undertaken to go into the fractional percents. MILES. 1 2 3 4 5 6 Central Freight Association scale for 100 miles 24 22 19 12 5 9 g Illinois distance tariff for 100 miles 38 2 31 ?4 2 18 8 15 12 5 Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent 60 40 27 50 66 56 Central Freight Association scale for 200 miles 33 28 5 22 15 12 9 5 Illinois distance tariff for 200 miles 48 9 39 5 30 5 24 4 19 5 15 9 Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent . . .. 48 39 38 63 62 67 Central Freight Association scale for 250 miles 37 32 23.5 16 13.5 10 Illinois distance tariff for 250 miles 52 1 42 3 32 9 26 3 21 16 6 Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent 40 32 40 64 55 60 Central Freight Association scale for 300 miles 40 34 25 17 14 5 11 5 Illinois distance tariff for 300 miles 55 5 45 1 35 2 28 2 22 5 17 8 The Illinois scale is higher than the C. F. A. scale by the following per cent 38 32 40 65 55 54 Central Freight Association scale for 350 mil^s 42 36 27 18 5 15 5 13 Illinois distance tariff for 350 miles 58 47 9 38 29 9 23 9 19 Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent .... 38 33 40 60 54 47 Central Freight Association scale for 400 miles 44 37 5 28 5 19 5 17 14 Illinois distance tariff for 400 miles Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent 61.1 36 49.8 32 39.5 38 31 58 24 8 45 20.1 43 Central Freight Association scale for 450 miles. . 45 39 30 21 18 15 Illinois scale for 450 miles 61 5 50 9 40 9 32 1 25 7 21 Illinois scale is higher than the C. F. A. scale by the fol- lowing per cent ... . .. 34 30 36 52 42 40 oo Exhibit A-14, not taking- into consideration the tariff which is attached thereto, is as follows: Exhibit A-14. CENTRAL FREIGHT ASSOCIATION TARIFF. Through freight rates No. 48. Tariff adopted by the Central Freight Asso- ciation lines, applying on classes and commodities between Chicago and vari- ous Illinois points, and Indianapolis, Cincinnati, Louisville, Evansville, etc. Also between Indianapolis and Cincinnati, Jeffersonville, New Albany, Evansville, etc. This tariff discloses that the rates between Chicago and Indianapolis are based on the Central Freight Association scale for 180 miles, and between Chicago and Cincinnati, New Albany. Evansville. etc , based on the Central Freight Association scale for 300 miles, and between Indianapolis and Cincin- nati. Jeffersonville, Evansville, etc., based on the Central Freight Association scale for 120 miles. Comparison of commodity rates with the official classification and Central Freight Association scale, shown in said tariff, discloses that the commodity rates are on a considerably lower basis than the Central Freight Association scale. It will be noted that with this alleged low basis of class rates, that the commodity rates are on a still lower basis. RATES IN OTHER STATES AS COMPAIRED WITH ILLINOIS COMMISSIONER'S SCHEDULE OF REASONABLE MAXIMUM RATES. As Exhibit A to the printed petitions filed beginning October 7. 1902. we find the following: Exhibit A. COMPARISON OF RATES CHARGED IN INDIANA WITH ILLINOIS COMMISSIONER'S MAXIMUM RATES. CLASSES. l o 3 4 5 6 In Indiana 25 48.32 23.32 31 42.30 11.30 31.5 46.81 15.31 31.5 50.19 18.69 25 37.60 12.60 22 38.72 16.72 26.5 32.90 6.40 27 37.22 10.22 27 40.60 13.60 22 30 55 8.55 19.5 29.98 10.48 21.5 26.03 4.53 21.5 28.85 7.35 21.5 31.49 9.99 19.5 24.62 5.12 12.5 24.06 11.56 14 20.30 6.30 14 23.31 9.31 14 2->.19 11.19 12.5 18.33 5.83 9.5 19.25 9.75 11 16.24 5.24 11.5 18.64 7.14 11.5 20.15 8.65 9.5 14.66 5.16 8 15.65 765 9 13.35 4.35 9 15.01 6.04 9 16.36 7.36 8 12 22 4.22 18.:. 3 miles. In Illinois In Indiana 118. 2 miles. In Illinois In Indiana 165 9 miles. In Illinois In Indiana 211.5 miles. In Illinois. In Indiana 91 miles. In Illinois 56 Exhibit A Concluded. CLASSES. 1 2 3 4 5 6 In Indiana 31.5 43.24 11.74 35 46.81 11.81 37 49.53 12.53 37 53.48 16.48 27 33.84 6.84 30 37.22 7.22 32 40.04 8.04 32 43.42 11.42 21.5 26.60 5.10 22.5 28.85 6.35 23.5 31.02 7 52 23.5 33 84 10.34 14 21.05 7.05 15 23 31 8.31 16 24.81 8.81 16 27.08 11.08 11.5 16.84 5.34 13 18.64 5.64 13.5 19.85 6.35 13.5 21.65 8.15 9 13.72 4.72 10 15.04 5.04 10.5 16.17 5.67 10.5 17.30 6.80 128.7 miles. In Illinois In Indiana 167.6 miles. In Illinois In Indiana 207.1 miles. In Illinois In Indiana 262 miles. In Illinois The figures above given as being in effect in Indiana are actual distances and rates charged on the C., C., C. & St. L. Ry. The other roads in Indiana base their charges on the same, or approximately the same scale. This exhibit is supported by tariffs introduced in the original hearing. As to rates in Ohio, the following exhibit was annexed to the petition of the Bloomington Business Men's Association: This exhibit is also substantiated by tariffs introduced in evidence. PP:NNSYLVANIA R. R. (P. C. C. C. & ST. L. R. R.) Local Distance freight tariff from Columbus, Ohio. Mil's 1 2 3 4 5 i 6 To Black Lick O. 10 7 5 7 5 6 4 5 3 Illinois distance tariff ... 10 15 04 13 16 11 28 S 46 6 76 5 64 To Kirkersville, O 21 7 5 7 5 7 5 7 5 5 4 5 Illinois distance tariff.. 21 20 68 18 80 15 04 11 28 9 02 7 5 9 To Newark, O 33 8 5 8 5 8 7 5 ' 6 5 I 5 Illinois distance tariff 33 24 44 20 68 16 92 12 69 10 15 8 46 To Hanover, O 41 10 5 10 5 10 8 7 5 6 Illinois distance tariff . 41 28 20 22 56 18 80 13 63 10 90 9 40 To Frazeysburg, O 49- 12 11.5 10 5 8 5 7 5 6 5 Illinois distance tariff . 49 29 14 23 50 19 74 14 10 11 28 9 64 To Franklin, O 64 15 5 14 13 10 7 5 7 Illinois distance tariff.. 64 31 96 26 32 22 56 15 51 12 40 10 81 To West Lafayette, O. 75 18 16 15 10 5 8 7 Illinois distance tariff 75 33.84 28 20 23 50 16.45 13.16 11 28 To Glasgow, O 89 22 20 17 12 9 8 Illinois distance tariff 89 36 66 30 08 4 34 17 86 14 9 8 11 98 To Denison, O.. 100 24 22 19 12 5 9 8 Illinois distance tariff.. 100 38 54 31 02 24 90 18 80 15 04 12 45 To Cadiz Junction, O 125 26 23 19 5 13 10 8 5 Illinois distance tariff.. 125 42 77 33 37 26 32 20 68 16 54 13 54 To Fern wood, O 138 27 5 24 20 13 10 8 5 Illinois distance tariff.. 138 44 18 34 78 27 16 21 80 17 44 14 10 To Stubenville, O. 150 28 5 25 20 13 5 10 5 8 5 Illinois distance tariff.. 150 45 12 35 72 27 72 1 22 56 18 04 14 48 1 57 As to rates in Iowa, compared with those in Illinois, the following- exhibit was annexed to the said petition and substantiated by tariffs afterwards introduced in evidence: COMPARISON OF RATES IN ILLINOIS AND IOWA OVER ROCK ISLAND R. R. (C. R. I. & P. R. R.) LOCAL DISTANCE FREIGHT TARIFF FROM DAVENPORT, IOWA. C CLASSES 1 2 3 4 5 To Wolcott, la. 12 15.6 13.26 10.4 7.8 5.46 To Wilton la 25 17 14.45 11.34 5.8 5.95 To W Liberty la .... 38 18 8 15 98 12 5 9 4 6 58 To Downey, Ja . 44 19 4 16.49 13 9.7 6.79 To Iowa City la 54 20 4 17 34 13 6 10 2 7 14 To Oxford, la . .. 69 21.6 18.36 14.4 10.8 7.56 To S Amana la 79 22 4 19 4 14.94 11.2 7.84 To Victor, la . 97 24 20.4 16 12 8.4 111 26 4 21 87 17 5 12 99 9 27 To Kellogg la 131 29 6 23 83 18 45 14 31 10 43 To Colfax, la 152 32.8 25.79 19.85 15.63 11.59 To Altoona la 164 34 4 26 77 20 55 16 29 12 17 To DesMoines, la 175 36 27.75 21.25 16.95 12.75 ROCK ISLAND R. R. (C. R. I. & P. R. R.) LOCAL DISTANCE FREIGHT TARIFF FROM ROCK ISLAND, ILL. C :LASSES . 1 2 3 4 5 To Colona 111 11 16 92 15 4 13 16 9 4 9 52 To Geneseo.Ill 22 20 68 18 80 15 4 11 28 9 2 To Annawan 111 35 24 44 20 68 16 92 12 69 10 15 To Sheffield, 111 44 28.20 22 56 18.80 13.63 10 90 To Tiskilwa.Ill. 58 31 2 25 38 21 62 15 4 12 3 To Bureau. Ill To Peru. 111. . .. 67 81 32.9 35 72 27.26 29 61 23.3 24 6 15.98 17 39 12.78 13 91 To Ottawa 111 96 38 54 31 2 24 90 18 80 15 4 To Seneca, 111. 109 40 42 31.96 25.47 19.55 15 64 To Minooka 111 130 43 24 33 84 26 60 21 05 16 84 To Mokena,lll.. 151 45.59 36.09 28.01 22.74 18 19 To Washington Heights, 111 165 46 43 36 84 28 57 23 12 18 49 To Chicago, 111 181 47.94 38.35 29.70 23.87 19.10 NORTHWESTERN R. R. (C. & N. W. R. R.) LOCAL DISTANCE FREIGHT TARIFF FROM CLINTOX, IOWA. Miles 1 ! 3 4 5 To Malone, Iowa 14 15 6 13 26 10 4 7 8 5 4( To Grand Mound la 24 17 14.45 11 34 8 5 5 9 To W'heatland, la 34 18.2 15.47 12 1 9 I 6.3 To Clarence, la. 46 20 17 13 34 10 7 To Mechanicsville, la To Bertram, la 57 72 20.8 22 17.68 18.7 13.87 14 67 10.4 11 7.2! 7.7 To Cedar Rapids, la. 81 22 8 19 38 15 2 11 4 7 9 To Norway la. 96 24 20 4 16 12 8 4 To Luzerne, la 110 25 6 21.38 16 7 12 re 8.9! To Chelsea, la. 122 28 22 85 17 75 13 65 9 8 To Tama, la 132 29.6 23.83 18.45 14 31 10.4 To Montour, la. ... . ... 139 30 4 24 32 18 8 14 64 10 7 58 NORTHWESTERN R. R. (C. & N. W. R. R.) LOCAL DISTANCE FREIGHT TARIFF FROM FULTON, ILL. Miles 1- 2 3 4 5 To Morrison, 111.. 12 16 92 15 04 13 16 9 40 7 52 To Rock Island, Jet. Ill 22 20 68 18 80 15.04 11 28 9 02 To Nelson, 111. 32 24 44 20 68 16 92 12.69 10 15 To tranklin Grove, 111. 48 29 14 23.50 19.74 14.10 11.28 To Flag^ 111. 57 31 02 25 38 21 62 15 04 12 03 To Malta, 111 .. 72 33.84 28.20 23.50 16.45 13.16 To Maple Park, 111. 85 35 72 29 61 24 06 17 39 13 91 To La Fox, 111.. 95 37 60 30 55 24 62 18 33 14 66 To West Chicago, 111 106 40.42 31 96 25 47 19 57 15 64 To Lombard, 111.. 116 42 30 32 90 26 03 20 30 16 24 To May wood 111 126 43 24 33 84 9 6 60 21 0") 16 84 To Chicago, 111. 136 44 18 34 78 27 16 21 80 17 44 Exhibit B was a comparison of local rates in Illinois, Indiana and Iowa, for distances up to 150 miles, and is as follows: Exhibit B. COMPARISON OF LOCAL RATES. Miles 1st C. Illinois 10 15 04 Indiana ... . 10 7 50 Iowa 10 It 80 Ohio ... 10 7 50 Illinois 25 20 68 Indiana 25 7 50 Iowa . . .... 9 5 17 00 Ohio 25 7 50 Illinois ... 50 29 14 Indiana 50 12 00 Iowa .. . .... 50 20 00 Ohio 50 12 00 Illinois 100 38 54 Indiana 100 24 00 Iowa 100 24 00 Ohio ICO 24 00 Illinois 150 45 12 Indiana 150 28 50 Ohio loO 9 8.50 Iowa 150 32 00 The Illinois rate referred to, is the Commissioners' maximum; the Indiana rate is the C. F. A. scale and the Iowa rate is the Iowa Commissioners' schedule, as shown by Exhibit 2, in the original hearing-. Exhibit A-12, excluding 1 the tariff in question is as follows: DISTANCE TARIFF. Pittsburg-, Cincinnati, Chicago & St. Louis and Indianapolis & Vincennes Ry. local freight tariff, G. F. D. No. 21, on six classes, applying- between sta- tions on the above lines. "PAN HANDLE ROUTE." THE PITTSBURG, CINCINNATI, CHICAGO & ST. LOUIS RAILWAY CO. Office of the General Western and Division Freight Agent. M. S. Connelly. CHICAGO, ILL., April 13,_1905. In reply, refer to File M-42500. Mr. H C. Barlow, Manager, Chicago Shippers Dissociation, City: Dear Sir. Replying to your letter of April 6th addressed to Mr. James P. Orr, G. F. A., Pittsburg, Pa. In compliance with your request we attach copy of our G. F. O. No. 21 which is our local mileage tariff and applies be- tween all stations on our line and points in Ohio and Indiana. We also at- tach copy of our Tariff I. C. C. B-79, naming class and commodity rates be- tween Chicago and Ohio river crossings. Yours truly, M. S. CONNELLY. G. W. & D. F. Agent. "Exhibit A-18 and A-19, excluding the tariffs to which the same are attached, are as follows: GRAND RAPIDS & INDIANA RAILWAY. Grand Rapids & Indiana Ry. Local freight Tariff G. F. D. No. 1 and amendments. Also statement showing comparison of rates on the first six classes from Sturgis, Michigan to various points in Michigan on that line vs. Central Freight Association scale and Illinois distance tariff rates for like distances. GRAND RAPIDS & INDIANA RAILWAY. 1 2 3 4 5 6 Sturgis to Rockford, Mich., 99 miles 25 22 19 12.5 9 7 C F A. scale, 99 miles 24 22 19 12 5 9 8 Illinois distance tariff, 99 miles 38.8 31 24.9 18.8 15 12.4 Sturgis to Reed City, Mich., 153 miles C. F. A. scale, 153 miles 32 30 27 26 20 21 16 13.5 11.5 11 9 9 Illinois distance tariff 153 miles 45 6 36 1 28 22 7 18 2 14 5 Sturgis to Manton, Mich., 195 miles 40 35 26 18 5 15 11 C F A scale 195 miles 33 28 5 22 15 12 9 5 Illinois distance tariff, 195 miles 48 9 39.5 30 5 24.4 19.5 15.9 Exhibit A-19. GRAND TRUNK RAILWAY. Grand Trunk Ry. freight tariff G. F. D. No. 851. Also statement showing comparison of rates on the first six classes from Port Huron to various points in Michigan on that line vs. Central Freight Association scale and Illinois dis- tance tariff rates, for like distances. Also advice from the Grand Trunk Ry. Co. under date of May 11, 1905, that the rates between stations on their line in the State of Michigan are on prac- tically the C. F. A. scale. 60 . GRAND TRUNK RAILWAY 1 2 3 4 5 6 Port Huron to Shaftsburg, Mich., 100 miles C F A scale 100 miles 24 24 21 22 IT , 19 11 12 8.5 9 7.5 8 Illinois distance tariff, 100 miles 38 5 31 24 9 18 8 15 12 4 Port Huron to Penfield, Mich., 153 miles C F. A. scale, 153 miles 28 30 24 26 20 21 13.5 13 5 10.5 11 8 9 Illinois distance tariff, 153 miles 45.6 36.1 28 22.7 18.2 14.5 Port Huron to Marcellus, Mich., 200 miles C F A scale 9 00 miles 30 33 26 28 5 20 13.5 15 11 12 9 9 5 Illinois distance tariff, 200 miles 48 9 39 5 30 5 24.4 19 5 15.9 GRAND TRUNK RAILWAY SYSTEM. Lines west of Detroit and St. Clair Rivers. Freight Tariff Bureau. CHICAGO, ILL., May 11, 1905. In Reply Refer to File No. 992. Mr. H C. Barlow, Mgr. Chicago Shippers' Ass'n, 135 Adams St., City: Dear Sir: Yours 9th instant to Mr. Hayes referred to me. Our rates be- tween stations on our line in Michig-an are published in regular tariff, and we do not carry a mileage scale. In the compiling of these rates, scale basis was used, the same as that of Central Freight Association referred to by you, for part of our line, but in other instances we use Michigan scale, there being some slight differences, but not of much consequence. Yours trulv, H. C. "MARTIN, Chief of Tariff Bureau. Exhibit D to the original petition was a comparison of rates in force in Ill- inois, Iowa and Indiana, and was substantiated by proper exhibits offered in evidence, and is as follows; Exhibit D. COMPARATIVE SCHEDULE OF FREIGHT RATES IN FORCE IN ILLINOIS, INDIANA AND IOWA. NOTE. The Illinois Commissioners' schedule is shown for Illinois basis. The Central Traffic Association basis is shown for Indiana. The Iowa Commissioners' schedule is shown for Iowa basis. Miles. State Basis. 1 9 3 4 5 6 5 Illinois . 13 16 11 26 9 40 7 52 6 01 4 76 Indiana 7 50 7 50 7 6 4 3 Iowa . 14 11 9 9 34 7 4 9 5 10 Illinois.. . 15 04 13 16 11 28 8 46 6 76 5.64 Indiana. 7 5 7 5 7 6 4 5 3 Iowa 14 8 12 58 10 01 7 4 5 18 5 3 15 Illinois- 16 92 15 04 13 16 9 4 7 52 6 58 Indiana 7 50 7 5 7 5 5 3.5 Iowa . 15 6 13 26 10 4 7 8 5 46 5 60 20 Illinois.. 18 80 16 92 14 10 10 34 8 27 7 05 Indiana. 7 5 7 5 7 5 7 5 4 Iowa.. . 16.4 13.94 10.94 8.2 5.74 5.8 61 Exhibit D Continued. Miles. State Basis. 1 2 3 4 5 6 95 Illinois 20 68 18 80 15 04 11 28 9 02. 7 52 Indiana. 7 5 7 5 7 5 7 5 5 4 5 Iowa 17 14.45 11.34 8.5 ^5.9* 6 30 Illinois.. 22 56 19 74 15 98 11 98 9 58 7 99 Indiana 7.5 7.5 7.5 7 6 5 1 owa. . 17 6 14 96 11 73 8 8 6 16 6 2 35 Illinois 24 44 20.68 16.92 12 69 1015 8 46 Indiana. 8 5 8 5 8 7 5 6 5 5 5 40 Iowa Illinois . 18.2 26 32 15.47 21 62 12.1 17 86 9.1 13 16 5.37 10 52 6.4 8 92 Indiana 9 5 9.5 9 8 7 6 Iowa. 18 8 15 98 12 5 9 4 6 58 6 6 45 Illinois.. 28 20 22 56 18 80 13 63 10 90 9.40 Indiana. 10 5 10 5 10 g 7 5 6 Iowa 19 4 16 49 13 9 7 6 79 6.8 50 Illinois.. 99 14 23 50 19 74 14 10 11 28 9 64 Indiara. ... 12 11 5 10 5 8 5 7 5 6 5 Iowa. 20 17 13 34 10 7 05 55 Illinois.. 30 08 24 44 20 68 14 57 11 65 10 32 Indiana. 13 12 5 11 5 9 7 5 6 5 Iowa. 20 4 17 34 13 6 10 2 7 14 7.2 60 Illinois.. 31 02 25 38 21 62 15 04 12 03 10 58 Indiana. 14 5 13 12 10 7 5 6 5 Iowa 20 8 17.68 13 87 10 4 7.28 7.4 65 Illinois.. 31 96 26 3? 22 56 15 51 12 40 10 81 Indiana 15 5 14 13 10 7 5 7 Iowa. 21 2 18 2 14 14 10 6 7 42 7 6 70 Illinois 32 90 27 26 23 03 15 98 12 78 11 05 Indiana. 17 15 13 5 10 g 7 Iowa 21 6 18 36 14 4 10 8 7 56 7 75 Illinois- 33 84 28 20 23 50 16 45 13 16 Jl 28 Indiana. . . . ... 18 16 15 10 5 8 7 Iowa. 22 18 7 14 67 11 7 7 8 80 Illinois.. 34 78 29 14 23 78 16 92 13 53 11 51 Indiana. 19 5 18 5 17 11 8 5 7 5 Iowa 22 4 19 04 14 94 11 2 7 84 8 2 85 Illinois 35 72 29 61 24 06 17 39 13 91 11.75 Indiana. 21 19 17 11 5 8 5 7 5 Iowa. 22 8 19 38 15 2 11 4 7 98 8 4 90 Illinois 31 66 30 08 24 34 17 86 14 28 11 98 Indiana 22 20 17 12 9 8 Iowa 23 2 19 72 15 47 11 6 8 12 8.6 95 Illinois . 37 60 30 55 24 62 18 33 14 66 12 22 Indiana .... .... 23 22 18 12 9 8 Iowa 23 6 9 06 15 73 11 8 8 26 8 8 100 Illinois 38 54 31 02 24 90 18 80 15 04 12 45 Indiana 24 22 19 12 5 9 8 Iowa ?.4 20 4 36 12 8 4 9 110 Illinois . 40 42 31 96 25 47 19 55 15 64 12 93 Indiana 24 5 22 19 5 12 5 9 g Iowa 25 6 21 38 16 7 12 66 8 98 9 7 120 Illinois . 42 30 32 90 9 6 03 20 30 16 24 13 35 Indiana 25 22 19 5 12 5 9 5 8 [owa 25 6 21 38 16 7 12 66 6 98 9 7 130 Illinois 42 34 33 84 26 60 21 05 16 84 13 72 Indiana ... 26 23 19 5 13 10 8 5 Iowa . . 28.8 23.34 18.1 13.98 10.14 11.1 62 Exhibit D Concluded. Miles. State Basis. 1 2 3 4 5 6 140 Illinois . 44 18 34 78 27 16 21 80 17 44 14 10 Indiana 27 5 24 20 13 10 8 5 Iowa 30 4 24 32 18 8 14 64 10 72 11 8 150 Illirois .... 45 12 35 72 27 72 22 56 18 04 14 48 Indiana 28.5 25 20 13 5 10 5 8 5 Iowa 32 25 3 19 5 15 3 11 3 12 5 16C Illinois 46 06 36 47 28 29 22 93 18 34 14 76 Indiana . . 30 26 21 13 5 11 9 Iowa 33.6 26.28 20.2 15 96 11 88 13 18 170 Illinois . . 46 81 37 22 28 85 23 31 18 64 15 04 Indiana 31 26.5 21 5 14 11 9 Iowa 35 2 27 26 20 9 16 62 > 46 13 86 180 Illinois . 47 56 37 97 29 42 23 68 18 95 15 37 Indiana 31 5 97 21 5 14 11 5 9 Iowa 36 8 28.24 21 6 17 28 13 01 14 54 190 Illinois 48 32 38.72 29 98 24 06 19 25 15 65 Indiana 32 28 22 14 5 11 5 9 5 Iowa 38.4 29.22 22.3 17 94 13 62 15.22 200 Illinois . 48 88 39 48 30 54 24 44 19 55 15 98 Indiana 33 28 5 9 2 15 12 9 5 Iowa 40 30 2 K3 18 6 14 2 15 9 210 Illinois. ... 49 53 40 04 31 02 24 61 19 85 16 17 Indiana 34 29 5 22 5 15 12 5 10 Iowa 41 6 31 18 23 7 19 24 14 78 16 56 220 Illinois ..- 50 19 40 60 31 49 25 19 20 15 16 36 Indiana 35 30 22 5 15 13 10 Iowa 43 2 32 16 24 4 19 88 15 36 17.22 230 Illinois 50 85 41.17 31 96 25 56 20 45 16 45 Indiana 35 5 30 5 23 15 5 13 10 5 Iowa 44 8 33 14 25 1 20 52 15 94 17 88 240 Illinois 51 51 41 73 32 43 25 94 20 75 16 73 Indiana 36 31 23 16 13 10 5 Iowa 46 4 34 12 25 8 21 16 16 52 18 54 250 Illinois 52 17 42 30 32 90 26 32 21 05 16 92 Indiana 37 32 23 5 16 13 5 10 5 Iowa .. 48 35 1 26 5 21 8 17 1 19 2 275 Illinois . 54 14 43 99 34 31 27 44 ?1 95 17 48 Indiana 38 5 33 24 5 16 5 14 11 Iowa 52 8 38 4 28 6 23 72 18 84 21 18 300 Illinois . 55 46 4-j 12 35 25 28 20 22 56 17 86 Indiana 40 34 25 17 14 5 11.5 Iowa 56 40 30 25 20 22 5 325 Illinois 57 34 47 37 13 29 32 23 46 18 80 Indiana 41 35 26 18 15 12 Iowa 57 5 41 5 31 5 26 5 21 5 24 350 Illinois 58 28 47 94 38 07 29 89 9 3 91 19 27 Indiana 42 36 27 18 5 15 5 13 Iowa 58 5 42.5 32.5 27 5 22.5 25 375 Illinois . 59 22 48 88 39 01 24 36 19 74 17 86 Indiana 43 36 5 27 5 19 . 16 5 13.5 Iowa 60 44 34 29 24 26 5 400 Illinois . 60 16 49 82 39 48 31 02 24 81 20.12 Indiana Iowa 44 61 37.5 45 28.5 35 19.5 30 17 25 14 27.5 425 Illinois . 61 10 50 57 40 42 31 77 25 41 20 68 Indiana ... 44 5 38 5 29 20 5 17 5 14 5 Iowa 62 5 46 5 36 5 31 5 26 5 29 The rates shown in the preceding- exhibit for the state of Iowa are governed by the schedule of reasonable maximum rates of charges as made by the Rail- road Commissioners of Iowa Said schedule was offered in evidence in the 1902 hearing- as Exhibit 2 It was contended by some of the witnesses for respondents that this schedule has had the effect of reducing- the number of manufactories in Iowa. Exhibit 101 being- the Census Bulletin issued by the government, sho_ws the number of manufacturing- establishments in Iowa, in 1890, was 7,440. while in 1900 there were 14.819, an increase of 99.2 per cent. Exhibit 102 being- Census Bulletin issued by the g-overnment, shows sta- tistics for Illinois. In 1890 there were 20,482 manufacturing- establishments in Illinois, as compared with 38,360 in 1900. being an increase of 87*3 percent, showing that between 1890 and 1900, manufacturing establishments in Iowa increased in larger proportion than in Illinois. Exhibit 25. consisting of a tariff, shows that the distance from Richmond to Knightsville. Indiana., is 123 miles. The Indiana rate, as disclosed by the tariff, for the first five classes, is as follows: 31 26.50 21.50 14 11 The Illinois Commissioners' schedule for the same distance, for the first five classes is: 42.77 33.37 26.32 20.68 16.50 Richmond to Terre Haute. 140 miles: Indiana rate for the first five classes is as follows: 31 26.50 21.50 14 11 Illinois Commissioners' schedule for the same distance, for the first five classes is as follows: 44.18 34.74 27.16 21.80 17.44 Petitioners' exhibit 64 consists of various expense bills over the Panhandle, Big Four and Monon route, showing shipments entirely within the state of Indiana, and a comparison made therewith of the Commissioners' schedule in Illinois and the rates for the same distance under the C. F. A. scale, as follows: Miles. Illinois rate. Indiana rate. C. F. A. scale. South Bend to Anderson 126 42 77 26 50 26 Richmond to Anderson 48 23 50 11 50 12 Indianapolis to Goshen 146 44 65 28 05 28 50 Goshen to Anderson 100 38 54 24 24 Daleville to Indianapolis (1^> first-class) 45 42 60 15 15 75 Indianapolis to Anderson 35 24 44 18 Salem to Indianapolis 195 48.59 33 33 Exhibit 66 consists of a letter from the agent of the Pennsylvania Company at Vincennes, Indiana, quoting class rates from Yincennes to Spencer, Indi- ana, a distance of 64 miles, for the first five classes, as follows: 15.50 14 13 10 7.50 Illinois distance tariff for the same distance is: 31.96 26.32 22.56 15.51 12.40 The C. F. A. scale is the same as the Indiana rate named in this letter. Exhibit 51 consists of expense bills of the Illinois Central, Chicago & Alton and Wabash, showing that from Chicago to Springfield, a little less than the Commissioner's schedule is charged, while from Bloomington to Springfield, the full schedule is charged. The distance from Chicago to Springfield is 185 miles, and the rate charged on first-class is 47 cents. The distance from Indianapolis to Springfield is 197 miles, and the rate charged is 18, "^ cents. Exhibit 68 consists of a postal card from the agent of the L. E. & W. Rail- road Company at Ft. Wayne, quoting class rates from Fort Wayne to Royer- ton, both in Indiana, the distance being 60 miles, and is as follows: 29 ,19 15 10 8 The Illinois rate, for the same distance is as follows: 31.02 25.38 21.62 15.04 12.03 Exhibit 70 consists of expense bill of the E. & T. H. R. R. Co. on shipment of nuts from Evansville to Terre Haute, 109 miles, showing- the Indiana rate to be 18 cents, whereas the C. F. A. scale is 24.50 and the Illinois rate is 40.42. Exhibit 69 consists of a letter from the agent of the Pennsylvania Company at Ft. Wayne. Indiana, quoting rates from Ft. Wayne to Richmond, 92 miles, and from Ft. Wayne to Bourbon, Indiana, 53 miles, and as compared with the Illinois rates, is as follows: Ft. Wayne to Richmond: Indiana rate . ..... 23 22 18 12 9 Illinois rates for same distance 37 60 30 55 24 62 18 33 14 66 Ft. Wayne to Bourbon : Indiana rates 17 15 13 5 10 8 Illinois rates for same distance 30.08 24.44 20 68 14 57 11.65 A reference to page 37 of the tariff of the Michigan Central, introduced as Exhibit A-ll shows a comparison of that tariff applying locally between stations in Michigan, on the Michigan Central, versus the C. F. A. scale and Illinois distance tariff rates for like distances. The part of said Exhibit A-ll \vhich has reference to local rates in Michigan is as follows: MICHIGAN CENTRAL R. R. Miles. 1 2 3 4 5 6 Detroit to Ann Arbor . 37 16 14 12 9 7 5 5 C. F. A. scale 37 9.5 9.5 9 8 7 6 Illinois distance tariff . . 37 26 3 21 6 17 8 13.2 10 5 8 9 Michigan distance tariff 37 18 15 11 9 6 Detroit to Jackson 76 19 17 15 10 5 8 7 C. F. A. scale 76 19.5 18.5 17 11 8.5 7.5 Illinois distance tariff 76 34 8 29 1 23 8 16 9 13 5 11.5 Michigan distance tariff 76 24 21 17 11 8.5 7.5 Detroit to Kalamazoo 144 30 26 20 13 5 11 9 C. F. A. scale 144 28.5 25 20 13.5 10.5 8.5 Illinois distance tariff 14* 44 6 35 2 27 4 22 2 17 7 14.03 Michigan distance tariff 144 30 26 20 15 11 9 Detroit to N iles 192 30 26 20 13.5 11 9 C F. A. scale '192 33 28 5 22 15 12 9.5 Illinois distance tariff 192 48.6 39.1 30.3 24.2 19.4 15.8 Michigan distance tariff 192 39 33 25 19 14 11 Exhibit B which will be found on page 29 of the original printed petition filed in this case, and which was substantiated by tariffs afterwards intro- duced in evidence on the hearing, is as follows: Exhibit B. A COMPARISON OF KATES FROM CHICAGO TO INDIANA AND ILLINOIS POINTS ON BOTH SIDES OF STATE LINE. Miles. 1st. 2d. 3d. 4th. 5th. 6th. Goodland, Indiana 85 25 22 19.5 12.5 9.5 7.5 Woodland, Illinois 82 30 25 20 13 12.5 10.5 Onarga, Illinois 85 35.72 29.61 24.06 17.39 13.91 11.75 Illinois distance tariff Oxford, Indiana... 85 103 35.72 30 29 61 25 24.06 20 17.39 13 13.91 10 11 75 8.5 Kossville, Illinois. . . .... 105 30 25 20 13.5 12.5 10.5 Paxton, Illinois 103 39 48 31 49 25 19 19 17 15.34 12.69 Illinois distance tariff 105 39 48 31 49 25 19 19 17 15 34 12.69 65 Exhibit B Concluded. Miles. 1st. 2d. 3d. 4th. 5th. 6th. Rob Roy, Indiana 124 30 25 20 13.5 10.5 9 Danville, Illinois 124 30 25 20 13 5 '12 5 10 5 Champaign, Illinois . . ' Illinois distance tariff 127 127 43.24 43.24 33.84 33.84 26.6 20.6 20 21.05 16 16.84 13.72 13.72 Hillsdale, Indiana 155 31.5 27 21.5 14 11.5 9 \llerton, Illinois 151 40 30.5 12.5 15.7 14 13 Tuscola Illinois 150 45 12 35 72 27 72 20 17 . 14 48 Illinois distance tariff 150 45.12 35.72 27.72 22.56 18.04 14.48 Terre Haute, Indiana 178 31.5 27 21.5 14 11.5 9 Bourbon, Illinois 180 40 30 5 23 5 15.7 14 13 ^Etna, Illinois 179 47 38 29 20 17 15 Illinois distance tariff 180 47.56 37.97 29.42 23.68 18.95 15.37 Vincennes, Indiana 235 37 32 23.5 16 13.5 10.5 Tonti, Illinois 238 51 51 41 73 32 25 20 16 73 Illinois distance tariff 238 51.51 41.73 32.43 25.94 20.75 16.73 Evansville, Indiana 287 40 34 25 17 15 12 DuQuoin, Illinois 288 54.8 44.55 34.78 25 22.25 17.67 Illinois distance tariff 288 54.8 44.55 34.78 27.82 22.25 17.67 Exhibit A to the petition of the Quincy Freight Bureau, dated July 8, 1902, which will be found on page 2 of the printed copy of intervening petitions, makes a comparison between rates of shipments entirely within the State of Indiana, as compared with the Illinois distance tariff, and is as follows: Exhibit A. PENNSYLVANIA R. R. (P. C. C. C. & ST. L. R. R.) Local distance'f reight tariff from Richmond, Ind,, compared with Illinois rates. Miles CLASSES. 1 2 3 4 5 6 To Centerville, Ind 6 6 15 15 29 30 34 35 47 50 51 55 57 60 68 70 107 110 123 125 140 140 7.5 13.16 7.5 16.92 7.5 22.56 8.5 24.44 12 29.14 13 30 08 14.5 31.02 17 32.90 28.5 40 42 31 42.77 31 41.18 7.5 11.28 7.5 15.04 7.5 19.74 8.5 20.68 11.5 23.50 12.5 24.44 13 25.38 15 27.26 25 31.96 26.5 33.37 26.5 34.78 7 9.40 7.5 13.16 7.5 15 98 8 16.92 10 .5 19.74 11.5 20.68 12 21.62 13.r, 23.03 20 25.47 21.5 26.32 21.5 27.16 6 7.52 7 9.40 7 11.98 7.5 12.69 8.5 14.10 9 14 57 10 15.04 10 15.98 13.5 19.55 14 20.68 14 2i.80 4 6.01 5 7.52 6 9.58 6.5 10.15 7.5 11.28 7.5 11.65 7.5 12.03 8 12.78 10.5 15.64 11 16.54 11 17.44 3 4.70 3.5 6.58 5 7.99 5.5 8.46 6.5 9.64 6.5 10 32 6.5 10.58 7 11.05 8.5 12.93 9 13.54 9 14.10 Illinois distance tariff To Cambridge City, Ind. Illinois distance tariff To Dunreith, Ind Illinois distance tariff To Knightstown, Ind Illinois distance tariff . * To Greenfield, Ind Illinois distance tariff To Philadelphia, Ind Illinois distance tariff To Cumberland, Ind Illinois distance tariff To Indianapolis, Ind. Illinois distance tariff To Greencastle, Incl. Illinois distance tariff To Knightsville, Ind. Illinois distance tariff To Terre Haute, Ind. Illinois distance tariff 5- R W INTERSTATE RATES AS COMPARED WITH ILLINOIS COMMISSIONERS' SCHEDULE. The evidence of witnesses called for the respondents is that interstate rates or joint tariffs made with roads operating- in other states, in connection with the roads operating in Illinois, are voluntarily made and that the proportion of the freight accruing to the Illinois road is fixed by agreement between the two roads. It must therefore be borne in mind that the interstate rates, as indicated by the exhibits hereafter shown, are the voluntary act of the rail- road company and the testimony of the various witnesses for repondents shows that no freight is carried in Illinois by the Illinois railroads at a loss. Exhibit 71 consists of expense bills of the T. H. & I. R. R. Co. and shows the rate on nails from Indianapolis, Indiana to Oakland, Illinois, 167 miles, to be 14 cents, while the rate from Decatur, Illinois to Oakland, over the same line, a distance of 56 miles, is 12 cents. Exhibit 75 consists of expense bills on the Big Four Railroad, showing that the rate on nails. Indianapolis to Urbana, Illinois, 116 miles, is 11 cents, while from Decatur to Urbana, 46 miles, the rate is 13 cents. Exhibits 91 and 93 consist of tabulated statements showing the rates on various commodities in the grocery business, from Chicago to certain points in Illinois, and to other points in Indiana, immediately opposite said Illinois towns, and are as follows: OO OO 00 OC 00 OS to OO CO 00 < 00 '<& OO OO OO OO M Cg CM O CO CM CO -M JO 7\l co r^-J ^1 'M ''Nl vs m ft eg eg -* ?j -a. SM i* Vj . - ri cc co Mt. Vernon, Ind. 306 miles Per cent i g :J Grayville, 111.- 267 miles Ste wartsville. Ind. : 278 miles... :3 - Percent .............. Mt. Carmel, 111.- 251 miles ........... Princeton, Ind. 260 miles... Percent Robinson. 111. 206 miles Sullivan, Ind. 204 miles Percent \N Marshall J'ct., Ill- S8S^SSS3'95a5S8 176 miles Jo!fiS2222 &l T ( f I -H C^J CO C^J ^ "^ i-H T-H [IS3?S5 fCD< Terre Haute, Ind. 178 miles ........... Per cent. Chrisman, 111.- 148 miles... eg o-i Hillsdale, Ind. 155 miles o ; 68 a < .5 o 55 12 o 3 % ."o ^ S3 S I 2 I S OS -^ -^ -^ **< i i-i ic ic co co Vincennes, Ind. 235 miles.... Per cent yKtna, 111. 179 miles .. Terre Haute, Ind. 178 miles ........ Percent .......... Tuscola, 111. 149 miles ........... ^ss s 35 s 8 IM i.^ eg c\i cvi oc t- ic t-^ ic. icr c o ic Hillsdale, Ind. -i^-J-t--,^-;^, 155 miles.... ! W-WW'NW^, Per cent. Champaign , 111. 127 miles ........ Rob Roy, Ind 124 miles.... Percent .......... Paxton, 111. - 103: Ss529'a95SS55l553S;SSw39SSl miles... i^5?? Oxford, Ind.-103 miles Percent. Onarga, 111. 85 miles ...... ; ____ Goodland, Ind. 85 miles ........ OS N 10 OS M Oi 1C 1C 05 OS OS 05 i^ W 1-1 M T-C C^J CM i-H 1 C^J N 10 M 1C 1C OS* Oi T-I CM 1-1 T-H IM C^l TH ^H 69 Exhibit 76 consists of 17 expense bills of the L. E. & W. Railroad Co show- ing- shipments of bridge iron from Muncie, Ind. to various points in Illinois. The first one shows thaL the rate charged from Muncie, Ind. to Bayliss, 111., is 14 cents; the rate from Decatur to Bayliss is 20.31. It is 117 miles from Decatur to Bayliss and 319 miles from Muncie to Bayliss. The Lake Erie and the Wabash make a haul of 195 miles in the State of Illinois. These expense bills show that they do that for 14 cents from Muncie and they charge 20.31 from Decatur. The second is a shipment from Muncie to Poplar City, 111. The distance is 290 miles, rate 14 cents. The rate from Decatur to the same point is 16.45. The next is a shipment from Muncie to Latham, 111., a distance of 205 miles. The rate is 13 cents. From Decatur to Latham, 15 miles, the rate is 12.69. The next is from Muncie to Kelsey, 111., a distance of 302 miles. The rate is 14 cents, while from Decatur to Kelsey the rate is 16.45. The next is from Muncie, Ind. to Mason City, 111. The rate is 14 cents, while the rate from Decatur to the same point is 15.04. The next is from Muncie to Chestnut, 111. The rate is 13 cents, while the rate from Decatur to Chestnut is 12.69. From Muncie to Pana. 111., 251 miles, the expense bill shows the rate to be 14 cents, while from Decatur to Pana, a distance of 32 miles, the rate charged is 12.69. From Muncie to Williamsville, 111., the distance is 272 miles and the rate is 14 cents, while from Decatur to Williamsville, 51 miles, the rate is 15.04. From Muncie to Princeville, 111., 282 miles, the rate is 14 cents, while from Decatur to Princeville, 122 miles, the rate is 20.68. From Muncie to Herman, 111., 201 miles, the rate is 13 cents, while from Decatur to Herman. 11 miles, the rate is 8.46. From Muncie to Hartsburg, III., 235 miles, the rate is 10 cents, while from Decatur to Hartsburg, 41 miles, the rate is 8.46. From Muncie to Mt. Joy, 111., 241 miles, the rate is 13 cents, while from Decatur to Mt. Joy, 42 miles, the rate is 13.63. Exhibit 51 consists of expense bills showing that the charge on first-class freight from Chicago to Springfield, a distance of 185 miles, is 47 cents, while from Indianapolis to Springfield, 197 miles, the rate is 18 \4 cents. Exhibit A-7, omitting the tariff forming a part thereof, is as follows: Exhibit A-7. ILLINOIS CENTRAL R. R. Indiana, Decatur tfe Western Ry. joint freight tariff No. 568, and amendments. Also statement showing comparison of rates on the first six classes from Indi- anapolis to points in Illinois on the Illinois Central R R. vs. Central Freight Association scale and Illinois distance tariff rates for like distances. Also comparison with the rates from Chicago to same points. ILLINOIS CENTRAL R. R Miles. 1 2 3 4 5 6 Indianapolis to Champaign C F A scale . 118 118 31 25 26.5 22 21.5 19 5 14 12 5 11 9 5 9 8 Illinois distance tariff 118 42 32.9 26 20.3 16.2 13.3 Chicago to Champaign Indianapolis to Bloomington C. F. A. scale 127 166 166 43.3 31.5 31 38.8 27 26.5 26.6 21.5 21.5 20 14 14 16 11.5 11 13.7 9 9 Illinois distance tariff 166 46 8 37 2 28 8 22 3 18 6 15 Chicago to Bloomington Indianapolis to Litchfield 126 207 43.2 37 33.8 32 26.6 23 5 21.1 16 16.8 13 5 13.7 10 5 C K A scale 207 34 29 5 22 5 15 12 5 10 Illinois distance tariff Chicago to Litchfield 207 235 49.5 47 40 38 31 29 24.8 20 19.8 17 16.2 15 Indianapolis to LaSalle C. F A. scale 226 226 40 35 5 32 30 5 24 23 18 15 5 14 13 12 10 5 Illinois distance tariff 226 50 8 41 2 32 25 5 20 5 16 5 Chicago to LaSalle 99 35 25 18 14 13 12 70 Exhibit A-8, exclusive of the tariff forming a part thereof, is as follows: Exhibit A-8. CHICAGO & ALTON RAILROAD. Indiana, Decatur & Western Ry. Joint Freight Tariff No. 995. Also state- ment showing comparison of rates on the first six classes from Indianapolis to points in Illinois on the C. & A. R. R. vs. Central Freight Association scale and Illinois distance tariff rates for like distances. Also comparison with rates from Chicago to same points. c. & A. R. R. Miles. 1 2 3 4 5 6 Indianapolis to Braceville 165 31 5 27 21 5 14 11 5 9 C. F. A. scale 165 31 26.5 21 5 14 11 9 Illinois distance tariff 165 46 4 36 8 28 6 23 1 18 5 14 9 Chicago to Braveville . 61 32 26 3 22 6 15 5 12 4 10 8 Indianapolis to Streator 190 31 5 27 21 5 14 11 5 9 C. F. A. scale 190 32 28 22 14 5 11 5 9 5 Illinois distance tariff . 190 48 3 38 7 30 24 19 15 6 Chicago to Streator 94 35 25 18 14 13 12 Indianapolis to Peoria 211 31 5 27 21 5 14 11 5 9 C. F. A. scale 211 34 29.5 22 5 15 12 5 10 Illinois distance tariff 211 50 2 40 6 31 5 25 2 20 2 16 4 Chicago to Peoria 150 40 32 24 13 10 g Indianapolis to East St. Louis 242 37 32 23 5 16 13 5 10 5 C F A scale 242 37 32 23 5 16 13 5 10 5 Illinois distance tariff 242 52 2 42 3 32 9 26 3 21 16 9 Chicago to East St. Louis 281 47 38 29 23 38 15 Exhibit A-13, exclusive of the tariff forming a part thereof, is as follows: Exhibit A-13. A schedule showing the current merchandise rates from Cincinnati, Ohio, and Indianapolis, Indiana, to the various points in Illinois used in these exhibits, and authenticated and confirmed by the C. C. C. & St. L. Ry. Co.. on April 18, 1905. *CLASS RATES IN CENTS PER 100 POUNDS, IN EFFECT APRIL 14. 1905. From Cincinnati, Ohio, on Classes. To Illinois Points Below. trom Indianapolis, Ind., on Classes 1 2 3 4 5 6 1 2 3 4 5 6 40 40 40 40 40 40 40 40 40 40 40 40 40 55 55 40 43 43 40 40 34 34 34 34 34 34 34 34 34 34 34 34 34 50 50 34 36.5 36.5 34 U 25 25 25 25 25 25 25 25 25 25 25 25 25 40 40 25 27.5 27.5 25 25 17 17 17 17 17 17 17 17 17 17 18 17 17 29 29 17 19 19 18 18 15 15 15 15 15 14.5 15 15 15 15 15 15 15 24 24 15 16 16 15 15 12 12 12 12 12 11.5 12 12 12 12 12 12 12 19.5 19.5 12 13 13 12 12 Effingham 31.5 31.5 31 31.5 31.5 31.5 37 35 37 31.5 40 37 37 52 52 37 40 40 31.5 31.5 27 27 26.5 27 27 27 32 30 32 27 32 32 32 47 47 32 32 32 27 27 21.5 21 5 21.5 21.5 21.5 21.5 23.5 22.5 23.5 21.5 24 23.5 23.5 37 37 23.5 24 24 21.5 21.5 14 14 14 14 14 14 16 15 16 14 18 16 16 26 26 16 18 18 14 14 11.5 11.5 11 11.5 11.5 11.5 13.5 13 13.5 11.5 14 13.5 13.5 21 21 13.5 14 14 11.5 11.5 9 9 9 9 9 9 10.5 10 10.5 9 12 10.5 10.5 17 17 10.5 12 12 9 9 Newton Champaign . Decatur Bloomington Mattoon Litchfield Pana .... .. Mt. Vernon Peoria LaSalle .. .. . Springfield Salem .. Freeport Dixon Centralia ... .. Lombardville Elmwood Streator ... ,. Braceville Governed by the official classification. 71 CHICAGO SHIPPERS' ASSOCIATION. CHICAGO, April 13, 1905. Mr. C. J. Brister, Ass't O. F. A., C., C., C. & St. L. Ry., Cincinnati, Ohio. Dear Sir: If I am not intruding' on your kind offices, I would like to have the rates from Cincinnati and Indianapolis to points in Illinois, named below, on the six classes: Effing-ham, 111. Newton, 111. Champaign, 111. Decatur, 111. Blooming-ton, 111. Mattoon, 111. Litchfield, 111. Pana, 111. Mt. Vernon, 111. Peoria, 111. LaSalle, 111. Springfield, 111. Salem, 111. Freeport, 111. Dixon, 111. Centralia, 111. Lombardville, 111. Elmwood, 111. Streator, III. Braceville, 111. I very much desire this information and will appreciate your kindness in this matter. Thanking- you in advance for the courtesy, I am, Yours very truly, H. C. BARLOW, Manager. "BiG FOUR ROUTE." THE CLEVELAND, CINCINNATI. CHICAGO & ST. LOUIS BY. CO. Traffic Department. CHICAGO, April 18, 1905, Mr. H. C. Barlow, Mgr. Chicago Shippers Ass'n. 1213 Merchants Loan & Trust Bldg-., Chicago, 111. DEAR SIR I return herewith your letter of April 13th, addressed to C. J, Brister, which has been referred to us. Attached you find the class rates as per your request. Yours truly, C. TlLLINGHAST, A. G. F. A. Exhibit A-9, exclusive of the tariff which is made a part of the same, is as follows: Exhibit A-9. INDIANA, DECATUR & WESTERN RY. I. D. & W. Ry. local freight tariff No. 820. Also statement showing com- parison of rates on the first six classes from Indianapolis to stations in Illi- nois on that line vs. Central Freight Association scale and Illinois Distance tariff for like distances. Also comparison with the rates from Chicago to same points. INDIANAPOLIS, DECATUR & WESTERN RY. Miles. 1 2 3 4 5 6 Indianapolis to Hume 95 27.5 24 20 13 10 8 5 C. F. A. scale . 95 23 22 18 12 9 8 Illinois distance tariff 95 37'6 30.5 24.6 18.3 14.6 12 2 Chicago to Hume 154 45 1 35.2 27 7 20 17 14 5 Indianapolis to Tuscola 117 31 26 5 21 5 14 11 9 C. F. A. scale 117 25 22 19 5 12 5 9 5 8 Illinois distance tariff 117 42 3 32 9 26 20 3 16 2 13 3 Chicago to Tuscola 154 45 1 35 2 27.7 20 17 14 5 Indianapolis to Decatur 153 31 5 27 21 5 14 11 5 9 C. F. A. scale . J53 30 26 21 13 5 11 9 Illinois distance tariff 153 45 6 36 1 28 22 7 18 2 14 5 Chicago to Decatur 173 46.8 37 2 28 9 22 17 15 Indianapolis to Springfield 197 37 32 23.5 16 13 5 10 5 C. F. A. scale .. ... 197 33 28 5- 22 15 12 9 5 Illinois distance tariff Chicago to Springfield 197 193 48.8 47 39.5 38 30.5 29 24.4 22 19.5 17 16 15 Exhibit A-10, exclusive of the tariff which is made a part of the same, from which the rates are secured in making up said exhibit, is as follows: Exhibit A-10. CHICAGO, BURLINGTON & QUINCY RAILWAY. Vandalia line joint freight tariff No. 1890. Also statement showing com- parison of rates on the first six classes from Indianapolis to stations in Illi- nois on the C., B. & Q. Ry. vs. Central Freight Association scale and Illinois distance tariff for like distances. Also comparison with the rates from Chicago to same points. C., B. & Q. R'Y. Miles. 1 2 3 4 5 6 Indianapolis to Elmwood 237 40 32 24 18 14 1 C. F. A. scale 237 36 31 23 16 13 10 5 Illinois distance tariff 237 51 5 41 7 32 4 25 9 20 7 16 7 Chicago to Elmwood 160 46.4 36.8 28.6 22 17 14 9 Indianapolis to Lombardville 275 40 32 24 18 14 12 C. F. A. scale ... . 275 38 5 33 24.5 16 5 14 11 Illinois distance tariff 275 54 1 44 ,34 3 27 4 21 9 17 5 Chicago to Lombardville 124 42.8 33 4 26 3 20 15 13 5 Exhibit A to the intervening petition, which will be found in the printed copy of petitions, on page 27, is as follows: Exhibit A. COMPARISON OF CLASS RATES FROM INDIANAPOLIS AND FROM CHICAGO TO VARIOUS POINTS IN ILLINOIS. CHAMPAIGN. Miles. ' 2 3 4 5 6 Chicago 127.62 .4324 .3384 266 .20 16 .1372 Indianapolis , 118 2 31 265 215 14 11 09 .1224 .0734 .051 .06 .05 .0472 78 Exhibit '^"Concluded. BLOOMIXGTON. Chicago . . 126.5 165.9 .4324 .315 ,1174 .3384 .27 .0684 .266 .215 .051 .2105 .14 .0705 .1684 .1150 .0524 .1372 .09 .0472 PEORIA. Chicago 154.9 211.5 .40 .315 .085 .32 .27 .05 .24 .215 .025 .18 .14 .04 .14 .115 .025 .12 .09 .03 Indianapolis. .. PARIS. Miles. ' 2 3 4 5 6 Chicago 153.4 91 .4606 .25 .2106 .3647 .22 .1447 .2829 .195 .0879 .20 .125 .075 .17 .095 .075 .1476 .08 .0676 Indianapolis MATTOON. Chicago 172 14 47 376 29 20 17 15 Indianapolis 128.7 .315 .155 .27 .106 .215 .075 .14 .06 .115 .055. .09 .06 Chicago .. 202 .47 38 .29 .23 .18 .15 Indianapolis 167 6 35 30 225 15 13 10 .12 .08 .065 .08 .05 .05 LITCHFIELD. Chicago Indianapolis . . ... 234 207 1 .47 37 .38 32 .29 235 .23 16 .18 135 .15 .105 .10 .06 .055 .07 .045 .045 Chicago Indianapolis EAST ST. LOUIS. 283 262 .47 .37 .10 .38 .32 .235 .055 .23 .16 .07 .18 . 35 .045 .15 .105 .045 Note that the rates are less from Indianapolis, even where the mileage is longer, than from Chicago. All of the above rates are substantiated by tariffs afterwards introduced in evidence in the first hearing-. 74 Exhibit "B," which will be found on page 10 of the before mentioned printed copy of the pleadings, and which was substantiated by tariffs afterwards in- troduced in evidence, is as follows: Exhibit "B." COMPARISON OF FREIGHT RATES BETWEEN POINTS WHOLLY WITHIN ILLINOIS AND RATES CHARGED FROM POINTS IN MICHIGAN, OHIO. INDIANA AND KENTUCKY TO ILLINOIS POINTS. Miles. 1 2 3 4 5 6 To Aledo, 111., From Quincy 111. 160 37 28 24 19 14 11 Chicago 175 47 37 97 29 22 17 15 Peoria 113 36 66 28 24 17 86 14 11 E. St. Louis 234 46.43 36.84 28 57 22 17 14 9 Detroit, Mich 459 50 45 35 25 21 17 5 Cleveland, O Columbus, O 534 489 60 54 51.5 46 5 38.5 36 26.5 25 5 22.5 21 5 18.5 18 Cincinnati, O 473 50 45 35 25 21 17 5 Louisville, Ky Indianapolis 468 324 51 47 26 42 36 32 26 22 9 2 18 18.5 15 To Bement, 111., From Quincy 178 47 56 37 97 29 42 23 68 18 95 15 37 Chicago E St Louis 153 130 45.59 43 24 36.09 33 84 28.01 26 60 20 21 05 17 16 84 14.52 13 72 Detroit . 349 43 36 5 27 5 19 16 13 Cleveland 492 47 40.5 30 21 17 5 14 Columbus Cincinnati 334 274 43 40 36.5 34 27.5 25 19 17 16 15 13 12 Louisville 290 41 35 26 18 16 13 Indianapolis 139 31 5 27 21 5 14 11 5 9 To Bloomington, 111., From Quincy . .. 193 47 38 29 22 74 18 19 15 Chicago 126 43.24 33.84 26.60 21.05 16 84 13.72 Peoria .. ... 40 20 17 14 10 8 6 5 E. St. Louis Detroit 154 410 45.50 43 36.09 36.5 28.01 27 5 22 74 19 18 16 14.52 13 Cleveland 485 51.5 44.5 33 23 19.5 15.5 Columbus 347 43 36 5 27.5 19 16 13 Cincinnati 277 40 34 25 17 15 12 Louisville 276 41 35 ' 26 18 . 16 13 Indianapolis 166 31 5 27 21 5 14 * 11 5 9 ToCentralia, 111., From Quincy 240 55 45 35 25 94 20 75 19 Chicago E. St. Louis 252 62 52.83 33 56 42 27.64 32 23.69 25 16 28 20 13 02 17.11 11 35 Detroit 536 45 39 30 21 18 14 Cleveland 611 51.5 44 5 33 23 19.5 15.5 Columbus 389 45 39 30 21 18 14 Cincinnati 285 40 34 2.') 17 15 12 Louisville 270 40 34 25 17 15 12 Indianapolis To Dixon, 111., From Quincy 201 208 38.5 47 33 38 24.5 29 17 22 14.5 17 11 15 Chicago 98 38 54 31.02 24.9 18.8 lo 12.43 E St Louis 267 47 38 29 23 18 15 Detroit 382 55 50 40 29 24 19.5 Cleveland 457 65 56.5 43.5 30.5 25.5 20.5 Columbus Cincinnati 412 396 59 55 51. 5 50 41 40 i:9.5 29 24.5 24 20 19.5 Louisville 381 56 51 41 30 25 *0.5 Indianaoolis .. . 281 52 47 37 26.26 21 17 75 Exhibif "5" Continued. Miles. 1 2 3 4 5 6 To Girard, 111., From Quincy 109 47 38 29 23 18 15 Chicago . 210 47 38 29 23 18 15 Peoria 89 36 66 30 08 24 34 17 86 14 28 11 98 Bloomington 84 35.72 29.61 24 06 17 39 13 91 11 75 E.St. Louis Detroit 70 494 32.90 45 27.26 39 23.03 30 15.98 21 12.78 18 11.05 14 Cleveland 569 51 5 44 5 33 23 19 5 15 5 Columbus 534 45 39 30 21 18 14 Cincinnati 409 43 36 5 27 5 19 16 5 13 5 Indianapolis 37 32 23 5 16 13 5 10 5 ToGilman, 111., From Quincy 252 51 51 41 73 32 43 25 94 20 75 16 73 Chicago 81 35 72 9 9 61 24 06 17 39 13 91 11 75 Peoria 109 31 26 22 14 11 10 E. St. Louis ... 204 47 38 29 23 18 15 Detroit 365 43 36 5 27 5 19 16 13 Cleveland 440 47 40 5 30 21 17 5 14 Columbus, 395 43 36 5 27 5 19 16 13 Cincinnati 252 40 34 25 17 15 12 Louisville 219 41 35 26 18 16 13 Indianapolis 109 40 32 24 18 14 12 To Havana, 111., From Quincy 127 47 38 29 22 17 15 Chicago 228 47 38 29 22 17 15 E. St. Louis 131 40 32 24 18 14 I 9 Detroit Columbus 480 510 45 45 89 39 30 30 21 21 18 18 14 14 Cincinnati. 363 44 37 5 28 5 19 5 17 14 Cleveland 555 51 5 44 5 33 23 19 5 15 5 Louisville 362 45 38 5 29 5 20 5 18 15 Indianapolis 252 37 32 23 5 16 13 5 10 5 To Jacksonville, 111., From Quincy 86 36 66 30 OS 24 34 17 86 14 28 11 98 Chicago 215 47 38 29 22 17 15 Bloomington Peoria 89 80 36.66 24 30.08 20 24.34 16 17.86 12 14.28 10 11.98 12 5 E. St. Louis 90 36 66 30 08 24 34 17 86 14 28 11 98 Detroit 499 45 39 30 "1 18 14 Columbus 426 45 39 30 21 18 14 Cincinnati. 342 44 37 5 28 5 19 5 17 14 Louisville 341 44 37 5 28 5 20 17 5 14 5 Cleveland 574 60 51 5 38 5 26 5 22 18 Indianapolis 231 37 32 23 5 16 13 5 10 5 To Kewanee, 111., From Quincy 132 37 28 24 19 14 11 Chicago 131 43 71 34 31 26 88 21 43 17 13 91 Peoria 87 35 72 25 22 15 11 28 11 E. St. Louis 222 47 37 29 17 15 Detro t 415 50 45 35 25 21 17 5 Cleveland 490 51 5 44 5 33 23 19 5 15 5 Columbus 445 50 44 5 33 22.5 19 15 Cincinnati 429 50 45 35 25 21 17.5 Louisville 424 51 46 36 26 22 18 5 Indianapolis 314 47 42 32 22 18 15 To Lincoln, 111., From Quincy 149 47 38 29 22 17 15 Chicago 156 46 06 36 47 28.29 22 17 14.76 Peoria ... 77 34 78 29 14 23 78 16 92 13 53 11.51 Bloomington 30 22 56 19 74 15 98 11 98 9 58 7 99 K. St. Louis.. 124 42 77 33 37 26.32 20.68 16.54 15.54 Detroit 440 43 36 5 27 5 19 16 13 Cleveland. 515 47 40 5 30 21 17 5 14 Columbus 470 45 39 30 21 18 14 Cincinnati 296 40 34 25 17 15 12 Louisville 334 41 35 26 18 16 13 Indianapolis ... 186 31.5 27 21.5 14 11.5 9 76 Exhibit '^"Concluded. Miles. 1 2 3 4 5 6 To Monmouth, 111., From Quincy Chicago .. 99 179 37 47 28 37 97 24 29 19 22 14 17 11 15 Peoria 69 32.9 27.26 23 03 15 98 12 11 E St. Louis 189 45 35 27 22 17 14 5 Detroit 463 50 45 35 25 21 17 5 Cleveland 538 60 51.5 38 5 26 5 22 5 18 5 Columbus 493 54 46 5 36 25 5 21 5 18 391 50 45 35 25 21 17 5 Louisville .. 390 51 46 36 26 22 18 5 280 47 42 32 90 18 15 To Quincy, 111., 263 47 38 29 22 17 15 Peoria E St Louis 153 145 37 30 1 24 20 19 16 14 12 11 11 5 Detroit 527 50 4.? 35 25 21 17 5 Cleveland 622 61 52 5 39 5 27 5 23 18 5 Columbus 512 54 46.5 36 25 5 21 5 18 Cincinnati 422 50 45 &S 25 21 17 5 Louisville 421 51 46 36 26 22 18 5 Indianapolis 311 47 42 32 22 18 15 To Rockford, 111.. From Quincy 256 47 38 29 22 17 15 Chicago Peoria 87 242 36.66 40 30.03 32 24 24 17.86 18 13 14 11.98 12 K. St. Louis 353 47 38 29 23 18 15 Detroit 371 50 45 35 25 21 17 5 Cleveland Columbus .. . .. 446 -101 60 54 51.5 46 5 38.5 36 26.5 25 5 22.5 21 5 18.5 18 Cincinnati Louisville 385 380 50 51 45 46 35 36 25 26 21 22 17.5 18 5 270 47 42 32 22 18 15 To Rock Island, 111., From Quincy Chicago 15.> 181 36.4 46.43 26.8 36.84 23.5 28.57 17.8 22 14 17 10.9 14.96 Peoria E. St. Louis Detroit 93 252 365 36.4 46.43 55 28.6 36.84 50 23.5 28.57 40 17.8 22 29 14 17 23 10.9 14.9 19 5 Cleveland 540 65 56 5 43 5 30 5 25 5 20 5 Columbus Cincinnati 495 479 59 55 51.5 50 41 40 26.5 29 24.5 24 20 19 5 Louisville 474 56 51 41 30 25 20.5 Indianapolis 306 52 47 37 26 21 17 To Springfield, 111., From Quincy 120 42 30 32 90 26 03 20 30 16 24 13 35 Chicago 185 47 38 29 22 17 15 Peoria 63 31.98 26 32 22 56 15 51 ]2 40 10 81 Bloomington 58 31.02 25 38 21.62 15 04 12.03 10.58 E. St. Louis 96 37.60 30 55 24 62 18 33 14 66 12 22 Detroit 469 45 39 30 21 18 14 Cleveland. 544 - 51.5 44 5 33 23 19 5 15 5 Columbus 382 45 39 30 21 18 14 Cincinnati Louisville 308 307 43 43 36.5 37 27.5 28 19 19 5 16.5 16 5 13.5 14 Indianapolis 197 37 32 23.5 16 13.5 10.5 To Taylorville, 111., From Quincy 187 48.32 38.72 29.98 24.06 19.25 15.65 Chicago 202 47 38 2y 23 18 15 E. St. Louis Detroit .. 81 397 35.72 45 29 61 39 24.06 30 17.39 21 13.91 18 11.75 14 Cleveland . .. 561 51 5 44 5 33 23 19 5 15 5 Columbus 368 45 39 30 21 18 14 Cincinnati . .. 327 40 34 25 17 15 12 Louisville 312 41 35 26 18 16 13 Indianapolis 187 37 32 23.5- 16 13.5 10.5 Exhibit A-ll, exclusive of the tariff forming- part thereof, and reference to page 37 referred to in the first page of the exhibit as here, reproduced, which has been reproduced elsewhere, is as follows: 77 Exhibit A-ll. MICHIGAN CENTRAL R. R. ' Michigan Central Local freight tariff. G. F. D. No. 2803. Also statement showing- comparison of rates on the first six classes from Detroit-tojpoints in Michigan on that line vs. Central Freight Association scale and Illinois distance tariff and Michigan distance tariff, for like distances. Also state- ment showing comparison of rates from Chicago to various points on that line in Michigan vs. Central Freight Association scale and Illinois distance tariff for like distances. Also reference to page 37 of the above tariff, show- ing comparison of local distance freight tariff applying locally between stations in Michigan on the Michigan Central vs. Central Freight Association scale and Illinois distance tariff rates, for like distances. MICHIGAN CENTRAL RAILROAD . Miles. 1 2 3 4 5 6 Chicago to Niles Mich 92 22 9 17 12 9 8 C. F. A. scale Illinois distance tariff for. 92 92 23 37 6 22 30 5 18 24 6 12 18 3 9 14 7 8 12 2 Chicago to Kalamazoo 140 30 26 21 13 5 11 g L. F. A. scale 140 27 24 20 13 10 8 5 Illinois distance tariff Chicago to Battle Creek. 140 163 44.6 31 5 35.2 27 27.4 21 5 22.2 14 17.7 11 5 14.3 9 C. F. A. scale . . 163 31 26 5 21 5 14 11 8 9 Illinois distance tariff 163 46 4 36 8 28 6 23 1 18 5 14 9 Chicago to Jackson. 208 33 9 8 5 22 15 12 9 5 C. F. A. scale 208 34 29 5 22 5 15 12 5 10 Illinois distance tariff 208 49 5 40 31 24 8 19 8 16 2 Chicago to Ann Arbor 246 37 32 23 5 16 13 10 C. F. A. scale 246 37 32 23 5 16 13 5 10 5 Illinois distance tariff 246 52 2 42 3 32 9 26 3 21 1 16 9 Exhibit A-2 is as follows: Exhibit A-2. Discloses by comparison the difference in the rates on six classes from New York. Buffalo, Detroit. Indianapolis and Cincinnati, to various points in Illinois, via Chicago . Also a comparison of these rates with the Central Freight Association scale and Illinois distance tariff rates for like distances. Also a comparison of the proportion accruing to the lines south of Chicago on business routed via that point, compared with the local rates from Chicago to same points, and the Central Freight Association scale and the Illinois distance tariff for like distances. Exhibit A-2. Miles. 1 2 3 4 5 6 New York to Mt. Vernon 111. 87 75 58 41 35 29 Proportion Chicago to Mt. Vernon 19 2 16 6 12 8 9 1 7 7 6.4 296 Local Chicago to Mt. Vernon 50 40 30 25 20 17 1 C. F. A. scale, 296 miles 40 34 25 17 14.5 11.5 685 Buffalo to Mt. Vernon, 111 55 5 48 5 37 26 22 5 18 5 296 Proportion Chicago to Mt. Vernon Local Chicago to Mt. Vernon. 19.4 50 16.9 40 12.9 30 9.1 25 7.9 20 6.5 17.1 C. F. A. scale, 296 miles. . . 40 34 25 17 14 5 11.5 78 Exhibit A-2 Continued. Miles. 1 2 3 4 5 6 464 Detroit to Mt. Vernon, 111 50 5 44 5 33 23 19 5 15 5 C. F. A. scale, 464 miles. . . . Proportion Chicago to Mt. Vernon 27.3 24 18.9 12 4 10.5 8 4 296 Local Chicago to Mt. Vernon. ... 50 40 30 25 20 17 1 C. F. A. scale, 296 miles. 40 34 25 17 14 5 11 5 218 Illinois distance tariff, 296 miles Indianapolis to Mt. Vernon 111 55.5 37 45.1 32 35.2 23 5 28.2 16 22.5 13 5 17.8 10 5 C. F. A. scale, 218 miles 35 30 22 5 15 13 10 Illinois distance tariff, 218 miles 50 2 40 6 31 5 25 2 20 1 16 4 296 Local Chicago to Mt. Vernon 50 40 30 25 20 17.1 C. F. A. scale, 290 miles 40 34 25 17 14 5 11 5 Illinois distance tariff, 296 miles 55 5 45 1 35 2 28 2 22 5 17 8 301 Cincinnati to Mt. Vernon, 111 40 34 25 17 15 12 C. F. A. scale 301 miles 40 34 25 17 14 5 11 5 296 Illinois distance tariff, 301 miles Local Chicago to Mt. Vernon . 55.5 50 45.1 40 35.2 30 28.2 25 22.5 17.8 17 1 C. F. A. scale, 296 miles 40 34 25 17 14.5 11.5 Illinois distance tariff, 296 miles . . . 55 5 45 1 35 2 28 2 22 5 17.8 New York to Peoria, 111 Proportion Chicago to Peoria 83 18.8 72 12.8 55 9.8 39 6.9 33 5.9 28 5 150 Local Chicago to Peoria 50 3? 24 13 10 8 C. F. A. scale, 150 miles. 28 5 25 20 13 5 10 5 8.5 677 Buffalo to Peoria, 111 51 44.5 34 24 20.5 17 Proportion Chicago to Peoria 15 3 13 4 10 2 7 2 6 2 5 1 150 Local Chicago to Peoria C. F. A. scale, 150 miles. 40 28 5 32 25 24 20 18 13 5 14 10 5 12 8.5 437 Detroit to Peoria, 111 43 36.5 27 5 19 16 13 C. F. A. scale, 437 miles. 45 39 30 21 18 15 Proportion Chicago to Peoria 17.2 14.5 11 7.6 6.4 5.2 150 Local Chicago to Peoria 40 32 24 13 10 8 C. F. A. scale, 150 miles Illinois distance tariff, 150 miles 28.5 45.1 25 35 7 20 27 7 13.5 22.5 10.5 18 8.5 14.5 211 Indianapolis to Peoria, 111 31.5 27 21.5 14' 11.5 9 C. F. A. scale, 211 miles. . .. .. 34 29 5 22 5 15 12 5 10 150 Illinois distance tariff, 211 miles Local Chicago to Peoria 50.2 40 40.6 32 31.5 24 25.2 13 20.2 10 16.4 8 C. F. A. scale, 150 miles. 28 5 25 20 13 5 10 5 8.5 Illinois distance tariff, 150 miles 45.1 35.7 27.7 22.5 18 14.5 321 Cincinnati to Peoria, 111 40 34 25 17 15 12 C. F. A. scale, 321 miles Illinois distance tariff, 321 miles 41 57 3 35 47 26 37 1 18 29 3 IS 23.5 12 18.8 150 Local Chicago to Peoria . . . 40 32 24 13 10 8 C. K. A. scale, 150 miles. 28 5 25 20 13.5 10.5 8.5 Illinois distance tariff 150 miles 45 1 35 7 27 7 22 5 18 14.5 New York to Bloomington, 111 83 72 55 39 33 '28 126 Proportion Chicago to Bloomington Local Chicago to Bloomington 14.8 43.2 12.8 33.8 9.8 26 6 8.9 21 1 5.9 16.8 5 13.7 C. F. A. scale 126 miles 26 23 19 5 13 10 8.5 632 Bn ff alo to Bloomington, 111 Proportion Chicago to Bloomington. 51 15 3 44.5 13 4 34 10 2 24 7 2 20.5 6 2 17 5.1 126 Local Chicago to Bloomington 43.2 33.8 26.6 21.1 16.8 13.2 C. F. A. scale, 1 9 6 miles. 26 23 19 5 13 10 8.5 371 Detroit to Bloomington, 111. . . 43 36 27 19 16 13 C. F. A. scale 371 miles 43 36 5 ?1 5 19 16.5 13.5 126 Proportion Chicago to Bloomington Local Chicago to Bloomington C. F. A. scale, 126 miles 17.3 43.3 26 14.4 33.9 23 11.2 26.6 19.5 7.2 21.1 13 6.2 16.9 10 5.1 13.7 8.5 Illinois distance tariff , 126 miles 43.2 33.8 26.6 21.1 16.8 13. 1 166 Indianapolis to Bloomington 111 31 5 27 21.5 14 11 5 9 C. F. A. scale, 166 miles -. 31 26.5 21.5 14 11 9 Illinois distance tariff, 166 miles 46 8 37 2 28.8 22.3 18.6 15 126 Local Chicago to Bloomington C. F. A. scale, 126 miles 43.3 26 33.9 23 26.6 19.5 21.1 13 16.9 10 13.7 8.5 Illinois distance tariff, 126 miles. . . 43.2 33.8 1 26.6 1 21.1 16.8 13.7 79 Exhibit A-2 Continued. Miles. 1 2 . 3 4 5 6 276 Cincinnati to Bloom ington, 111. 40 34 25 17 15 12 C F A scale 276 miles. 40 34 25 17 -14-fl 11 5 126 Illinois distance tariff, 276 miles Local Chicago to Bloomington 54.1 43 3 43.9 33 9 34.3 26 6 27.4 21 1 21.9 16 9 17.5 13.7 C F A scale 126 miles 26 23 19 5 13 10 8 5 Illinois distance tariff, 126 miles 43.2 33.8 26.6 21.1 16.8 13.7 172 New York to Mattoon, 111 Proportion Chicago to Mattoon Local Chicago to Mattoon 83 14.8 47 72 12.8 37 6 55 9.8 29 39 6.9 20 33 5.9 17 28 5 15 C. F. A. scale, 172 miles 31.5 27 21.5 14 11 5 9 594 Buffalo to Mattoon, 111 51.5 44 34 24 20.5 17 Proportion Chicago to Mattoon . . .. 15.3 13.4 10.2 7.2 6.2 5.1 172 Local Chicago to Ma' toon 47 37.6 -.9 20 17 15 C. F. A. scale, 172 miles. 31.5 27 21.5 14 11.5 9 375 DetroittoMattoon.Ill 43 36.5 27.5 19 16 13 C. F. A. scale 373 miles. 43 3fi 5 27 5 19 16.5 13.. 5 Proportion Chicago to Mattoon 17 2 14 6 11 7 6 6 4 5.2 172 Local Chicago to Mattoon. 47 37 6 29 20 17 15 C. F. A. scale, 172 miles 31.5 2-7 21.5 14 li:5 9 128 Illinois distance tariff, 111 miles IndianapolistoMattoon.il! 47.2 31.5 37.6 27 29.1 21.5 23.5 14 18.8 11.5 15.2 9 C. F. A. scale, 128 miles. 26 23 19.5 13 10 8.5 Illinois distance tariff, 128 miles 43.2 33.8 26.6 21 16.8 13.7 172 Local Chicago to Mattoon C. F. A. scale, 172 miles 47 31 5 37.6 27 29 21 5 20 14 IL 15 9 238 Illinois distance tariff, 172 miles Cincinnati to Mattoon, 111 C. F. A. scale. 238 miles. 47.2 40 36 37.6 34 31 29.1 25 23 23.5 17 16 18.8 14.5 13 15.2 11.5 10.5 Illinois distance tariff 238 miles 51 5 41 7 32 4 25 9 20 7 16.7 172 Local Chicago to Mattoon. .... ... 47 37 6 29 20 17 15 C. F. A. scale, 172 miles. 31 5 27 21 5 14 11.5 9 Illinois distance tariff , 172 miles . 47.2 37 6 29.1 23.5 18.8 15.2 New York to Springfield, 111 87 75 58 41 35 29 Proportion Chicago to Springfield . . .. 19 2 16 6 12 8 9.1 7.7 6.4 193 Local Chicago to Springfield 47 38 29 22 17 15 C. F. A. scale, 193 miles. 33 28 5 22 15 12 9.5 664 Buffalo to Springfield, 111 .. 55.5 48.5 37 26 22.5 18.5 Proportion Chicago to Springfield. 19 4 16 9 12 9 9 1 7.9 6.5 193 Local Chicago to Springfield C. F. A. scale, 193 miles 47 33 38 28 5 29 22 22 15 17 12 15 9.5 414 Detroit to Springfield, 111 45 39 30 21 18 14 C. F. A. scale, 414 miles. . .. 44 5 38 5 29 20.5 17.5 14.5 193 Proportion Chicago to Springfield Local Chicago to Springfield .. 22.5 47 19.5 38 15 29 10 22 9 17 7 15 C. F. A. scale, 193 miles. 33 28 5 22 15 12 9.5 Illinois distance tariff , 193 miles 48 6 39.1 30.2 24.2 19.4 15.8 197 Indianapolis to Springfield, 111 37 32 23.5 16 13.5 10.5 C. F. A. scale, 197 miles. 33 "K 5 22 15 12 9.5 Illinois distance tariff 197 miles 48 8 39 5 30 5 24 4 19 5 16 193 Local Chicago to Springfield 47 38 29 22 17 15 C. F. A. scale, 193 miles. 33 28 5 22 15 12 9.5 Illinois distance tariff, 193 miles 48.8 39.1 30.2 24.2 19.4 15.8 307 Cincinnati to Springfield, 111 40 34 25 17 15 12 C. F. A. scale, 307 miles 41 35 26 18 15 12 Illinois distance tariff, 307 miles 56 4 46.1 36 2 ' 28 7 23 18.3 193 Local Chicago to Springfield 47 38 29 22 17 15 C. F. A. scale, 193 miles. ... 33 28.5 22 15 12 9.5 Illinois distance tariff, 193 miles 48 8 39 1 30 2 24 2 19.4 15.8 New York to Salem, 111 87 75 58 41 35 29 Proportion Chicago to Salem 19 2 16 6 12 8 9 1 7.7 6.4 274 Local Chicago to Salem 48 38 30 22 20 16 C. F. A. scale, 274 miles 38 5 33 24 5 16.5 14 11 663 Buffalo to Salem, 111 55 48 37 26 22 18 Proportion Chicago to Salem 19 4 15 9 12 9 9.1 7.8 6.5 274 Local Chicago to Salem 48 38 30 22 20 16 C. F. A. scale. 274 miles... 38.5 33 24.5 16.5 14 11 80 Exhibit A -2 Continued . Miles. 1 2 3 4 5 6 442 DetroittoSalein.Ill. . 45 39 30 21 18 14 C. F. A. scale, 442 miles. 45 39 30 21 18 14 274 Proportion Chicago to Salem Local Chicago to Salem '24.3 48 21.1 38 16.2 30 11.3 22 9.7 20 7.6 16 C. F. A. scale. 274 miles . . 38 5 33 24.5 16.5 14 11 Illinois distance tariff, 274 miles 54 1 43 9 34 3 27 4 21 9 17 196 Indianapolis to Salem. Ill . .. 37 32 23 5 16 13 5 10.5 C. F. A. scale. 196 miles 33 28.5 22 15 12 9.5 274 Illinois distance tariff, 196 miles Local Chicago to Salem 48.8 48 39.5 38 30.5 30 24.4 22 19.5 20 16.5 16 C. F. A. scale, 274 miles Illinois distance tariff, 274 miles 38.5 r4 i 33 43 9 24.5 34 3 16.5 27 4 14 21 9 11 17 5 268 Cincinnati to Salem, 111 C. F. A. scale, 268 miles. 40 38 5 34 33 25 24 5 17 16 5 15 14 12 274 Illinois distance tariff. 268 miles Local Chicaero to Salem 53.5 48 43.4 38 33.8 30 27.1 22 21.6 20 17.3 16 C. F. A. scale. 274 miles 38.5 33 24.5 16.5 14 11 Illinois distance lariff, 274 miles 54 1 43 34 3 27.4 21.9 17.5 433 Detroit to Elmwood, 111 C. F. A. scale, 433 miles. 43 45 36.5 39 27.5 30 19 21 16 18 13 15 160 Illinois distance tariff, 433 miles Local Chicago to Elmwood 61.1 46 4 50 6 36 8 40.4 28 6 31.8 22 25.4 17 20.7 14.9 C F. A. scale, 160 miles Illinois distance tariff, 160 miles 30 46 1 26 36.5 21 28.3 13.5 22.9 11 18 3 9 14.7 237 Indianapolis to Elmwood, 111 40 32 24 18 14 12 C. F. A. scale, 237 miles. . .. 36 31 23 16 13 10.5 160 Illinois distance tariff, 237 miles Local Chicago to Elmwood . . 51.5 46 4 41.7 36 8 32.4 28 6 25.9 22 20.7 17 16.7 14.9 C. F. A. scale, 160 miles 30 26 21 13.5 11 9 Illinois distance tariff, 160 miles 46 1 36.5 28.3 22.9 18.3 14.7 348 Cincinnati to Elmwood, 111 43 36.5 27.5 19 16 13 C. F. A. scale, 348 miles. 42 36 27 18 5 15 5 13 160 Illinois distance tariff, 348 miles Local Chicago to Elmwood 58.3 46 4 48 36 8 38.1 28 6 29.9 22 23.9 17 19.3 14.9 C. F. A. scale, 160 miles. 30 26 21 13 5 11 9 Illinois distance tariff, 160 miles 46 1 36.5 28.3 22.9 18.3 14.7 366 94 Detroit to Streator, 111 C. F. A. scale, 366 miles Illinois distance tariff, 366 miles Local Chicago to Streator 43 43 59.2 35 36.5 36.5 48.9 25 27.5 27.5 39 18 19 19 30.4 14 16 16.5 24.4 13 13 13.5 19.7 12 C. F. A. scale, 94 miles 23 22 18 12 9 3 190 Illinois distance tariff, 94 miles Indianapolis to Streator, 111 37.6 31 5 30.5 27 24.6 21.5 18.3 14 14.6 11.5 12.2 9 C. F. A. scale, 190 miles 32 28 22 14.5 11.5 9.5 Illinois distance tariff. 190 miles 48.3 38.7 29.9 24.1 19.2 15.6 94 Local Chicago to Streator .. .. 35 25 18 14 13 12 C. F. A. scale, 94 miles 23 22 18 12 9 8 300 Illinois distance tariff, 94 miles Cincinnati to Streator, 111 37.6 40 30.5 34 24.6 25 18.3 18 14.6 15 12.2 12 C. F. A scale 300 miles 40 34 25 17 14 5 11 5 94 1 llinois distance tariff, 300 miles Local Chicago to Streator 55.5 35 45.1 25 35.2 18 28.2 14 22.6 13 17.9 12 C. F. A. scale, 94 miles 23 22 18 12 9 8 333 Illinois distance tariff, 94 miles Detroit to Braceville, 111 37.6 43 30.5 36 5 24.6 27 5 18 3 19 14.6 16 12.2 13 C. F. A. scale, 333 miles 42 36 27 18.5 15.5 13 Illinois distance tariff, 333 miles 57 3 47 37 1 29 3 23.5 18.8 61 Local Chicago to Braceville. 32 26 3 22 6 15 5 12 4 10.8 C. F. A. scale, 61 miles 15 14 13 10 7.5 7 165 Illinois distance tariff, 61 miles Indianapolis to Braceville, 111 31.9 31 5 26.3 27 22.5 21.5 15.5 14 12.4 11.5 10.8 9 C. F. A. scale, 165 miles. 31 26 5 21 5 14 11 9 Illinois distance tariff, 165 miles 46.4 36.8 28.5 23.1 18.5 14.9 61 Local Chicago to Braceville C. F. A. scale, 61 miles 32 15 26.3 14 22 6 13 15.5 10 12.4 7.5 10.8 7 Illinois distance tariff. 61 miles. .. 31.9 26.3 22.5 15.5 12.4 10.8 81 Ea-hibit A-2 Continued. Miles. 1 2 3 4 5 6 275 Cincinnati to Braceville, 111 40 34 25 18 15 12 C. F. A. scale, 275 miles 38 5 33 24 5 16" 5 -i4 - 11 Illinois distance tariff, 275 miles 54 1 44 34 3 27 4 21 9 17 5 61 Local Chicago to Braceville. 32 26 3 22 6 15 5 I 9 4 10 8 C. V. A. scale, 61 miles 15 14 13 10 7 5 7 Illinois distance tariff, 61 miles 31 9 26 3 22 5 15 5 12 4 10 8 New York to Centralia, 111 87 75 58 41 35 29 Proportion Chicasfo to Centralia 19.2 16.6 12.8 9 1 7 7 6 4 252 Local Chicago to Centralia 52 8 42 32 25 20 17 1 C. F. A. scale, 252 miles 38 5 33 24 5 16 5 14 11 660 Buffajo to Centralia, 111 55 5 48 5 37 26 22 18 5 Proportion Chicago to Centralia 19.4 16 9 12.9 9 1 7 9 6 5 252 Local Chicago to Centralia 52 8 42 32 25 20 17 1 C. F. A. scale, 25 9 miles 38 5 33 24 5 16 5 14 11 455 Detroit to Centralia. Ill 45 39 30 18 14 C. F. A. scale, 455 miles 45 39 30 21 18 14 Proportion Chicago to Centralia 22 5 19 5 Ifi 10 5 9 7 252 Local Chicago to Centralia 52.8 42 32 25 20 17 1 C. F. A. scale, 252 miles. 38 5 33 24 5 16 5 14 11 202 Illinois distance tariff, 252 miles Indianapolis to Centralia, 111 52 8 37 42.8 32 33.4 23 5 26.7 16 21.3 13 5 17.1 10 5 C. F. A. scale, 202 miles 34 29 5 22.5 15 12 5 10 Illinois distance tariff, 202 miles 49 5 40 31 24 8 19 8 16 2 252 Local Chicago to Centraha 52 8 42 32 25 9 17 1 C. F. A. scale, 252 miles 38 5 33 24 5 16 5 14 11 Illinois distance tariff, 252 miles 52.8 42.8 33.4 26.7 ?l 3 17.1 281 Cincinnati to Centralia 111 40 34 25 17 15 12 C. F. A. scale, 281 miles 40 34 25 17 14 5 11 5 Illinois distance tariff 281 miles 54 8 44 5 34 7 27 8 22 2 17.6 252 Local Chicago to Centralia 52 8 42 32 25 20 17.1 C. F. A. scale, 252 miles 38 5 33 24 5 16 5 14 11 Illinois distance tariff, 252 miles 52 8 42 8 33 4 26 7 21 3 17 1 396 Detroit to Lombardville, 111 43 36 5 27 5 19 16 13 C. F. A. scale, u98 miles 44 37 5 28.5 19 5 17 14 Illinois distance tariff, 396 miles 60 2 49 8 39 5 31 24 8 20 1 124 Local Chicago to Lombardville 42.8 33 4 26.3 20 15 13.5 C. F. A. scale, 124 miles 26 23 19 2 13 10 8 5 Illinois distance tariff, 124 miles 42 8 33 4 26 3 20 7 16 5 13.5 275 Indianapolis to Lombardville, 111 40 32 24 18 14 12 C. F. A. scale. 275 miles 38.5 33 24.5 16 14 11 Illinois distance tariff, 275 miles 54 1 44 34 3 27 4 21 9 17 5 124 Local Chicago to Lombardville, 111 C. F. A. scale, 124 miles ... 42.8 26 33.4 23 2.3 19 5 20 13 15 10 13.5 8.5 Illinois distance tariff, 124 miles 42 8 33 4 20 7 15 5 13 5 385 Cincinnati to Lombardville, 111 43 :'6 5 27 5 19 16 13 C. F. A. scale, 385 miles 44 37.5 28.5 19.5 17 14 Illinois distance tariff, 385 miles 60 2 49 8 39 5 31 24 8 20.1 124 Local Chicago to Lombardville 42 8 33 4 26 3 20 15 13 5 C. F. A. scale, 124 miles 26 23 19.5 13 10 8.5 Illinois distance tariff, 124 miles 42 8 33 4 26 3 20 7 15 5 13 5 New York to Litchfield, 111 87 75 58 41 35 29 Proportion Chicago to Litchtield 19 2 16 6 12 8 9 1 7 7 6.4 235 Local Chicago to Litchfield 47 S8 29 20 17 15 C. F. A. scale, 235 miles . . . 36 31 23 16 13 10.5 673 Buffalo to Litchfield. Ill 55.5 48 5 37 26 22.5 18.5 Proportion Chicago to Litchfield 19 4 16 9 12 {' 9 1 7 P 6.4 235 Local Chicago to Litchfield 47 38 29 20 17 15 C. F. A. scale. 235 miles .. 36 31 23 16 13 10.5 436 Detroit to Litchfield. 111. . . 45 39 30 21 18 14 C. F. A. scale, 436 miles 45 39 30 11 18 14 235 Proportion Cnicago to Litchfield Local Chicago to Litchfield C. F. A. scale, 235 miles 22.5 47 36 19.5 38 3! 15 29 23 10.5 23 16 9 18 13 7 15 10.5 Illinois distance tariff, 235 miles 51.5 41.7 3.'. 4 25.9 :0.7 16.7 6 R W Exhibit A-2 Continued. Miles. 1 2 3 4 5 6 207 Indianapolis to Litchfield, 111 37 32 23 5 16 13 5 10 5 C. F. A. scale, 207 miles 34 9 9 5 9 2 5 15 12 5 10 235 Illinois distance tariff, 207 miles , Local Chicago to Litchfield 49 5 47 40 38 31 29 24.8 20 19.8 17 16.2 15 C. F. A . scale. 235 miles 36 31 23 16 13 10 5 Illinois distance tariff, 235 miles. 51 5 41 7 32 5 25 9 20 7 16 7 317 Cincinnati to Litchfield, 111 C. F. A. scale. 317 miles 40 41 34 35 25 26 17 18 15 15 12 I 9 235 Illinois distance tariff. 317 miles Local Chicago to Litchfield 56.4 47 46.1 38 36.2 29 28.7 20 23 17 18.3 15 C. F. A. scale, 235 miles 36 31 23 1C 13 10 5 Illinois distance tariff , 235 miles New York to Pana 111 51.5 87 41.7 75 32.5 58 25.9 41 20.7 35 16.7 99 Proportion Chicago to Pana 19 2 16 6 12 8 ii 7 7 6 4 202 Local Chicago to Pana 47 38 29 S3 18 15 C. F. A. scale, 202 miles 34 29 5 22 5 15 12 5 10 634 BuffalotoPana.il! 55 5 48 5 37 9 3 99 r, 18 5 202 Proportion Chicago to Pana , Local Chicago to Pana 19.4 47 16 9 38 12.9 29 9.1 23 7.9 18 6.5 15 C. F. A. scale, 202 miles 34 29 5 22 5 15 i 9 r> 10 408 Detroit to Pana, 111 45 39 30 21 18 14 C. F. A. scale, 408 miles 44.5 38.5 29 20.5 17 5 14.5 202 Proportion Chicago to Pana Local Chicago to Pana 22.5 47 19.5 38 15 29 10.5 23 9 18 15 C. F. A. scale, 202 miles 34 29 5 15 12.5 10 Illinois distance tariff, 202 miles . . 49 ') 40 31 24 8 19 8 16 2 168 IndianapolistoPana.il! 35 30 22 5 15 13 10 C. F. A. scale, 168 miles 31 9 6 '. 21 5 14 11 9 Illinois distance tariff, 168 miles 46 8 37 2 28 8 23 3 18 6 15 202 Local Chicago to Pana 47 38 29 23 18 15 C. F. A scale, 202 miles 34 29 5 22 5 15 12.5 10 Illinois distance tariff, 202 miles 49 5 40 31 24 8 19 8 16 2 277 Cincinnati to Pana, 111 40 34 25 17 15 12 C. F. A. scale, 277 miles 40 34 25 17 14 5 11 5 Illinois distance tariff, 277 miles 54 1 42 34 3 27 4 21 9 17 5 202 Local Chicago to Pana . .. 47 38 29 23 18 15 C. F. A. scale, 202 miles 34 29 5 22 5 15 12.5 10 Illinois distance tariff, 202 miles 49.5 40 31 24.8 19.8 16.2 127 New Yoik to Champaign, 111 Proportion Chicago to Champaign Local Chicago to Champaign C. F. A. scale, 127 miles 83 14.8 43.3 26 72 12.8 33.8 23 55 9.8 26.6 19 5 39 6.9 20 13 33 5.9 16 10 1 13.7 8 5 584 Buffalo to Champaign, 111 ' 51 44 5 34 24 20 5 17 Proportion Chicago to Champaign 15.3 13.4 10.2 7.2 6.2 5.1 127 Local Chicago to Champaign 43 3 33 8 26 6' 20 16 13 7 C. F. A. scale, 127 miles 26 23 19 5 13 10 8 5 339 Detroit to Champaign, 111 43 36 5 27 5 19 16 13 C. F. A. scale, 339 miles 42 36 27 18 5 15 5 13 Proportion Chicago to Champaign 17 2 14 6 11 7 6 6 4 5 9 127 Local Chicago to Champaign. .. 43 3 33.8 26.6 20 16 13.7 C. F. A. scale, 127 miles.. 26 23 19 r, 13 10 8 5 Illinois distance tariff, 127 miles 43 2 33 8 26 6 21 1 16 8 13 7 118 Indianapolis to Champaign, 111. 3! 26 5 21 5 14 11 C. F. A. scale, 118 miles 25 22 19 5 12 5 9 5 127 Illinois distance tariff, 118 miles Local Chicago to Champaign 42 43 3 32.9 33 8 26 26 6 20.3 20 16.2 16 13.3 13 7 C. F. A. scale, 127 miles 26 23 19 5 13 10 8 5 Illinois distance tariff, 127 miles 43 2 33 8 26 6 21 1 16 8 13 7 228 Cincinnati to Champaign, 111... C. F. A. scale. 228 miles 40 35 5 34 30 5 25 23 17 15 5 15 13 12 10 5 Illinois distance tariff. 228 miles 50 8 41 2 32 9 5 6 9 5 16 5 127 Local Chicago to Champaign . . 43 3 33 8 26 6 20 16 13 7 C. F. A. scale, 127 miles 26 23 19 5 13 10 8 5 Illinois distance tariff, 127 miles . . . 43.2 33.8 26.6 21.1 16.8 13.7 83 Exhibit A-2 Continued. Miles. 1 3 4 5 6 New York to Decatur, 111 83 7*^ 55 39 33 98 Proportion Chicago to Decatur 14 8 12 8 9 8 6 9 5~9 ^ 173 Local Chicago to Decatur . 46 8 37 2 9 8 9 99 17 1', C. F. A. scale, 173 miles 31 5 27 21 5 14 11 5 9 620 Buffalo to Decatur, 111 51 5 44 34 24 20 5 17 Proportion Chicago to Decatur 15 3 13 4 10 9 7 9 6 9 5 173 Local Chicago to Decatur 46 8 37 2 28 9 22 17 15 375 C. F. A . scale , 173 miles Detroit to Decatur, 111. 31.5 A* 27 36 5 21 ') 97 5 14 19 11.5 16 9 13 C. F. A. scale, 375 miles 43 36 5 27 5 19 16 5 13 5 Proportion Chicago to Decatur. 17 2 14 6 11 7 6 6 4 5 2 173 Local Chicago to Decatur 46 8 37 2 28 9 99' 17 15 C. F. A. scale, 173 miles 31 5 27 21 5 14 11 5 9 153 Illinois distance tariff, 173 miles Indianapolis to Decatur 111 47.2 31 5 37.6 27 29 1 21 5 23.5 14 18.8 11 5 15.2 9 C. F. A. scale, 153 miles Illinois distance tariff, 153 miles 30 45.6 26 36.1 21 28 13.5 22.7 11 18.2 it. 173 Local Chicago to Decatur 46.8 37 2 28 9 22 17 15 C F. A scale, 173 miles 31 5 27 21 5 14 11 5 9 Illinois distance tariff , 173 miles 47.2 37.6 29.1 23 5 18 8 15 2 263 Cincinnati to Decatur. 111... 40 34 25 17 15 12 C. F. A. scale, 263 miles Illinois distance tariff, 263 miles 38.5 53 5 33 43 4 ?4.5 33 8 16.5 27 1 14 21 6 11 17 3 173 Local Chicago to Decatur, 46.8 37 2 28 9 22 17 15 C. F. A. scale, 173 miles 31 5 27 21 5 14 11 5 9 Illinois distance tariff, 173 miles 47.2 37 6 29 1 23 5 18.8 15 2 New York to Effingham 111 87 75 58 41 35 29 Proportion Chicago to Effingham 19 2 16 6 12 8 9 1 7 7 6 4 199 Local Chicago to Effingham 47 38 '9 20 17 15 607 C. F. A. scale, 199 miles". Buffalo to Effingham 111 33 55 5 28.5 48 5 22 37 15 26 22 5 9.5 18 5 Proportion Chicago to Effingham 19 5 16 9 12 9 9 1 7 9 6 5 199 Local Chicago to Effingham 47 38 29 20 17 15 C. F. A. scale, 199 miles .... 33 28 5 22 15 12 9 5 402 Detroit to Kffingham, 111. . C. F. A. scale, 402 miles 45 44 5 39 38 5 30 29 21 20 5 18 17 5 14 14 5 Proportion Chicago to Effingham 22 5 19 5 15 10 5 9 199 Local Chicago to Effingham . .. 47 38 29 20 17 15 C F A scale 199 miles , 33 28 5 22 15 12 9 5 Illinois distance tariff , 199 miles 48.9 39 5 30 5 24 4 19 5 16 141 Indianapolis to Effingham, 111 31 5 27 1 5 14 11 5 9 C. F. A. scale, 141 miles 27 5 24 20 13 10 8 5 199 Chicago to Effingham. 47 38 29 20 17 15 C. F. A. scale, 199 miles 33 28 5 22 15 12 9.5 Illinois distance tariff, 141 miles 44 6 35 2 27 4 22 2 17 7 14 3 261 Cincinnati to Effingham, 111 . 40 34 25 17 15 12 Illinois distance tariff, 261 miles ,53 4 43 4 33 8 27 1 21 6 17 3 199 C . F . A . scale, 261 miles . : Chicago to Effingham 38.5 47 33 38 24.5 29 16.5 20 14 17 11 15 Illinois distance tariff, 199 miles C. F. A. scale, 199 miles 48.9 33 39.5 28 5 30.5 22 24.4 15 19.5 12 16 9 5 New York to Newton. Ill 83 72 55 39 33 28 Proportion Chicago to Newton ... 14 8 12 8 9 8 6 9 5 9 5 213 Local Chicago to Newton. .. 47 38 29 20 17 15 C. F. A. scale. 213 miles 35 30 22 5 15 13 10 602 Buffalo to Newton, 111 f>l 44 5 34 9 4 20 5 17 Proportion Chicago to Newton 15 3 13 4 10 2 7 2 6 2 5 1 213 Local Chicago to Newton 47 38 29 17 15 397 C. F. A. scale, 213 miles Detroit to Newton, 111. 35 43 30 36 5 22.5 27 5 15 19 13 16 10 13 C F. A. scale, 397 miles 44 37.5 28 5 19 5 17 14 Proportion Chicago to Newton . . 21 5 18 3 13 8 9 5 8 6 5 213 Local Chicago to Newton 47 38 29 20 17 15 C. F A ycale, 213 miles 35 30 22 5 15 13 10 Illinois distance tariff. 213 miles... 50.2 40.6 31.5 25.2 20.1 16.4 84 Exhibit A-2 Concluded. Miles. 1 2 3 4 5 6 143 Indianapolis to Newton, 111. 31 5 97 21 5 14 11 5 9 C F. A scale, 143 miles' 28 5 25 20 13 5 10 5 8 5 Illinois distance tariff, 143 miles 46 6 35 2 27 4 9 2 2 17 7 14 3 13 Local Chicago to Newton 47 38 29 20 17 15 C F A scale, 213 miles 35 30 22 5 15 13 10 Illinois distance tariff, 213 miles 50.2 40.6 31 5 25 2 20.1 16 237 Cincinnati to Newton, 111. 40 34 25 17 16 12 C . F . A . scale , 237 m iles 36 31 23 16 13 10 5 Illinois distance tariff, 237 miles ... 51 5 41 7 32 4 25 9 20 7 16 7 213 Local Chicago to Newton 47 38 29 20 17 15 C. F. A. scale, 213 miles Illinois distance tariff, 213 miles 35 50 2 30 40 6 22.5 31 5 15 9 5 2 13 20 1 10 16 4 Exhibit A-16 is a schedule showing current merchandise rates from Detroit to the various points in Illinois, used in the exhibits in this case, numbered from A-l to A-22 inclusive. This schedule is authenticated and confirmed by the Pere Marquette R. R. Co. Exhibit A-17 is a similar schedule authenticated by the Wabash R. R. Co. Exhibit A-21 consists of schedule showing current rates from Cincinnati, Ohio and Indianapolis, Indiana to various points in Illinois, authenticated and confirmed by the P. C. C. & St. L. Ry. Co. and used in making compari- sons in the other exhibits filed in this case. INEQUALITIES AND DISCRIMINATIONS IN ILLINOIS. Petitioners' Exhibit 36 consists of expense bills over the Illinois Central R. R. covering shipments from Bloomington and Peoria to Panola. From Bloomington to Panola, 21 miles, the rate charged is: 20.68 cents for first class, 18.80 cents for second class, 15.40 cents for third class, 11.28 cents for fourth class, 9.02 cents for fifth class, Expense bills from Peoria to Panola, which is a distance of 109 miles, as compared to the 21 mile distance, show: 26.32 cents for first class, 21.62 cents on second class, 17.86 cents on third class, 13.16 cents on fourth class. Whereas the Commissioners' schedule would be: 40.41 cents on first class, 31.96 cents on second class, 25.47 cents on third class. 19.55 cents on fourth class, 15.64 cents on fifth class. From Bloomington to Cropsy is 30 miles. The expense bills composing Exhibit 45 show that the rate charged is: 22.56 cents on first class, 19.74 cents on second class, 15.98 cents on third class. 11.98 cents on fourth class, 9.58 cents on fifth class. This is the same as the Commissioners' maximum. From Peoria to Cropsey, a distance of 119 miles, a charge is made of: 35 cents on first class, 30 cents on second class, 24 cents on third class, 17 cents on fourth class, and 14 cents on fifth class. 85 Whereas the commissioners 1 maximum is: 42.30 cents for first class, 32.90 cents for second class, 26.03 cents for third class, 20.30 cents for fourth class, 16.24 cents for fifth class. In other words, from Blooming-ton to Cropsey, the railroad charges the full maximum rate. From Peoria to Cropsey, they charge in the first class about 20 per cent less. From Chicago to Cropsey they charge the commissioners' rate. That is 115 miles: 41.36 cents on first class, 32.43 cents on second class, 25.75 cents on third class, 19.92 cents on fourth class, 15.94 cents on fifth class. The Pennsylvania Railroad makes a joint rate of: 31.50 cents on first class, 27.00 cents on second class, 21.50 cents on third class. 14.00 cents on fourth class, 11.50 cents on fifth class. Mr. Keepers testifies on page 474 of the record that the rate from Chicago to East St^ Louis is exactly the same as the rate from Chicago to Springfield; that a blanket rate applies to all distances between 145 to 295 miles from Chicago. The following would be the rates charged, according to Mr. Keepers' testimony, from Chicago to the points named: Chicago to East St. Louis, 292 miles .47 Springfield, 193 miles .47 Emngham, 199 miles .47 Pana, 202 miles .47 Mr. Keepers also testifies that the rate from Chicago to Vandalia, 247 miles, on first class is 47, whereas the commissioners" schedule is 52.32 and that the rate on fourth class is 23 against 26.32. From Bloomington to Vandalia, however, a distance of 106 miles, the full commissioners 1 schedule is charged. Exhibit 21 is a local freight tariff of the Vandalia on freight shipped out of Peoria to various points in Illinois. This tariff shows that the commis- sioners schedule is followed from Peoria, 111., to Armington, a distance of 33 miles. From Armington to Arcola, 119 miles, a blanket rate is put in, and from Arcola to Farrington, 166 miles, another blanket rate is made, cov- ering all points between those two towns. This rate on the first five classes is as follows: 29 24 16 12 10 Whereas the commissioners 1 schedule is: 46.81 37.22 28.85 23.31 18.64 The blanket rate, as to each one of the classes respectively, being the fol- lowing per cent lower than the Illinois commissioners' schedule: 38% 35% 45% 48% 46% Exhibit 22 is a freight tariff between Peoria and Pekin, and stations in Illinois, Indiana and Wisconsin. This tariff shows that from Peoria to Delavan the commissioners' schedule is adhered to, and from Delavan to Mattoon a blanket rate of twenty-five cents is made on first class. In other words, every point between Delavan and Mattoon, is charged twenty-five cents on first class freight, regardless of the distance such town is from Peoria. From Mattoon to Greenup another blanket rate is made, and from Greenup to Olney; then a blanket rate of forty cents is made from Olney to Gray ville. These blanket rates are considerably less than the commissioners' schedule. For instance, the rate to Mt. Pulaski as indicated by this tariff on the first four classes is: 25 20 16 12 The commissioners' schedule for the same distance would be: 28.20 22.56 18.80 13.63 86 At Sullivan the rate indicated by this tariff on the first four classes is: 25 22 20 13 The commissioners' schedule for the same distance is: 38 31 25 19 The same rate as is made to Sullivan is made by this tariff to Mattoon, whereas the commissioners' schedule for the same distance would be, on the first four classes: 40.42 31.96 25.47 19.55 The same is true as to a good many other points indicated in this tariff. Exhibit 41 consists of expense bills on the Big- Four Railroad. These ex- pense bills show that less than the commissioners' schedule is charged from Danville to Fithian and from Blooming-ton to Fithian and also show that the rate on flour from Peoria to Fithian, 113 miles, is nine cents, while the rate from Blooming-ton to Fithian, sixty-eight miles, is 9.08 cents. Exhibit 35 consists of two expense bills on the T. H. & I. Railroad. One covers a shipment of coffee from Decatur to Arcola, a distance of forty miles. The rate charged is twelve cents. The other expense bill covers a shipment of coffee from Peoria to Arcola, a distance of 119 miles. The rate charged is ten cents. This shipment had to go through Decatur in order to reach Arcola. (This is the shipment referred to by Mr. Brown in his argument as consist- ing of peanuts.) Attached to this exhibit is the following letter from the division freight agent of the T. H. & 1. at Terre Haute, Ind., to Mr. Geo. W. Mueller, at Decatur, 111.: "TERRE HAUTE, IND., Nov. 17, 1902. Mr. Geo. W. Mueller, Mgr., Mueller, Platt & Wheeland Co., Decatur, III.: DEAR SIR Referring to your favor of November 14th. Under date of October 14 I wrote to Mr. Grissom that I had talked over with our general freight agent the question of rates from Decatur to Peoria division points vs. rates from Peoria to same points, and that he suggested that we await decis- ion of the Illinois commissioners on the various questions which had been placed before them by the different Illinois associations. "It is my understanding that this decision will be given shortly, and in the meantime our agent at Decatur has instructions to apply the Peoria rates from Decatur to points east of Decatur. As soon as decision is arrived at we will be very glad indeed to go over this entire matter with you with a view of arranging satisfactory adjustment to both you and ourselves. "Trust this action will meet with your approval. Yours truly. H. R. GRISWOLD, Division Freight Agent " Exhibit 46 consists of expense bills of the Chicago & Alton R. R. showing that less than the commissioners' maximum is charged from Chicago to Carlinville while the full commissioners' maximum is charged from Spring- field, Bloomington, Peoria and East St. Louis to Carlinville. Exhibit 44 shows that the commissioners' schedule is 7iot adhered to from either Danville or Bloomington to Ogden, 111. The expense bills making up said exhibit show that a less rate is charged on each of the fi ve classes. Exhibit 43 consists of expense bills on the C. & E. I., I. D. *fe W. and Illi- nois Central. These expense bills show that from Danville to Tuscola fifty miles, the rate charged by the C. & E. I. on the first four classes is: 24 20 15 10 The commissioners' maximum for fifty miles is: 29.14 23.05 19.74 14.1 From Decatur to Tuscola, on the I. D, & W. the full commissioners' schedule is charged. From Chicago to Tuscola on the Illinois Central the distance being 150 miles: the rates charged for the first four classes, as dis- closed by these expense bills are: 40 23.50 17 15 The commissioners' schedule for the same distance is: 45.12 35.72 27.72 22.56 87 Exhibit 42 consists of expense bills on theC. fe E. I. Railroad, and show that from Danville to Woodland, the full commissioners' maximum is charged, while from Bloomington to Woodland, less than the commissioners' maximum is charged. In other words, the commissioners' maximum is adhered to, north from Danville, and the rate is less from points south of Danville. This exhibit also shows that the rates from Indianapolis to Woodland, a distance of between 150 and 200 miles, are at least 25 per cent less than the ratejrfrom Blooming-ton to Woodland, a distance of 91 miles Exhibit 50 consists of expense bills over the Illinois Central railroad show- ing- that the rate charged by that road from Chicago to Vandalia. a distance of 247 miles, first-class, is 47 cents, second-class, 38 cents, fourth-class 23 cents, whereas the commissioners' schedule for the same distance is. first-class. 52.17 cents; second-class. 42.3 cents, and fourth-class, 26 32 cents. The rates actually charged being much less than the commissioners' schedule. The other expense bills forming part of this exhibit show that the rates charged from Bloomington to Vandalia are the same as the commissioners" schedule. Exhibit 49 consists of expense bills of the C. & E. I. showing shipments from Chicago and Bloomington to Cisna Park. The distance from Chicago to Cisna Park is 114 miles and the rates charged, as shown by these expense bills are for the first five classes, as follows: 30 25 20 13.5 12.5 The commissioners" schedule is: 41.36 32.43 25.75 19.92 15.94 Other expense bills show that from Bloomington to Cisna Park the full commissioners schedule is adhered to. Exhibit 48 consists of expense bills of the Wabash Railroad showing that from Decatur and Danville to Bement, the full commissioners' schedule is charged, while from Chicago to Bement, a less rate is charged than is pro- vided for in the commissioners" schedule for that distance. Exhibit 52 consists of expense bills on the T. H. I. and Illinois Central railroads, and show that the rate charged from Peoria. on fourth class, to Kenney. Illinois, is 12 cents as against 15.04 cents, the commissioners' schedule. The fifth class is 9 cents, against 12 03 cents, the commissioners' schedue. From Chicago to Kenney, on the Illinois Central practically the same rate as established by the commissioners' schedule is charged. From Springfield and Bloomington to Kenney, the full commissioners' schedule is charged. Exhibit 53 consists of expense bills over the C & A. and also the Jackson- ville St Louis Ry. These expense bills show that from Peoria to Girard. a distance of 123 miles over the Jacksonville & St. L. and the C. P. & St. L. railroads, the following rates were charged: 33.5' 27.5 16.5 13 The commissioners' schedule is: 42.7 33.37 20.68 16.5 From Bloomington to Girard. over the C. & A. the full commissioners' schedule is adhered to. From Chicago to Girard over the C. & A., about one cent less than the commissioners' schedule on each class is charged. From Indianapolis, Ind. to Girard. the Pennsylvania company makes a joint rate of 37 cents, 32 cents, 23.5 cents, 16 cents and 13.5 cents Exhibit 55 consists of expense bills over the T. P. & W. Ry. showing that on fourth class, Peoria to Piper City, 70 miles, the rate charged is 14 cents as against 15.98, the commissioners' schedule. From Chicago to Piper City, 92 miles, practically the full commissioners' schedule is adhered to, whereas from Peoria to Piper City, they use less than the schedule. Exhibit 57 is an expense bill on the C. R. I. & P. Ry., showing that second class freight is transported from Chicago to Joliet for 19 cents while the commissioners' schedule for the same class and distance is 22.56 cents. The fourth class, as shown by expense bill is 10 cents, while the commissioners' schedule is 13.63. thus showing that this road carries freight to Joliet at less than the commissioners' schedule. Exhibit 72 consists of expense bills over the C. & E. I., which show, among other things, that the rate on nails from Decatur to Broadlands. 62 miles, is 20 cents. From Crawfordsville, Indiana to Broadlands. 73 miles, the rate is 11 cents. From Danville to Broadlands, 32 miles, the rate is 10 cents. From Chicago to Broadlands. 155 miles, the rate is 15.7 cents. The shipment from 88 Crawfordsville went through Danville before it arrived at Broadlands, and still the rate is only one cent more from Crawfordsville than it is from Danville. (Note: Exhibit A-2 contains in it an interstate rate and is copied under the head of "Interstate Rates as Compared with Illinois Commissioners' Schedule.'' A comparison of this exhibit so far as the proportion of freight accruing to Illinois roads and a comparison of the local rate charged, is com- pared with the commissioners' schedule and with the C. F. A. scale, is im- portant as bearing upon the question of inequalities and discriminations in Illinois.) Exhibit A-23 is as follows: Exhibit A-23. This exhibit shows, 1st. The percentage the Illinois distance tariff for 276 miles is higher than the rates of the C. & E. I. Ry., for that distance, Chicago to Mt. Vernon, 111. 3d. The percentage the Illinois distance tariff for 276 miles is higher than the present rate from Detroit to Mt. Vernon, 474 miles. 3d. The percentage the Illinois distance tariff is higher for 276 miles than the rates from Cincinnati to Mt. Vernon, 301 miles. The same comparison is given for Peoria, 150 miles from Chicago, 211 miles from Indianapolis, and 321 miles from Cincinnati The same comparison is given for Litchfield, 235 miles from Chicago, and Cincinnati, 317 miles. The same comparison is given for Springfield, 193 miles from Chicago, 414 miles from Detroit, and 307 miles from Cincinnati. MT. VERNON, ILL. 1 2 3 4 5 6 Illinois distance tariff for 276 miles ol.l 43.9 34.3 27 4 21.9 17.5 C. & E. I. tariff rates from Chicago 50 40 30 25 20 17 Detroit rates, 474 miles 45 39 30 21 18 14 Cincinnati rates, 301 miles 40 34 25 17 15 12 The Illinois scale for 276 miles is higher than the rates of the C. & E. I. by the following per cent The Illinois scale for 276 miles is higher than the rates from Detroit, 474 m iles, by the following per cent The Illinois scale for 276 miles is higher than the rates from Cincinnati, 301 miles, by the following per cent . . . 8 20 35 10 12 * 14 14 37. 10 30 61 10 21 46 25 45 PEORIA. ILL. Illinois distance tariff for 150 miles 45.1 35.7 27 7 22.5 18 14 5 Tariff rates from Chicago .... 40 32 24 18 14 12 Indianapolis rates, 211 miles 31.5 27 21.5 14 11.5 9 Cincinnati rates, 321 miles 40 34 25 17 15 12 The Illinois scale is higher than the tariff rates from Chi- cago, by the following per cent 12 11 15 25 28 20 The Illinois scale for 150 miles is higher than the rates from Indianapolis, 211 miles, by the following percent.. The Illinois scale for 150 miles is higher than the rates from Cincinnati, 321 miles, by the following percent. .. 43 12 32 5 28 10 60 32 56 20 61 20 LITCHFIELD, ILL. 1 2 3 4 5 6 The Illinois distance tariff for 285 miles 51 5 41 7 32 5 25 9 20 7 16 7 Tariff rates from Chicago 47 38 29 23 18 15 Cincinnati rates, 317 miles .... 40 34 25 17 15 12 The Illinois scale for 235 miles is higher than the rates from Chicago by the following percent The Illinois scale for 235 miles is higher than the rates 9 9 12 12 15 11 from Cincinnati, 317 miles, by the following per cent. .. 29 22 30 51 38 39 89 SPRINGFIELD, ILL. Illinois distance tariff for 193 miles 48 6 39 1 30 2 24 2 19 4 15.8 I C tariff rates from Chicago 47 38 29 99 17 15 Detroit rates, 414 miles 45 39 30 21 18 14 Cincinnati rates 307 miles . . ... 40 34 25 17 -15 12 The Illinois scale lor 193 miles is higher than the rates from Chicago by the following per cent The Illinois scale for 193 miles is higher than the rates from Detroit 414 miles by the following per cent 3 g 3 4 10 15 14 7 12 The Illinois scale for 193 miles is higher than the rates from Cincinnati, 307 miles, by the following per cent. .. 21 12 20 42 29 31 Exhibit A-20, exclusive of the tariff which is a part thereof, shows that on the B. & O. S. W. from East St. Louis, that road has practically adopted the C. F. A. scale in Illinois. Said exhibit is as follows: Exhibit "A-20." BALTIMORE & OHIO SOUTHWESTERN R. R. Co. B. & O. S. W. R. R. joint freight tariff H-1972, East St. Louis to various points in Illinois, Indiana, Michigan, etc. Also statement showing compari- son of rates from East St. Louis to various Illinois points on the B. & O. S. W. R. R. vs. Central Freight Association scale and Illinois distance tariff rates, for like distances. Miles. 1 2 3 ! 5 6 East St. Louis to Huey, 111 50 12 11.5 10.5 8.5 7.5 6.5 C. F. A. scale, 50 miles .. 50 12 11 5 10 5 8 5 7 5 6 5 Illinois distance tariff . 50 29 1 23 5 19 7 14 1 11 3 9 6 East St. Louis to Bannisters, 111 73 19 5 18 5 17 11 8 5 7 5 C. F. A. scale 73 18 16 15 10 5 8 7 Illinois distance tariff . .... 73 33 8 28 2 23 5 16 4 13 2 11 3 East St. Louis to Flora, 111 93 23 22 18 12 9 8 C. F. A. scale 93 23 22 18 12 9 8 Illinois distance tariff East St. Louis to Lawrence ville... 93 138 37.6 27.5 30.5 24 24.6 20 18.3 13 14.7 10 12.2 8.5 C. F. A. scale 138 27 5 24 20 13 10 8.5 Illinois distance tariff 138 44 2 34 8 27 2 21 8 17 4 14 1 Exhibit A-6, exclusive of the tariff which is made a part thereof, shows that the Vandalia road has practically adopted the C. F. A. scale in the transaction of its business in Illinois east from East St. Louis. Said exhibit is as follows: 90 Exhibit "A- 6." VANDALIA LINE. Vandalia Line joint freight tariff No. 1851. Also statement showing com- parison of rates on the first six classes from East St. Louis to points on the above line vs. Central Freight Association scale and Illinois distance tariff rates for like distances. VANDALIA KAILROAD. Miles. 1 2 3 4 5 6 East St. Louis to Greenville 51 22 20 16 10 8 6 C. F. A. scale 51 13 12.5 11 9 7 6 5 Illinois distance tariff 51 30 24 4 20 7 14 6 11 6 10 3 East St. Louis to Ettingham 101 27 5 25 20 12 10 g C. F. A. scale .... 101 24 5 22 19 5 I 9 5 9 g Illinois distance tariff East St. Louis to Casey . 101 134 39.5 29 31.5 26 25.5 21 19.2 12 5 15.3 10 5 12.7 8 5 C. F. A. scale 134 27 5 24 20 13 10 8 5 Illinois distance tariff 134 43.7 34 3 26 9 21 4 17 1 13 9 East St. Louis to Dennison 158 30 26 22 13 11 8 5 C F A scale 158 30 26 91 13 n 11 9 Illinois distance tariff 158 46 36 5 25 3 22 9 18 3 14 7 . Exhibit A-5 shows that the Clover Leaf route has practically adopted the C. F. A. scale in the transaction of its business from East St. Louis to points in Illinois. Said exhibit, exclusive of the tariff forming a part thereof, is as follows: Exhibit "A-5." TOLEDO, ST. Louis & WESTERN RY. Toledo, St. Louis . Will you explain the reason? A. I don't know I can't tell you. You say the C. & E. I. makes a rate to Hillsdale 155 miles, 21% cents, while the same road makes 27% to Chrisman, is it the same road in each case? Q. The C. & E. I. makes the Indiana rate of 21 } 2 cents, and the Illinois rate for the less distance is 27 cents, on the Central. The increase is 29 per cent, the increase in Illinois I wish you would explain to the commission? A. Well, the C. & E. I. road's rate is lower than the Illinois Central that's all there is to it. The fact is, it's very plain, you know, that the C. & E. I. rates are lower than the Illinois Central. 195 Q. Now, I call your attention to the item "smoking tobacco" the rate to the distance from Chicago to Mt. Vernon. Indiana, is 306 miles, Carmi, Illinois, 283 miles. The Indiana rate is 25 cents and the Illinois rate is 32 cents, althoug-h the distance is much less. The increase is 31 per cent what do you say as to that? A. You have got plug tobacco there 35 against 32.8 why there's nothing except one rate is higher than the other. Q. You can't explain it? A. Why, I don't know why I should please understand me, I don't want to be captured. I simply want to say that in the absence of any circum- stances or conditions which affect that, it appears upon the surface to be Q. Ridiculous? A. No unreasonable difference, but you have got to consider those things and there may be a thousand different things affecting that condition that I don't recollect. 197 The Chairman Did I understand you to say that in your judgement, if this State would adopt the Iowa schedule, it would have the effect of driving most of the factories out of the state, is that true? A. I think it woiild have a verv serious result on those a very harmful effect. The Chairman Now. will you tell us why it would drive the factories out? 198 A. Well, when we are dealing not only with factories, but wholesale job- bers and distributing businesses, we find certain points on our road where we have to look after the interests of the manufacturers and the wholesalers, especially manufacturers. They want something in the way of concession in their raw material to put them on a parity in which this floating basis is -7 R W 98 reached, and, and we figure out the rate on their material in connection with the rate out, on the manufactured goods. If we find that the two in combi- nation yield in our opinion, a fair return, we consider what they have asked for on our in-freight. The Chairman What would be the trouble in doing that even if this State adopted the Iowa schedule of maximum fates? A. If you put the rate down so low as that it would raise another question. The Chairman You mean by that, as I take it. Mr. Bird, that if you put the rate down to other people, that you would have to keep the rate up so high for these factories that it would be impossible for them to do business? A. We ought to have a fair general average. The Chairman By having the rate up for us common people, you can make enough off that so as to cut the freig-ht down on what work you do for the factories and allow them td live? A. I don't think so, because us people whj pay these standard rates are getting very fair rates very reasonable rates. Q. You are unable to cut down the other rates because you can keep those at the maximum rate? A. Hardly so, because it encourages the manufacturers it increases the population, it draws trade and traffic of every description. The benefits to be derived are hundred fold of various kinds it builds up population. 199 The Chairman It all goes back to the fact that in order to keep the factories alive, you have to reduce the freight to them a good deal below the ordinary Commissioners' maximum rate, isnt that true? A. What I intended to say is this an inflexible rate or inflexible tariff- so many miles, so many cents on each class, has never yet, in any state, resulted in the building up of those large manufacturing and jobbing inter- ests, no matter how low it is. The Chairman If there was a ten per cent cut in the maximum rates here that wouldn't prevent you from doing that, would it? A. It ought to. The Chairman That would prevent you A. I don't believe any road in Illinois makes ten per cent on its operations. The Chairman Then a two per cent I am not saying what rate, but a cut that cuts down the maximum don't prevent you from further cutting the rate for some individual or some factory, does it? A. If it's only a maximum rate, of course there would be the lee-way to make the rate as low The Chairman Your answer was on the supposition that the Iowa rate prevented them going any lower? A No, that is really the minimum rate in Iowa, but the point on that tar- iff, which I wish to call attention to is the expression of general belief and confirmed opinion that any tariff, no matter whether high or low, which was put upon a certain scale and held there upon so many miles, so many cents, would not permit manufacturing or jobbing industries certainly would not permit manufactories. (Witness states that some commodities are carried at commodity rates.) 201 Q. You don't carry these commodities at a loss to your railroad, do you? A. If you consider only the abstract question of carrying the commodity from this place to that place, perhaps yes. But carrying that commodity in- sures the manufacture of higher classed property and the carriage of it on some other rate. Q. Who has to makeup, Mr. Bird, for what you lose on carrying commodi- ties at these lower rates? A. I don't think it is made up. Q. What? A. Nobody makes it up unless the maximum scale is unreasonable in itself. If it is unreasonable in itself, that is different. But we don't make it up we just lose it, or it may come up in the future by development of the country. Q. And the people who have to pay the maximum contribute whatever profit your railroad gets out of the total business done. A. They don't contribute any more than they ought to if the rates are reasonable. 99 Q. That is a fact. A. No, it is not the fact. If a man ships his freight over a railroad and he pays a reasonable rate, that is is the end of his deal. Q. If you carry commodities at a loss or without making- a profit, then isn't it necessary for you to make all of your profits off the people who pay the full rates? A. I don't assume that we carry commodities at less than cost. It comes near to it. If we have got any margin, no matter how small, it is not only our privilege, but our duty to do it. 1 don't assume that we do carry our commodities at less than what it costs us. Q. Assuming yon don't carry them at a loss, but that you just save your- self or make a slight profit? A. So slight that if it was a pplied to everything we couldn't get along. 202 Q Then that being true, isn't it necessary for you to make your pro- fits of the small shippers who have to pay the maximum tariff? A. No. the small shippers, fortunately, are so well satisfied that we never hear from them, and I have yet to hear of the small shipper who has to com- plain. 203 W. B. Hamblin, Asst. Gen. Freight Acjt. of the C. B. & Q. R. R. 204 In order for us to engage in the business from Richmond to Peoria, we have to make the same rates that are in effect by the Pennsylvania road from Richmond to Peoria, over their own line. Of course, that carries it through the State of Illinois. The same thing applies to Keokuk and Bur- lington in that we had to do the same thing there. 215 The only thing I would like to insist upon as being proper, is the fact that we must make joint rates, interstate, that is, we must have rates from the east into Illinois, because we cannot avoid it, and we must make rates from Illinois to points north and west in order that the manufactories in the State of Illinois can get into that territory with their products. 216 That is the place they send their goods they can't' send them any other way. There is no other way for them to do. Q Jobbers as well as manufacturers? A. Yes, sir. Q. If the rates, the maximum rates, in Illinois were reduced, would it com- pel yon to probably take off the through rates or what would it do with the special rate? A. We ought to, in justice to the railroad Q. That is what I mean, A. What I was going to say I was going to qualify my statement in re- gard to that that it would be an injustice to the people that had built their manufactories on our line because they have no complaints in here. Q. I am talking about the question^of self-preservation. If a reduction was made in the Illinois rates, would you not be forced to make certain modifica- tions, increases in the through rates, in the commodities? A. We couldn't increase the through rates because they are fixed for us by the lines east of us. We could increase our commodity rates to those manu- facturing points. Those commodity rates now we make a rate for instance, several rates we make a rate from Chicago to Aurora on a great many ar- ticles. They go into manufactured goods there. When those goods are shipped out to territory north and west of us, we charge them the same rates we would charge the shipper from Chicago on the same goods. So that as a matter of fact, the rate we make in there on these manuf acted goods is whatever we charge him in addition to the rate from Chicago that is, if we charge the man five cents from Chicago to Aurora on a car of anything iron, for instance, that goes to the manufacture of a stove at Aurora. 217 When that car of stoves is shipped to any point north or west of us, we charge him the same rate that we charge from Chicago, and of course he is at a disadvantage on the five cents we have already charged him on the raw material. This is the way these are made these rates are made. We don't make commodity rates on sugar whatever and such as that it is on the raw material that goes to make the manufactured article at these points. The same thing applies from Rockford. We make commodity rates from Chicago to Rockford on certain articles, and when that is put in the manufactured 100 articles we charge the Rockford shipper just the same as we charge from Chicago, exactly. 219 Cross-examination, by Mr Barry. We have commodity rates from Chicago to Peoria. for instance, canned goods is 14 cents, but our commodity rate is 10 cents. The first class rate from Richmond,. Indiana to Peoria, over our line, is the same as from Chicago to Peoria. We have commodity rates from Chicago to the points along our line where factories are located 222 A. I should say only a guess on my part, but I should say probably 75 per cent of our business is done on the maximum rates that is of the merchandise. I am not speaking of the commodities, of coal, lumber, live stock and grain I am speaking of merchandise. Q. That would include agricultural implements and furniture? A. Yes, sir. 223 Q. Then in many instances, you don't charge the maximum schedule rates? A. When it comes to a question of a differential basis as between Peoria and the Mississippi river, and Chicago, we do not undertake to charge the maximum rates. 224 Q. You take care of the shipping towns along your line pretty well? A. Why, we try to, yes. Q. By making these special commodity rates? A. Where we think it is necessary to do so in order for that manufacturer to do business against his competitors in the same line, we undertake, if it is possible to do so, to put him on an equality with his competitor in the same territory. Q. You can still do that if a lower maximum schedule was in force? A. We could, I suppose. Q. Do you make money on carrying goods at these special commodity rates? A. No, sir. we do not. Q. You lose money? A. No, we do not. I say our special commodity rates are part of a through rate. Q. The question is, do you make money, or lose money? A. We certainly would lose on the business that we carry into these man- ufacturing towns, if that was the end of it. That would not make the rates and consequently we would lose money. Q. Do you make money or lose money on these commodity rates? A. We get a fair return on a through shipment and the commodity rates that is. on the commodity rates in themselves, we certainly would not make them. Q. Then do I understond that you make money or lose money? A. I said that I didn't say that we made money I didn't say that we lost it I will simply say that we don't make and don't lose any on the particular rates of commodities. 225 Q. You hold your own? A. We hold our own there and when the shipment goes forward, if we have any earnings at all in excess of the cost, we get it then. 235 E. B. Boyd, Gen. Freight Agent, C. R. I. & P. 241 Q. What's your best judgment as to whether you make or lose money on these commodity rates? A. In connection with other matters, which must be considered in the making of these rates, we make money, of course, we make money, but in the the abstract I would say no. Q. What proportion of the local business done over the railroads in the State of Illinois is done on commodity tariffs? A. It would be entirely guess work on my part to tell you that. A large proportion of it, I believe, and I am strengthened in my belief all the more, from the testimony of the preceding witness and the figures he gives. 242 Q. Do you make as much profit in carrying at these commodity rates as you do in carrying other goods for other shippers at the maximum rate? A. Taken per ton, naturally not. Q. Now, where does your road make its profit, on what class of shipments shipments made under the commodity rates or under the maximum schedule? 101 -J:v : ?. A. Under the whole adjustment with', jthe^Htir^^tr'aftttv^lvh^ entire move- ments of traffic. 250 Prank T. Bentley, Chairman of the Traffic Committee of the Illinois Manufacturers' Association. 251 A. The peculiarity of the Iowa scale of rates, regardless of the class- ification as compared to other classifications, is the fact that the short haul rates are very low. It is peculiar in that respect. I don't know of any other classification of rates in the country that is anything like it. 258 Cross-examination. I am here representing 1 the Illinois Manufacturers' Association. My partic- ular business is Traffic Manager of the Illinois Steel Company in Chicago. 261 We get low rates on raw material shipped in and we have commodity rates on out business from Chicago over many of the railroads, also out from Joliet. and from Waukegan. They are less than the maximum. It is true that we (the Illinois Steel Co.) have commodity rates to some territories from all of the towns where we have branches in Illinois and over practically all the railroads that get into those towns. 263 We are not complaining about those commodity rates. Q. And if you are afraid that if the general maximum rates over the State are reduced, that you will lose some of these commodities? A. No, I don't think so. Q. In your judgment would the reduction of the maximum rate in Illinois affect these commodity rates that you have? A. They might to some extent, I don't know. 264 Q. Now, the distance from Chicago to Joliet is 40 miles, isn't it? A. About that. Q. Now the first class rate under commodity rates is 22 cents, isn,t it? A. I think that is it. Q. And the fourth class 10 cents? A. Yes. Q. While the Illinois maximum rate is 26.32 on first class, isn't it? A. If you say so, I don't remember it sounds right. Q. The fourth class is 13.16. A. That sounds all right. Q. So that the commodity rates from Chicago to Joliet are from 25 to 33% per cent anyway, less than the maximum, isn't that true? A. I expect so. 265 It is my best judgment that two-thirds of the tonnage in Illinois is carried on commodity rates. 366 Q. Do they make or lose money on those commodity rates? A. Outside of the commodity rates which are made in bound to manufac- turers on their raw material, I should say that they can make some money. Q. So th*at would render it necessary, Mr. Bentley, wouldn't it, that the other third of the tonnage carried by the State of Illinois, would have to make up and pay whatever profits were made on the business? A. No, not entirely, because I think they make money on their commodity rates. Q. If they don't make very much profit on two-thirds of the tonnage car- ried, they must necessarily make more profit in proportion on the other thhd they do carry, to make the profits that they do? A. That is a part of the corollary of the other proposition. 274 W. E. Keepers, General Freight Agent of the Illinois Central R. R. Direct-examination, by Jno. G. Drennan. 276 (Witness is asked to examine exhibit 91 and to explain the difference in the rates as between Indiana and Illinois, as indicated by said exhibit, and states:) Well, I should say, although I am not perfectly familiar with the exact basis, that there is a lower scale generally, as is shown, a good many times, in Indiana than there is in Illinois. 277 This exhibit shows that the rate to Stewartsville, Ind. to Chicago is 40 cents and from Chicago to Grayville, 111., the rate is 50 cents. Q. Now you may state why it is that the rate to StewartsviUe is only 40 cents. A. Because the rate is 40 cents to Evansville and Stewartsville is on the same line on an interstate business. 102 Q. V 011 may sfiU- \t ti-c nii,e of- 59 cents to Grayville is excessive? A. No, sir. 278 Q. And the reason that the 40 cent rate is only charged to Stewartsville, is on account of the Evansville rate? A. Yes, sir. A. The Evansville rate we found in effect when we took the P. D. & E. Railroad some two years ago or a little over. The same basis applied to all points north of the Ohio river, Cincinnati to Evansville and also to Cairo and southeastern business. 279 A. The last witness had a great deal to say about commodity rates from Chicago. There are commodity rates from Chicago to various points on all classes of freight, you may say. and also from other points to manufactur- ing territories. There are also commodity rates on merchandise to various points. 280 I think the Illinois commissioners' schedule of rates is reasonable. I think it would be a bad thing to have them reduced. The railroads now are making a rate much lower than the commissioners' schedule, and they are free to do so, and encouraged to do so to a considerable extent, and it is called by some of the witnesses preceding me, an elastic schedule of rates elastic dominant. It gives us an opportunity to make rates when there is a demand, without discrimination. 281 Cross-examination by Mr. Barry: Q. You think this Illinois maximum schedule is reasonable? A. It is a reasonable maximum schedule. Q Can the roads afford to carry freight for less than that? A. They do. Q. And make money? A. They do. Q. And make money? A. I presume they make money. Q. . Don't you know they make money? A. They make money as a whole. Q. Don't you know they make money on the business they carry in the State of Illinois under those rates? A. There is not. a separate division of the earnings of purely State busi- ness to show that absolutely. Q. You have no way of telling definitely? A. According to our general knowledge of business and cost of doing business, etc. Q. Do you know your local tonnage in the State of Illinois for the past year? A. I do not. Q. Do you know what your receipts were from local carriage in the State of Illinois for ^he past year? A. I do not. 282 Q. Do you for any past year? A. " No, sir; they do not keep the statements in such a manner that that can be done without great labor and expense. 286. Chicago to Vandalia over our line is 247 miles, and we charge on first class matter 47 cents, and on fourth class 23 cents. The commissioners' schedule is 52.17 cents on first class and 26.32 cents on fourth class. From Bloomington to Vandalia, 106 miles, we charge the commissioners' schedule. 287 We give Chicago a much lower rate than Bloomington on first and fourth class, because the rates to Vandalia from Chicago are the same as to East St. Louis. There is quite a long story connected with the making of rates between Chicago and East St. Louis making of rates from Detroit and Toledo bearing on it and finally an adjustment was made fixing the rate at 40 cents first class, and that takes in a large intermediate territory, as a maximum very often lower than the commissioners' schedule for the dis- tance. The rates from interior points have no bearing on the through traffic from Chicago to East St. Louis. (Witness is then examined as to rates made from Peoria to various towns, which are less than the maximum as compared with rates from Bloomington to the same towns, which are based on the com- missioners' schedule.) 103 293. We made commodity rates on groceries, agricultural implements and hardware. 294 Q. Has it been the policy of your road to put in commodity rates whenever they were called for? A. Oh, no. Q. How do these communities get commodity rates? A. Well, it's a business matter the thing comes up and is diseus_sed and gone into as a matter of business Q. Do you carry these goods at these commodity rates at a profit or loss? A. I don't think we carry any business at very much of a loss; if we did, we wouldn't carry it very long. We don't make as much money on a low rate as a high rate the higher the rate the more money is made, as a rule. Q. What proportion of the local business is carried at commodity rates? A. I couldn't tell exactly, but there is a very great preponderance of busi- ness on our line carried at less than the commissioners' schedule. Q. You don't mean on all the commodity rates? A. No, if you call them commodity rates, that term is misleading. But rates lower than the commissioners' tariff. The Chairman: Special rates? A. Special tariffs or special billing order. 295 Q. Now. you don't mean to say or be understood as saying that the rail- roads couldn't afford to carry freight in this State at less than the maxi- mum rates, do you, Mr. Keepers? A. I didn't say that you didn't ask me the question. Q. In your judgment they can? A. Carry all the business? If you say that, I say no. It would be too great a reduction on all the business. We carry a large quantity at less than the commissioners' rates. Q. What proportion? A. It would only be a guess. I think over half the business we carry in the State of Illinois would reach lower and when I say business I say ton- nage less Q. How much lower? A. You couldn't expect me to answer that it would be absolutely impos- sible. Q. What is your best judgment? A We have rates on dozens of articles I can give you illustrations if you like. You ask the question I can give illustrations. Q. I want your judgment. A. I can give you I have got judgment on one point. That is the rate on lumber from Cairo to Chicago is 13.32. Our rate is ten cents. It is a very large business. That's one illustration. I can give you more. The Chairman: That's from Cairo to Chicago? A. Yes, sir. Q. What's the rate from Cairo to Bloomington on the same lumber? A. I think it's nine cents. 298 (With reference to transporting freight in Illinois on the Illinois Central west of the Indiana State line, as compared to the rates that are charged by the C & E. I. from Chicago to points in Indiana, east of the Illinois State line, the following examination took place): Q. The Illinois Central and the C. & E. I. pass through about the same country? A. Yes, apparently. But we are not compelled to make the same rates as the C. & E. I. does, because they are sufficiently far away they feel that they are compelled to make something less in their rates, owing to the lower scale east that works west. 300 (As to why the rates from Chicago to Mt. Carmel should be higher than the rate from Chicago to Princeton. Indiana, the same distance, witness states): Considering that there is no railroad from Chicago to Mt. Carmel, Illinois, that the distance tariff can not govern, and the commercial condi- tions don't amount to anything, I don't see that there is any answer required, although I will go further. Princeton, Indiana, takes the same basis of in- 104 terstate rate. Mt. Carmel is not on any line reaching- Chicago, and there is no through rate made there on any competitive basis to compete on any direct line. That is probably higher than distance tariff . 303 The rates to Evansville, Indiana, are the same as they are to Stewarts- ville. As to whether the rates to points from Chicago, between stations between Gray vi lie and Evansville, are profitable, will say that my previous answer would cover that. It is a very small business. As far as Evansville is concerned, there is profit in some of that business we may haul some that there is not any profit in we don't aim to haul at a loss. Q. If the rates for that long distance are reasonable, are not the A. I didn't say they are reasonable. ' Q. Are profitable? A. I didn't say they are very profitable. 304 Q. You don't do it at a loss? A. We don't do it at a very large loss. Q. You do it at a profit then? A. Slight profit. Q. Isn't the rate. to Grayville high? A. No, it's based on the reasonable schedule of the Commission. On May 16, 1905, the following testimony was taken: 4 Henry C. Barlow, Manager Shippers' Association. 9 Exhibit A-l of the Chicago Shippers' Association is the so-called Central Freight Association scale, a scale governing distances from five to 450 miles, both inclusive, used as a basis of rates between points in the territory of the Central Freight Association, which comprises the States of Ohio, Indiana, and part of Michigan and that part of Illinois east and south of a line drawn from Chicago through Joliet and Streator to Peoria, thence via the T., P. & W. Railroad to East Burlington and thence via the east, connecting with the Mississippi river and the junction of that river with the Ohio. This scale is 10 also applied locally within the states of Ohio, Indiana and Michigan; not absolutely but substantially so. Some lines apply it absolutely, others modify it somewhat. 33. The Central Freight Association scale is adopted by the lines comprising the association now. It is issued in this way: Central Freight Association information No. 2495, abrogating Central Freight Association circulars, issued at Chicago, October 25, 1900; basis for rates between points in the territory of the Central Freight Association. 35 From what I know of it, the Central Freight Association is certainly a voluntary association. 91 I think no one here will dispute this statement: that the density of traffic in the State of Illinois is greater than in any other western state west of the Allegheny mountains except the State of Ohio. 92 The density of traffic in Ohio for 1904 was 1,708,406 tons; in Illinois, 1,072'313 tons; in Michigan, 523,093 tons. 94 The rates in Illinois are higher than they are in Michigan, Indiana or Ohio. 95 Assuming- that the rates in Michigan are substantially the same as the C. F. A. scale, then the Illinois distance tariff for distances of 100 to 400 miles, is approximately 45 per cent higher than the rates charged in Michigan while the density of traffic is almost double in Illinois, as compared with Michigan. SUMMARY OF EXHIHITS OFFERED BY MR. II. C. BARLOW Exhibit A-l. Central Freght Association Scale. Exhibit A-2. Comparison of rates on first six classes from New York, Buffalo, Detroit, Indianapolis and Cincinnati, to various points in Illinois vs. Chicago and C. F. A. scale and Illinois distance tariff rates for like distances. 105 Also comparison of the proportions accruing- to the lines south of Chicago compared with the local rates from Chicago to same points, and C. F. A. scale and Illinois distance tariff rates for like distances. Exibit A-3. Table showing- the percentage the Illinois distance tariff rates a*e higher than the C. F. A. scale for like distances 100 to 400 miles. Also aggregate percentage higher. Exhibit A-4. C. C. C. & St. L. Ry. Tariff X-1131 and amendments. Also statement showing comparison of rates from East St. Louis to points on their line in Illinois vs. C. F. A. scale and Illinois distance tariff rates for like distances, which comparison discloses that for distance of 95 miles and over, the rates are substantially on basis of the C. F. A. scale. Exhibit A-5. Toledo, St. Louis & Western Ry. Tariff G. F. D. No. 454, and statement showing comparison of rates from East St. Louis to various points on that line in Illinois vs. C. F. A. scale and Illinois distance tariff rates for like dis- tances, which comparison discloses that the rates for distance of 72 miles and over, are substantially on basis of the C. F. A. scale. Exhibit A-6. Vandalia Line joint freight tariff No. 1851 and statement showing compari- son of rates from East St. Louis to points on that line in Illinois vs. C. F. A. scale and Illinois distance tariff rates for like distances, which comparison discloses that the rates for distance for 100 miles and over, are substantially on basis of the C. F. A. scale. Exhibit A-7. Illinois Central R. R. joint freght tariff with I. D. & W. Ry. No. 568, and amendments. Also statement showing comparison of rates from Indianapolis to points in Illinois on the'lllinois Central R. R. vs. C. F. A. scale and Illinois distance tariff rates for like distances, and comparison with the rates from Chicago to same points, which comparisons show that the rates from Indian- apolis are substantially on basis of the C. F. A. scale. Exhibit A-8. C. & A. R. R. joint freight tariff with I. D. & W. Ry., No. 995, and amend- ments. Also statement showing comparison of rates from Indianapolis to points in Illinois on the C. & A. R. R. vs. C. F. A. scale and Illinois distance tariff rates for like distances, also comparison with the rates from Chicago to same points, which comparisons show that the rates from Indianapolis are on substantially the basis of the C. F. A. scale. Exhit A-9. Indiana, Decatur & Western Ry. local freight tariff No. 820. Also state ment showing comparison of rates from Indianapolis to points on that line in Illinois vs. C. F. A. scale and Illinois distance tariff rates for like distances, also comparison with the rates from Chicago to same points, which compari- sons show that the rates from Indianapolis are on substantially the C. F. A scale. Exhibit A-10. C. B. & Q. R. R. Joint freight tariff with Vandalia Line, No. 1890. Also statement showing comparison of rates from Indianapolis to points in Illinois on the C. B. & Q. vs. C. F. A. scale and Illinois distance tariff rates for like distances. Also comparison with the rates from Chicago to same points. 106 Exhibit A-ll. Michig-an Central R. R. local freight tariff G. F. D. No. 2803 and 5342. Also statement showing- comparison of rates from Detroit and Chicago to points in Michig-an on that line vs. C. F. A. scale and Illinois distance tariff rates for like distances. Also reference to page 37 of tariff G. F. D. No. 2803, compari- son of Michigan distance tariff rates vs. C. F. A. scale and Illinois distance tariff rates for like distances. The rates from Chicago and Detroit to points in Michigan on the Michigan Central R. R.. are on substantially the basis of the C. F. A. scale. Exhibit A-12. P. C. C. & St. L. distance tariff G. F. D. No. 21. Same being adoption of C. F. A. scale by the above company applying between stations on that line. Exhibit A-13. Schedule showing current merchandise rates from Cincinnati, Ohio and Indianapolis, Ind., to various points in Illinois, confirmed by the P. C. C. & St. L. Ry., April 18, 1905. Exhibit A- 14. C. F. A. tariff No. 48. Tariff adopted by C. F. A lines applying on classes and commodities between Chicago and various points in Illinois and Indian- apolis, Cincinnati, Louisville, Evansville, etc., also between Indianapolis and Cincinnati. Jeffersonville, New Albany, etc. The merchandise rates in the above tariff are based on the C. F. A. scale. It will be noted that with this alleged low basis on class rates, that the commodity rates are on a still lower basis. Exhibit A-15. Map of the State of Illinois with described territory, showing boundaries indicated by blue, red and black lines, wherein the rates from Indianapolis, Cincinnati and Detroit, are on a lower basis on one or more classes, than from Chicago. Exhibit A-16. Schedule showing the current merchandise rates from Detroit to various points in Illinois used in these exhibits and confirmed by the Pere Marquette R. R., April 24, 1905. Exhibit A-17. Schedule showing current merchandise rates from Detroit to various points in Illinois, used in these exhibits, and confirmed by the Wabash R. R., April 15, 1905. Exhibit A-18. Grand Rapids & Indiana Ry. local freight tariff G. F. D. No. 1, and amend- ments, showing comparison of rates from Sturgiss. Mich., to various points in Michigan on that line vs. C. F. A. scale and Illinois distance tariff rates for like distances. Exhibit A-19. Grand Trunk Ry. freight tariff G. F. D. No. 851. Also statement showing comparison of rates from Port Huron to various points in Michigan on that line vs. C. F. A. scale and Illinois distance tariff rates for like distances, which discloses that the rates are on substantially the C. F. A. scale. 107 Exhibit A-20. Baltimore & Ohio Southwestern Ry.. joint freight tariff No. H-1972. Also statement showing comparison of rates from East St. Louis to various Illinois points on that line vs. C. F. A. scale and Illinois distance tariff rates for like distances, showing- that the rates are on substantially the same basis as the C. F. A. scale. Exhibit A-21. Schedule showing current merchandise rates from Cincinnati, Ohio and Indianapolis, Indiana, to various points in Illinois, confirmed by the P. C. C. & St. L. Ry., May 12, 1905. 102 Mr. Brown: Well. Judge, I know that I am not prepared to cross-ex- amine this witness, andl doubt if any other I doubt if any other gentle- man associated with me, with the study he has given to it, the investigation, preparation and all, which require a corresponding care on our part and in- vestigation, and I shall certainly ask the commission for time to have this testimony written up and submitted to experts upon the railroad side. I don't want to ask too much, but I certainly could not cross-examine him very strongly. It is a very thorough piece of work that this witness has given here, and the inference and deductions to be made from his statements are extremely voluminous, and we must meet it, Judge, and explain it, and I am not able today to cross-examine him. If any other gentleman feels that he is equal to the task I should be very glad to hear from him. 108 An adjournment was had to June 12, 1905, at which the fol- lowing evidence was taken: 117 W. H. Eubanks, Chief Clerk in the Auditor's office and Secretary of the State Board of Equalization. (Mr. Eubanks testified from the returns of the railroad companies to the State Board of Equalization, as to the full valuation returned to said board, by the said railroads, of their lines in Illinois, which said value, and also the capital stock and funded debt per mile, as reported to the Railroad and Ware- house Commission by the said railroads, are as follows:) NAME OF COMPANY. Full valuation returned to Board of Equalization, Average per mile. Capital stock and funded debt per mile, as reported to Railroad Commission. A. T. & S F $ 21,385 $ 58, 248 C & A 30,665 122,504 C., B & Q 23, 100 34,695 C. & E I .. 30, 576 68,563 C & E. No 111. mileage 89,755 C G W 14, 98* 101, 806 C & I S 3,633 31,566 C.I & St. L. Short line 13,301 70,069 Chicago Junction. 7,864 167,031 C M & St. P... 32,257 33,321 C P & St L 4,236 56,404 C R I & P 17,455 38,268 C & W I. 281,811 565,576 C I W (Ohio River Div.) 5,923 42,234 C I & W 6,721 42. 234 C C., C. & St. L 21,609 54,635 D R I & N W 15. 289 64, 157 DeKalb & G W 13,554 101,806 E St L Con 177,922 17,391 E , J & E 37,662 * 66,280 F C N G 1,254 18, 274 5,779 18,519 G T W. 32, 297 78,750 I & I D (I C ) 10,921 565 IS 4, 157 66,521 IT. ... .. 30,039 64,167 I.. l.&T... 7,340 48,147 108 NAME OF COMPANY. Full valuation returned to Board of Equalization, average per mile. Capital stock and funded debt per mile, as reported to Railroad Commission. Iowa Central .. . . .... . $ 4,515 $ 52,674 J & St L 9 609 31 051 K. & S 8,626 15,685 L E & W 4,216 48,627 L. S &M.S 64,968 138, 104 LaSalle & Bureau Co 2,180 7,874 L. & N 18,083 49,902 Macoupin Co 29,580 400 M C 61 057 92 023 M. & O 13,669 49 134 N.Y.,C.&St.L 24, 318 t 96,539 Pawnee 7.604 15,111 P D & M., and Peoria Div. 111. Cent . .. 2 917 43,791 P & E 15 959 70 257 P & P. T 8,726 224,984 P C C. & St L 27 080 102, F25 P., Ft. Wayne & C . 149,646 123,791 Q C & St. L 507 10, 204 St L B & S Ry. (I. C ) 21 723 69 077 St L ', Iron Mt. & S. V. Div 3, 141 64,809 St. L. T. & E Southern 24,273 10. 570 39, 415 68,802 T H & I 15 090 36,424 T. H. & P 2.647 42. 403 T P & W 4,851 42,760 T., St. L. & Western 13,947 79,873 T., M. & N... 817 36,846 W., C. & W 6,376 29.924 Wisconsin Central 19,391 t 58,275 Wabash and branches 5, 663 83, 701 * Including industrial mileage. t Including industrials 17 miles, i Including 166 miles industrials. (This witness also made a computation based on the average value of property per mile of the various railroads as reported by them to the State Auditor in April 1904, enumerated in said statement, and the net earnings per mile of said roads as reported by the railroads to the Railroad and Ware- house Commission for year ending June 30, 1904, showing that the per cent of earnings per mile, to value per mile, is as follows:) ATCHISON, TOPEKA & SANTA FE. Average value of property per mile Average net earnings per mile Per cent of earnings per mile to value per mile $21,385 5.124 28.64* BALTIMORE & OHIO SOUTHWESTERN, BALTIMORE & OHIO & CHICAGO AND BALTIMORE OHIO CONNECTING. Average value of property per mile Average net earnings per mile Per cent of earnings per mile to value per mile $7. 983 2, 793 34.98* CHICAGO & EASTERN ILLINOIS AND SUBSIDIARY LINES. Average value of property per mile Average net earnings per mile Per cent of earnings per mile to value per mile $17,670 5,241 29.66* CHICAGO, CLEVELAND, CINCINNATI & ST. LOUIS AND SUBSIDIARY LINES. Average value of property per mile $14, 9i)3 Average net earnings per mile 2, 592 Percent of earnings per mile to value per mile 17.39* 109 CHICAGO & ALTON. Average value of property per mile $30, 665 Average net earnings per mile 4, 876 Per cent of earnings per mile to value per mile 15 .09$ CHICAGO, BURLINGTON & QUINCY. Average value of property per mile $21,015 Average net earnings per mile 2,725 Per cent of earnings per mile to value per mile 12.96$ CHICAGO, MILWAUKEE & ST. PAUL. Average value of property per mile $32, 257 Average net earnings per mile 8,787 Percent of earnings per mile to value per mile 27.24$ CHICAGO. PEORIA & ST. LOUIS. Average value of property per mile $4,236 Average net earnings per mile 486 Per cent of earnings per mile to value per mile 11 .47* CHICAGO, ROCK ISLAND & PACIFIC. Average value of property per mile $17,455 Average net earnings per mile 8,329 Per cent of earnings per mile to value per mile 47. 71$ CINCINNATI, INDIANAPOLIS & WESTERN. Average value of property per mile $6, 721 Average net earnings per mile 1,363 Per cent of earnings per mile to value per mile 20.28* DAVENPORT, ROCK ISLAND & WESTERN. Average value of property per mile ' ". $15,289 Average net earnings per mile 448 Per cent of earnings per mile to value per mile 2.93$ EAST ST. LOUIS CONNECTING. Average value of property per mile $177,922 Average net earnings per mile 52,316 Percent of earnings per mile to value per mile 29.40$ ELGIN, JOLIET & EASTERN. Average value of property per mile $37, 662 Average net earnings per mile 3,557 Percent of earnings per mile to value per mile 9.44$ FULTON COUNTY NARROW GAUGE. Average value of property per mile $1, 254 Average net earnings per mile 95 Percent of earnings per mile to value per mile 7.75$ GALESBURG & GREAT EASTERN. Average value of property per mile $5, 779 Average net earnings per mile 153 Per cent of earnings per mile to value per mile 2.67$ GRAND TRUNK WESTERN. Average value of property per mile $32,297 Average net earnings per mile 160 Per cent of earnings per mile to value per mile 0.5$ 110 ILLINOIS NORTHERN Average value of property per mile $2,871 Average net earnings per mile 1,702 Percent of earnings per mile to value per mile 59. 28$ ILLINOIS SOUTHERN. Average value of property per mile $4,157 Average net earnings per mile , ,. .. 1,007 Per cent of earnings per mile to value per mile 24.23* ILLINOIS TERMINAL. Average value of property per mile $3. 039 Average net earnings per mile 3,274 Per cent of earnings per mile to value per mile 107.73* INDIANA, ILLINOIS & IOWA. Average value of property per mile $7, 340 Average net earnings per mile 1,579 Per cent of earnings per mile to value per mile 21 . 51* IOWA CENTRAL. Average value of property per mile $4, 515 Average net earnings per mile 1,683 Percent of earnings per mile to value per mile 37.27* LAKE ERIE & WESTERN. Average value of property per mile $4,216 Average net earnings per mile 1, 783 Percent of earnings per mile to value per mile 42.29$ LAKE SHORE & MICHIGAN SOUTHERN. Average value of property per mile $64, 968 Average net earnings per mile 13, 598 Percent of earnings per mile to value per mile 20.93* LA SALLE & BUREAU CO. Average value of property per mile $2,180 Average net earnings per mile 1,565 Per cent of earnings per mile to value per mile 71 .80* LOUISVILLE & NASHVILLE. Average value of property per mile $18, 083 Average net earnings per mile , 3,555 Per cent of earnings per mile to value per mile 19.65* MICHIGAN CENTRAL. Average value of property per mile $61,057 Average net earnings per mile 1,217 Per cent of earnings per mile to value per mile 1 .99* MOBILE & OHIO. Average value of property per mile $13, 669 Average net earnings per mile 595 Per cent of earnings per mile to value per mile 4 .35* NEW YORK, CHICAGO & ST. LOUIS. Average value of property per mile $24, 318 Average net earnings per mile 817 Per cent of earnings per mile to value per mile 3.36* Ill PAWNEE. Average value of property per rnile $7,604 Average net earnings per mile 1,766 Per cent of earnings per mile to value per mile 23.22$ PEORIA & PEKIN UNION. Average value of property per mile $12,563 Average net earnings per mile 14,382 Percent of earnings per mile to value per mile ._ 114.48$ PITTSBURG, CINCINNATI, CHICAGO & ST. LOUIS. Average value of property per mile , $27.080 Average net loss per mile 3,780 Per cent of loss per mile to value per mile 13.95$ QUINCY, CARROLTON & ST. LOUIS. ' Average value of property per mile $507 Average net earnings per mile > 58 Per cent of earnings per mile to value per mile 11.44$ ST. LOUIS, BELLEVILLE & SOUTHERN. Average value of property per mile $21,723 Average net earnings per mile .-, 1,384 Per cent of earnings per mile to value per mile 6.37$ ST. LOUIS, TROY & EASTERN. Average value of property per mile $24,273 Average net earnings per mile 14,320' Per cent of earnings per mile to value per mile 58.99$ SOUTHERN RAILWAY CO. Average value of property per mile $10, 570 Average net earnings per mile 1,253 Per cent of earnings per mile to value per mile 11.85$ TERRE HAUTE & INDIANAPOLIS (VANDALIA.) Average value of property per mile $15,090 Average net earnings per mile 2, 106 Percent of earnings per mile to value per mile : 13.95$ TOLEDO, PEORIA & WESTERN. Average value of property per mile $4. 851 Average net earnings per mile 1, 123 Percent of earnings per mile to value per mile .' 23.15$ TOLEDO, ST. LOUIS & WESTERN. Average value of property per mile $13, 947 Average net earnings per mile 2,031 Per cent of earnings per mile to value per mile 14.56$ TOLUCA, MARQUETTE & NORTHERN. Average value of property per mile $ 817 Average net earnings per mile 1,662 Percent of earnings per mile to value per mile 188.43$ WABASH. CHESTER & WESTERN. Average value of property per mile $6, 376 Average net earnings per mile 465 Per cent of earnings per mile to value per mile 7.29$ 112 WISCONSIN CENTRAL. Average value of property per mile Average net earnings per mile , Per cent of earnings per mile to value per mile. $19,391 5,187 26.75* WABASH RAILROAD CO. Average value of property per mile $5, 663 Average net earnings per mile.... 1,799 Percent of earnings per mile to value per mile 31.76^ Table showing net earnings per mile of road from operation in Illinois for the year ending- June 30, 1904 as reported by the railroads to the Railroad and Warehouse Commission. (See pag-es 128 to 131, inclusive, Report Railroad and Warehouse Commission, 1904.) STEAM RAILROADS. 1 2 3 4 5 NAME OF COMPANY. Gross earnings from operation per mile of road (including track- age rights) Operating expenses per mile of road (includ- ing trackage rights). .. Net earnings per mile of road (including track- age rights) Net loss per mile of road (including trackage rights) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 A T & S F. Ry Co. (The) Dol. 16,351 6,657 Dol. 10, 227 3,864 Dol. 6,124 2,793 Dol. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 Baltimore & Ohio K. R. Co. B. & O. Con. R. R. Co B. & O., & Chicago R. R. Co B. & O Southwestern R. R. Co Belt Ry. Co. of Chicago (The) 77,958 58 12,907 42,938 273 9,365 35,020 '"3,'542 "'215 Calumet Western Ry. Co Chicago Great Western Ry . Co Chicago Heights T. T. R. R. Co Chicago Junction Ry. Co 33, 707 "'25,235 ""l2, '457 8,142 14,130 23, 148 '"21 ,'936 10,559 '3,' 299 Union Stock Yards & Transit Co Chicago Short Line Ry. Co Iroquois Iron Works Chicago Terminal Transit R. R. Co 9,120 5,518 9,254 3,337 2,624 4,876 Chicago Union Trans. Rv. Co Chicago & Alton Ry. Co." (The) Chicago & Alton R R Co. (The) Joliet & Chicago R R Co (The) Chicago & Eastern Illinois K . R . Co 13,670 8,429 5,241 K Illinois & St Louis R R Co Chicago & Erie R. R 14, 532 7,207 11.787 4,801 2,745 2,406 Chicago & N Western Ry Co Chicago & W Ind. R. R. Co C B. & Q. R. R Co C., B. & Q. Ry. Co ... Chi Ind & St. Louis Ry. Co 7,704 4,979 2,725 Chi.. Lake Shore & Erie Ry . Co Chicago & Kenosha Ry. Co. 18, 744 10,134 8,610 Chicago & Southeastern Ry Co Joliet & Blue Island Ry. Co '"8,'787 486 Chicago Mil & St. Paul Ry. Co 19, 357 6,002 10, 570 5,516 Chi., Peoria & St. Louis Ry. Co. of 111 Alton Terminal Ry. Co Litchfield & Madison Ry. Co Chicago, Peoria & Western Ry. Co '8,' 329 Chicago Rock Island & Pacific Ry. Co 22,006 13,677 Peoria & Bureau Valley R. R. Co C.. W. P. & So. Ry. Co. (The) 27, 554 18,530 9,024 Cinn Hamilton & Dayton Ry Co Cinn., Ind. & Western Ry. Co 5,668 4,305 8,560 1,363 2,592 C . C., C. &St. L. Ry. Co C.. I. & St. L. Short Line Rv. Co... 11,152 113 Steam Railroads Continued. 1 2 3 4 5 NAME OF COMPANY. Gross earnings from operation per mile of road (including track- age rights) Operating expenses per mile of road (includ- ing trackage rights) . . . Net earnings per mile of road (including track- age rights) Net loss per mile of road (including trackage rights) 43 44 45 46 47 48 49 50 51 52 53 54 55 56 7 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 81 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 Kankakee & Senaca Ry Co Dol. 1,666 8,760 2,971 354,172 10, 379 Dol. 1,766 6,806 2,523 301,856 6,822 982 Dol. Dol. 100 43 44 45 46 47 48 49 50 51 52 53 54 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 Peoria & Eastern Ry. Co 1,954 448 52,316 3.557 95 Davenport, Rock Island & Northw'n Ry. Co.. East St. Louis Connecting Ry. Co Elgin, Joliet & Eastern Ry. Co Fulton County Narrow Guage Ry. Co Fulton County Extension Ry. Co 1,077 Grand Trunk & Western Ry. Co 15. 445 15,285 160 Grand Trunk Junction Ry. Co Galesburg & Great Eastern R. R. Co 1,242 12,800 1,089 8, 595 153 4,205 Illinois Central R. R. Co Blue Island R. R. Co Chicago & Illinois Southern R R. Co Illinois & Indiana R. R. Co Peoria Decatur & Mattoon R. R. Co South Chicago R. R. Co . St. Charles Air Line . . . Illinois Northern Ry. Co International Harvester Co 17.507 15,805 1,702 Illinois Southern Ry. Co Illinois Terminal R. R. Co Illinois Valley BeltR. R. Co 2,164 8,302 1,157 5,028 1,007 3,274 Illinois, Iowa & Minnesota Ry. Co Indiana, Illinois & Iowa R. R. Co. (The) Iowa Central Rv. Co 17, 562 6,912 7,203 2,296 6,816 62,536 3,918 10,596 15,854 5, 333 5.520 3,299 5. 033 48,938 2,353 7,041 1.708 1,579 1,683 Jacksonville & St. Louis Ry .. .. 303 Lake Erie & Western R. R. Co 1,783 13,598 1,565 3,555 ' 'l,'2i7 Lake Shore & Michigan Southern Rv. Co . . LaSalle & Bureau County Ry. Co Louisville . Nashville R. R. Co Macoupin County Railway Co ... . . .. Michigan Central R R.Co .. . 13,628 12,411 Joliet & Northern Indiana R. R. Co Terminal R. R. Co Mobile & Ohio R. R. Co. (The) St. Louis & Cairo R. R. Co ... 9,728 9,133 " 5,383 595 New York, Chi. & St. Louis R. R. Co. (The).. Chicago & State Line R. R. Co. (The) Pawnee R. R. Co 6,200 " '3,' 736 26, 814 817 1,970 57, 135 1,766 "'SO,' 321 Pennsylvania R. R. Co Pit'sburg, Ft. Wayne & Chicago Ry. Co S. Chicago & Southern R. R. Co. (The) ""3, '780 Pitts,., Cin , Chi. & St. Louis Ry. Co En^lewood Con Ry Co 24, 329 28, 100 Peoria & Pekin Union Ry. Co 49,443 750 3,208 14,285 88,041 35,061 692 2,791 14.072 51.969 14,382 58 417 213 33,072 Quincy, Carrollton & St. Louis Ry Quincy. Omaha & Kansas City R. R. Co St. C., M. & St. L. Belt R. R. Co St. Louis Merchants Bridge Term. Ry. Co Granite City & Mad. B. L. R. R. Co Mad.. 111. &St. Louis Rv. Co St. Louis Mer Bridge Co ""206 St. Louis, Hell. & Southern Ry. Co . .. 1,965 3,184 "'21 ,'498 8,051 581 1,384 3,390 " 'i.'iis ""14^326 6,7981 1,253 St. Louis. Iron Mt. & Southern Ry. Co Herrin Rv St. Louis, Trov & Eastern R. R. Co Southern Ry. Co ... SEW 114 Steam Railroads Concluded. 1 2 3 4 5 NAME OF COMPANY. Gross earnings from op- eration per mile of road (including track- age rights) Operating expenses per mile of road (including trackage rights) Net earnings per mile of road (including track- age rights) Net loss per mile of road (including trackage rights) 100 101 102 10* 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 Terminal Railroad Association of St. Louis East St Louis Belt R R Co Dol. 717,589 Dol. 360,329 Dol. 357,260 Dol. 100 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 117 118 East St. Louis & Carondelet Ry. Co Illinois Transfer R. R. Co . St Loui<5 Bridge Co Terminal R. R. Co. of East St. Louis Terre Haute & Ind. R.R.Co St. Louis, V. & T. H. R. R. Co. (The) 9,954 7,848 2,106 Terre Haute & Peoria R. R Co Toluca, Marquette & Northern R. R. Co Toledo, Peoria & Western Ry. Co 3,170 5,271 i,r,os 4,148 5,382 7,410 1,662 1,123 2,031 1,799 ; Toledo, St. Louis & Western R. R. Co .... Wabash R.R.Co . . 7.413 9,209 Hannibal Bridge Co Louisiana & Pike County R. R. Co 1 W., C. & W. R. R, Co. (The) . 1,793 11,881 1,328 9,388 465 2,493 W. & M. Valley Ry. Co American Steel & Wire Co Wisconsin Central Ry. Co Total 11,154 5,967 5,187 3,378 10,986 7,608 The following- is a comparison of the dividends paid ending with the fiscal years as of June 30, 1903 and 1904, respectively: 1903 1904 NAME OF COMPANY. Amount. Amount. Per cent on common stock. Per cent on preferred stock. A., T. & S. F. Ry. Co. $9,786.910 $9, 786, 910 4 5 B. & O. R. R. Co . .. 8,385,241 6,885,241 4 2 Belt Ry. Co. of Chicago 96,000 96,000 8 Chicago & Gt. West Ry. Co Chicago Junction Ry. Co 1,594,313 132,000 1,329,286 132,000 4 and 2^ 6 Union Stock Yds & T Co ?96, 627 C. & A. Ry. Co. (The) 781,760 940, 310 7 4 and 7 C. & A. R. R. Co. (The) J. &C. R.R.Co. (The)... 115 Comparison of Dividends Paid Concluded. 1903 1904 NAME OF COMPANY. Amount. Amount. Per cent on common stock. Per cent on preferred stock. C. E. I. R. R.Co... C & \ W Ky Co $1,173,586 4,852,014 $ 987,266 5, 174, 924 6 and 10 6 8 C. & W. 1. R. R.Co 300,000 300,000 6 C B & Q. Rv. Co C.. B. & Q. R. R. Co 7, 758, 455 7,758,737 7 C.. M.&St P.Ry.Co C P & St. L Ry Co. of 111 7.655.H76 7,418,481 7 7 Alton Term. Ry. Co i,666 9 C R. 1. & P. Rv. Co 5,618,658 5,985,060 8 P & B V R R Co 135,000 120, 000 8 R. I. & P. Ky. Co 90,000 C W P & S Ry Co. (The) 5,000 C. & VV. I. Rv. Co 167,322 2.35 C., C.. C. & St. L. Ry. Co E J '& E Ry Co 1,645,268 240 000 1,645,268 240.000 5 4 4 Illinois Central R. R. Co... St L A & T. H. R. R Co 5,702,400 938 5,702,400 6 I.. I. & I R. K. Co. (The) 200,000 100,000 2 L. K. & W. R. R. Co... 473,600 355,200 3 L.S. & M.S. Ry.Co L. & B. C. R. R Co 3,516,005 4,010,670 6,000 8 12 10 L. & N.R.R. Co Mich. Cent. R. R. Co . . .. 3,000.000 1,097,040 3,000,000 916,867 5 4 J & N. I. R. R. Co 15 000 15. 000 M & O R R Co 107 412 121 412 2 St. L. <& C. R. R.Co 97,500 97,500 tttf NY C & St L Ry Co 580 000 580,000 5 and 3 Pennsylvania Co 1,200,000 1,600.000 4 P., Ft. W. &C. Ry.Co S C &S R R Co (The) 3,037,511 33 700 3,203,059 7 P., C., C. & St. L. Ry. Co ...'.".... E C Ry Co 1,651,222 5 952 1,651,414 3 4 P. & P. U. Ry. Co. 40,000 St L , T & E R R Co 43, 750 43 750 12V2 St L I M & S Ry Co 2 578 831 2 578 832 10 Southern Ry. Co 3,000,000 3,000,000 5 Term. R R A of St L St. L. Bridge Co 239,400 239, 400 6 and 3 Wabash R R Co 68 000 68 000 8 L & P. C. R. R. Co 735 739 W & M V R R Co 6 000 Total $76,944,877 $76,654,675 5.03 5.01 Increase $290,202 Statement showing dividends paid, and items of surpluses as reported to the Railroad and Warehouse Commission for the year ending 1 June 30, 1904. Table k- A" shows the total amount of dividend paid by each road, the rate per cent and the amount placed to surplus for 1904 in Illinois and the total surplus in Illinois apportioned to Illinois. Where the data pertaining to Illinois is incomplete, it is given for the entire line under table "B." 116 TABLE "A" ILLINOIS. Dividends Ri per' ite cent. Surplus Total NAME OF COMPANY. paid in Illinois. Common. Preferred . ending June 30, 1904. Surplus in Illinois. A. T. & S. F. Ry. Co $ 341 563 4 5 $1,334,706 $3,408 560 B. & O. R. R. Co... 913,622 4 4 C. Gt. Ry. Co 270 688 4&5 124,686 368, 508 C. & A. Ry. Co... 752,248 7 4&7 98, 079 C. & E. 1. R. R. Co .. 580, 856 6&10 6 646,836 2, 456, 220 C. & N. W. Ry. Co 478,787 7 8 20,800 1,017,476 C..B. & Q. R. R. Co 1,349,020 7 732,922 C..L. S. & E. Ry. Co 534, 365 C.,M. &St. P. Ky. Co... 428, 788 7 7 2,632,837 C..R. 1. & P. Ry. Co 386, 036 8 2,151,316 C I & W. Ry. Co 86 579 2 35 C..C..C. & St. L. Ry. Co .. 419, 543 5 4&6 60, 284 E..J. & E. Ry. Co 190, 296 4 66, 206 1,340,131 I.C.R.R.Co 5, 309, 505 6 Illinois Southern Rv. Co . 2.429 Illinois Terminal R. R. Co. .. 32,425 69,709 I., I. & I. R R.Co . 58 246 2 9,723 Iowa Central Ry. Co 47,016 582, 857 L. E. & W. R. R. Co. 59,283 3 20,021 141.392 L. S. & M.S. Ry. Co 63, 369 8 16,5r>8 328,877 LaSalle & Bureau Co. R.R.Co L. & N. R. R.Co 6,000 15,630 12 5 3.084 325, 263 31. 961 M. C. R R.Co 1 764 4 20 317 St. L. & C. R. R. Co 97,500 1 5 93. 034 N. Y.,C. & St. L R. R. Co 8 584 3&5 Pawnee R. R. Co ... 14. 279 15,288 Penn. Co 33,600 4 P C C & St L Ry Co 549 3 4 301 481 St. L.,T. & E. R. R. Co 43,750 12 5 218 852 489,199 Southern Ry Co 95 400 T. M. & N. R. R. Co 5, 219 12, 953 T. St. L. & W. R. R. Co. 719 98,674 232, 142 Wabash R.R.Co 11,070 208,684 Wisconsin Central Ry. Co 158,124 631.171 TABLE "B" WHOLE LINE. NAME OF COMPANY. Dividends paid- whole line. Rate per cent. Surplus for year ending June 30, 1904. Total Surplus- whole line. Common. Preferred. B. & O. R R. Co $9,370,482 5,985,060 5, 702, 400 3, 000, 000 916,867 121,412 1,600,000 1,651,414 3,000,000 4&4 8 6 5 4 2 4 3 "4"" 5 $5,506,647 16,516,209 4,339,147 3,688,387 230,327 1,055,825 533,012 "'406,' 593 292,372 $ 7,311,95* 22,343,95; 4,386,72 r 11,684,424 8,093,4(X 1, 273.70J 7,092,18( 3.952,92? 6,162,89* 1,881,794 C., R. I. & P. Ry. Co .. I. C. R. R. Co L. & N. R. R. Co .. M. C. R. R. Co M. & O. R. R Co Penn. Co P.,C.,C. &St. L. Ry. Co . Southern Ry. Co... T. H. & I. R. R. Co NOTE For dividends paid and surplus amounts covering "Whole Line" of other roads, see annual report of Railroad and Warehouse Commission for year ending June 30, 1904, pages 102 to 107, inclusive. 117 COMPARATIVE INCOME OF RAILROADS, 1904. Illinois, 11,529 miles gross income ............................................... $ 139,749,392 Ohio, 8, 933 miles gross income ...... ............................................. 116,923,167 Iowa, 9, 800 miles gross income ................................................... 57, 692. 095 United States, 209,002 miles gross income ........................................ 2,067,420,505 GROSS INCOME PER MILE OF MAIN LINE. Illinois, 11,529 miles... $12,121 Ohio, 8,933 miles ........................ ... ...................................... .. 12,977 Iowa, 9.800 miles ................................................................... 5,886 Michigan, 8, 240 miles... .................................................... 7,978 United States, 209,002 miles ................................................ ......... 9,890 EARNINGS. GROSS EARNINGS FROM OPERATION. Illinois, 11,529 miles... .............................. $ 133,092,165 Ohio, 8, 933 miles .. ..................................... 113.648.356 Iowa. 9,800 miles .................................................................... 56,606,526 United States, 209,002 miles ......................................................... 1,966,633,821 GROSS EARNINGS PER MILE FROM OPERATION. Illinois .............................................................................. $11,544 Ohio .................................................................................. 12, 722 Iowa .................................................................................. 5,776 United States ......................................................................... 9,410 OPERATING EXPENSES. Illinois ............................................................................... $ 92,163,681 Ohio ................. ............................................................... 85, 859, 938 Iowa.. 42,694,060 United States ......................................................................... 1,332.382,948 OPERATING EXPENSES PER MILE. Illinois .. $7,994 Ohio .................................................................................. 9,611 Iowa ................................................................................. 4,356 M ichigan ................................... .......................................... 5, 849 United States ......................................................................... 6,375 NET INCOME PER MILE. Illinois, from total income ......................................................... $4, 127 Ohio, from total income ............................................................ 3, 366 Iowa, from total income ............................................................. 1,529 Michigan, from total income ....................................................... 2,129 United States, from total income ................................................... 3,515 NET EARNINGS PER MILE FROM OPERATION. Illinois .. ................................................ $3,550 Ohio ................................................................................. 3,111 Iowa ................................................................................. 1,420 United States ......................................................................... 3,035 Statement from Poor's Manual introduced in evidence showing- the financial operation and condition of certain roads therein named. C. & E. I. Ry. Co. Poor's Manual for 1904, page 526. Net income .......................................................................... $3, 784, 059 Six per cent on common stock ...................................................... 433, 068 Six per cent on preferred stock ..................................................... 409, 842 Balance surplus ................... ................. $341, 154 $631.125 -fc 8% per cent. Dividend paid ............................................ 6 per cent. percent on common stock. 118 This company is leased to the St. L. & S. F. at Q% on the preferred stock and 10 on the common stock, with the right to purchase (see page 512, sec- tion 4) viz.: $150.00 per share for preferred stock and $250.00 per share for the common stock, in stock trust certificates. This company does not exact the Illinois distance tariff rates, their class rates from Chicago to Danville, III., being as follows: NOTE Rate charged by Illinois railroal schedule. 1 2 3 4 5 6 7 9 10 30 25 20 13.5 12.5 10.5 10 9 7.8 7 42.77 33.37 26.33 20.68 16.55 13.54 12.41 9.78 7.80 7.03 C. B. & Q. RY. Co. Oct. 1, 1901 All the property of the C., B. & Q. R. R. Co., was leased to the C., B. & Q. Ry. Co. for ninety-nine years from Sept. 30, 1901. The lessee assumes all contracts and obligations of the railroad company and agrees to pay as rental (a) The interest on all outstanding bonds and on such additional bonds as may be issued during the term of the lease. (b) Sinking funds. (c) Taxes. (d) Quarterly dividends at the rate of 1% per annum on the capital stock. (Poor's 1903, page 337.) For the year ending June 30, 1903, the railway company, after paying all operating expenses, taxes, interest rentals, sinking funds and other charges had a net profit of $13,388,967.74, They paid 1% dividends on $110,839,100.00 capital stock and had a surplus for the year of $5.630.512.49. The railroad therefore earned substantially 12 % on its capital stock. The surplus of $5,630.512.49 went into the Northern Securities Co^, that company owning nearly all of the stock of the railroad company, capitalizing it at about $200.00 per share in the security company. This company reports a surplus of $25,415,533.81 to June 30, 1903. (See Poor's Manual for 1903, pages 337, 338 and 339.) NOTP; On March 1, 1904, the company borrowed $5,000,000.00 for nine months at 5% and in May issued $5,992,000.00 111. Div. 4% bonds and $9,775,- 000.00 111. Div. 3%% bonds. Was this $16,000,000.00 spent on Illinois lines, we think not. yet it is charged to us. C. & N. W. RY. Co. Poor's Manual 1904, Page 328. 1900. Preferred stock $22,398,955 Common stock 41,448,366 Total paid in dividends Construction expenditures charged against income in 1900 (for convenience^ Surplus Paid? percent $1,567,650 Paid 6 per cent 2,346,744 $3,914,394 $4,542,041 1,605,119 , $6,147,160 $6,147,160 is 15 per cent on common stock, plus 6 per cent paid, is 21 per cent on common stock. Total, 119 1901. Preferred stock $22,398,955 Paid 7 per cent. .. . $1,567,560 Common stock 41,448,366 Paid 6 per cent. .. 2,346,744 Total paid in dividends $3,914,394 Construction expenditures charged against income for 1901 (for convenience) $4,169,r>26 Surplus 1,737,367 Total $5,906,893 $5,906,893 is 14^4 percent on common stock, plus 6 per cent paid on common stock, is 20^ on common stock. 1902. Preferred stock... ..$22,398,955 Paid 8 per cent. .. . $1,791.600 Common stock 41,448,366 Paid 7 per cent 2,737,868 Ti.tal paid in dividends .' $1,529,468 Construction expenditures charged against income for 1902 (for convenience) $4,697,055 Surplus 1.348,302 Total $3,045,357 $6,045.357 is 14^ per cent on common stock, plus 7 per cent paid, is 2lV per cent on com- mon stock. 1903. Dividend on preferred stock, 8 percent : $1,791,600 Dividend on common stock, 7 per cent *3,OJO,414 Total paid in dividend-; $4,852,014 Construction expenditures charged against income for 1903 (for convenience) .-. $5,013,418 Surplus 523,830 Total $5. 537, 248 $5,537,248 is 11 percent on common stock, plus 7 per cent paid, is 18 per cent on common stock. *Comrnon stock was increased $9,226,110 during 1902-03. CHICAGO. MILWAUKEE & ST. PAUL RY. Poor's Manual 1903, Pages 363-365. June 30, 1902. Dividends paid 7 per cent on common stock outstanding, of $")8,183,900 00 7 per cent on preferred stock outstanding, of 46, 682, 400 00 Note 11, page 365. RENEWAL AND IMPROVEMENT FUND. (Created during the year ending 1896, to provide for track elevation in Ciiicago, and other extraordinary expenses.) Charged to operating expenses account of this fund, to June 30, 1902 $8, 810, 000 00 Interest received on balances 306, 014 00 Total $9,116,014 CO This amount was expended as follows: For track elevation in Chicago $ 826,390 61 Third and fourth main tracks 140,224 45 Reducing grades and improvements 2,144,632 25 Escanaba docks, etc 618,55384 Change of line at Redtield, S. D 24, 729 48 Change of guage 200,018 44 Menominee Valley connection 17,778 28 Replacement of bridges 458.457 b7 Total $4,435,785 02 Balance unexpended 4,680,229 07 9,116,014 09 This company reports in Poor's Manual, 1903. page 1540: Net income, June 30, 1902, to June 30, 1903 $16,574,593 94 Payments, interest ; $6,101,335 00 Dividends... 3,694,43550 9,795,770 50 Balance for the year $6,778,823 44 Surplus for credit balance June 30, 1S02. .. . $20,682,068 61 120 CENTRAL R. R. Poor's Manual, 1904, Pages 398-1545. 1902-3. Total net income . $18,811,34139 Interest.. $3,049,740 00 Taxes 1,862,072 05 Rentals 3,170,13621 8,081,948 26 Net profit for year $10,729.393 13 Surplus dividend fund brought forward 1,132,446 92 Total amount available for dividend $11,861,840 05 *Now this is equivalent to 13J4 per cent on capital stock of $79,200,000 Illinois Central, and $10,000,000 leased line stock outstanding June 30, 1902. Now what was done with this money 6 per cent dividends. $5, 702, 400 00 Set apart for sinking fund 5 per cent bonds due April 1, 1903 100, 000 00 Betterments 4,881,253 00 Surplus dividend fund 1,178,186 00 - $11,861,839 00 The company increased its capital stock $15,840,000 during 1902-3. Poor's Manual, 1904, Page 1410. 1903-4 Net earnings $14,037,884 00 Other income 2,716,549 00 - $16, 765, 433 00 Payments- Interest $3,481,825 00 Rentals 2,464,250 00 Taxes 1,942,431 00 6 percent dividends 5,702,400 10 13, 590, 906 00 Balance net profit $3,163,527 00 This is equal to 3Vt, plus 6 per cent paid, equals 9M Per cent earned in 1903-4. This amount was spent as follows Betterments *$2,579,329 00 Advanced Duluth & Sioux City Ry 536,619 00 Surplus 47,579 00 - $3,163.527 00 Capital stock increased Aug. 29, 1902, by $15,840,000, for purpose of paying for construct- ing, completing, of improving the lines of the Illinois Central Railway Company, making total capital stock of $95,040,000 (Page 378 Poor's 1904.) *A11 charged to Illinois. (See Illinois Railway and Warehouse Commissioners' Report, page 125.) C., R. I. & P. R. R. The C., R. I. & P. R. R. controls the C., R. I. & P. Ry. Co. (Poor's Manual 1904, page 757.) On July 31, 1902, the C., R. I. & P. R. R. Co. offered the stockholders of the railway company for each share of their capital stock, $100 of its 4^ 100-year bonds, $70 in preferred stock of the Rock Island Com- pany, (a New Jersey corporation organized July 31, 1902) and $100 in common stock of the same company, i. e. Rock Island Company $270 shares (page 632 of Poor's Manual of 1902). Now we have the Chicago, Rock Island fe Pacific Ry. Co., The Chicago, Rock Island & Pacific Railroad Co., sometimes called the Rock Island System, and last but not least the Rock Island Company. It seems clear, the C., R. I. & P. Ry. Company the real tangible thing, must or is expected to earn and pay on each original share of $100 capital stock, the following 4^ on $100 bonds, dividends on $70 prefered stock, and $100 com- mon stock. 121 Poor's Manual, 1904, Page 764. June 30, 1903. Net earnings. Rent Interest Dividends Surplus $17,868,541 63 Less amount paid for dividend from Stockholders Im- provement loan account $1,336,692 84 1,212,189 79 6,123,840 09 5,680,539 87= 8 per cent dividend. 3,890,262 16= 5J4 per cent. $18,243,524 63 13^ per cent earned. 374,983 00 $17,868,541 63 POPULATION 1903. Iowa (9, 800 miles) 2, 336,484 ; population per mile of railway 238 Ohio (8,933 miles) 4,302,860; population per mile of railway 481 Indiana (6,800 miles), 2,614,223; population per mile of railway 384 Illinois (11, 529 miles) 5,117, 036 ; population per mile of railway 443 Michigan (8, 240 miles) 2, 510, 647 ; population per mile of railway 305 NAME OF ROAD. Miles in Illinois. Earnings. Operating expenses. Per cent of operation to earnings. Erie R R $290, 496 $ 235,629 81 Grand Trunk Rv Michigan Cenra'l R R 26 45 471,997 807,209 467, 105 735, 123 99 91 7 N. Y. C. &St. L R. R Penn. Company 10 31 116,932 831,249 101,518 1,772,444 86.8 213 Pan Handle Ry... 30 738. 144 852,832 115.5 L S & M S Ry 14 876, 753 686,112 78 3 $4. 132, 780 $4.850.763 This shows a deficit of $717,983. If these roads had been operated at 69.2 per cent, the same as the other roads in Illinois, there would have been a surplus of $128,092, which added to the deficit, would make a difference in operation of $846,075. The record shows that terminal charges are not distributed to whole line but charged entirely to Illinois mileage. The Pennsylvania company reports a deficit in Illinois of -$1,174,731.86. Making- a computation on train mileage basis, which distributes terminal charges over the entire system where they belong-, we get: Gross earnings $853,053 00 Operating expenses .'. 118,069 00 Income from operation $734, 984 00 Income from property 174, 841 00 Total income. .. Less fixed charges. $909.825 00 344,004 00 Netincome... ..$565,82100 331 W. H. Eubanks, re-called. The witness testifies as to the amount of cap- ital stock both common and preferred, reported to the Board of Equal- ization by the various railroads in Illinois, and also the amount appor- tioned by the railroads to the State of Illinois. Witness also reads from reports made to the State Board of Equalization the items of fair cash value of all of the tangible property of said railroads in this State. 339 In ascertaining the amount of the capital stock apportioned to Illinois, per mile, I divided the value of the capital stock shown in Illinois by the number of mile of railroad. 343 Auditor's report for years 1902, 1903 and 1904 introduced in evidence. 122 345 In 1902 there were two terminal roads in Chicago assessed on capital stock, outside of that the railroads in Illinois were not assessed on their capital stock, the tangible property, according to the returns of said railroad, equaling the amount of the capital stock per mile. 349 As to 1903 the same answer would apply, that there was no assessment made on the capital stock of the railroads in Illinois. 350 (Note: See preliminary report, income account of railroads of the United States for 1904, as prepared by the Interstate Commerce Commission.) 352 Frank G. Ewald, cross-examination as to his testimony on the question of dividends. 353 Leave granted to amend pleadings. ABSTRACT OF EVIDENCE OFFERED ON PART OF DEFENDANTS. 355 Mr. Brown It has been currently reported, and I understand, though I have not seen the circular, that a circular was issued by one of the parties to this proceeding, stating that the railroads had offered, consented to and were willing to agree that this commission might make a reduction of 25 per cent of the rates in this State, and I think it is due to ourselves to contradict it. 1 ask permission to introduce a witness to show that no such proposition was made. 365 W. B. Hamblin, General Freight Agent of the C., B. & Q. Railroad. Examined in chief by Mr. Dawes. I was at one time chairman of a committee of traffic men of the roads rep- resented here as defendants, to negotiate an adjustment or settlement of these rate questions with a committee of shippers. This committee met in Chicago early in 1902. We submitted a proposition to the shippers' commit- tee as follows I have a memorandum of it: "Memorandum: Iowa scale up to 75 miles; grade between 75 and 100 miles to reach the present Illinois scale, western classification to be the official classification for Illinois." There was no proposition submitted at any time by that committee for a direct reduction of rates of 20 per cent or any other per cent. This propo- sition when applied to the traffic in Illinois would not make any reduction. On short distances it does make a reduction, but when applied to the traffic of the State, it advances the rates. Cross-examination by Mr. Hamlin. Q. Now, then, you, in the goodness of your heart, made them a propo- sition that you knew would advance the rates, didn't you? A. They Q. Answer that question now. A. Yes, sir, we did, but this they took it under advisement between them and when they came back there two or three weeks afterwards they rejected it. Q. But you knew when you made that proposition as the last one, that you were making them a proposition that would advance the rates? A. Well, that Q. Answer yes or no. A. I felt certain Q. Hold on, Mr. Hamblin. answer that yes or no. Now, didn't you isn't that the fact about it? A. I knew that it would advance some of them. Q. Oh, some of them? A. Yes, sir. Q. Didn't you say a moment ago that you knew it would advance rates, in answer to Mr. Dawes? A. Yes, sir. 387 Samuel J. Cooke, examined in chief by Mr. Brown. I am general freight agent of theC. & E. I. Railroad. 389 The rates that Mr. Barlow, gave in his testimony are substantialy correct; there are one or two slight differences. But the rates are sub- stantially as he gave them. You will recollect comparisons were drawn between the rates for example from Detroit to Mt. Vernon, and Chicago 'to the same point. I have here a tabulation of rates that shows, first, our own class rates, that is the class rates that we voluntarily made ourselves from Chicago to Mt. Vernon. 390 In addition to those rates being lower than the maximum rates, we have a number of commodity rates. There are sixty or seventy items. Thelllinois Commissioners' schedule is higher than these commodity rates as follows: Axes 26 per cent; canned goods, 44.5 per cent: coffee, 17 per cent; crackers, 44.5 per cent; grindstones. 44.5 per cent; pickles, 44 .5 per cent; sugar, 17 per cent; vinegar, 44.5 per cent; bar iron, 166 percent, etc., etc. The Illinois distance tariff is from 8 .to 14 per cent higher than the regular class rates made by the C. & E. I. 392 These commodity rates are made because, being a Chicago line and Mt. Vernon being a station on our line, it is natural we should want to build up the trade between those two points, for example. Detroit. Cross examination by Mr. Hamlin: 393 Those interstate rates that is from points in Michigan and C. & E. I. does not receive as high a rate of returns as its proportion of such interstate from Detroit through Chicago to Mt. Vernon, as is charged on commodity rates from Chicago to Mt. Vernon. In other words, all above commodity rates are higher than we receive as our porportion on same business from Detroit via Chicago. These rates are lower than the Illinois distance tariff in order to permit Illinois business interests to compete with outside cities. 401 If a shipment was to be made from Peoria to Mt. Vernon, for instance, in the absence of a joint agreement the Peoria line might come to us and say "Wehave got this shipment to move, what rate will you accept from your junction point to Mt. Vernon?'' It is quite possible that we should quote less than Commissioners' rate, unless we did, if the shipment moved without any previous arrangement being made, there would be nothing else but the two agents would bill it at the sum of the two locals. The arrangement is usually embodied in a tariff, or by special agreement, and that is almost in- variably less than the sum of the two locals. In making these commodity rates to Mt. Vernon we don't mean to say that the Illinois tariff is too high throughout the State. It is particular competition to meet in a certain lo- cality, certain district, which does not exist in another. We are simply meet- ing these competitive conditions as we find them. 410 Harry Gower, examined in chief by Mr. Brown. Am Assistant Traffic Manager of the Rock Island & Pacific. The rates from Cincinnati, Indianapolis and Detroit to Illinois points are made by east- ern lines. While these rates are very low, we either have to participate in them or stay out of the business. 412 We have always endeavored to keep our jobbers at Rock Island and man- ufacturers on the same favorable basis as any other jobber or manufact- urer on the Mississippi river. So we adopt practically at Rock Island the same rates that are made by the Pennsylvania into Burlington. That brings us into intermediate territory east of Rock Island. These are class and com- modity rates and are lower than the Illinois distance tariff. Q. Do you allow any of the roads to put in a lower rate than you do to those points in your territory? A. Not if we know it. Q. If you know it, do you meet that competition? A. That is, if they put in a rate to Peoria, it will be the maximum for our territory from Chicago. If they (eastern lines) put in a rate from Chicago, we make the rate as low from Chicago as from any eastern point. We have done that always. 415 We rather object to the contemplated reduction all over the State on account of some sore spots in the southern part of the State. In other words, we object to taking physic because our neighbors have got the stomach ache. 124 CROSS-EXAMINATION BY MR. HAMLIN. We have some cases where we are carrying- over our lines at lower rates than fixed by the Illinois distance tariff. I don't think the majority of stuff that we carry is carried at lower rates. 418 We have on our line commodity rates. We have them from Chicago to points on our line in Illinois. We have them on hardware, lumber, soap, grain, flour, all iron articles 1 cannot remember them all: paper, straw, hay, agricultural implements. 419 These are all lower than the Illinois distance tariff 420 Our commodity rates are higher than the commodities on the north and south road because we do not run against competitive interstate con- ditions in our territory. Our rates from Chicago to Peoria are less than the Illinois distance tariffon account of the low rates made from the east It is true generally that in order to encourage manufacture of materials entering into manufactories located on our line that we give specially low rates. 421 On the outbound stuff from those factories we charge whatever the tariff is; they were always lower than the Illinois distance tariff. 423 Deere & Co., as well as the Moline Plow Co., in joint rates get a rate that is lower than the Illinois distance tariff. Over lines where the business initiates at Moline and terminates at an Illinois point passing over our line and another line we make a joint rate which is less than a combination of locals. I don't think it is as much as 25 per cent. I say that simply because I would not say that a reduction as big as that is necessary. 424 We like to get all we can out of it. We make less rates than the Illinois distance tariff to Peoria on the classes, that is between Peoria and Chicago, to meet the outside competition. We join or participate in the through rates from the east to the west. 427 A large percentage of rates on freight originating on the Pennsylvania system passing over their line and over our line to points in Illinois is on a rate in which the Rock Island is as much a party as the Pennsylvania. The same is true as to the Vanderbilt system. 428 We are parties to that rate. W. B. Hamblin called on behalf of respondents, and examined in chief by Mr. Dawes. 430 I am general freight agent of the C., B. & Q. Ry. Co. A reduction of ten per cent in rates on Illinois business would wipe out our surplus, and a reduction of 25 per cent on Illinois earnings of the ki Q" in Illinois would wipe out the dividends, and surplus practically. Witness testified as to increased cost of material, increased wages, etc. 435 If the rate was reduced on hats and caps, boots and shoes, and dry goods, I don't see that the consumer would come in on that at all. If he did it would be a fraction of a cent, that is, if it was prorated. Take nails: The reduction that is asked for would be four or five cents per hundred pounds; now the man that used that keg of nails would save four or five cents. 437 We participate or join in through rates with eastern lines to Illinois points. 439 On business going beyond the Mississippi river we join in through rates to make the same rates through our crossings that prevail through St. Louis, and we have no control over the rate to St. Louis. That rate is made by the eastern line. We join the eastern roads in making the same rates to the same points from the east to Keokuk and Burlington. Q. Now, does that militate against the interests of Chicago? 440 A. It militates against the interests of <_ hicago to the extent, that is if those rates were not there, they would probably do all of the business in the State of Illinois, and the manufacturers and grocers, or retailers, or manu- facturers, and wholesalers in the interior of the State of Illinois, could not do any business at all. 444 I take coal as the barometer of good or poor times in the State of Illinois. I take iron as the barometer for the whole country. We are 135,000 tons short on our coal shipments from the first of January to the first of June this year, as compared with the same months of last year. The effect of a reduction in rates will certainly reduce our purchases quite materially. 125 445 It will compel the laying oft' of a great number of employes. It will cause a reduction in wages of the employes that remain, and I don't know what else would happen. It would be a question of bankruptcy, that is all. As to the service rendered to the public, it would have to be less expensive than we are giving- them now. 447 The commodity rates where they are put in to any great extent, are rates which go to building up the State through its manufacturers in the in- terior. They are very vital to the C. B. & Q. road because we have a great number, probably a greater number than any other line in the State, and they have been built up with that idea without intentionally or otherwise, doing any injustice to any part, or city, that w T e serve, and the rates from the east that Mr. Barlow is complaining of, are absolutely necessary for the con- timianee of those people in business where they are now located. A good many industries have left the interior of Illinois, and located in Chicago with the understanding Mr. Hamlin This is all objected to. A. With the promise of The Chairman I think we will let him talk a little bit further. Mr. Dawes Go ahead. A. I say. with the idea that Chicago was so much better located for them in getting their in-business and their out-business cheaply, and being handled better than anything else In any other way We have suffered quite a good deal by people leaving our line for this purpose. 448 Mr. Dawes Now, Mr. Hamblin. suppose all the rates north, south, east and west, in Illinois were made on a strictly mileage basis, what con- dition would that leave the rest of the State in, and what condition would it leave Chicago in? A. Why , my impression is that Chicago would get very much the worst of it Now. when we speak about these commodity rates out in the interior, Chicago does a very large proportion of the business. We have special rates from Chicago locally to those particular points. 451 What I wanted to say upon adjournment was, in connection with these, what they call the Central Freight Association scale rules, how they were made, and what kind of a basis they were made upon I imagine the gentle- men here claim that they were voluntarily put in by the railroad in the Central Freight territory. NOW T , those rates were established in the first place by the Ohio legislature, or commission, whichever they have over there, as transportation rates only; and that the railroads themselves had the right under that law. to add whatever the cost was for loading and unloading, and for switching to those rates. They are what are called over there minimum rates . 452 Witness refers to certain rates between Richmond, Ind., and Chicago, and East St. Louis, and Peoria, etc., which rates are higher than the C. F. A. scale. 454 That is not very much but I only put these examples in to show that these are not what you would call a scientific basis of rates. They put the minimum down and put the others up as high as you can But of course they were the C. F. A. scale was the least rate that was established for a trans- portation charge by the commission or legislature of the state of Ohio, and they were called the minimum rates for transportation, and then you could add to that whatever you saw fit that you could justify. Well, the railroads themselves could never justify anything more than they are absolutely obliged to put on. They always find the lowest and put it in. These rates are built up; and the eastern roads are accepting very much less in proportion to their local rate in order to get their commodities into this State, than we are ourselves. They are bearing half or two-thirds of the burden of these low rates, from these other states into Illinois. Now, that is what has built up the State as it is, as a manufacturing state. These rates were not voluntary, but were compulsory. These eastern rates, or these rates from all the territory in the east is what .has built up Illinois. That is. when we take the whole State together. 126 464 Cross examination by Mr. Hamlin: 469 We carry commodity rates at less than the Illinois distance tariff. Prob- ably on some articles it is 25 per cent less, but not as an average I don't think. 472 I believe that the high tide has been reached on the Burlington road, so far as the movement of tonnage in the State of Illinois is concerned, for the reason, as I have stated, that our coal business is decreasing. 478 Q. I want you to read this statement: You say you furnished some ma- terial for this answer. In your answer you say: "In the month of Aug- ust, 1902, we carried 251,938 tons of freight between points in the State of Illinois, for which we charged $355.828.98. Had this same freight been charged according to the authorized maximum rates, our charges would have been .$464,617.89. The difference being $108,788.91, or 23% per cent/' Now, if that statement was true in 1902. is that true in 1904? A. I should say that it was. Q. Yes. Your figuring that it would wipe you off the face of the earth on 25 per cent reduction in rates, is based on the earnings of the schedules that you are using. A. No. I didn't say that. 479 Q. That is true? A. I said that 25 per cent off the amount we reported as earnings in the State of Illinois, would wipe us out. 480 Referring to general rates the witness says: The general basis of rates as promulgated by the eastern lines was reached by an agreement be- tween themselves and our western lines. 481 That has been so since about 1887 or 1888. 483 Q. Aren't you more interested in the long haul to Denver than you would be, say half way to .Denver? A. We are interested only, that is. first, in getting all of the haul and all of the money we can for the Burlington road. Q. Yes. A. In order to do that we have to build up the industries that are located on our lines; and in order to build that up we have to make the rates that will enable the industries in our own territory to compete with industries or manufactories in the same line of business from the east and from other ter- ritory. Mr. Dawes: That refers to jobbers as well as manufacturers, don't it? 484 A. Yes, sir. Q. Now, then, applying that principle, which is all right as far as you go, from your standpoint. Apply that principle then, you take a north and south rate, with which you understand the railroad commission has to deal with all railroads doing business in Illinois? A. Yes, sir. Q. Then, assuming that to be true, and assuming that you have succeeded, then don't the same rule apply to north and south roads as to building up manufacturers in the interior of the State of Illinois, or along their lines where the} 7 operate in Illinois? A. We think they ought to do it Q. Yes, so do I. And if they don't you think the schedule of rates ought to be such as would compel them to do it, if they would not do it volun- tarily. 486 I was going to suggest that the Burlington road are not selfish in the rates for which they apply in applying them to their own territory. Now, we join, for instance, in Decatur rates, to all of the territory to and west of the Mississippi river we make Chicago rates to Decatur in connection with out- line, and out of Decatur to all of that territory up there, and we take a good deal less for our share from Chicago on whatever tariff we receive that busi- ness than we do from Chicago locally and the same thing applies to all of the other roads. We promote all of these manufactures in the State of Illinois. Mr. Hamlin: Now, I object to Mr. Hamblin's statement in respect to the application of other roads unless he has been told that. A. No, I have not been told that: I know that, because in matters of that kind, our rates are identical. I am speaking now of the Northwestern, Mil- waukee and Northwestern roads. They permit all of this territory down here 127 to get into their own territory on the same basis they permit their own people to get into it. notwithstanding- they are one to two hundred, or three hundred miles away. And we have to give up 33 per cent to the originating lines. Take Mr. Harbour, for instance, at Blooming-ton. He manufactures w r agons, I think, or implements, something- of that kind. We make for him, we join with the other lines in making- the rate from Blooming-ton the same as we make from Peoria, and we take 25 or 33 ^ 1 4, per cent less on his business than we receive on shipments that we take locally out of Peoria, manufactured rig-ht in our own territory. And others do the same. 491 The rates from Blooming-ton are less than from Chicago. They are on Peoria basis. I don't know any reason why they should be any less ex- cept to permit a manufacturer to g-et into this particular territory that he wants to g-et into. The Chicago manufacturer wants to get in also, but he gets in on a higher rate. 492 The Chairman: Q. If you made the same rates to everybody that you make to those manufacturers along your line, you couldn't run. could you? A. Not with any degree of comfort. Q. Well, it would use up all of your profits? A. It would indeed; yes. sir. Q. Well, then is it necessary for other people who are not manufacturers to pay the profits on the road in order that the manufacturers may run their factories, isn't it? A. That will apply to a certain extent, but they don't have the competition that the manufacturers have Q. No? A. They don't furnish anything- to the material benefit of the State as a whole, that is, other people: that is. the grocery people and the hardware people; they have no difficulty whatever in doing business on the Illinois schedule of rates, where the manufacturers in the interior of Illinois could not exist under any circumstances, unless he had this rate, because he has to pay more for his freight rates to get his raw material to his place, and then he has to pay probably the same rate out, that is, when he goes to an 493 interstate point, he has to pay; some of them have to pay Chicago rates, and others have to pay Peoria rates, but it would not be possible for for the manufacturers in the interior of Illinois to undertake to buy goods in competition with the large terminals, and pay the local rate into their manu- factory, and then pay Chicago or Peoria rates out. It would not be possible for them to do it and live. The Chairman: And it would not be possible for the roads to haul every- thing for the same price they haul materials for the factories and live? A. No, sir. Q. Then the burden comes on the other shippers, who are not manufac- turers, to pay a part of the cost of the freight for the manufacturer, don't it? A. The other people feel no burden. Q. I am not asking about that, I am just asking for the fact. A. Well, those are the facts. Q. That is all. A. If you would undertake to run the State of Illinois on the Illinois Dis- tance tariff absolutely, you would simply use it up as a manufacturing State. Mr. Barlow That is your judgment, you don't state that as a fact. 494 A. I state that as a fact because I have had experience of that kind. Mr. Drennan If it was not for these manufacturing institutions, the other fellow would have to pay it all. A. Well, the other fellow wouldn't be there. The Chairman And if it weren't for the farmer, the manufacturer wouldn't be there. You get right back to the honest farmers after a while. 495 James R. Howe, examined in chief by Mr. Drennan, introduced the fol- lowing statement in evidence: 128 I herewith attach a comparative table or schedule of wages paid to various railroad employes in the states of Ohio. Pennsylvania, Indiana and Illinois: Ohio. Pennsylvania. Indiana. Illinois. Locomotive e n - gineers running Atlantic type of engines .. .. $3 00 per 100 miles $2 65 to $2 75 .24*6 to .25 .22^2 to .24*6 .11*6 to .12*6 .17*6 to .18*6 $100 and $110 $40 00 to $45 00 $3 00 per 100 miles $2 65 to $2 75 .24J4 to .25 .22^ to .24*4 .11*6 to .12y 2 .17*6 to .18*6 $100 and $110 $40 00 to $45 00 $3 00 per 100 miles .26*6 to .27*6 Per hr .24*6 to .25 .22*6 to .24 1 / 2 .Ill/a to .12*6 .17*6 to .18 $100 and $110 $40 00 to $45 00 $3 90 per 100 miles .30 an hour .27* to .28* .26 to .30 .15 .22*6 to .25 $125 to $140 $55 00 to $65 00 Boilermakers Machinists Carpenters Laborers Fhemen Passenger conduc- tors Brakemen These latter two schedules of wages are monthly wages, regardless of miles run. Railroad switch - men .., .22*6 to .25; .22*6 to .25! .22*6 to .25 .30 to .32*6 and in the larger cities in what are known as first-class yards, 35 cents an hour. These statements are made from my own personal experience in contact with men employed in these various positions in the various states above mentioned, and can be verified by the reports of the commissioner of railway and telegraph of Ohio and the railroad and warehouse commissions of Indiana and Pennsylvania. I desire to have these entered in the records of the case now on hearing- before the Railroad and Warehouse Commission of the State of Illinois. Respectfully submitted, JAMES R. HOWE, Oeieral Counsellor the Brotherhood of Locomotive Engineers. 499 Owing- to the illness of Mr. Howe his cross examination was dispensed with. Mr. Hamlin Since I cannot cross examine the witness, I will ask you to admit the following-, that the scale given in this exhibit is fixed by the re- spective unions of the different employments. Mr. Dawes I don't care if they are. Mr. Drennan By contract with the railroad companies. Mr. Hamlin Well, they are fixed by the unions. Mr. Drennan Well, by contract with the railroad companies. Mr. Dawes It don't make any difference; that is the wages we pay. 500 Mr. Hamlin And furthermore, that the unions in Illinois have suc- ceeded in getting a higher scale than in those other states. Mr. Drennan Because we could afford to pay it. Mr. Hamlin Well, I am glad of that. Let that go in the record. Mr. Drennan Yes, sir; we cannot afford to pay it if you reduce our freight rates. 501 H. P. Cornick, chief clerk of the division freight office of the L. & N. Rail- way Company at Evansville, Indiana, examined in chief by Mr. Hamill. Mr. Cornick testified from the following exhibits, which refer to the traffic, earnings, operating expenses, taxes, etc., of the L. & N. Railroad Company. These exhibits from table No. 1 to table No. 10 apply only to the L. & N. railroad. TABLE No. 1. (a)' Gross earnings per mile from all freight business in Illinois $7.23348 (b) Operating expenses, per mile, Including taxes on all freight business in Il- linois 4,783 12 (c) Percentage of operating expenses and taxes to gross earnings on all freight business in Illinois ... 66.12$ 129 (a) (b) (c) (d) (e) (f) to 25%. I am only representing the engineers. 549 W. E. Keepers, general freight agent of the Illinois Central Railroad Company, examined in chief by Mr. Brown: 550 Mr. Barlow's statement as to traffic from the east was in the main correct Those rates from the east are fixed very largely on a mileage scale into Illinois. A little in excess in some cases of the Central Freight scale made by the short lines on the direct east and west lines. 131 The Central Freight Association rates on the first six classes are lower than the Illinois distance tariff but as to the other lower classes in Illinois some of these are lower than the C. F. A. scale. 551 In the central freight territory there are almost no commodity rates, so- called, nearly everything- being- covered by the classification in the six classes, while in Illinois, as I said before, there are ten classes, and there are numerous special commodity rates, and all kinds of rates lower chan the com- missioner's classification. 552 In order to meet this competition from eastern points there have been a great many commodity rates made in Illinois; on all classes of freight man- ufacturing or jobbing, merchandizing, products of the soil, forest products, coal and everything else. I have some of these tariffs with me. We get special commodity rates on fruits and vegetables from southern Illinois. (Witness reads from exhibit No. 1 to his testimony.) 557 As to the competition from eastern points, some time ago when the gentle- men representing the larger freight interests of Chicago that is to say, the business of heavy freight, called upon us, we went into it pretty thorough- ly, and discussed it pro and con. The rates from their claim the complaint was. as it is now with the rates from Central Freight points to Illinois points served by this company, were lower than from Chicago, and we endeavored, without much difficulty, to find out what the difference was. We realized that the rates were lower, the actual rates, and we made up a schedule mak- ing rates from Chicago to vario-us points in Illinois, a great many points in fact, it covers two pages here. 559 These tariffs take in practically all the lines in the territory where the rates from points east of the Illinois and Indiana line are made on this so- called Central Freight scale, or anything approximating it. These rates are not. in every case, of course, the same as rates from the competitive terri- tory east. 560 These commodity rates were made to allow the Illinois shippers to com- ?ete with eastern competition and consist of some seventy- four articles, t has been the policy of other roads to do the same thing. Witness then introduces a great number of commodity tariffs. 568 These rates arise when necessity arises. We don't make them and put them in effect unless there is some use for them, as a rule. Yes, here is a rate on brick, Springfield to Rockford, the rate is 5 cents per 100 pounds. Tariff 9.14 cents per 100 pounds. 570 Our company and the other companies have made like provisions with reference to the shippers in interior towns, and we are always ready to do so when conditions seem to indicate the advisability of doing it. 572 The official classification is lower than the Illinois classification, from the fact that there are four more classes in that classification. Besides sev- eral commodities in the classification more than in the schedule of the com- mission which include grain, lumber, salt, etc. 574 Referring to the commodity tariffs before him, which are all based on a lower rate than the Illinois distance tariffs, the witness states: 575 I can say that we have made it a rule always to take up any question where there is complaint, or after any indication that the commercial con- dition are such that lower rates than the Illinois distance tariff should be used, or that we should make the rate necessary to develop the business, or to meet the competition from the outside, we always do so. 576 Cross-examination by Mr. Hamlin 578 We don't charge any more to Springfield than we do to East St. Louis. 580 The distance from Chicago to East St. Louis on the Alton road is 285 miles. By our line it is 292. The East St. Louis scale of rate applies to a large territory as maximum rates. It applies for Freeport, Rockford and that territory. That is true from Chicago to Effingham. 581 The first class rate to Springfield is 47 cents. It is the same as to East St. Louis and there is no change until it goes down to 145 miles. 582 The commissioners' schedule from Chicago to East St. Louis is 54.8. We charge first class to East St. Louis 47 cents and make the same charge from Chicago to Springfield. 132 583 We carry a large number of commodity rates, various kinds of rates, in the State less than the commissioners" schedule, as we call it. There are a great many of them. The greater part of our business in tonnage, of the Illinois Central Railroad, beginning and ending in the State of Illinois, is carried at less than the commissioners' rates. I should consider that consid- erably over one half was carried that way. 585 As to the rates shown on Exhibit 2, to my testimony, those rates were made as follows: We had a meeting of the railroads and shipping interests, and it is my recollection that we considered the competition from all of the points that the shippers named as competitive points, and on the articles that they considered as staples, on which the freight rates entered very largely in the handling of the business, sales thereof and profits. 586 It covers groceries, hardware and iron articles, pipe and various things of that kind; lamp chimneys. As I remember that was accomplished in the gas field country in Indiana various things of that sort. 588 James Peabody. examined in chief by Mr. Brown. I am statistician of the A. T. & S. F Ry. 592 Mainly the states of Ohio, Indiana and Michigan embrace the Central Traf- fic Association territory. I have made computations as to the density of traffic in groups 2. 3 and 6. under the interstate commerce business. 594 Group two embraces New York, New Jersey, Pennsylvania and a little piece of Maryland. The density of population in group three is much larger than group six. The Interstate Commerce Commission make up a table in their annual report in 1903 in which they place the number of miles of line for 10,000 inhabitants in group three as 23.62; in group six they have 34.74 miles for every 10,000 inhabitants. 596 The states comprised in group six are Illinois, that part of Missouri ly- ing north of the Missouri river, the states of Iowa. Nebraska, Wisconsin, that part of North and South Dakota lying east of the Missouri river, the peninsula of Northern Michigan and Minnesota. 597 The density of population for group three, that is there is 10,000 in- habitants for every 23.62 miles. Group six. 10,000 inhabitants for every 34.74 miles. 597 I have not compared the density of population between the states of Indiana and Illinois. 598 The density of traffic in group two for the year ending June 30, 1903, is 2,070,958. The density of traffic in Illinois for the same year is 999,953. 602 There are no direct figures giving the density of traffic in the state of Indiana. The density of traffic in group three is 1,443.062. In group six. it is 706,415. Just about half. 603 Now coming down to states, there is no commission in Indiana, but there is in both Ohio and Michigan. Taking the figures for Ohio and Mich- igan together we get a total of ton miles in those two states of 20,744,799,853. The Interstate Commerce Commission make a report on group three, which includes Indiana as well as Ohio and Michigan, and taking the combined tonnage, ton mileage of Ohio and Michigan from the repoi't of the Interstate Commerce Commission for the corresponding year and it leaves the traffic density of the state of Indiana, which is 2,054,202 ton miles per mile of road in the state of Indiana. Take this now for the State of Illinois on the basis of the report of the Railroad and Warehouse Commission for the same year, and we have in Illinois 999,953 ton miles for the State of Illinois which con- firms the other figures as they are almost one half of the groups combined. Witness then reads from table showing density of traffic and earnings of roads in Illinois, and for explanation as to the method he has employed, states as follows: 611 The Atchison, Topeka & Sante Fe road has a total of 5,031 miles. It had a total in Illinois of 291 miles. The earnings as reported from operation in Illinois is $4,754,110; the operating expenses in Illinois is $2,973,492: the taxes in Illinois are $104,660. The interest based upon the train mileage is $1,078.637. Making a total charge against revenue of $4,156,789, which leaves applicable to dividends $597,321. Now, assigning to Illinois the proportion of the stock on train mileage basis of that amount of money would pay a dividend of 2.3 per cent. The tables referred to are as follows: 133 cc s> I o ^ 4 " ?*j ?> 3 ^ me 4. ^ ^ a," ?l ,! CC S '"! -o IS 5 P ^ S: ^ ^ s ^ o 2 S S $ -~o 5S ! oo o -c; 9Q GO CO SB O * CO ^ Oi -OiOr5O IC5 Oi cot-^tio>o -oiOtno -ooo N-*c'li^CviO*t''--'ICCC^i-H L co GVJ 1-1 oo CM cr- -^ ^o t- 1- o I-H io oo ^ c- M oo to cc oo oc cv oc if? i oc t* i,t cc 134 SI'S* Ssaili Taxe in llino or a ' C S 7202 . 'o '-C + 3" tJ 92 "2 S-55-S ~!U ;&j ~o S-fD'P'* 3* H ?3 1 ?3 5' : TQ W ?| :' w : S 3 ft ?a : n '. cr 3 ! &5 00 < ^P0 PJL^ Chicago & Alton 1,201,854 $12,487 $4,264 $3,080 $42,718 $73, 224 $115,942 90.4 C. & E. I . 2.046,188 11,521 4, 9 86i 2.449 18,676 39 894 58 570 84 1 C. & N. W. 549 183 7 203 2 4 9 5 1 355 9 553 9i Qin 31 463 85 1 C., B.&Q 591,827 7, 413 2,564 1,107 12,596 19',451 32*, 047 80.3 C. G. & W. 921 . 309 9 179 2 4 9 4 9 ?fii 58 039 3fi 3Rfi 94 4 9 4 98 2 C., M.&St. P 576,717 7,077 2*. 749 I,'l21 15,603 18,026 33,629 76.9 C., P. &St. L 704,901 5.876J 485 789 31,167 13,279 44,446 100.5 Illinois Central 1 202 9 9 9 10 790 3 93.1 1 818 21 900 34 878 56 778 86 8 L, 1. & 1. . 898,853 6,521 1,518 1,110 20 000 19 400 39 400 93 7 T., P.& W 242,407 5,298 1,128 1,122 16', 506 23,241 39', 747 99.9 Wabash... 864,394 9,148 2,122 1,967 36 551 28.933 65 484 98 3 L , H. &St. L. 356,334 4 817 1,381 699 21 5081 11 827 33 333 85 8 Santa Fe 572 404 8 333 3 172 1 447 9K 49O 90-970 55 698 79 3 C., K. & I. P 451,181 6,241 1 831 1,7 9 3 19,825 32 618 52 443 98 2 Iowa Central 520 317 4 260 927 1 313 25 43) 21 973 47 412 109 Mobile & Ohio. 992, 835 9 486 2,754 2,028! 6.65fi 30.910 36 866 91 4 Toledo, St. L. & W. . . . 1.000.405 7,414 2.032 1,545 44,390 34,319 78,719 93 4 Big Four .. ! l! 029. 851 11 142 2,678 1,899 20, 320 j 31.822 52.142 93 L. E. & W 578, 387 5,884 1,535 98 26,696 15,078 41.774 90.7 Statistical department, Chicago, June 23, 1905. STATEMENT SHOWING RELATIVE DENSITY, EARNINGS AND EXPENDITURES OF VARIOUS ROADS OPERATING OUTSIDE ILLINOIS FOR YEAR ENDING JUNE 30, 1904. Ton-miles per mile of road.. C 1 ^ co Is "1. 5' '. up Net earnings per mile Fixed charges per mile 03 IT 3 3 nT Bonded debt per mile 2 fa I 3 nT Per cent of op- erating- e x - pens es and fixed charge?. Baltimore & Ohio. 2, 096, 739 1,917,741 776, 448 2,797,865 1.988,206 3, 598, 454 2,413.562 2,553,133 3,224,272 1,486,839 2,204,699 2,897,684 512, 647 $16, 320 11.688 7, 985 21,467 22,258 37, 897 20,002 16,500 24,307 13,643 16,153 23,986 5,385 33,541 8,160 13,233 9,782 33,844 20, 145 10,211 20,424 7,688 7,372 8,841 10, 137 59,073 $5,377 3,945 2,285 7,911 6,281 18. 195 6,384 5, 991 5,600 2,770 3,570 6,965 1,836 10,354 2,103 5,297 2,375 14,108 5,399 3,262 5,389 2,266 2,340 4,236 4.915 13,058 $2,840 2,870 1,508 4,161 5,877 9,229 4, 577 3,529 4,114 2,050 2,512 7,517 1,059 8,503 1,373 1,958 2,390 10, 498 4,144 1,865 3,779 1,338 1,688 1,624 2,611 4,516 $ 46,214 38,037 15,764 29.052 37,894 34,026 81,987 74,928 34,965 11,337 57,361 26,212 11,692 82,380 23,147 50.758 83,666 138,340 14,880 16,584 36,832 58,269 13.308 29,457 38,927 52,356 $ 62,361 54,278 22, 581 74,974 $108,575 92,315 38,345 104,026 80.5 90.8 90.3 82.5 98 7 76.3 90.9 85.1 93.9 94.7 93.4 102.3 85.8 91.5 91.1 74.9 102.2 89.0 93.8 86 3 92.1 87.9 91.1 70.4 77.2 85.5 Ches. & Ohio C. H. & D . Lehigh Valley N. Y. Central. D., L.& W Erie "89,' 209 59,907 63,860 26, 693 37,141 37,113 20,755 "22,'3i6 37, 783 39,013 175,788 a, 695 31.327 34,462 35, 756 27,618 35, 081 54,127 21,204 'i71,'i96 134,835 98,825 38,030 94, 502 63, 325 32, 447 Hocking Valley. .. .. L.S. & M.S Michigan Central .... N Y C. & St L Penn Co. . . . . Pere Marquette . , Penn. K. R 4,081,330 1,420,627 2,223,328 1,456,603 3,297,350 2,048,993 956,427 2,082,097 882.913 650, 758 700.432 903, 175 7,622,328 Toledo & Ohio Central. 45, 463 88, 541 122,679 314,1:8 18,575 47,911 71,294 94.025 40, 926 64, 538 93.054 73, 560 Nor. & West W. & Lake Erie. Phila. & R C N. O. & T. P L. & N. . P C.C. & St. L Kansas City So Mo. Pac No Pac Union Pac Pitts. & Lake Erie Statistical department, Chicago, June 23, 1905. The earnings of freight as reported in the State of Illinois based on train mileage, of course, is $3,250,920 on the Santa Fe road. The actual earnings on freight which is local to Illinois carried by the Santa Fe in the same year, excluding all interstate business, was only $605,506.46, which is less than one-fifth. 614 Cross-examination by Mr. Hamlin: I am representing all the roads of Illinois at this hearing, and am em- ployed by them in this matter. I haven't been compelled to go to Missouri. I have made up some figures for Missouri for our company. In getting my figures as to the density of traffic in Groups 3 and 6 I figured that the tonnage in that part of Group 3 represented by part of New York State and Pennsyl- vania would be practically offset by the part of Michigan which is in Group No. 6. 618 That is the way I came at that comparison of the two groups. I did not take the actual figures. 619 I off set a portion of Pennsylvania and New York in Group 3 with the north- ern peninsula of Michigan in group 6. That portion of Pennsylvania which is included in Group 3 includes the city of Pittsburg, and 620 also Buffalo, N. Y. There is an enormous tonnage in Pittsburg. 626 As to the method employed by the witness in his compilations of the net earnings of the Santa Fe road the witness states that his compilations were based on the train mileage instead of on the track mileage, and further states: I want to say for the information of the commission what difference that makes. The interest chargeable against the Illinois line under the instruc- tions of the commission amounts to $328,715.07. That is on the basis of track mileage, but on the basis of earnings the train mileage out of which we have to pay the interest, it amounts to $1,056,785.94. nrt 627 Upon being interrogated by the chairman the witness states that if he had figured the interest on the track mileage basis according to the in- structions of the Railroad Commission the net earnings would have been about a million of dollars in Illinois more than shown by the table introduced by the witness. 629 I want to say that in figuring up population as a measure of density of contribution to a railway is the very poorest possible basis. Evidence closed. Case was then postponed until July 11, 1905 at which date argu- ment of counsel on both sides was to be heard. STATE OF ILLINOIS, > Us. SANGAMON COUNTY } BEFORE THE RAILROAD AND WAREHOUSE COMMISSION OF STATE OF ILLINOIS. In the matter of the Investigation of Freight Rates by said Board at Springfield, Illinois. SESSION OF JULY 11, 1905. Tuesday, July 11, 1905, 10:00 o'clock, a. m. The board met pursuant to adjournment from June 15, 1905. PHKSKXT: Hon, H. J. Hamlin and Felix Stryckmans, Esq., representing the Petitions. William Brown, Esq., and James Miles, Esq.. representing the Chicago & Alton railway Company. J. G. Drennan, Esq., representing the Illinois Central Railroad Company. E. C. Kramer, Esq. for the Southern Ry. & the B. fc O. S. W. R. R. Co. J. M. Hamill, Esq., for the L. & N. R. R. Co. The Chairman Gentlemen, I have a telegram here that I will read to you, as follows: CHICAGO ILL., July 10, 1905'. James S. Neville: On behalf of the Chicago shippers' Association, I hereby withdraw their petition now pending before your board for reduction of freight rates in the State of Illinois. G. C. BARLOW. I think that should have been H. C. Barlow. Mr. Hamlin Yes, it should. Mr. Brown Where does that leave us, your honors? The Chairman I suppose Judge Hamlin can answer that probably better than I can. I do not know who he represents, whether anybody besides the Chicago Shippers Association or not. I suppose you can tell about that. I have not looked at your petition recently. Mr. Hamlin Why, the status of this is this: The Chicago Shippers Asso- ciation came in, if you recollect the date of their petition on file, they came in the last ones, came in since the first hearing aand before the second hear- ing commenced. At the first hearing they were not in as I recollect, at all. I am satisfied they were not. The Chairman In the first hearing a Retail Association of some kind was represented here by Mr. Miller at that time. Mr. Hamlin Yes. Well, there are several associations. I don't remember who they all were. There was Decatur, Bloomington, Springfield, Quincy The Chairman Mr. Secretary, will you see if you can find General Hamlin's petition, the last one that was filed here? Mr. Hamlin Oh, is the commission desiring to know about the Chicago Shippers Association? Is that it? The Chairman Yes, Mr. Brown wanted to know what condition that left them in and I wanted to get the record. Mr. Brown Yes, I wanted to know who we were answering. 138 Mr. Hamlin All right, go ahead. Mr. Brown Now, if the commission please, this is started by the Quincy Association. Then there were intervening petitions by Peoria, by Blooming- ton, by Pontiac The Chairman This is your petition, General (producing the petition). Mr. Brow a I have here somewhere the order of these cases The Chairman General Hamlin represents the Springfield Business Men's Association, the Decatur Manufacturers & Jobbers Association, the Illinois Retail Merchants Association as well as the Chicago Shippers Association in his petition. Mr Brown Now I was going on to state that it was commenced by the Quincy Freight Bureau. Intervening petitions wer filed by Peoria, Bloom- ington, Decatur, by the Manufacturers' Association and Decatur and Spring- field. All of these have been withdrawn by any of the parties who intro- duced any evidence. With the Decatur Association and Quincy the matters were adjusted to their satisfaction. They were withdrawn, and in April a meeting was held in which General Hamlin appeared to ask them to re- open this proceeding, and it was on behalf of the Chicago Shippers Association. It left them practically alone. No other parties introduced any testimony. Mr. Barlow appeared here and testified on their behalf, all the balance of the testimony was taken up in introducing the record and files of the various of- fices of this State, including this office, and it is to that that the testimony for before that was introduced by them, and in answer to that that the testimony was introduced by the railroad company, and it seems to me now that the with- drawal of the only active party here, leaves the Commission without any issue to be tried. We do not know this Illinois Retail Merchants Association. I do not know who appeared on their behalf. Mr. Hamlin Your humble servant. Mr. Brown As their attorney? Mr. Hamlin Yes, sir. Mr. Brown What witnesses were examined on their behalf? Mr. Hamlin All of them. Mr. Brown All of them? Mr. Hamlin Yes. Mr. Brown Not by name, certainly. And Mr. Barlow testified here that he represented only the Chicago end of it. and it was only in their interests that he appeared. Mr. Hamlin That is very true, I presume. Mr. Brown That is true. Mr. Hamlin Yes. Mr. Brown Well, then, if that be true, then there is no evidence upon the part of the others. Of course, they can adopt it if they see fit to, but it seems to me that the elimination of the Chicago Shippers' Association leaves this case high and dry. That is my view of it, and it seems to me that the proceeding should be dismissed. Now, do you gentlemen want to say any- thing in the matter (addressing his associate counsel)? Mr. Drennan If the Court please, when General Hamlin first appeared in this case and we met here, the position was taken, and I remember argued by Mr. Dawes and myself, and I believe some of the other gentlemen that upon the record as it stood before the commission and under its rules governing pleadings and complaints, that the issue was localized so far as the com- plaints that stood before the commission, and the evidence, to Bloomington. Decatur and Springfield. That was practically confessed by General Hamlin who asked leave for time in which to prepare an amended complaint, or mo- tion, which it did. His amended complaint or motion, did not add any additional facts, or add anything to the scope, as I recollect it It is on file here and speaks for itself. I was surprised myself at the form of it: but the Chicago Shippers' Association then came in and said they desired to be heard by Mr. Barlow, representing them. In the meantime Bloomington withdrew so that it left Chicago, Decatur and Springfield. We were then notified to appear here and argue the legal phases of the question as to what was before the commission, and Chicago having come in, it was specifically decided that that would be deferred until their testimony was in. Then we would determine what was before the com- mission. The transcript of the proceeding's shows that. Now the testimony of Mr. Keepers and the exhibits, show that the com- plaints made by Decatur, and upon which the testimony of Decatur was introduced three years ago, have been abrogated by the rates put in there, and Decatur has not, in this last hearing, introduced a word of testimony, and nobody has been here complaining, and they have not expressed any dis- satisfaction at what has been put in for Decatur; but on the contrary, I personally know that they all of them have expressed satisfaction. Now Chicago has withdrawn, Springfield has introduced no evidence, this Retail Grocers' Association have not introduced a whit of testimony, they have not come forward and shown grounds for any complaint at all, not one single man has been here and said one single word. Therefore, we submit there is nothing before this commission now, no issue, and that this case should be dismissed. There is nothing in the pleadings or in the evidence, but what has been receded from by the parties that brought it here, and I submit we ought not to evolve ourselves into a town meeeting as to whether or not the situation in Illinois is right or wrong. There is no complaint now before the commission, that is, there is no live complaint, supported by any evidence, or where any complaint has offered any evidence showing his inter- ests are jeopardized or affected in any way. Mr. Hamlin I do not suppose these gentlemen are serious in their conten- tion. I did not expect in this stage of the proceedings to discuss, nor do I want to at this time, the relation of the Railroad and Warehouse Commission of the State of Illinois to the public under the Constitution and under the law. I shall discuss that question at the proper time. There seems to be a misapprehension existing in the minds of a great many people as to what are the duties, or the powers of a Railroad and Warehouse Commission created under our statute as measured by the Constitution. It has been the practice heretofore by other commissions, and I presume by this, that where an individual came in and made a complaint that the rates involv- ing some individual shipments over some individual line are unsatisfactory- occasionally complaints have been made by a whole community that the rates are unsatisfactory or setting out what the complaints are, thereupon these rates have been taken up, or these complaints, whatever they may be, taken up by the Railroad and Warehouse Commission, and probably in the majority of cases adjusted without reference to the general subject of rates, adjusted between the parties, the railroad company and the individual, or have been tried in very few instances tried. That accounts for the small number of decisions that are found, made by the Railroad and Warehouse Commission on the queston of rates. I had nothing to do with the instigation of this suit. It is sufficient to say that if this commission would undertake now to dismiss this suit, this inves- tigation, and try to limit the testimony that has been introduced here, and say this piece of testimony is introduced by the Chicago Shippers' Associa- tion, and it has withdrawn, hence this investigation must stop, the question of these rates, the complaining party having withdrawn, that settles it, that would be a very bad rule. Where railroad rates affect the whole state, and the whole community, to say that "A" who complains, although ' - B, C, D, E and F" complain in their respective capacities, that "A" should control by his withdrawing from the suit, a general rate situation that affects the whole State, would be wrong. Under the law of this State, whatever may have been the practice of this commission, or any other commission grown up in this State, under the law of this State and under the Constitution, you are a public body. You are a commission created for the purpose of investigating the matters that you are authorized to act upon. Among other things you have the power delegated to you by the Legislature under the statute to fix a maximum schedule of rates. When that question arises. Soon after the stat- ute was adopted, a schedule of maximum rates was made by the commission and put in force. That schedule of rates has been modified in some instances, and most of the hearings have been where there have been complaints here and there. You can initiate the proceedings yourself. You are a prosecuting uo body. You stand between the railroads and the public. You represent the public in the matter of regulating- freight rates. You do not represent the railroads companies at all. You represent The People. When I speak in that sense I do not mean to be understood as saying- that you are expected, that your duties are such as not to treat the railroad companies fairly upon any proposition over which you have jurisdiction, but you are created under the Constitution and under the law, a body for the regulation of corporations whose lines the Constitution declares are public highways, declared so under the Constitution, and you have the regulation of the maximum schedule of rates, and whenever one of these corporations, over which you have supervision for the public under the Constitution and the law in any respect violates the provision of the law. without a complaint of any character, you can initiate proceedings and investigations. You can call upon the public officers of the State, the Attorney General you might have done it in this case to prosecute these proceedings on behalf of the State before yourselves as a Railroad and Warehouse Commission under the law. There is no question about that. The result of the practices in this State, without criticising them, has been such that the rate question in Illinois, is like a patched quilt. Discriminations exist on every line in violation of law, in violation of the express provisions of the statute. Some railroad is carry- ing the products of the soil, and carrying commodities over their lines longer distances at a less price than for a shorter distance, which was declared by the Supreme Court of this State, in the case of The People against the Illinois Central Railroad Company, as reported in the 121 Illinois, to be a discrimina- tion although in that case, it was insisted that while the railroad carried the products, the stuff from Chicago to Mattoon at a less price than they did from Chicago to Kankakee. a less distance, they had to do it in order to meet the competition that existed at Mattoon, and that was interposed as a defense in a suit brought by the People, which you would have the authority to institute yourselves, through the proper officer of the State or county, the State's attorney, or Attorney General. Yet that was held as no answer, and it was an unjust discrimination. Now, without going into an extended discussion of this matter, which I hope to do later on, you can not limit, gentlemen, and you dare not limit this investigation upon any of the narrow lines proposed by counsel for these defendants. It emanated from your body, over the signature of your secre- tary, in a letter sent broadcast in Illinois, to every shipper and to the public, saying that you would investigate the subject of a maximum schedule of rates in Illinois. Is it now to be said that Chicago, the great commercial center of this State, represented here by the Chicago Shippers Association, at the last moment in this investigation, having now succeeded in getting what they want, withdrawing, shall bind the fetters upon the balance of the State, and thus control this case? What do you think of that as a general proposition, gentlemen? I have not indicated since I have been in this case, any disposition, either in the trial or management of this case, to impose ' upon the railroad com- panies of Illinois, a reduction that would stop, halt, or affect the general prosperity of the people of Illinois, and of the railroads. I think I under- stand, not so well as these gentlemen. I admit not half as well as my friend Brown over there, who has been in the railroad service for years and years, and no doubt has had a thousand rate questions before him to one that I might have had. I am not so familiar with it. But you said at a meeting of this commission, held at Springfield this date, it was decided that it was very necessary that a revision be had of the classification and schedule of reason- able maximum rates for the transportation of freight and passengers over the railroads in the State of Illinois, etc., etc., at which representatives of all interested, both railroads and all classes of shippers, will be accorded a hear-' ing, and the commission in this way be afforded an opportunity to conserve the interests of all. Not the Chicago Shippers Association of Chicago alone. The Chicago Shippers' Association filed and I won't undertake now, unless it becomes material, and I don't think it is, to say who all came in here in the form of a petition I think it makes very little difference who they were 141 you did the the thing which under the Constitution and the law of this State you had a right to do. and that was to initiate the proceeding's yourself , which you have the power to do. Why shouldn't you have that power? That is the great contention up here in Wisconsin. In the railroad law recently adopted -by the legislature of that state, and a very much better law than ours in my judgments in this: That it permits the railroad companies to fix rates themselves, and then when a rate that is unreasonable is put into operation, the railroad commission have power to hear and determine and decide. I believe in that principle, but that is not our law. You initiated these proceedings as you had a right to do by the issuing of this letter. Now if there has been any decision by your com- mission to the contrary, I am not aware of it. That you do have a right to initiate the proceedings under the law I have no doubt. Well. then, there were various complaints filed. ' You know more about that than I do. When was that? Mr. Stieyckmans It began about two months after the filing of that letter. Mr. Hamlin No, but when did this original proceeding begin? The Chairman - It commenced just before that was filed in the office; about three days before. Mr. Drennan Just before. The Quincy Freight Bureau filed a petition before the letter was written. Mr. Hamlin- I do not think that is true. It doesn't amount to anything more than it was commenced in 1902. You had a trial, and the moment that trial was had, if your honors please, and that letter was issued Mr Streyckmans It was two months afterwards. Mr. Drennan There was one filed before. Mr. Hamlin I don't think so. Mr. Streckymans That is the first one. and the petition was instituted about two months afterwards. Mr. Drennan I think you are mistaken. Mr. Streyckmans It is there. Mr. Hamlin Here is the Quincy Freight Bureau petition. Mr. Drennan I have an impression it was before that. Mr. Hamlin Now the Quincy Freight Bureau files a petition and they set up their reasons. Then I won't undertake to say who all these petitioners are that appeared in the original proceedings, but I have this to say, that under that letter and under that hearing- you have no power to take this case as a public body, as the Railroad and Warehouse Commissioners of Illinois, when the rates affect the whole State. Why are you the mere creatures in the hands of some shippers' association, who, after the evidence is introduced, and it appears to you. or it is contended upon the relative sides that the schedule of reasonable maximum rates in Illinois is too high, can the Quincy Freight Bureau determine the action and control what a body created under the Constitution, and under the law representing the public, shall do? If it does, you would better wipe the law off the statute books, burn up your Con- stitution, if any body of men, any complainant, controls the action of the public servant of the 'people. No, sir. If this administration desires to go down in disgrace at its thres- hold, then perform as is being asked here. It will be just as well to say that the functions and power of a body that has the power of investigation shall be affected by the act of any one who complains. This case went on. You had an investigation. Other parties came in, I don't know who all. Probably Mr. Brown has them there, I have not. I was not in the case. And you go along and it is said through the public press, and thati s the only meaiis I have of knowing, that the commission resolved upon a reduction of 25 per cent of the rates, and the public press gave it out. Whether that was based upon any real action of the commission or statement from the commission, I do not undertake to say because I do not know any- thing about it. There was only a little of it that came up here, I think, when my friend Brown wanted to ask Mr. Mueller some question some one did I guess it was Mr. Dawes, wasn't it? about what he said or some circular he sent. But that is what the public press says about it did say about it at the time, as I remember. The reporters are here, and if I am wrong, I take it all back as far as that is concerned. 142 Then there was no decision upon that record. Nothing- was done. Later on I was employed in the matter by the Spring-field Association Business Men's Association and later on there came in the what do you call this retail association? Mr. Streyckman The Illinois Retail Merchants" Association. Mr. Hamlin I was employed by them and have got some of their money, and I am going- to try in my feeble way to represent them here, and they represent some eig-hty towns scattered over the State of Illinois, as I re- member. Mr. Drennan I was wondering what was the foundation of this speech of yours. It is this money you g-et. Mr. Hamlin It would be a better speech if it was a more remunerative foundation. If I was on the other side and could get a man's clients away from him, I should charg-e more. Mr. Drennan When your clients get into a case and find out they are wrong, they ought to have a right to quit in spite of the lawyers. Mr. Hamlin Now. that is the railway method of settling the matter, is to cut the other fellow out. When anybody there isn't anybody knows that better than Mr. Drennan. If a man sues a railroad for cutting a man's leg oft', if the lawyer thinks he has got a good case, the first he knows they have got- ten around the fellow witli the leg off and they have paid the money to him. Mr. Drennan He gets the money and the lawyer don't. Mr. Hamlin He gets the money and the lawyer don't. Now, I think a lawyer that represents a railroad thai will do that sort of thing ought to be disbarred from practicing the profession. I won't say what I have done about it. Mr. Drennan Unless we did, that fellow wouldn't get much. Mr. Hamlin I have never known of any railroad company to be running any charitable institutions in this country. That is my experience with the railroads. Now then, that hearing was had. You know what happened after that as well as I do. Then this petition was filed and the case came on for this sec- ond hearing. Then Mr. Barlow got in before any evidence was taken as rep- resenting the Shippers' Association of Chicago. Then the testimony was taken. A large proportion of this testimony since we have investigated. Mr. Streyckman here, and Mr.' Barlow himself, who unfortunately is not here I don't know whether he is sick or what is the trouble with him. He is not here. Mr. Drennan He is satisfied that he is wrong. Mr. Hamlin He probably had a severe attack of running off of the bowels, anyhow he is not here. But this evidence is here, and Mr Barlow cannot take it out of this record, and neither can the Chicago Shippers' Association take it out of this record. You have heard it. You have heard this testimony. Much of it is the same as the testimony that was introduced in the former hearing upon this investi- gation. These other parties came in. Now, take this whole case from start to finish and I submit to you in all fairness whether you could afford to dismiss this suit because the Chicago Shippers' Association, which these gentlemen I don't think will say they have settled with them and given them what they want now, honor bright, isn't that right, gentlemen? Mr. Drennan No; we have shown them they had all they deserved. Mr. Hamlin Well, that because they have quit now, this case is going to quit. But seriously, gentlemen, there is still left in this case various petitioners. Mr. Drennan volunteers the information that Decatur has been settled with. Mr. Drennan I say, the testimony shows that that the complaints of De- catur have been abrogated. Mr. Hamlin Abrogated by the action of the railroads? Mr. Drennan Yes, sir. Mr. Hamlin But not according to what the Decatur people say. Mr. Streyckman They will be here at noon. Mr. Drennan Very well, if they have got any complaint, they ought to show it. They haven't shown it yet. M3 Mr. Hamlin Well, there is nothing- in that. That thing 1 is over with I hope in this State. There is no use adding- a few more patches to the quilt. Mr. Drennan Decatur has not shown that she has been wrong-. Mr. Hamlin Well, you cannot by violating- the statute against unjust dis- criminations, in the State of Illinois, voluntarily violating- yourselves, daily and hourly, you cannot hope to settle the question of a reasonaole maximum schedule of rates to be used in Illinois. The law may be bad, but theie it is, and you cannot settle it by giving Decatur a rate that will keep down the complaints in Decatur and give them a rate when half way from Chicago to Decatur you charge a larger rate to some local station in direct violation of the law. You think you do not do it. Mr. Brown I do not wish to interrupt you. Mr. Hamlin You can correct me. Mr. Brown I do not wish to correct you even. Mr. Hamlin Suppose you take your road, on your line to Auburn, and then take the rate on your line, your Auburn rate is higher than your East St. Louis rate. If that is not discrimination over the same line 1 do not know what you call it. It certainly is. Hut I only remarked that in passing to say that this commission cannot afford to dismiss this matter. Now there was filed with the Governor a great many petitions from differ- ent towns and those petitions I presume have been as I understand, not from him, on account of this matter being before the Railroad and Warehouse Commission, that everything that has been s\ibmitted to him, including the gentlemen who appear here representing the various labor organization, have been referred to this commission, and I think properly so under the law. Mr. Drennan We have had no chance to see these things or answer them. Mr. Hamlin It is just simply a petition that is all. The Governor has got to do something, gentlemen, and the labor organizations appeared before him and they are here, and I have no objection, not the slightest, to the rep- resentatives of these labor organizations being heard before the commission in any way of expression. Now. as I before said, 'I have no disposition to have anything kept out here, and as I announced in the first place, it will be up to you gentlemen if you go on with this case if yoii dismiss it of course we will have to accept your ruling, you are here and you have got the power to do that but I have no objections to anything being heard here that the commission wants to hear, and in view of the kind of body this is and the powers that it has. I believe it is the duty of the commission to hear any- thing that is offered. Taking the general broad field now of investigation which this case has assumed, and I insist that the Chicago Shippers' Association cannot they may withdraw their petition., but they cannot withdraw their evidence, be- cause their evidence applies to the general situation in Illinois, the rate situ- ation in the whole State, and before this body, and I submit that the case should not be dismissed. Mr. Brown I would like to make a few remarks now. The Chairman Anything. Mr. Brown, you wish to say. Mr. Brown Mr. Chairman and gentlemen, I am a little surprised by the feeling manifested by Attorney General Hamlin, a gentleman usually so cool and collected as he is, but I think it is necessary for us to discriminate between cases. There has been no contention here that this commission has not the right to initiate proceedings. They have a right to do so under the laws of this State whenever the public interests require it, but when the commission initiates proceedings, it is after one form, and when it proceeds to hear a complaint, it is after another. This is a government of law and we go by the forms of the law. If this case had been initiated by the commission and not by the complainants, no man would have control of it, but under your rules of practice when you set down a complaint for hearing certain regular Eroceedings are had and you dispose of that as a case such as it is. Now you ave provided he~e by your rules in Section IV how complaints are to be made, and how filed, when to be filed, what they shall contain. You provide by Section V for the service of that petition, service of notice of its existence. 144 Then you provide by Section VI as to the answers that may be made, and then following- in the various sections of your rules you provide for the ulti- mate disposition of the proceedings. Now this is a question as to whether this case has become one based upon a complaint, or complaints, or one of your own initiation. You have not initiated these proceedings, but have proceeded according to the forms laid down by you for the government of complaints and their answers in the trial and you have heard the witnesses applicable to these particular conditions, but not applicable to a proceeding initiated by this commission. And, there- fore, I say that under the ordinary legal proceedings, under the practice of courts, when the parties go out of court they take with them their proceed- ings, and there is no way to prevent it. Now as to a question of politics I don't know anything about it Whilst I have a friendly feeling for the administration, wish it well, wish it happiness and prosperity, it doesn't make very much difference to me whether it goes out in great glory or not. I hope it will. As to what this commission dares to do is another question. I presume this commission dares to do \vhat is right as it sees it, and no threat from the gentleman, I trust, will deter this commission from proceeding in an orderly fashion. We insist that under the rules of your practice there is no longer any standing of any of these parties before the commission, and that their proceedings should be dismissed. That you can initiate proceedings, that you can predicate upon the proceedings already had, your proceedings such as you see fit to institute under the law r s of the land, there can be no question. I do not deny or dispute it, but that is not the condition today. This case so far as the proceedings which have heretofore had are concerned, are ended, and I think that for those reasons the commission should not further consider this case. If it sees fit to initiate one. its power is undoubted and is not disputed by me. The Chairman It is made the duty of the Railroad and Warehouse Com- mission to make a schedule of reasonable maximum rates for the railroads of the State of Illinois, and whenever they think proper, they shall chang-e or revise those rates. It does not make any difference how the matter comes before the commission. It is not like a complaint such as my friend Kramer had, as was had here against his road the other day, where some shipper feels that he is being overcharged. In that case a man files a complaint for a spe- cific charge He has a right to come before the commission and dismiss his complaint, but this is not that kind of a case. This is a petition for the revis- ion of the rates all over the State of Illinois. There are a, great many com- plaints. There was evidence offered here. It is true Mr. Barlow was a wit- ness for the complainants, specially representing the Chicago shippers, but his evidence goes to the question of reasonable maximum rates. The evidence is heard before the commission. There are a great many complainants who have not dismissed, who have not withdrawn. General Hamlin seems to be still representing them, and it would be foolish to say that because one of forty or fifty sends a telegram that it wants to withdraw, that the commis- sion should then dismiss this proceeding. I do not think you gentlemen think that is the proper thing to do. I do not believe you think this commission would be justified in doing it. Why, the Chicago Shippers' Association is the last one of many who sign this petition. The motion will be overruled. The Chairman Now. as I understand there are some representatives of railroad organizations who would like to say something, and want to get out of town some time today and if so, we, with the consent of the attorneys on oth sides, will hear them now. Just one word before Mr. Clark speaks. It seems that the date of the peti- tion filed by the Quincy Freight Bureau is after the letter sent out by our sec- retary The reason of that is that the Quincy Freight Bureau filed a petition, and when they came here for a hearing they substituted for that petition this one that is printed in the proceedings. First the matter was brought up by a petition of the Quincy Freight Bureau, and the other petitioners then made themselves parties complainant, and adopted the petition of the Quincy 145 Freight Bureau. That is the way the record is properly, but the original is not printed because we did not want to print everything that was filed. We could not get enough paper to print it on. Mr. Drennan The Quincy Freight Bureau did file a petition before -you sent out that letter. The Chairman Before the letter was sent out. Mr. Drennan That is my recollection. The Chairman Now, Mr. Clark. E. E. Clark Grand Chief Conductor of the Order of Railway Conductors, thereupon addressed the commission, as follows: I think perhaps it would be proper for me to make some explanation of my presence here. I will say that the railroad employes of the State of Illinois have been much interested in this subject for some time, and as you know have been addressing from time to time communications to the commission and similar communications to the Governor, voicing their objections to a horizontal or general reduction of freight rates in the State which would necessarily seriously affect the earnings of those railroads. Within the last few days they decided to arrange for a committee of their own number to come to Springfield and they asked for an audience with the Governor, which was granted, and which was accorded to them yesterday. No effort was made to get as large a committee as could be gotten, but the committee^ the delegation, that met the Governor yesterday, consisted of representatives of the engineers, firemen, conductors, the trainmen, the switchmen, the machin- ists, the freight handlers, the boiler makers, the car repairers, and the clerks. At the solicitation and invitation of these employes, many of whom are mem- bers of the organization which 1 have the honor to represent in its interna- tional capacity, I came and made a brief argument of their views before the Governor. That is one excuse for my being- here before you today, and the other is that the gentleman who was expected to make what argument was to be made before the commission got mixed up with a skyrocket and has not as yet been able to get around. I do not mean to infer that he went up with the rocket, but it put him out of commission The Chairman He went up like one. Mr. Clark Well, perhaps he would if he had been here. Now, I have not heard the testimony in this case through these protracted hearings, and I shall endeavor to be concise and brief in voicing the opposi- tion felt by the railroad employes to the granting of the request w T hich has been made upon this commission, and 1 shall not indulge at any great length in statistics. Whatever I shall present in that line will be from official rec- ords, and will be very easily verified and be beyond contradiction. To begin with, this delegation that is here, was here yesterday, and that has left its sub-committee here today, represent practically all of the more than one hundred thousand employes of the railroads of the State of Illinois. They drew from the pay cars of the several railroads of the State in the year 1904 the sum of $70. 000. 000. 00 as compensation for their services. Taking the usual basis of computation, these railroad employes represent a half million of the population of the State of Illinois, and they represent I think as generally high a standard of citizenship and character as is represented by any like number of citizens of the State. It may be said that the wages of the railroad employes of this State are what would be termed good as com- pared with the wages received by men in the industrial trades and in other capacities. If it be true that the employes of these railroads have good wages, it is because of two reasons: First, and principally, because they are right: and second, because of the fact that in their organized capacity they have been able through friendly negotiations and conferences with the man- agements of these railroads, to reach agreements carying with them the rates of pay they now receive But we want to call attention to the fact that it is not fair to compare the wages of the railroad employe, especially in the operative department, with the wages of men in other employments requiring an equal amount of skill perhaps, or an equal amount of intelligence, or an equal amount of education, 10 R W U6 because the railroad employes in addition to the services which they perform and the work which they do, assume a risk that cannot be ignored, and that can never be coinpensated for in money and which is and should always be taken into consideration in fixing- their wages. We do not believe that those wages have yet reached a point where they fairly compensate the men for the work which they do, and for the risks which they assume. There are several classes of employes who are repre- sented here, for whom I speak, whose wages are, we believe, far below that which they ought to be. Now we expect at the proper time, and in proper ways, and at opportune moments to ask these railroads to increase the com- pensation of these employes until they do reach, or have reached, what we believe to be a reasonable and fair limit. If the railroads earn liberal in- comes we have an opportunity to get what we hope for in time; but if we have to go to a lot of railroads that are on the verge of bankruptcy, and that are struggling along under every economy which their ingenuity can devise, we don't think our prospects of success are very bright. It may be pointed out that at times the wages of railroad employes, especially the men in the engine or train department, are high. That perhaps is true. But we must not lose sight of the fact that there are two kinds of wages in this country, one an economic wage and the other sociological wage. It may be said that for instance three dollars a day is good pay for a cer- tain line of work. In so far as the statement goes it is true But we must, in order to arrive at a reasonable estimate of the sociological wage, take into consideration the number of days the man is permitted to work; the amount of money that he earns in a whole year is the amount of money that he has got to depend upon for sustenance, because he has got to live the year through whether he works or not. The public, both shippers and the travelling public, demand continually better facilities, additional train service, more rapid movements, and many other things, all of which mean additional expenditure of money on the part of the railroads. The continually changing conditions of transportation, the movements of the increasing volume of tonnage necessitates large expendi- tures in the maintenance of equipment and ways. We. as employes of these railroads, have secured some little legislation at the hands of the legislators of this State which necessitates additional ex- penditure of money upon the railroad company. We expected that when we asked for it. We intended that it should cost them some money, and we ex- pect to ask for more legislation some of these days that will cost these rail- roads more money. I was amused at the little tilt between General Hamlin and some of the gentlemen over here [indicating counsel for the railways] , about personal injuries. We hope to see the day when the railroads will be obliged to as- sume more liabilities in that regard, and we want them to have enough earnings so they can assume these things and so they can pay what they ought to pay. Now in looking over this question of a horizontal or general reduction in the rates received by railroads for transportation, we in our homely and practical way look to where the amount involved is going to go, and how it is going to be distributed. We are not able to see any prospect of the pro- ducer receiving any more for his product, or of the consumer getting his necessaries any cheaper out of any general reduction of freight rates which is possible within the limits of reason. We believe that the interests of the half million people represented by the railroad employes themselves, as well as the interests of the retail dealers with whom they trade in the towns where they live will be much more seriously affected by any important reduc- tion in the freight rates of the railroads of this State than could possibly be compensated for by any reduction which you could make. We believe that the amount involved will go to just such associations as the one which has undertaken to withdraw from this controversy, and that neither the farmer, who grows thPe wheat, nor the workman who eats the bread, will derive one penny of benefit from it. I want to call attention for a few moments to the increased cost of the necessaries and comforts of life, and refer very briefly to a report made by Carroll D. Wright, the United States Commissioner of Labor, as the result of 147 a special investigation prosecuted in thirty-three states, and in which he says that the price of food in 1903 was 15 ^ per cent higher than in 1896. And I may say that his inquiry was confined to families of men earning- not to exceed $1,200 per year. The price of beef was lowest in 1896, and in 1902 had increased 100 per cent as compared with 1896. In 1904 the wholesale price of farm products was 26 per cent higher than the average price between 1890 and 1899. Of fifty-two articles of food it was shown that all but fourteen commanded higher prices in 1904 than during the period from 1890 to 1899; that of seventy articles of clothing, the average price was about 10 per cent higher, while fuel and light were found to have increased in cost 32.6 per cent in the same period. An inquiry along the same lines with regard to the supplies which must of necessity be purchased in large quantities by the railroad companies, develops the fact that, from the United States Industrial Commission's reports, from 1897 to 1900, there was a percentage of increase in the price of such staple articles as steam coal, of 44 per cent: ties, 20 per cent; iron and sheet steel, 48 per cent; nails, 109 per cent; lubricating oil, 120 per cent; while steel rails increased in cost from $18 per ton to $35 per ton, an increase of 94 per cent. This United States Commission in speaking of the slight increase in freight rates in 1900, said that the plea of the railroads that justification for the in- crease was found in an enlarged cost of operation due to the higher cost of supplies, was based upon a substantial foundation, and that the steady fall in prices from 1873 had been rudely interrupted by increases all along the line in 1899 and 1900, which was peculiarly marked in the case of supplies largely consumed by the railroads, namely, coal, iron and steel. Now all this -increase in the cost of living and of the supplies was accom- panied by no increase in the carrying rates on the railroads, except the slight increase since .1899 of .045 of a cent per ton per mile, and even after that in- crease had been made the rates per ton per mile for hauling freight were less than one-half of what they were in 1870. It has been shown that clothing, food, fuel, beef, etc., increased in price to the consumer from 10 to 100 per cent. Now if railway rates had been de- creased at the same time, would the consumer and producer reap any benefit from that reduction? The only increased carrying rates that accompanied this rapid increase in prices was that of about 5 per cent before referred to, and it may be well to note that this 5 per cent is 5 per cent of the carrying charges, and not 5 per cent of the cost of the commodity. The carrying charge of commodities probably represents about 2 per cent of their price. And it should also be noted that this 5 per cent increase in the freight rates was upon the lowest rate ever existent. In chatting pleasantly yesterday with a gentleman who is on the other side of this question: he jokingly remarked that they were going to reduce rates and raise wages. But it is no joke, gentlemen, when I say that for the past fifteen years the rates for hauling freight have steadily decreased except for the 5 per cent already spoken of, and the rates of the wages of the employes have steadily increased. This of course cannot go on indefinitely, and would have been impossible so far but for the increased volume of business and the increased train haul which the railroad companies have adopted as a means of hauling freight at a less cost per ton per mile. We recognize the public character of the services performed by the rail- ways and we cannot lose sight of the fact that they are not permitted to ap- ply to their business the same principles of wholesale and retail trade that are applied in other businesses by those who now petition for this reduction in rates. They are not allowed to do as the coal operators, and others do, when the cost of production is increased, that is, pass the increase along to the con- sumer in the form of higher prices. They cannot raise and lower their prices with increased and decreased demand for transportation. They must main- tain their properties and keep their equipment in repair during the dull time as well as during the busy time, and we all know that a railroad company cannot earn any money whatever with locomotives and cars that are standing still. The roads of course must conform to the regulations specified by the 148 State and the nation, but just as sure as night follows day they cannot live bstween the upper and nether mill stones of constantly increasing cost of operation and steadily decreasing revenues. There is a limit beyond which their financial interests cannot be attacked without involving the material interest of all their employes, and we believe that that limit has been reached. This is not the only instance in which the employes of railroads have taken similar action. They have voiced similar protests in this State before, and in other states. The most recent instance, perhaps, is that in which they appeared a few months ago before the Railroad Commission of the State of Texas, in opposition to a proposed important decrease in the freight rates for hauling cotton. The international conventions of these associations have taken up these questions of regulation, or government control of rates, and more particularly with regard to the question of appointing a commission with power to fix all of the rates, and two of the older and more important, or larger perhaps, of these associations that have held conventions since this question came up, adopted resolutions voicing their opposition to that, and I want to file, or leave with you, a copy of the resolutions adopted by the International Convention of the Order of Railway Conductors in Portland, Oregon, in May last. I think I can say without fear of successful contradiction that inquiry and investigation will show that the American railways furnish the best service in the world, pay the best wages known on railways, and receive lower rates for transportation than roads of any other country. Mr. Hamlin Mr. Clark, let me ask you right there, so that you can answer. Mr. Clark Yes. Mr. Hamlin Does that statement apply to local traffic; that this country charges lower rates for local traffic? Mr. Clark No, I make that statement in a general way as t'o the railroads of the United States. Mr. Hamlin Yes Mr. Clark I have not before me, and have not had time to look up any of the details of the l(5cal traffic that may be in your mind. I make that statement more particularly on the basis of the reports of the United States Industrial Commission, and of the Interstate Commerce Commission, on which will show as I have stated, a steadily decreasing rate in freight from 1870, when it was the merest fraction below 2 cents per ton per mile, down to 1899, when it was about .728 or .729 of a cent per ton per mile, after which some slight increase was noted until in 1903 it was .763 of a cent per tcm. per mile. That is, of course, the railroads of the United States, the average of their whole business. Over-capitalization of railroads may be alleged and no doubt it exists in some cases, but we do not believe that that justifies any crippling of the earn- ing power of those that are not over capitalized, or that it justifies jeopardiz- ing the interests of any of the employes by taking from the railways to give to those who are in no more need of money than are the railroads, and who certainly will not apply it in any way to give more benefit to the public. We protest in the name of and on behalf of the railroad employes of this State against any material or horizontal reduction in the rates which they may lawfully charge for transportation of goods. If there are discriminative rates in individual cases, we concede of course the necessity and the propriety of correction. We believe that the railroads should have earnings sufficiently large to permit of their keeping their equipment in the best shape, affording the best and safest accommodations and service for the public, affording the safest and best possible conditions of employment for their employes; provid- ing the needed betterments for the increased business and the permanent improvements which the future demands: leave a reasonable return for the capital invested and pay their employes the full compensation that may be due them for their services and for the risks which they assume, and having provided the possibility from their earnings and revenue permitting of such administration of their affairs, we believe that they should be obliged to as- sume all of the responsibilities and the liabilities that properly attach to a corporation engaged in the public service as they are. 149 I will leave with you, if you would like to have it, a list which is not quite complete, but practically all of the personnel of this committee who come" here, and who asked me to make a few remarks before you in voice of their position on this matter, and I thank you. The Chairman I suppose General Hamlin has the opening- and close. Mr. Hamlin If your Honors please, if you remember when we adjourned, I wanted to put Mr. Ewald on the stand and ask him a few questions, and he was not here; but I would like to ask him a very few questions to identify some things. The Chairman Are there any objections'? Mr. Brown I don't know what it is about. If it is to open the case, we object. Mr. Hamlin No, not to open the case. Mr. Brown What is it about, General? Mr. Hamlin I want to identify some reports that I want to introduce. It is the Railroad and Warehouse Commissioners' report. Mr. Brown Can't you introduce it without doing- that? Mr. Drennan Just simply show what you want. Mr. Hamlin I just want to call his attention to the particular thing I want, and I do not want to introduce the whole report. Mr. Brown I do not know as there is any objection. Mr. Drennan No. Mr. Hamlin You can see when I ask him. Mr. Drennan You can make your offer. Thereupon the following additional evidence was introduced in behalf of the petitioners: Frank J. Ewald, recalled as a witness in behalf of the petitioners, testified as follows: DIKECT EXAMINATION, IVY MR. HAMLIN. Q. You are more familiar with this than I am, and I wish you would turn to the report showing the proportion of freight tonnage in Illinois. Now I will ask you, you made up this report, didn't you? (referring to the printed report of the Illinois Railroad and Warehouse Commission for 1904.) . A. Why, yes, with the assistance of the Assistant Secretary. <,). Now I will ask you if the freight tonnage is apportioned in Illinois in the table which you have in front of you? A. Yes, sir. Q. And what table is that? A. It is table VIII. Q. On what page of the report of 1904? A. It begins with page 132, and ends with page 147. Q. That gives the different railroads, does it not, and the apportionment of freight tonnage in Illinois to each road? A. Yes, sir. Q. Well, now, does that freight tonnage as apportioned to Illinois, repre- sent the tonnage of local traffic, or interstate traffic? A. It includes both. (I It includes both? A. Yes, sir. < v >. Both interstate and local? A. Yes, sir. Q. Well, from that table can you separate the one from the other? A. No, I could not. Q. Well, in the reports made by the railroads to the Railroad and Ware- house Commission, do they separate it? A. No, sir. Q. Well, now, you may turn to the table of earnings, freight earnings ap- portioned to Illinois. Give us the page and number of the table. A. It begins at page 110 and includes from 110 to 115. 150 Q. You may state to the commission if the freight earnings from local freight from points within the State of Illinois are given within that table? A. No, sir. It includes both local and through freight. Q. Both local and through freight? A. Yes. sir. Q Can you separate, if so, do so, the earnings derived from local freight from the earnings derived from both local and through freight? A. It cannot be separated because the information is not separated in the reports given to the commission. Q. By the railroad companies? A. Yes, sir. Q. Now, if I understand you, then, the tonnage of freight carried in Illinois as shown both by the reports of the railroads to the Railroad and Warehouse Commission and the report which you compiled, is both the interstate freight and local freight, or State freight? A. Yes. sir. Q. And the same is true of the earnings? A. Yes, sir. Q. Now you may state to the commission if you know, whether or not the railroad companies formerly made reports showing the amount of local freight carried within points in the State of Illinois, and showing also the earnings upon local freight within the State of Illinois A. Well, up to and including 1897, the revenue from local traffic and inter- state traffic through traffic was separated. Q How about the tonnage? A. W 7 hy, the tonnage I think, was submitted the same as it is now. Q. Was not the local freight separated from the through freight in 1897 in the reports made? A. The revenue from the local freight was separated, yes sir. Q. Was the tonnage? A. No, I think that the tonnage was submitted the same as it is now. A. Will you look that up, please? You need not do it now, but you can look at it. Will you get a report of one of the railroads for 18i'7. (Report produced.) You know where to find this better than I do. I did find it. (Witness examines report.) A. The tonnage statement? Q. Yes, as to whether there is a separation of local freight from through freight. A. Well, no. There is a column here calling for freight originating on this road. Now, it may originate in Illinois, or it may originate in some other state. Q. I think there is another table there that shows, if I remember right, a table giving the freight in columns, through freight on this column (indicat- ing), and local freight on this. A. Do you mean as to the revenue? (). No, I know it is as to revenue. A. This is the only table there is. Q. Will you turn to the revenue table and let me see if I understand it correctly there are parallel columns. A. It is page 39 in this report. It divides the local passenger business from the through passenger business. Q. What page is that? A. Page 41 in any of the 1897 reports. Q. Divides what? A. Divides the revenue from local freight from through freight and other sources. Q. But don't you think it divides the tonnage? A. No, sir. Mr. Hamlin I want to offer two or three reports made in 1897 by two or three of the different railroads. Mr. Brown They are all here. Mr. Hamlin Yes. Mr. Brown They are all part of the witness' testimony. 151 The Chairman You have a right to refer to anything. Mr. Brown You can refer to anything as a matter of right. Mr. Hamlin That is all we want then. Mr. Brown I don't think there is any technical rule about the power of admission. Mr. Hamlin Do you want to ask him anything? Mr. Brown I don't want to ask him anything. The Chairman That closes it. does it? Mr. Hamlin No, sir, I want to offer something here so that I can refer to it. I want to offer Poor's Manual for 1899. Mr. Brown The whole manual? Mr. Hamlin No sir; the whole of it was put in the first hearing, and Brother Brown wanted to know if he had to read it all. Poor's Manual for 1899, page 246, for what it is worth. Mr. Kramer What is it about? Mr. Hamlin That is on the capitalization of the Chicago & Alton Railroad. Mr. Drennan I object on the ground that it is not verified. Mr. Hamlin I want to offer Poor's Manual for 1904, page 764. The Chairman I think that whole thing was offered originally, judge. Mr. Brown 1904? Mr. Hamlin It was 1902 that was offered. That is all in. Mr. Drennan Yes, that is all in. Mr. Brown Poor's Manual for 1904. Mr. Hamlin Yes, page 764. That is on the capitalization of the Chicago, Rock Island & Pacific. Then I want to offer Poor's Manual for 1904, pages 398 and 1545, and 1410. Mr. Drennan What is that about? Mr. Hamlin That relates to the capitalization of the Illinois Central Rail- road. And then I want to offer Poor's Manual for 1904, page 329. That is on the Chicago & Northwestern. Then Poor's Manual for the same year, page 526. That is the C. & E. I. Poor's Manual for 1903, page 337, of the C., B. & Q. Poor's Manual for 1903, pages 363 to 365 inclusive. That is the St. Paul. Poor's Manual for 1899, page 246. That is the Alton. The 1904 Railroad and Warehouse Commission's report is in. Now I will offer the Commercial and Financial Chronicle. Mr. Brown I object to that as incompetent. You can look at what you please. Mr. Hamlin Wait until I state exactly why I am offering this. Mr. Drennan Well, there can be no good reason for it. Mr. Hamlin Yes, wait a minute. I will tell you what I want to offer this for and what E can prove by it. Mr. Drennan Yes. Mr. Hamlin Now I have introduced here from the Auditor's office the valuation reported by you to the Auditor, by the railroad companies to the Auditor, and there was introduced an assessment made by the State Board of Equalization. I introduced all of those reports for three years, 1902, 1903 and 1904, of all the companies And those reports I offered on the capitalization proposition, and the capitalization proposition includes the valuation of the stocks of the company in those years, and these are the I can prove that these publications, one being on April 2, 1904 the valuations are made under the law as of April 1 on April 2, 1904, the value of the stocks of these different roads on the question of capitalization Mr. Hamill That is not a public document. Mr. Hamlin I can prove that that is a document that was used by the State Board of Equalization in determining the value of the capital stock. If you want me to prove that, I can bring the Auditor down and prove it. Mr. Brown It all relates to the subject of taxation, what you expect to do. Mr. Hamlin No; the question of the valuation of the stock. Mr. Brown For the purposes of taxation. Mr. Hamlin Certainly, they used it for purposes of taxation. Mr. Brown That is all there is to it. 152 Mr, Hamlin No; if the value of the capital stock is material to be con- sidered, you have got fo prove its value in some way. Mr. Brown Certainly you have, but not from admissions for taxation pur- poses. Mr. Hamlin Well, it would be the same for all purposes. Mr. Brown Well, I can't consent to it. and therefore if you want to force it in. you will have to make proof. I can't consent that it is competent. Mr. Hamlin (addressing Mr. Streyckmans): Will you ask the Auditor to come down, or Mr. Eubanks? The Chairman I suppose Mr. Brown will agree that he will swear to what you say. Mr. Brown I don't care for that, yes. Mr. Hamlin He will state that it is used for taxation, assessment purposes. Mr. Brown That is what you want. Mr. Hamlin Yes, I have no doubt he wilt say that. Mr. Brown Very well. That is not objectionable. Have you any objection to that (addressing associate counsel.) Mr. Drennan No. Mr. Brown With that admission, put it in. Mr. Drennan We think the substance is immaterial. Mr. Hamlin Of course I know what your contention is; that it is not com- petent because used for taxation. Mr. Brown Yes sir. Mr. Hamlin I do not think that applies here, because it will be just as good for one purpose as another. Mr. Brown Well. Mr. Hamlin We will argue that. Mr. Brown Yes. Mr. Hamlin We will see how the B. & O. stands. I want to introduce the reports made to the Auditor on the following roads for 1898. Mr. Drennan 1898: seven years ago. Mr. Hamlin Yes. The Rock Island, Chicago & Northwestern, the C,, B. & Q., the Chicago & Eastern Illinois. Mr. Brown Well now, I object to them as incompetent, and further Mr. Hamlin And they are offered ^or the purpose well, go ahead. Mr. Brown And I further object to them on the ground that this case has been closed, and it is not fair for them to be introducing a great quantity of evidence. Anything omitted by the general, I have no objection to. Mr. Hamlin I will tell you the purpose of offering them. Mr. Brown I do not care for the purpose. If it happens by oversight I have no objection to it being put in. Mr. Drennan You will get in stuff that it will take a week to answer. Mr. Hamlin No. Mr. Brown We will have to take an adjournment now for a month, and we do not want to do that. Mr. Hamlin This is offered simply for the purpose of showing the increase in capital stock from 1898 of these lines. Mr. Drennaii And we have the right to show the necessity for that in- crease and what uses and purposes it has been put to, and that it is not an in- flation. The Chairman That was in before by the offer of reports; that was here before. Mr. Brown Then what is the use of putting it in again? Mr. Hamill -It is a matter for him to refer to in argument. Mr. Hamlin Then that is all. The Chair Gentlemen, how long do you want to argue this question? Mr. Hamlin Well, gentlemen, we expected on our side that Mr. Barlow would present the first argument on facts. The Chairman It seems that he has. Mr. Hamlin In the form of a telegram. The Chairman A very brief one. Mr. Drennan He surrenders. If you were equally as frank, there would be no argument. 153 (it was thereupon agreed that the arguments should be limited to three hours for each side.) Thereupon Mr. Streyckmans addressed the commission as follows: ARGUMENT AT THE CLOSE OF THE EVIDENCE.. Mr. Streyckmans If the court please, outside of the financial question, or the question of the amounts which the railroads in Illinois are earning-, or whether they could earn a reasonable amount on the capital or real vaule of the road, which will be discussed by Mr. Hamlin, we believe the evidence introduced can be divided into about five heads, and that each one of these heads shows that the schedule of maximum rates as now established by the Railroad Commission is too high. Now the first head that I will take up will be the C. F. A. scale. This was introduced in the old evidence three years ago, and is also introduced in this hearing as "Exhibit A-l.'' This is a scale which, according to the testimony of Mr. Barlow, governs from five miles to four hundred and fifty miles, and I will show later the per cent that this scale is lower than the Illinois scale of maximum rates. In the testimony of the respondents it was said by some of the witnesses that this scale was involuntary on their part, but was forced upon them by the Ohio legislature. I have here the Ohio law, which is section 3375 of their statute. The law provides that: "Such company may receive for transportation of property not exceeding five cents per ton per mile when the same is transported a distance of thirty miles or more, and in case the quantity transported is less than one ton in weight, or any quantity is transported a less distance than thirty miles, such reasonable rate as may be from time to time fixed by the corporation or pre- scribed by law; and until a tariff of specified rates is established by law for the transportation of property of such bulk that a quantity equal to the ton- nage capacity of the car cannot be carried in it, the corporation may contract for space in the car sufficient to secure the safe transportation of such prop- erty, at a rate which shall not exceed five cents per ton per mile if such car were loaded to its tonnage capacity." Now, at the latter end of this section, it is provided: "For the transportation of coal, pig iron, lime stone, iron ore, undressed stone or lumber, not more than five cents per ton per mile shall be charged for any distance of ten miles or more, and in case the same be transported a less distance than ten miles, such reasonable rates as may be from time to time fixed by the coporation or prescribed by law; and the corporation may cha.rge on such freight," that is stone, iron ore, lime and so forth, "a reason- able rate for loading and unloading when the same is in fact done by the cor- poration." Now that is only a distance under thirty miles and that is what was referred to by Mr. Barlow in his testimony. Now that is the Ohio statute. If we reduce that statute to the question of miles, we will find that the Ohio statute allows a railroad transporting freight in Ohio for thirty miles, seven and a half cents per hundred miles. The C. F. A. scale for thirty miles is seven and a half cents exactly. For fifty miles the Ohio scale is twelve and a half cents, and the C. F. A. scale twelve and a half cents. For seventy-five miles, they are both the same. For one hundred miles, the Ohio scale is twenty-four cents. For a hundred and twenty-five miles, the Ohio scale is thirty-one cents per hundred, and the C. F. A. scale twenty-six cents per hundred. For 150 miles, the Ohio scale is 37 3 2 cents, and the C. F. A. scale is 28 > cents. For 200 miles, the Ohio scale is 50 cents, and the C. F. A. scale 33 cents. This shows that the C. F. A. scale is voluntarily made by the railroads and in some instances from 25 to 50 per cent less than the Ohio law fixes, so that it is entirely voluntary on their part. Now this scale as compared with the Illinois scale shows, as is evidenced by "Exhibit A-3," that for 100 miles it is 48.3 per cent lower than the Illinois schedule: For 125 miles it is 52 per cent. 154 For 150 miles it is 53 percent. For 175 miles it is 48 per cent. For 200 miles, 47 per cent. And for 250 miles, 43 per cent less than the Illinois schedule. Now, if we take the Illinois distance tariff, or the schedule of maximum rates, and the Central Freight Association scale for 100 miles, and take the various classes, that is, by taking- an article of freight in either one of the classes, under either one of the classifications, the Illinois classification or the official classification theC. P. A. we find that for 100 miles the C. F. A. scale is 24 cents and the Illinois distance tariff 38 cents on first class and runs down to the sixth class at 12V., for the Illinois distance and 8 for the C. F. A. scale. That is about 33 per cent. The same averages will be found for 200 miles, 250, 300 and 400 miles. That is not using now the official classification in one instance and making a com- parison just by the official classification, but it is by taking the Illinois class- ification itself and finding one article, and finding what classification it is under, and then finding one article under the official classification, and finding the distance under the C. F. A. scale, which makes them absolutely similar so far as classification is concerned' This percentage on 100 miles is: 60 per cent on first class, 40 per cent on second class, 27 per cent on third class, 50 per cent on fourth class. 66 per cent per cent in fifth class, 56 per cent sixth class, On 200 miles is: 48 per cent on first class, 39 per cent on second class. 38 per cent on third class. 63 per cent on fourth class. 62 per cent on fifth class. 67 per cent on sixth class. It about reaches its maximum at 300 miles and then it comes down, and at 450 miles the percentage is : 34 per cent on first class. 30 per cent on second class. 36 per cent on third class. 52 per cent on fourth class, and 42 per cent on sixth class. Now in this territory which is called "Central Freight Association terri- tory," in which these rates apply, and which are shown to apply by "Exhibit A-14,' 1 which is through freight rates No. 48, tariff adopted by the Central Freight Association lines applying* on classes and commodities between Chi- cago and various Illinois points, Indianapolis, Cincinnati, Louisville, Evans- ville, and so forth. This tariff discloses that the rates between Chicago and Indianapolis are based on Central Freight Association scale for 180 miles, and between Chicago and Cincinnati, Evansville, are based on the Central Freight Association scale for 300 miles. A comparison of the commodity rates as indicated by this tariff with the official classification, Central Freight Association scale, discloses that the commodity rates are on a considerably lower basis than the Central Freight Association scale, so that the theory that the Central Freight Association scale is a minimum and the lowest the railroads can transport freight on, is shown to be otherwise. They carry the commodity tariff under the C. F. A. scale in Illinois, the same as they do under the Illinois Commissioners' schedule. Now we have the question of interstate rates. The exhibits that have been offered on the old hearing, and which were offered in order to. in one instance support the allegations of the petitions as to comparison between states, are quite voluminous. They run from 24 to 35, and jump into the 80s. There are 155 quite a number of them, including- the C. & E. I freight tariff from Chicago, Ulinois. to points in Ohio, Indiana and Kentucky, Exhibit 89. Those tariffs and the expense bills that were introduced to show that the interstate rates between Indiana and Illinois are based in a good many instances either on the C. F. A. scale, or on a lower basis, and these interstate rates, as was ad- mitted by the various witnesses for the respondents, are voluntarily made by the railroads, and voluntarily entered into they are made by agreement. 'Exhibit 71" shows some expense bills on the T. H. & I. Railroad, all on the same line -Indianapolis to Oakland, 167 miles. Mr. Hamliii When you give a station in Illinois, give it Illinois. Mr. Streyckmans- Indianapolis, Indiana, to Oakland, Illinois, 167 miles; rate on nails, 14 cents Indianapolis to Oakland, 167 miles. From Decatur to Oakland, and the road goes through there, 56 miles, the rate is 12 cents. ' Exhibit 75'' was expense bills on the Big Four Railroad, and shows that the rate on nails, Indianapolis to Urbana, Illinois, 116 miles, is 11 cents. De- catur to Urbana. 46 miles, the rate on the same commodity is 13 cents. From Sharon, Pa., the distance of which I haven't got, the rate on the same commodity is 18 V, cents. ''Exhibit 93" this is entirely on the basis now of interstate rates shows that the distance from Chicago to Goodland, Ind., is 85 miles, and the distance from Chicago to Onarga, 111., is 85 miles, one being in Illinois and the other in Indiana. The rate on baking- powder being I9 l .> cents from Chicago to Goodland, Ind.. and 24.6 cents to Onarga, 111. from Chicago to Onarga, 111., the percentage being 23 per cent more for the carriage of the freight in Illi- nois than it is in Indiana. This percentage I enumerate I do not enumerate the articles because it would take too long a time runs as follows: 23%; 44%, that is on broom corn; 23%: 34%; 43%; 47%; 84}^'%; 51H'%: 34%; 34%, higher in Illinois under the Illinois schedule than they are in Indiana. The same comparisons are made for 103 miles, Chicago to Oxford, Ind., and Chicago to Paxton, 111., both being 103 miles. The per cent in some instances going even higher, some going as high as 92% more for carrying the same commodity in Illinois than it does to carry that same commodity on the other side of the State line. We have made comparisons here that run from 85 miles to 288 miles in order to cover the entire field of the matter so far as the mileage question is concerned. At 155 miles, Hillsdale, Ind., and Tuscola, 111., Hillsdale being 155 miles from Chicago and Tuscola 149, the percentages run all the way from 14 to 60 at 155 miles. At 178 miles, a comparison made between Terre Haute, Ind., and Etna, 111., on the same commodity, the percentage, runs from 14 to 76}., , a distance of 179 miles. At 238 miles, the cities of Vincennes and Tonti, 111., were taken and thfe percentage runs from 26 to 85 per cent less than is charged by the Illinois Commissioners' schedule for the transportation of the same commodity in Indiana. 287 miles is Evansville, Ind. , from Chicago; 288 is DuQuoin, 111., from Chi- cago. The percentages run from 12 to 79. Those, of course, are interstate 'rates, but the evidence shows that they are made. Take petitioners' exhibit 91 in the old record. These are less than car load rates. The distances are all given from Chicago. The towns in each set of two are immediately opposite each other on either side of the Illinois and Indiana state line and are connected by the same line of railway. Now, on about twenty commodities here, the distance from Chicago to Hillsdale, Ind., being 155 miles, and Chrisman, 111., 148 miles, we find that the percentage, increased percentage in Illinois, or the increased cost of transporting freight under the Illinois Commissioners' schedule as against the rate charged in Indiana on baking powder, 29%; pins, 43%; brooms, in bundles, 43%; canned goods, 14%; cheese, 29%; chocolate and cocoa, 32%; cocoanut, 29%: cigars, 43%; fish, salted or brine, 48%; flour, 74%. The same comparison is made in this table as made in the other table, run- ning from 155 to 306 miles. For 178 miles, the cities of Terre Haute, Ind., 156 and Marshall Junction. 111., were used. The percentage in that case on those commodities runs from 11 to 12%. At 204 miles, the cities of Sullivan, Ind., and Robinson, 111., were used, and the percentages run from 19 to 60. The same comparison is made between Mount Vernon, Ind., and Carmi, 111., the percentages some running even higher on the high distance, being 18 to 71. Now, we have Exhibit No. 76, petitioners' Exhibit No. 76 This is bridge stuff, and was shipped from Muncie, Ind., to points in Illinois. The rate on bridge iron from Muncie to Bayliss, 111., is 14 cents. Mr. Hamlin What road is that? Mr. Streyckmans Lake Erie & Western. The rate from Decatur to the same point is 20.31, and goes through Decatur. Mr. Hamlin What is the distance from Decatur? Mr. Streyckmans It is 117 miles out of Decatur. It is 319 miles from Mun- cie to Gibson City, and 117 miles from Decatur to Baylis. The Chairman Different railroads? Mr. Streyckmans Yes, they go through two different railroads to Baylis. Mr. Drennan Is it your proposition that they ought to raise that low rate or reduce the higher? Mr. Streyckmans We will leave you to explain that. Mr. Drennan Our proposition is, they al] ought to be raised. Mr. Streyckmans Then that is your argument. Now, from the same town to Poplar City the rate is 14 cents, and the dis- tance 290 miles. Decatur to the same point, the rate is 16 cents. The second is a shipment from Muncie to Poplar City, the rate is 14 cents from Indiana that was from Muncie, Ind., to Poplar City, the distance was 290 miles. The rate from Decatur to the same point is 16.45. Muncie to Latham, 111., a 13-cent rate is charged, and the distance is 205 miles. This town is 15 miles from Decatur, and the rate was 13 cents from Muncie, and the rate from Decatur to the same place, a distance of 15 miles, is 12.57, a fraction of a cent less than the entire cost of transporting the freight from Muncie, Ind.. to Latham. The next, Muncie, Ind., to Kelsey, 111., a 14-cent rate is made on the L. E. & W., a distance of 302 miles. From Decatur to the same point the rate is 16.45, or pretty near two cents higher. Kelsey is only a short distance from Decatur, in Mason county. The rate from Muncie, Ind., to Mason City, as indicated in this expense bill, is 14 cents. The rate from Decatur to the same point is 15.4. This goes through the same line. There are about twenty-five bills here and they show the same condition to various towns. We have an expense bill showing, or a half-dozen expense bills here, Ex- hibit 51, showing that from Chicago to Springfield the railroads charge the commissioners' maximum, or practically the maximum on first, second, third, fourth and fifth classes. From Bloomington to Springfield they charge the maximum. The distance from Chicago to Springfield is 185 miles. The freight as charged by the railroads is 47 cents, and the commissioners' maxi- mum 47.94. It is practically a cent less than the commissioners' maximum. The distance from Indianapolis to Springfield is 197 miles. The rate is 18}. 2 cents as compared with 47 cents. Chicago to Springfield, 185 miles, 47 cents; Indianapolis 'to Springfield, 197 miles, 1832 cents. Exhibit A-7 is a tariff of the Indiana, Decatur & Western Railway Company. The rates are taken from the tariff and they show that from Indianapolis to Champaign, 118 miles, the rate first class is 31 cents. The C. F. A. scale for 118 miles is 25 cents. The Illinois distance tariff is 42 cents. On second class the rate charged by the railroad company is 26}-. 2 cents; the C. F. A. rate is 22 cents, and the Illinois distance tariff 32 cents; third class, 21^ cents charged by the railroad company, 19 K, cents by the C. F. A. scale, and 26 cents Illinois distance tariff. To Champaign, which is on an Illinois road entirely, is 127 miles, and the rate is 43.3, whereas from Indianapolis to Champaign it is 31 cents; from Indianapolis to Bloomington, 166 miles, the rate is 32 ^ cents on first class; C. F. A. scale, 31 cents; Illinois distance tariff, 46.8. 157 From Chicago to Bloomington, 126 miles, which is a less distance than 166 from Indianapolis to Blooming-ton, is 43 cents as compared to 31 cents. Indianapolis to Litchfield, 207 miles. Now we have got here 118, 166, 203, 226 miles in order to show the application of these rates in the scale, and not only one particular mileage, but to the entire mileage in the classification in the schedule. From Indianapolis to Litchfield, 207 miles, the railroad- tariff indicates a charge of 37 cents on first class; the C. F. A. scale for the same distance is 34 cents, the Illinois distance tariff is 49 cents. Which would make the distance, Chicago to Litchfield, 235 miles, 47 cents; Indianapolis to La Salle, 226 miles, C. F. A. scale, 35 cents; railroad tariff, 40 cents; Illinois distance tariff. 50 cents. Exhibit A-8, joint freight tariff of the I., D. & W., No. 995. From this tariff the rates were taken which make up the classifications from Indianapolis to Braceville, 165 miles. The rate indicated by this tariff is 31 ^ cents; the C. F. A. scale for the same distance, 31 cents; Illinois distance tariff, 46 cents. Chicago to Braceville is 61 miles, still the charge is 32 cents, one cent more to transport it from Chicago to Braceville than it costs to transport the same freight from Indianapolis to Braceville, 165 miles. From Indianapolis to Streator, 190 miles, the tariff indicates that the rail- road charges 31 l :, cents; the C. F. A. scale for 190 miles is 32 cents, which is practically the same thing. The Illinois distance tariff is 48.3. Chicago' to Streator, 111., 94 miles, and still under the Illinois tariff they pay 35 cents, which is four cents more than it costs to transport the same freight from Indianapolis to the same point. Indianapolis to Peoria is 211 miles. The same rule applies there. Indianapolis to East St. Louis, 242 miles, the railroad voluntarily makes a tariff carrying it at 37 cents, first class, which is exactly the C. F. A. scale, and the Illinois distance tariff for the same distance is 52 cents. Chicago to St. Louis is 281 miles, and the charge is 47 cents. Exhibit A-13 shows the same condition; and shows the rates from Cincin- nati, O . , and from Indianapolis, Ind., on classes to Effingham, Newton, Cham- paign. Decatur, Alton, Litchfield, Pana, Mount Vernon, Peoria, La Salle, Springfield, Salem, Freeport. Dixon and Centralia. These rates in every in- stance, of course, are interstate rates and are lower than the Illinois schedule in the same proportion as the other rates that were just read, and so I will not read those, as it will take too much time. Exhibit A-9 is I., D. & W. tariff and shows rates of transportation for 95 miles, which is Indianapolis to Hume, to be: 27 }., cents on first class, 24 cents on second class, 13 cents on fourth class, 10 cents on fifth class, S 1 , cents on sixth class. The C. F. A. scale for the same distance is 23, 22, 18, 12, 9 and 8 cents. Illinois distance tariff for 95 miles, 37.6 as against 27}. 2 as charged by the railroad and 23 cents as established by the C. F. A. scale. Indianapolis to Tuscola. 117 miles, the tariff indicates a charge of 31 cents, first class; C. F. A. scale, 25 cents: Illinois distance tariff, 42 cents. Indianapolis to Decatur, 153 miles, the tariff indicates a charge of 31>^ cents first class: C. F. A. scale, 30 cents; Illinois distance tariff, 45 cents; 33 per cent difference. Indianapolis to Springfield, 197 miles. This tariff indicates the charge 37 cents, first class; C. F A. scale on 197 miles is 33 cents; Illinois distance tariff, 48 cents. Chicago to Springfield, 185 miles, and the rate is 47 cents, as against 37 cents from Indianapolis to the same point. Exhibit A-10 shows Vandalia Line joint tariff, stations in Illinois on the C. B. & (I From Indianapolis to Elmwood, 237 miles is indicated the rate charged as indicated by this tariff is 40 cents on first class; C. F. A. scale for 237 miles, 30 cents; Illinois distance tariff for 237 miles, 61 cents. Chicago to Elmwood, 160 miles. The rate is 46.4 cents. In other words. 6 cents more from Chicago to Elmwood, 160 miles, than is charged from Indianapolis to Elmwood, 237 miles. 158 The same is true as to Lombardville, 270 miles. In the answers that were filed, we have a comparison of class rates from Indianapolis and from Chicago to various points in Illinois. The tariffs that were introduced, and which are quite voluminous, were introduced in the old hearing- for the purpose of sustaining- the allegations made in the petition on these distances. Exhibit A, on page 27, shows that the distance from Chicago to Indianapolis Chicago to Champaign, is 127 miles. The rate from Chicago is 43 cents, and from Indianapolis to Champaign. 118 miles, the rate is 31 cents, a differ- ence of 12 cents. From Chicago to Bloomington. 126 miles, the rate is 43 cents. From Indi- anapolis to Bloomington, a distance of 165 miles, the rate is 31 cents 11.74 cents less. From Chicago to Peoria, the distance is 154 miles, and the rate is 40 cents. Indianapolis to Peoria, a distance of 211 miles, over 50 miles longer distance, the rate is 31 cents, being 9 cents less, or pretty near 25 per cent less than the rate from Chicago. The same applies as to Paris. Chicago to Paris and Indianapolis to Paris, and from Mattoon, Pana. Litchfield and East St. Louis. Another allegation in the petition was that the rate from Aledo, 111., or to Aledo, 111., from Quincy, 111., a distance of 160 miles, on first class, was 37 cents The distance from Chicago, 111., to Aledo, 111., is 175 miles, and the rate is 47 cents. From Peoria to Aledo, 113 miles, the rate, first class, is 36 cents. And from Ease St. Louis, a distance of 234 miles to Aledo, the rate is 46 cents. From Detroit, Michigan, 459 miles, the rate is 50 cents, From Columbus, O., 489 miles, the rate is 54 cents. From Louisville, Ky.,468 miles, the rate is 51 cents. In other words the rate from Chicago to Aledo is the same as the rate from Indianapolis to Aledo, and the distance from Chicago to Aledo is 175, a little over* and from Indianapolis, 324. The same allegation is made from the same points to Bement, and from the same points to Blooming-ton, 111., Centralia, 111., Dixon, 111., Girard, Oilman, Havana, Jacksonville, Kewanee, Lincoln, Monmouth, Quincy, Rockford, Rock Island, Springfield, Taylorville, Beards- town, and a number of towns in which the same comparisons are made, and these comparisons, are all supported by the exhibits which were introduced at the prior hearing, which consists of these various tariffs of the roads car- rying the freights from these respective towns in connection with joint tariff agreements with the Illinois road. I am through with that topic Thereupon a recess was taken until 2:00 o'clock p. m., of the same day, Tuesday, July 11, 1905. TUESDAY, JULY 11, 1905, 2:00 o'clock p. m. The commission met pursuant to recess. Argument of Mr. Streyckmans resumed: Now, this morning I spoke about the adoption of the C. F. A. scale, and made a comparison of interstate rates with Illinois rates. Now I will con- fine myself to the subject of rates in other states as compared with rates in Illinois. That is, not interstate rates but rates from one point to another point within one state, as compared with rates from one point to another in Illinois. Exhibit 69 shows here is a letter from the agent of the Pennsylvania Com- pany, showing that the distance from Fort Wayne to Richmond. Ind., both points being in Indiana, is 92 miles. The Indiana rate is: 23 cents, first class, 22 cents on second class, 18 cents on third class, 12 cents on fourth class, and 9 cents on fifth class. The Illinois commissioners' rates for the same distance are: 37.60 cents on first class, 30.55 cents on second class, 24.62 cents on third class, 159 18.33 cents on fourth class, 14.66 cents on fifth class. From Fort Wayne to Bourbon, Ind., is 53 miles. The Indiana rate is: 17 cents on first class, 15 cents on second class. 13 K, cents on third class, 10 cents on fourth class, 8 cents on fifth class, The Illinois Commissioners' schedule is: 30.08 cents on first class, 24.44 cents on second class, 20.68 cents on third class, 14.57 cents on fourth class. 11.65 cents on fifth class. That is about 50 per cent difference between the Indiana rate and the Illi- nois rate in favor of Indiana. Exhibit No. 70 is an expense bill showing- a shipment of nuts from Terre Haute from Evansville to Terre Haute, Ind., both of them inside of Indiana. The rate charg-ed is 18 cents. The C. F. A. scale for the same distance, 109 miles, is 24. 1 ._> cents. The Illinois rate is 40.42 cents. Exhibit No. 68 shows that the distance from Ft. Wayne to Rog-erton. both in Indiana, is sixty miles. The Indiana rates are: 29 cents for first class. 19 cents for second class, 15 cents for third class, 10 cents for fourth class. 8 cents for fifth class, 6 cents for sixth class. The Illinois rates for the same distance, sixty miles, are: 31.02 cents for first class, 25.38 cents for second class, 21.62 cents for third class, 15.04 cents for fourth class, 12.03 cents for fifth class, 10.58 cents for sixth class. Exhibit No. 66 shows that the rates from Vincennes to Spencer, Ind., which are both Indiana points, and are sixty-four miles apart, are: 15.50 cents for first class, 14 cents for second class, 13 cents for third class, 10 cents for fourth class, 7.50 cents for fifth class. The C. F. A. scale for the same distance is just exactly the same. The Illinois commissioners 1 maximum for first class is 31.96 cents, as com- pared with 15.50 cents. 26.32 cents for second class, 22.56 cents for third class, 15.51 cents for fourth class, 12.40 cents for fifth class. That makes the rate for shipment in Indiana for sixty miles between two points in Indiana about 50 per cent less than the same shipment is carried for in Illinois between two points entirely in Illinois. Petitioners' exhibit 64 shows that the Indiana rate from South Bend to An- derson, Ind., is 26.50 cents: the C. F. A. scale is 26 cents; the Illinois commis- sioners' maximum, is 42.77 cents. That is for 126 miles. From Richmond to Anderson, which is entirely in Indiana, forty-eight miles, the Indiana rate is 11.50 cents; the C. F. A. scale, 12 cents; Illinois' commissioners' scale 23.50 about 50 per cent difierence. Indianapolis to Goshen, both in Indiana, 146 miles. The Indiana rate is 28.05 cents; the C. F. A. scale the same; the commissioners' rate, 44.65 cents. And from Goshen to Anderson, both points in Indiana, the Indiana rate is 24 cents; the C. F. A. scale is 24 cents; the Illinois rate is 38.54 cents. Daleville, Ind., to Indianapolis Ind., forty-five miles. The first class rate: Illinois, 28.20; the Indiana rate is 10 cents; the C. F. A. scale is 10}, 2 cents. 160 Indianapolis to Anderson, thirty-five miles: The Indiana rate is 18 cents; the C. F. A. scale the same; the Illinois rate, 24.44. The difference is 25 per cent. Salem, Ind., to Indianapolis, 195 miles. Now, we have had some small mileage there. We have run right up the schedule. 195 miles first class: The Illinois rate is 48.59 cents; the Indiana rate is 33 cents. Mr. Brown You mean the Illinois schedule? Mr. Streyckmans The Illinois schedule. Exhibit No. 63 shows that a shipment of collars, which is harness, from East St. Louis to Spring-field, weighed 125 pounds. The rate is 37.6 for nine- ty-five miles. The Indiana rate would be 23 cents, making a difference of 14 cents, or twice as much in Illinois as it is in Indiana. The same shipment from Chicago to Springfield, the rate is 47 cents, and that is the rate actually charged by the railroad company. The Indiana rate for the same distance is 32 cents, making a difference of 15 cents, which is equivalent to about 33 per cent. The expense bill on a shipment of goods from East St. Louis to Springfield, on a box of saddlery, the rate charged is 30 .^J cents. The Indiana rate is 22 cents, making a difference of eight cents and a half. Expense bill showing a shipment from Peoria to Springfield of six boxes of cheese, the rate is 22 > 2 cents. The Indiana rate for the same distance would be 13 cents, practically 50 per cent difference. From Springfield to Spaulding, Illinois, (this is all Illinois), double first class, 30 cents. The Indiana rate would be 15 cents for the same distance, making a difference of double, practically 100 per cent on furniture. A shipment from Springfield to Woodside, a shipment of book-cases, furni- ture. The rate charged was 22.56 cents. The Indiana rate would be 16.92, practically 33 per cent. Another shipment from Spaulding to Springfield, Illinois, the rate charged is 54.04. The Indiana rate is 7.05. Another instance where the rate is double on furniture. By petitioners' exhibit 25, which by the way, has been lost, and is not to be found in the records, is simply a schedule, or tariff, from which a good many of these comparisons were afterwards made. We find that the distance from Richmond to Knightsville, Indiana now this is Indiana entirely again a comparison between points entirely in Indiana and those entirely in Illinois. Richmond to Knightsville, Indiana, 123 miles: 31 cents on first class, 263-2 cents on second class, 21 V^ cents on third class, 14 cents on fourth class, 11 cents on fifth class, 9 cents on sixth class. The Illinois Commissioners' schedule for the same distance would be: 42.77 cents on first class, 33.37 cents on second class, 26.32 cents on third class, 20.68 cents on fourth class, 16.50 cents on fifth class. Showing a difference of about 33 per cent. Richmond to Terre Haute, Indiana is 142 miles. The same rate is made to Terre Haute as is made to Knightsville, and the commissioners' maximum in the latter case is increased to: 44.18 cents on first class, 34.74 cents for second class, 27.16 cents for third class, 21.80 cents for fourth class, 17.44 cents for fifth class. That makes about a difference of over 33 per cent between the Illinois Commissioners' schedule and the rate charged in Indiana. Mr. Hamlin Those comparisons that you are making there, when you pick up those exhibits, are they taken from the actual freight bills? Mr. Streyckmans Yes, those are expense bills, except the last one which I cited, was a tariff. 161 Mr. Hamlin They are made out by the railroad companies? Mr. Streyckmans They are made out by the railroad companies, yes, sir. Exhibit 2 is the schedule of reasonable maximum rates of charges in Iowa. Comparisons are made between that schedule and the Illinois schedule in the petitions, both the original petition and the intervening petitions. There was something said during the first hearing in regard to the manu- facturers in Illinois and in Iowa, and in that regard respondents' exhibit 102 and 101 was introduced. Mr. Hamlin What was the position taken with reference to that, Mr. Streyckmans? Mr. Streyckmans It was contended by the railroad companies that the manufactures in Iowa had decreased during the last ten years. For that purpose they introduced the census bulletin of manufactures in Illinois, which shows that the manufacturing establishments in 1890 in Illinois were 20,482, and in 1900 they were 38,360, an increase by percentage of 87.3 of manufactures in Illinois for the ten years from 1890 to 1900. Now we have a census bulletin of manufactures i;n Iowa for the same period which shows that the u umber of manufacturing establishments in Iowa in 1890 was 7,440: in 1900 they were 14,819, making an increase of 92.2 per cent as against 87.3 per cent or practically doubled in Iowa. That is the effect of the schedule showing the effect of the Iowa schedule on the manu- factures of Iowa. Exhibit A-18. Comparisons are made on the basis of the tariff, which is made a part of the exhibit. These are rates entirely in the State of Michigan, from Sturgis. Michigan, to Rockford, Michigan, 99 miles. The rate as indi- cated by these tariffs that the railroads themselves have issued is: 25 cents first class, 22 cents for second class, 19 cents for third class, 1 '.' ' _, cents for fourth class, 9 cents for fifth class, 7 cents for sixth class. The C. F. A. scale for the same distance is the same except as to first class, where it is one cent lower, and as to sixth class, where it is one cent higher. The Illinois distance tariff for 99 miles is: 38.8 cents for first class, 31 cents for second class, '.'4.9 cents for third class, 18.8 cents for fourth class, 15 cents for fifth class, 12.4 cents for sixth class. Showing a difference of about 50 per cent. Sturgis, Michigan, to Reed City, Michigan, 153 miles. The rate as indicated by the tariff made a part of the exhibit is: .'52 cents for first class, 27 cents for second class, 20 cents for third class, 16 cents for fourth class, 11V cents for fifth class, 9 cents for sixth class. The C. F. A. scale for the same distance is: 30 cents for first class, 26 cents for second class, 21 cents for third class, 1 3 ' .2 cents for fourth class, 11 cents for fifth class, 9 cents for sixth class, The Illinois distance tariff is: 45.6 cents for first class, 36.1 cents for second class, 28 cents for third class, 11 R W 162 22.7 cents for fourth class, 18.2 cents for fifth class, 14.5 cents for sixth class. Making the first class rate according- to the tariff 32 cents per hundred, and according- to the Illinois distance tariff, 45 cents per hundred, a difference of about 33 per cent. The same applies to Manton, Michigan, 195 miles, and the percentage would run about the same. Exhibit A-19 shows a comparison of rates on the first six classes entirely between points in Michigan as compared with the C. F. A. scale, and with the Illinois Commissioners' schedule in Illinois. Port Huron to Shaftsberg, Michigan, 100 miles is: 24 cents for first claas, 21 cents for second class, 17 cents for third class, 1 1 cents for fourth class, S 1 :, cents for fifth class, and 7}. 2 cents for sixth class. This is as indicated by the tariff of the Grand Trunk railway system that is made a part of the exhibit. The C. F. A. scale is practically the same. There is a cent difference in one or two items. The Illinois distance tariff for 100 miles is: 38 ^ cents for first class, 31 cents for second class. 24.9 cents for third class. 18.8 cents for fourth class, 15 cents for fifth class, 12.4 cents for sixth class. If we take 153 miles, which is the distance from Port Huron, Michigan to Penfield, Michigan, we find that the rate is even lower than the C. F. A. scale. The rate indicated by the tariff is: 28 cents on first class, 24 cents on second class, 20 cents on third class, 13.50 cents on fourth class, 10.50 cents on fifth class, 8 cents on sixth class. The C. F. A. scale for the same distance is: 30 cents on first class, 26 cents on second class, 21 cents on third class, 13};, cents on fourth class, 11 cents for fifth class, 9 cents for sixth class. Making a voluntary rate of the roads in Michigan, as indicated by its tariff of even less than the C. F. A. scale, the C. F. A. scale having been said to have been a minimum scale, and not a reasonable scale. The Illinois distance tariff for 153 miles is: 45.6 cents for first class, 36.1 cents for second class, 28 cents for third class, 22.7 cents for fourth class. 18.2 cents for fifth class, 14.5 cents for sixth class. For 200 miles we have the same conditions. Port Huron -to Marcellus, Michigan, 200 miles, the rate made by the railroad company in its own tariff: 30 cents on first class, 26 cents on second class, 20 cents on third class, 13)., cents on fourth class. 11 cents on fifth class, 9 cents on sixth class. 163 The C. F. A. scale for 200 miles is: 33 cents on first class, 28 \-2 cents on second class, 22 cents on third class, 15 cents on fourth class, 12 cents on fifth class, 9'._, cents on sixth class. The Illinois distance tariff for 200 miles is: 48.9 cents on first class, 39.5 cents on second class, 30.5 cents on third class. 24.4 cents on fourth class. 19.5 cents on fifth class, 15.9 cents on sixth class. Exhibit No. A- 12 was a tariff of the Pittsburg, Cincinnati, Chicago fc St. Louis and Indianapolis fc Vincennes railway, applying between stations on the P. C. C. fc St. L. and the Indianapolis & Vincennes railway. A compari- son of that tariff and the C. B\ A. scale, shows that the adoption of the Cen- tral Freight Association scale in its entirety is indicated by the .rates charged in that tariff, and the letter from the General Freight Agent, states that those rates "Are in effect on all of our stations on our line for points in Ohio and Indiana, which is entirely the C. F. A. scale." Kxhibit A-ll shows rates entirely between Michigan points. Chicago to Niles. Michigan, is 92 miles. The rate first class is 22 cents; the Illinois distance tariff for the same distance is 37.6 cents; C. F. A. scale, 23 cents. . Chicago to Kalamazoo. 140 miles, the rate first class is 30 cents; Illinois distance tariff. 44 cents. That is fourteen cents difference. Chicago to Hat- tie Creek, 163 miles, first class, 3 1 1 -.., cents: Illinois distance tariff, 36.4 cents; C. F. A. scale. 31 cents. Chicago to Jackson, 208 miles. The rate indicated by the tariff is 33 cents first class: Illinois distance tariff. 49 cents. That is 50 per cent difference. The C. F. A. scale is 34 cents. Chicago to Ann Arbor, 246 miles. The rate made by the railroad company in its tariff, is 37 cents; C. F. A. scale 37 cents; Illinois distance tariff, 52.*2 cents. Now, if the commission will note in all of these comparisons in rates in Michigan. Indiana and Ohio, the rates hover very closely to the C. F. A. scale, in some instances lower than the C. F. A. scale as I indicated a few moments ago, and in a majority of instances they simply follow them or are a fraction of a cent higher. As regards the last exhibit, I will state that the same percentages run as to the lower classes. I have simply read the first class rates. As an exhibit to the original petition, there is filed a comparative schedule of freight rates in force in Illinois. Michigan, Ohio and Indiana. And now on the subject of comparing the Illinois schedule with the rates charged in other states, not inter-state, but simply between points in other states. This exhibit "TV will be found on page 18 of the original printed petition. The Indiana scale that is used in making the comparison is a scale that is made up by taking into consideration the C. F. A. scale for those distances, and is not a scale established by the railroad commissioners, as there are no railroad commissioners in Indiana. I will just read some of the distances because it is a very lengthy scale run- ning up to 425 miles. For five miles the scale is 13.16 for Illinois; the Indiana scale is 7.50: Iowa, 14 cents. For 25 miles the Illinois scale is 20.68; Indiana, 750 cents, it being a blanket 7.50 being a blanket rate in Indiana from five to thirty miles. For 30 miles it is 22.56 cents in Illinois: 7.50 in Indiana; 17.6 cents in Iowa. For 50 miles: Illinois, 29.14 cents: Indiana, 12 cents: Iowa. 20 cents. For 75 miles: Illinois, 33.84 cents; Indiana, 18 cents; Iowa, 22 cents. 164 For 100 miles it is: Illinois, 38.54 cents; Indiana, 24 cents; Iowa, 24 cents. We get there the scale in Iowa exactly the same as the C. F. A. scale. For 130 miles it is: Illinois, 32.44 cents; Indiana, 26 cents; Iowa, 28.8 cents. For 150 miles: Illinois, 45.12 cents: Indiana, 28.5 cents; Iowa, 32 cents. For 180 miles: Illinois, 47.56 cents; Indiana, 31.50 cents; Iowa, 36.50 cents. For 220 miles: Illinois, 50.19 cents; Indiana. 35 cents; Iowa, 43.2 cents. For 300 miles: Illinois, 55.46 cents; Indiana, 40 cents; Iowa, 56 cents. On page 28 of the original printed pleadings that is not numbered, but I believe it is the second one, it is marked l 'A" here for convenience, there is an exhibit "A" to one of the original petitions, which makes a comparison of the rates charged in Indiana with the Illinois commissioners' maximum rates for various distances. I will, just in order to make a comparison, quote a few of them to the court: For 25 miles the Indiana rate is or 185 miles, the Indiana rate is 25 cents: the Illinois rate is 48.32, making- a difference of 23.32 cents in Illinois, pretty near 100 per cent. For 165 miles the Indiana rate is, 31.5 cents: Illinois, 46.81, leaving- a differ- ence of 15.31 in favor of Indiana, or making- the rate 15.31 cents higher in Illinois, which is about 50 per cent of the Indiana rate higher. Commissioner French Where do you get those rates from? Mr. Streyckmans That is the C. F. A. scale which we show. For 207 miles, the rate in Indiana is 37 cents; in Illinois, 49 cents, leaving a difference of 12 cents. For 262 miles the rate in Indiana is 37 cents: in Illinois, 53 cents, leaving a difference of 16 cents in round figures. Now while we are on rates in other states, we take Ohio. I have not touched on Ohio. I have shown the difference between the rates in Indiana and the commissioners' schedule of Illinois, Michigan and Illinois, Iowa and Illinois, now we take Ohio. To Black Lick, Ohio, from Columbus these arc all proven by those tariffs that is the reason those tariffs were introduced three years ago. To Black Lick, Ohio, from Columbus, Ohio, the distance is ten miles. The rates are: 7.50 cents on first class, 7.50 cents on second class, 7 cents for third class, 6 cents for fourth class, 4.50 cents for fifth class, 3 cents for sixth class. The Illinois distance tariff for the same distance, ten miles, is: 15.04 cents for first class, 13.16 cents for second class, 11.28 cents for third class, 8.46 cents for fourth class, 6.76 cents for fifth class, 5.64 cents for sixth class. In that instance the court will see it shows a difference of about 100 per cent on the ten mile haul in Ohio. For 33 miles, which is the distance from Newark, Ohio, to Columbus, Ohio, the first class rate is 8}^ cents; the commissioners' schedule of Illinois is 24.44 cents: the second class is 8}^ cents in Ohio and 26.60 cents in Illinois: the third class is 8 cents in Ohio and 16.92 cents in Illinois. They run through to the sixth class, making a difference in the first class of three times as much in Illinois as it is in Ohio. From Columbus, Ohio, to Lafayette is 75 miles. The Ohio rate is 18 cents, as compared with the Illinois distance tariff for the same distance is 33.84 cents; second class, Ohio 16 cents, Illinois distance tariff. 28.20 cents; third class, Ohio, 15 cents, Illinois distance tariff, 23.50; fourth class, Ohio, 10.05 cents, Illinois, 16.45 cents; fifth class. Ohio, 8 cents, Illinois, 13.16 cents. When I say Illinois, I have reference to the rate as fixed by the schedule made by the commissioners. It is 150 miles from Columbus, Ohio, to Steubenville in the same state. The rate on first class is 28.50 cents; Illinois commissioners" schedule, 45.12 165 cents; second class, 25 cents in Ohio and 35 cents in Illinois; third class, 20 cents in Ohio, and 27 cents in Illinois; fourth class, 13 cents in Ohio, and 22 cents in Illinois; fifth class, 10 cents in Ohio and 18 cents in Illinois. Now, we have in Iowa the rates charged according to these tariffs by various railroads that are running- in the State of Illinois, as compared with the Illinois rate. From Davenport, Iowa> to Wolcott, Iowa, is twelve miles. The mte first class, 15 cents; second class, 13.6 cents: third class, 7.8 cents; fourth class, 5.46 cents. Rock Island, Illinois, to Colona, Illinois, the same road, a distance of 11 miles, the rates are: First class, 16.92 cents, Second class, 15.04 cents. Third class, 13. 16 cents, Fourth class, 9.4 cents. Fifth class, 9.52 cents. That is on the same line of railroad running- in two states and that is the difference between the rates in either state. For 50 miles on the Rock Island Railroad from Davenport, Iowa, to Iowa City, the first class rate is 20.4 cents: in Illinois, 58 miles from Rock Island to Tiskilwa, the first class rate is 31 cents, making- a difference of over 50 per cent higher in Illinois than Iowa. On the Rock Island Railroad, from Davenport, Iowa, to Malcomb, Iowa, a distance of 111 miles, the rates are: 26.4 cents for first class, 21.87 cents for second class, 17.50 cents for third class. 12.99 cents for fourth class, 9.27 cents for fifth class. On the same railroad from Rock Island, Illinois, to Seneca, Illinois, 108 miles, the rates are: 40.42 cents for first class, 31.96 cents for second class. 25.47 cents for third class, 19.55 cents for fourth class, 15.64 cents for fifth class. The same comparison applies up to 181 miles, but I will not worry the court with reading it. Now, w r e come to the question of inequalities and discriminations right here in the State of Illinois. Among some of these exhibits will be found, upon comparison, that some of these some of these exhibits will show upon comparison, that they are lower some roads are carrying for less than the commissioners' schedule. Now, that is without regard to the commodity tariffs, but simply as a general tariff rate, that it is lower than the Illinois commissioners" tariff. In other instances they discriminate by charging a less rate for a longer distance to the same town. Commissioners' exhibit No. 36 is a lot of expense bills on various shipments, and they show that the distance from Bloomington to Panola is 21 miles. These expense bills show that the rate charged, the actual rate charged by the railroad companies, Illinois Central Railroad Company, is: 20.68 cents for first class, 18.80 cents for second class. 15.40 cents for third class. 11.28 cents for fourth class, 9 02 cents for fifth class. Now we have expense bills from Peoria to Panola, which is a distance of 109 miles as compared to the twenty-one mile distance, and they show: 26.32 cents for first class, 21.62 cents on second class, 17.86 cents on third class. 13.16 cents on fourth class. 166 Whereas the commissioners' schedule would be: 40.41 cents on first class, 31.96 cents on second class, 35.47 cents on third class, 19.55 cents on fourth class, 15.64 cents on fifth class. The Chairman Where is that from? Mr. Streyckmans Panola to Peoria. The Chairman The direct route over there is about forty miles, not quite forty miles. That is the rate they are charging- there, the same as the short- est line. Mr. Streyckmans- But they are transporting it 109 miles via Lincoln and Clinton to Panola, and it is a distance it is a 109 mile haul. Bloomington to Cropsey is thirty miles. The expense bills composing exlr.bit 45 show that the rate charged is: 22.56 cents on first class, 19.74 cents on second class, 15.98 cents on third class, 11.98 cents on fourth class, 9.58 cents on fifth class. This is the same as the commissioners' maximum From Peoria to Cropsey, a distance of 119 miles, a charge is made of: 35 cents on first class, 30 cents on second class, 24 cents on third class, 17 cents on fourth class, and 14 cents fifth class. Whereas the commissioners' maximum is: 42.30 cents for fi.rst class, 32.90 cents for second class, 26.03 cents for third class, 20.30 cents for fourth class, 16.24 cents for fifth class. In other words from Bloomington to Cropsey the railroad charges the full maximum rate. From Peoria to Cropsey they charge in the first class about 20 per cent less. From Chicago to Cropsey they charge the commissioners" rate. That is 115 miles: 41.36 cents on first class, 32.43 cents on second class, 25.75 cents on third class, 19.92 cents on fourth class, 15.94 cents on fifth class. The distance from Indianapolis to Cropsey I haven't got, but it is consider- ably more than from Chicago, whereas The Pennsylvania Railroad make a joint rate of: 31.50 cents on first class, 27 cents on second class, 21.50 cents on third class, 14 cents on fourth class, 11.50 cents on fifth class. We also have shown by the testimony of Mr. Keepers, for instance, that the rate from Chicago to East St. Louis is exactly the same as the rate from Chicago to Springfield. In fact he states that from 145 miles up, a blanket rate extends, running up to 295 miles, which is the distance to Effingham, making the same rate to Effingham as you do to Springfield, or to Pana, or to Alton, or East St. Louis. The same would apply to the Chicago & Alton on their shipments from Chicago to East St. Louis, and from Chicago to Springfield. From Chicago to Vandalia is 247 miles. The railroads charge 47 cents on first class and 23 cents on fourth class. The commissioners' schedule for the same distance, 247 miles, is 52.32 cents as against 47 cents first class, and on fourth class 26. 32 cents as against 23 cents, charged by the railroad companies. 167 From Blooming-ton to Vandalia is 106 miles. The railroad companies charge the full maximum rate, the distinction being that from Chicago to Vandalia the maximum rate is not charged. Exhibit No. 21 is a tariff which shows that the Vandalia line in carrying freight from Peoria, 111., to Armington followed the commissioners' schedule, then they make a blanket rate of twenty- five cents on first class to Arcola, and at Arcola the rate is: 29 cents on first class, 24 cents on second class, 16 cents on third class, 12 cents on fourth class, 10 cents on fifth class, The commissioners' schedule is: 46.81 cents on first class, 37.22 cents on second class. 28.55 cents on third class, 23.81 cents on fourth class, 18.64 cents on fifth class. This shows that the commissioners' schedule is followed by the railroads to Armington and up to Arcola; after they get to Arcola, clear down to Far- rington. going through Filson, Hindsboro, Oakland and Paris Mr. Hamlin All of these are in Illinois? Mr. Streyckmans Absolutely, yes sir, all in Illinois. They charge 38 per cent less on first class, 35 per cent less on second class, 45 per cent less on third class, 48 per cent less on fourth class and 46 per cent less on sixth class. I have got the peicentages worked out on the same line of road in the same direction. That is indicated by petitioners' exhibit 21. Mr. llamlin What road is that? Mr. Streyckmans That is the Vandalia. Petitioners' exhibit 22 is a freight tariff between Peoria and Pekin and sta- tions in Illinois, Indiana and Wisconsin of the Illinois Central Railroad Com- pany. It shows practically the same condition as the other, in this: That from Peoria to Delavan the commissioners' schedule is adhered to, from Dela- van down to Mattoon a blanket rate of twenty-five cents is made on first class. Mr. Hamlin What do you mean Toy that? Mr. Streyckmans Every point between Delavan and Mattoon is charged twenty-five cents on first class freight regardless of the distance it is from Peoria. Then when we get to Mattoon another blanket rate is made clear down to Greenup, and from Greenup to Grayville. Now when we get to Mount Pulaski the blanket rate is twenty-five cents on first class, whereas the com- missioners' scale is 28.21 cents. This is not a commodity tariff, this is a reg- ular tariff. At Warrensburg, 111., the rate is twenty-five cents and the commissioners' schedule is 37 cents. At Decatur the blanket rate is 25 cents and the commissioners' schedule would be 28.20 cents. At Sullivan the blanket rate is 25 cents and the commissioners' schedule is 38 cents. The second class blanket rate is 22 cents and the commissioners' schedule is 31 cents. The third class rate is 22 to 25 cents and 13 to 19 cents as compared with the schedule At Greenup the rate charged in this tariff on first-class is 30 cents, as against 34 cents on the commissioners' schedule 26 cents first-class as against 34 cents commissioners' schedule, 22 centg third-class as against 27 cents by the commissioners' schedule, 14 cents fourth-class as against 23 cents commis- sioners" schedule. When we get to Olney the first-class rate shown by this tariff is 35 cents and 47 cents by the commissioners' schedule, 30 cents second-class and 35 to 37 cents by the commissioners' schedule, 25 cents third-class and 29 cents by the commissioners' schedule. 15 cents fourth-class and 23 cents by the com- missioners' schedule. 168 Mr. Brown Let me understand what is that last sentence you read. Mr. Streyckmans I was not reading. I am making deductions from that. At Olney, 111., the rate charged by the Illinois Central as indicated by this exhibit 21 is 35 cents, whereas the commissioners' schedule is 47 cents first- class; second-class, 30 cents, whereas the commissioners' schedule is 37; the third-class, 25 cents, whereas the commissioners' schedule is 29. Mr. Brown I am much obliged. I didn't want to interrupt you. Mr. Streyckmans Exhibit 41 is expense bills. They show from Peoria to Fithian, 115 miles, the rate on flour is 9 cents; from Bloomington to Fithian, 68 miles, the rate on flour is 9.08, a difference of .08 cents in rate, and the difference of between 68 and 113 miles in distance. Exhibit 35 shows a discrimination as against Decatur in this: We have an expense bill here showing coffee shipped from Decatur to Arcola, and the rate is 12 cents, and have another expense bill showing coffee shipped from Peoria to Arcola, and the rate is 10 cents, and through Decatur. Chicago to Carlinville is 224 miles. Exhibit 46 shows that on third-class, the expense bill shows a charge of 29 cents, whereas the commissioners' schedule is 31.96. When you ship from Springfield to Carlinville. you pay the full commis- sioners' schedule. When you ship from Bloomington to Carlinville, you pay the full commissioners' schedule. From Danville to Ogden, 111., 17 miles, exhibit 44, which consists of some expense bills, shows that the first-class rate is 15 cents as against 18.8 cents the commissioners' maximum; third-class, 11 cents, as against 14 cents; fourth-class, 9 cents, as against 10.34 cents. Bloomington to Ogden, 63 miles, the commissioners" maximum is 31.96 cents, and the rate charged is 23.50 cents: second-class, 26.32, commissioners' sched- ule, and the rate charged is 21 cents. In other words, showing that a less rate is made by the railroad company out of Bloomington and Danville than is charged by the commissioners' schedule. Exhibit 43 consists of expense bills showing that from Danville to Tuscola, which is 50 miles, the first-class rate as indicated by the expense bills is 24 cents as against the commissioners' 1 schedule maximum of 24.19; second-class, 20 cents, as against the commissioners' schedule of 23 cents; third-class, 15 cents, as against 19 cents; fourth-class, 10 cents, as against 14 cents. But when you come to ship from Decatur to Tuscola you pay the full maximum rate, but if you ship from Danville to Tuscola you get all the way from 18 to 20 per cent less than the commissioners' schedule. From Chicago to Tuscola is 150 miles. The first-class rate is 40 cents as against 45 cents by the commissioners" schedule; second-class, 23 cents, as against 35 cents; third-class, 17 cents, as against 27 cents; fourth-class, 15 cents, as against 22 cents. Exhibit 42 consists of expense bills and shows that from Danville to Wood- land, 42 miles, the full commissioners' maximum is charged. From Bloom- ington to Woodland, 91 miles, the commissioners' schedule is 40 cents, and the rate charged is 37.60; commissioners' schedule 32 cents on second-class, and the rate charged is 30 cents. Third-class, commissioners' schedule 25 cents, rate charged 24 cents; fourth-class, 19.25 cents as against 18.33 cents. Indianapolis to the same point is about between 150 and 200 miles and the rate is: 31.50 cents on first-class. 27 cents on second-class, 21.50 cents on third-class, 14 cents on fourth-class, and 11.50 cents* on fifth -class. That is an interstate comparison, but it shows that it costs more to ship the goods in Illinois 91 miles, a good deal, than it does to ship 200 miles outside of the State. Exhibit 50 consists of expense bills, showing that the rate from Chicago to Vandalia, 247 miles, is 47 cents. The commissioners' schedule is 52 cents. Mr. Hamlin What railroad is that? Mr. Streyckmans That is the Illinois Central. 169 The commissioners' schedule is 42 cents on second-class, and the rate charged is 38 cents. On fourth-class the rate charged is 23 cents, and the commissioners' schedule 26 cents. Now, if you ship from Blooming-ton to Vandalia, you have to pay the full schedule. Mr. Brown By the same road? Mr. Streyckmans Yes; they run Mr. Brown No; does the same road make those same expenses? Mr. Hamlin Yes, that is the Illinois Central. Mr. Streyckmans Yes, there it is. There is Blooming-ton to Vandalia, there is Peoria to Vandalia, and Chicago to Vandalia. Mr. Brown They are not by the same road. Mr. Streyckmans The same road exactly, the Illinois Central. Exhibit No. 49 consists of expense bills, Chicago to Cissna Park, 114 miles. The rate charged on first-class is 30 cents, as against 41 cents by the commis- sioners' schedule; second-cla&s, 25 cents, as against 32 cents; third-class. 20 cents, as against 25 cents; fourth-class, 13 cents, as against 19 cents; and fifth- ,class, 12 cents, as against 15 cents. I give that in round numbers without the percentages, or decimals. From Bloomington to Cissna Park, the same road of course that would be, or two roads, they charge the full commissioners' rate. Mr. Hamlin Two roads you say, from Bloomington? Mr. Streyckmans Well, the C. & E. I. does not run to Bloomington. Petitioners' exhibit 48 consists of expense bills of the Wabash, showing the full maximum schedule charged from Decatur to Bement, and Danville to Bement, and Chicago to Bement. The second-class rate is 36 cents, charged by the railroad, as against 39 cents, the commissioners' schedule on second- class. The railroad charges 20 cents on fourth-class, as against 24.45 cents, commissioners' schedule. Exhibit 52 consists of expense bills of the T. H. & I. and Illinois Central, and shows that the distance from Peoria to Kenney is 58 miles. The rate charged is 12 cents, as against 15.04 cents, commissioners' schedule. On fourth-class, 9 cents is charged by the railroad company as against 12.03 cents commissioners' schedule. Chicago to Kenney, the commissioners 1 maximum is charged. Springfield to Kenney, the maximum is charged. This is exhibit 53. Peoria to Girard is 123 miles. This exhibit shows by means of expense bills over the Chicago & Alton and Jacksonville & St. Louis Railway Company that the rate charged for first class is 33.50 cents as against the commissioners' schedule of 42 cents; second class, 27 cents as against 33 cents; fourth class, 16 cents as against 20 cents; fifth class, 13 cents as against 16 cents. Bloomington to Girard they pay the full commissioners' schedule. From Chicago to Girard Mr. Hamlin What would that be over, from Bloomington to Girard? Mr. Streyckmans Chicago & Alton. Mr. Hamlin Straight? Mr. Streyckmans Yes. Mr. Brown From Bloomington to Girard on the C. & A. You can go better to Girard on the C. & A., but you can elect to go by the. P. C. C. & St. L. Mr. Streyckmans In this case? Mr. Brown Yes. you said so awhile ago. Mr. Streyckmans No; one is the Jacksonville & St. Louis, and that is the shipment to Girard, and from Bloomington to Girard is by the C. & A. Rail- road direct on the expense bills. Mr. Brown- -Certainly, but you use two roads in one case and two in the other. Mr. Streyckmans No, I use one road, the C. & A.. I will explain that. The rate from Bloomington to Girard, the full commissioners' maximum is charged by the Chicago and Alton Railroad Company, from Bloomington, Illinois, to Girard, Illinois, on their line. Mr. Brown Yes. Mr. Streyckmans On the Jacksonville & St. Louis, from Peoria to Girard Mr. Brown You are taking two roads now, the Alton and the Jacksonville & St. Louis. 170 Mr. Streyckmans And comparing- the rates, both rates, showing- that one charges the commissioners' schedule, and the other does not. Mr. Brown Exactly. Mr. Streyckmans Do you understand that, General? Mr. Hamlin I do. The C. & A. runs through and uses the Jacksonville & St. Louis on the same shipment, joint shipment, and they charg-e a lower rate on the joint than they do on the straight run. Mr. Streyckmans On the straight line from Blooming-ton to Girard. Mr. Brown Therefore, the rate should be reduced. Mr. Hamlin Yes. Mr. Streyckmans Exhibit 55 consists of expense bills and shows that the distance from Peoria to Piper City, 70 miles, the fourth class rate charged in the expense bill is 14 cents, and the commissioners' schedule is 15.98. From Chicago to Piper City is 93 miles; and the expense bills show a charge of practically the full commissioners' schedule; whereas from Peoria to Piper City they do not use the schedule, they use less than the schedule. Exhibit 57 is an expense bill on the Chicago, Rock Island & Pacific Rail- road, on a shipment from Chicago to Joliet, 41 miles, which shows that that road on second class matter makes a rate of 19 cents as against the commis- sioners' schedule of 22.56; on fourth class of 10 cents as against 13.63. Exhibit 72 consists of expense bills over the Chicago & Eastern Illinois, which show among other things that the rate on nails from Decatur to Broad- lands, 62 miles, is 20 cents; from Crawfords, Indiana, to Broadlands, 73 miles, the rate is 11 cents; from Chicago to Broadlands, 155 miles, the rate is 15.7 cents; from Danville, Illinois, to Broadlands, 32 miles, the rate is 10 cents, and the fact of it is that coming from Broadlands they go through Danville, and still they charge 10 cents from Danville to Broadlands, in Illinois, while they only charge \ 1 cents from Crawfordsville through Danville to Broad- lands, charging a cent for the extra haul from Danville to Crawfordsville. Exhibit A-2 contains in it an interstate rate, but for the comparison in this branch of the argument here, it can be used and only reference made to that part of it which applies to Illinois business. The first is a shipment from New York to Mount Vernon, Illinois. The distance from New York to Mount Vernon, I haven't got, the rate is as follows: 87 cents for first class, 75 cents for second class, 58 cents for third class, 41 cents for fourth class, 35 cents for fifth class, 29 cents for sixth class. The proportion accruing to the road carrying from Chicago to Mount Vernon, is: 19.5 cents for first class, 16.6 cents for second class, 12.8 cents for third class, 9.1 cents for fourth class, 7.7 cents for fifth class, 6.4 cents for sixth class. The local or Illinois distance tariff from Chicago no, the local rate charged by the railroad company, the Chicago & Eastern Illinois, is: 50 cents for first class, 40 cents for second class. 30 cents for third class, 25 cents for fourth class, 20 cents for fifth class. The Illinois commissioners' schedule is: 55.46 cents for first class, 45.12 cents for second class, 35.25 cents for third class, 28.20 cents for fourth class, 22 56 cents for fifth class. And the C. F. A. scale is: 40 cents for first class, 34 cents for second class, 171 25 cents for third class. 17 cents for fourth class. 14.50 cents for fifth class, 11.50 cents for sixth class. The same comparisons are made on shipments from Buffalo to Mount Vernon, Detroit, Indianapolis and Cincinnati to Mount Vernon, and also from New York to Peoria, Buffalo, Detroit, Indianapolis, Cincinnati to Peoria: New York to Blooming-ton; Buffalo, Detroit. Indianapolis and Cincinnati to Blooming-ton, and so forth, with the same results. This shows that for 296 miles the proportion that the road earns from Chicago to Mount Vernon is 19.2. The rate that the C. & E. I. charg-es on local shipments is 50 cents, The commissioners' schedule is 55.46, and the C. F. A. scale is 40 cents, every one of them lower than the commissioners' schedule . Exhibit A-23 shows the percentage of the Illinois distance tariff for 276 miles as hig-her than the rates of the C. *fe E I. for that distance, Chicago to Mount Vernon. The Illinois distance tariff for 276 miles is: First class, 51.1; C. & E. I. tariff rates, 50 cents; Detroit rates, 45 cents; Cincinnati rates, 40 cents. That is, from Detroit it goes 474 miles, and from Cincinnati. 301 miles. Now we have the C. F. A. scale in operation in the State of Illinois, which is shown by the exhibit No. A-20, which is a joint freight tariff of the B. & O. S. W., and from it we gather the following figures; From East St. Louis to Huey, Illinois, which is fifty miles, the first class rate is 12 cents. C. F. A. scale is 12 cents: the Illinois distance tariff, 29.1 cents; second class, the rate as indicated by their own tariff of the B. & O. S. W., is 11.50 cents, the C. F. A. scale is 11.50 cents, the Illinois schedule is 23.50 cents; third class, the tariff rate is 10.50 cents, C. F. A. scale 10.50, Illinois commissioners' schedule, 19.7 cents. East St. Louis to Flora, Illinois, is 93 miles. The tariff rate as made by the railroad company itself is 23 cents first class; C. F. A. scale, 23 cents; Illinois distance tariff, 39.6 cents; second class, the tariff rate is 22 cents, the C. F. A. scale is 22 cents and the Illinois distance tariff is 30.2. We even go up as high as 138 miles and we see we have got the same C. F. A. scale right in operation in Illinois today for from East St. Louis to Law- renceville, as indicated in this tariff, the distance being 138 miles, the rate made by the B. & O. Southwestern is 37.50 first class: C. F. A. scale for the same distance, 27.2 cents; Illinois commissioners' schedule, 44.2 cents; second class, as shown by this tariff, 24 cents; C. F. A. scale, 24 cents: commissioners' schedule, 34.8 cents. And it goes through the other classes in the same man- ner. Exhibit A-6 shows that the C. F. A. scale is practically in operation on the Vandalia Railroad as indicated by its joint freight tariff No. 1,851 in con- nection with the C. & E. I. on general merchandise. We find by a bill of sale of this Mr. Hamlin Wait a moment. Do you speak there of the rate to Flora made by the railroad company, the B. & O. S. W. as a joint tariff rate, that is the schedule is denominated a joint tariff, but the rate is a rate from East St. Louis to Flora on the same line? Mr. Streyckmans Yes, the B. & O. goes from East St. Louis to Flora, and that is on their line. Mr. Hamliii I didn't know but the commission might be misled by the joint tariff proposition. Mr. Streyckmans Well, it is entirely in Illinois. Mr. Hamlin Yes, but it is not over two roads. Mr. Streyckmans No. This tariff shows that on the Vandalia Railroad, the distance from East St. Louis to Greenville, being fifty-one miles, the rate made in this tariff is 22 cents on first class, as against the Illinois distance tariff of 30 cents; on second class, the rate made is 20 cents, C. F. A. scale, 12.50 cents and the Illinois distance tariff is 24.4 cents. At 101 miles. East St. Louis to Effingham, the rate made in this tariff is 27.50 cents, as against 24.50 cents. C. F. A. scale, and 39 cents, Illinois distance tariff; second class. 25 cents as indicated by this tariff. C. F. A. scale, 22 cents Illinois distance tariff, 31.50 cents. 172 For 134 miles from East St. Louis to Casey, the tariff makes it 29 cents on first class, the C. F. A. scale, 27.50, the Illinois distance tariff, 43.7. East St. Louis to Dennison, 158. miles. Now we get on an equality with the C. F. A. scale clear through. The rate made here by this tariff is, 30 cents first class, C. F. A. scale, 30 cents: Illinois distance tariff, 46 cents. Mr. Hamlin Is Dennison in Illinois or Indiana? Mr. Streyckmans In Illinois. These are I think, all points in Illinois. This tariff covers nothing but points in Illinois. The second class tariff rate is 26 cents, the C. F. A. scale is 26 cents, the Illinois commissioners 1 schedule. 36.2 cents. The third class tariff rate is 22 cents, C. F. A. scale, 21 cents, commissioners' schedule, 28.3 cents. Commissioner French How many miles is that? Mr. Streyckmans That is up to 158 miles. Commissioner French Have you got 300 miles there? What .is that? Mr. Streyckmans I haven't got 300 miles, but that shows it in operation from fifty-one miles to 158 miles, jumping up to 100 and 158. Exhibit A-5 is a local freight tariff, applying between East St. Louis, Illinois and Illinois stations on the Clover Leaf. This tariff shows that from East St. Louis to Alhambra, a distance of 32 miles, a rate of 20 cents is made on first class, and the C. F. A. scale is 8.50 cents, and the Illinois distance tariff, 24.4. The second class rate is 18 cents, C. F. A. scale, 8.50 cents, Illinois distance tariff, 20 cents; third class, 15 cents, C. F. A. scale, 8 cents, Illinois distance tariff, 16.9 cents. From East St. Louis to Ramsey, 72 miles, this tariff makes the first class rate 20 cents; the C. F. A. scale. 18 cents; the Illinois commissioners' schedule is 33.8 cents. Second class. 18 cents; C. F. A. scale, 16 cents; Illinois distance tariff, 28.2 cents. Third class. The rate made is 15 cents: C. F. A. scale, 15 cents: Illinois commissioners' schedule, 23.2 cents. For 132 miles from East St. Louis to Charleston, the tariff rate is 27. 50 cents. the C. F. A. scale, 27.50; Illinois distance schedule. 43.7 cents. Second class, the tariff rate is 24 cents: the C. F. A. scale. 24 cents; the commissioners' schedule, 34.3 cents. Third class, the tariff rate is 20 cents: C. F. A. scale, 20 cents; Illinois distance tariff. 26.9 cents. This runs up to 173 miles. From East St. Louis to Ridgefarm, the tariff rate is 31.50 cents; the C. F. A. scale, 31.50 cents. Second class, 27 cents and 27 cents. They are the same up to the sixth class, follow the C. F. A. scale. The commissioners' schedule is 47.50 cents, as against 31.50 cents. In every one of these instances, where I have made these comparisons between the tariff rate and the C. F. A. scale and the Illinois commissioners' schedule, it will be noticed that the tariff rate is considerably less than the schedule. Exhibit A-4 is a tariff of the Big Four Railroad Company, showing class rates from East St. Louis, Alton, and East Alton, Illinois, to stations in Illinois. Now I can make a comparison, Mr. French, up to 207 miles on this. From East St. Louis to Danville, 207 miles, the rate shown in this tariff is 33 cents, the C. F. A. scale is 34 cents, and the Illinois distance tariff is 49.50 cents. Second class, from East St. Louis to Danville. 30 cents: C. F. A. scale, 29.50 cents; commissioners' schedule, 40 cents. Third class. 23 cents; C. F. A. scale, 22. 50 cents; Illinois distance tariff, 31 cents. On the smaller mileage we take twenty-five miles from East St. Louis to Bethalto. The first class shown on this tariff is 18.6; second class, 16.6 cents: third class, 13.8 cents; fourth class, 9.2 cents: fifth class. 7.2 cents, as against the commissioners' schedule of 20.7 cents first class; 18.8 cents second class; 15 cents, third class; 11.3 cents, fourth class, and 9 cents, fifth class. Now in addition to that we have the commissioners' commodity rates. I will not delay you long on those. It is absolutely impossible, if the court please, to go through this immense mass of commodity tariffs introduced here 173 and make any comparisons with it. We have here some of them oft'ered by Mr. Keeper, some of them offered by the Chicago. Milwaukee fc St. Paul, some of them offered by the C. *fc E. I. In fact they just about run the same. I figured some of them in order that the commission may see how much less they are in some instances than the commissioners' schedule of rates. We take petitioners' exhibit 15 The rate from Chicago to Lexington, 111., in group 2, is 31 cents. Under the commissioners' schedule, it would be 42.1 cents, or a difference of 27 per cent. On group 4. it is 16 cents as against 20.68 cents commissioners' schedule, making it 22 per cent. less. From Chicago to Shirley, the rate is 32 cents, the commissioners' schedule is 45 cents, making a difference of 29 per cent. On group 4, the rate in this tariff is 16. as against the commissioners' schedule of 22.68, making a difference of 29 per cent. When we get to the group includ- - ing Carlinville, Auburn, Springfield Junction, and so forth, that is 223 miles, the rate is 34 cents, as against 52.19 cents, commissioners' schedule, making a reduction of 32 per cent. On group 4, the rate given here is 17 cents as against the commissioners' schedule of 21.19. making a difference of 32 per cent., and they seem to run in percentages on either group. Group 1 is 32 per cent less than the commis- sioners' schedule, on 223 miles, and so is group 3, and we find the same at 156 miles, but the percentage is 29 instead of 32 at 156 miles. Exhibit 16 is also a Chicago & Alton tariff. Take first class and fourth class. The distance from Chicago, the percentage as indicated on this tariff is 14 per cent Chicago to Virden: 11 per cent on group 3, from Peoria to Dwight, the rate named here is 29.61 cents, and the commissioners' schedule is 34.78, making 15 per cent. This tariff runs all the way from 11 to 15 per cent less than the commis- sioners' schedule. Chicago *fe Alton Railroad Company, exhibit No. 14, being special commodity tariff, the rate from East St. Louis to Sherman, Murphysville, Eckhart, Bald- win, Lincoln Center, is 31 cents; commissioners' schedule 42 cents, percentage 27 per cent. When we get to Funk's Grove, Shirley, McLean, the per cent is '.'9. and when we get down to Paducah Junction and Pontiac, the percentage is 32. less than the commissioners' schedule. Now we take the C. & E. I tariff, which is exhibit No. 88. We find that the C. & E. I. carries the freight at less than the commissioners' schedule; beginning with 50 miles, first class, they carry first class at 25 cents, as against 29.14 cents commissioners' schedule: second class, 22 cents, as against 23.50; third class. 19.50 cents, as against 19.74 cents; fourth class, 12.50 cents as against 14.10 cents commissioners' schedule. It is 77 miles to Watseka. Their rate is 30 cents as against 34.78 commis- sioners' schedule; 25 cents as against 29 cents; 20 cents as against 23 cents; 13 cents as against 16 cents. For 100 miles, 30 cents as against 38 cents; 25 cents as against 31 cents; 20 cents as against 24 cents; 13 cents as against 18 cents, 12 cents as against 15 cents, and it goes through clear up to 200 miles. The T. I*. fc W. special freight tariff shows that they carry for 125 miles, first class, 42.77 cents commissioners' rate, and they carry for 37 cents. Second class, commissioners' rate 33 cents, and they carry for 28 cents. Third class, 26 32 cents, and they carry for 24 cents, making on 125 miles a percentage of decrease of 13 V per cent on first class, 16 per cent on second, 8.8 per cent on third, 8 per cent on fourth, 3.3 per cent on fifth. On 111 miles they carry for 25 per cent less on first class than the commis- sioners schedule: 19 per cent on second; 14 1 .., per cent on third: 29 ^ per cent on fourth and 31 per cent less on fifth. Exhibit No. 77 shows the special jobbers' rates that were given from Bloom- ington, Illinois. I will only take one as an example. To Peoria these commodity rates are 29 per cent less than the schedule on first class; 24 per cent on second class: 25 per cent on third class: 27 per cent on fourth class; 26 per cent on fifth class and 31 per cent on sixth class. That is on the Illinois Central. Now we take the Big Four exhibit No. 78, from Bloomington to Danville. The percentage on first class is 32: second, 23: third. 22: fourth, 28: fifth, 33 per cent less than the commissioners' schedule. 174 Then we have Mr. Cook's exhibit of the C. & E. I., which shows that they are carrying- commodities even though now we have shown that the C. & E. I. carried their freight less than the commissioners' schedule by reference to exhibit No. 88, notwithstanding- that, Mr. Cook testified that they had com- modity rates here which are from 21 to 31 per cent less than the commis- sioners' schedule, as indicated on Mr. Cook's exhibit A. Now, the other commodity rates will run that way excepting- on lumber and so forth, where they will run a good deal less than the percentages I have enumerated to the commission on heavy stuff. Now, if the court please, I want to say something about Mr. Peabody's testimony, and then I will close Mr. Peabody introduced here a statement showing the result in Illinois on the basis of the apportionment of interest and dividend charges. It must be remembered by the commissioners that Mr. Peabody is a statistician. He has taken the total of the miles operated by the Santa Fe Railroad Company, which is 5.031 miles. Mr. Peabody has made a statement on what he calls the train mileage basis. In other words he has taken as reported by the Santa Fe Railroad Company to this commission, their capital stock, which coveis 8.000 miles of road. Mr. Peabody has taken 5,000 miles of that as the operating end of it and he has figured that under the train mileage basis, that we do 11 per cent of the business in Illinois that is done on the entire 5,000 miles of Santa Ft' 1 Railroad. But w r hen he comes to figure the dividends that we are to pay in Illinois, he finds eleven per cent of the entire capitalization of the Santa Fe System, which includes 8.000 miles because Illinois did eleven per cent of the business done on 5,000 miles of the line. In other words, he makes us pay dividends on $23,000.000 worth of capital stock in Illinois, whereas on the track mile- age basis the dividends are on about $8,000.0o(). Now, if we take his own figuring, use the train mileage basis to ascertain the earnings and operating expenses, we will come to the following res'ult: The gross earnings under the train mileage basis were $4,720,154: the operating expenses, $2,834,369, leaving an income from operation of $1.885,785. Now, Mr. Peabody in his figures makes us pay the interest and the dividends on the capital stock of 3,000 miles of railroad, or our share of it, and he fails to give us anything from the income from that property, he leaves that out entirely. Now, if we add income from property on the track mileage basis my figures so far agree with Mr. Peabody's- we have $331.584. We are en- titled to that income from property. The total income $436.037, leaving us $1.781, 296 in Illinois, instead of $605,000 deficit as indicated by Mr- Peabody. Now, instead of making two and thirty-one hundredths per cent, that would make about 20 per cent on the capital stock apportioned to Illinois on the track mileage basis. But if we do not use that figure, if we just take the figure and apportion to Illinois the $331.000 of income which we are entitled to, we find the net income after deducting the fixed charges is, $861,808, which would make, taking the track mileage basis and apportioning the capital stock of the Santa Fe Railroad Company to Illinois, which would make about 10.57 per cent on the entire capital stock in Illinois instead of 2.31 per cent as figured out by Mr. Peabody. Now, Mr. Peabody makes the Pennsylvania company lose $1.367,460 ac- cording to his figures. He said that they were worked out on the train mile- age basis. If we worked it out on the train mileage basis, we find 2.46 per cent of the train mileage in Illinois gives us gross earnings of $853.053, oper- ating expenses $118,069, making income from property $734,984 that is in- come from operation. I mean. Income from property, $174.841, which leaves a total income of $909,825. Now, the fixed charges apportioned on the train mileage basis would be $344,004, leaving a net income for the Pennsj'lvania Company of $565.821 in Illinois instead of a deficit of $1,367,460 as indicated in the statement of Mr. Peabody. Now, one might go through the same process with the rest of them, but that is what the table amounts to. He said that was worked out on the train mileage basis, and the fact of it is those were copied, some of the figures were 175 copied from the report of the Railroad and Warehouse Commission, some of them were worked out on the train mileage basis. If it was worked out on the train mileage basis, the Pennsylvania would have an income of $565,831 instead of a deficit. Now, Mr. Peabody made a reference to the density of traffic in various states. As far as that is concerned, with the evidence that we have-on the population per mile, it was not necessary for us to make subdivisions. We took the mileage of one state and took the population and divided by that-, and that is the only accurate way of doing- that, and he has offset the North- ern Peninsula of Michigan by the parts of New York and Pennsylvania con- taining Pittsburg and Buffalo, and his figures in that regard cannot be given any authenticity at all because they do not show the actual conditions. That will be all, if the Court please. Thereupon Mr. Hamill addressed the commission as follows in be half of the respondents : May it please the Commission Counsel for the petitioners have not made any complaint or attack on the rates of the road that I represent, the Louis- ville X- Nashville, and therefore, there is nothing to reply to his argument. I presume there is no complaint of the rates, or if there had been, we would have heard of it, so I will have to proceed without replying to it. His com- parisons have been in reference to rates on other roads, and the gentlemen here representing those roads will take care of them. While the commissioners are hearing this case en masse as to all of the railroads, each road must stand on its own bottom and be judged on the record it has made by itself, and not on the record introduced by others. HP: FORE THE RAILROAD AND WAREHOUSE COMMISSION OF ILLINOIS. Quincy Freight Bureau. \ All Intervening Petitioners, \ Chicago Shippers Association, Petitioners, f vs ^ Application for Reduc- tion and Reclassifica- Chicago, Burlington & Quincy Railroad Company, j tion of Freight Rates. Chicago, Milwaukee & St. Paul Railway Company, V Chicago tfc Northwestern Railway Company, i Illinois Central Railroad Company, et al., J Defendants. BRIEF AND ARGUMENT FOR LOUISVILLE & NASHNILLE RAILROAD COMPANY. STATEMENT OF FACTS. The Louisville *t Nashville Railroad Company operates under a lease for forty-nine years from the 27th of January, 1881. unless sooner forfeited, a line of railway owned by the Southeast & St. Louis Railway Company, and ex- tending from the city of East St. Louis in St. Clair County, Illinois, in a southeasterly direction through the counties of St. Clair, Clinton, Washing- ton, Jefferson, Hamilton and White to the Big Wabash river, thence across that river and through the counties of Posey and Vanderburgh in the state of Indiana to the city of Evansville, Indiana, one hundred and sixty- one miles with a branch from McLeansboro in the county of Hamilton, extending south- eastwardly through the counties of Hamilton, Saline and Gallatin to Shaw- neetown on the Ohio river, forty-one miles, and another branch from Belle- ville in St. Clair county to O'Fallon in the same county, six miles. The per- centage of the line of road in Illinois is 86.56. Outside of St. Clair county there is not more than one city on the main line of the road having a popula- tion of as many as five thousand inhabitants, and outside of the same county there are no manufacturing cities or towns on the main line or branches in the State. East of St. Clair covmty the population in the territory traversed by the road is very sparse, the travel light, the soil thin and poor, crops and products of the soil the same, and the local traffic ever since the road was 176 built, and for generations to come will be, very light. The conditions on the branches unfavorable to traffic are even much worse than on the main line; the population more sparse and the country, with poor resources to begin with, undeveloped. Little is produced for shipment and less shipped in for consumption. The evidence shows that ever since it has been operated by the Louisville & Nashville Railroad Company, the road except in 1903 and 1904 has failed to earn sufficient to pay operating expenses, interest on bonded in- debtedness and taxes. No evidence was introduced showing or tending to show that business would be greater in the future than it had been in the past, and while exist- ing conditions continue, traffic will not improve. No commodity rates, or rates lower, or other, or different than those es- tablished by the commission were shown to be in force on the road in Illinois. and no complaint of the rates by any shipper or shippers, nor by any city, town or station were shown to exist x and no reason has been given by any evidence introduced to prove that any change should be made in existing rates. Mt. Vernon, Illinois, was selected by petitioners as a place for comparison between the scale of rates made by the Central Freight Association on inter- state traffic for long distances and the rates on lines running from Chicago south through the State, but none of the rates thus compared were rates on the Louisville & Nashville Railroad as in this State it is an east and west line and not a north and south line, and it was not shown that the Central Freight Association scale of rates were at present, or even had been in force on that road, or that any rates lower than those established by the commis- sion have ever been in force. The evidence shows the value placed by the railroad companies on their respective roads when returned to the Auditor for taxation: also the valuation placed by the Board of Equalization upon the property of each company as valued and assessed by the board for taxation. Tables giving these respective values were introduced in evidence and are exhibits to the testimony of H. P. Cornick. (See evidence taken June 12 to 15, 1905, pp. 365-374; also see copies of tables attached hereto marked exhibits "A" and "B".) The ratio of domestic freight transported from one station in Illinois to another station in Illinois to all freight business passing over the road in Illinois is shown by these tables to be 21 .4 per cent. The cost of handling domestic traffic moved solely within the State over and above the cost of handling interstate or through traffic is proved to be not less than 10 per cent, and in the opinion of experts on that subject may reach 25 or 30 per cent or more. Taking the year 1904, the most prosperous in the history of the road, when the business handled was greater than ever before on account of the tempor- ary increase brought about by the World's fair in St. Louis, and after deduct- ing cost of general expenses, conducting transportation, maintenance of way and equipment, interest on bonded indebtedness and taxes chargeable to domestic traffic or traffic moved solely within the State, and 10 per cent, the additional cost for handling domestic business as compared with interstate business, the per cent earned on the assessed value of the road as valued and assessed by the State Board of Equalization for that year on domestic business moved within the State was only 3.16 per cent. While the returns made by the railroads of their property to the State Auditor for taxation are made under oath, the State Board of Equalization is not bound by the value fixed by the railroads upon their property, and as a matter of fact, pay no attention to such valuations in determining what is the real and true value of the property. The main object in having the railroads make returns of their property under oath, is not for the purpose of having them fix a value on their property for taxation, but to get them to make a true and complete return of all the property which they own or control so that it may be as- sessed for taxation. Whether the railroads value their property high or low, the State would not be bound by any valuation which they place upon it. The owners of certain kinds of property, whether an individual or corporation, are required to return it under oath for taxation, but can not fix the value at which it shall be assessed; the State reserves that right to itself through the means which it has provided for that purpose, and for assessing railroad 177 property that is the State Board of Equalization, and it can not be contended that to take the valuation fixed by the State Board of Equalization, at which it assessed this railroad for the year of 1904 is unfair or unreasonable. In fact, to take any other valuation would be unfair and unreasonable, for any other valuation could only approximately approach the true valuation, while that fixed by the State Board of Equalization, according- to all standards, must be taken to be the only true valuation. Upon that valuation 3.16 per cent is the most earned by this road in the most prosperous year of all its history on all domestic freight carried to and from all points within the State. If 3.16 per cent is all that it earned under the most prosperous condi- tions within its history, it is conclusive that under ordinary conditions the 3.16 per cent would wholly disappear and there would be a deficit instead of any profit. Corporations engaged in the business of transportation have the same right to make reasonable profits on their capital invested in business as those en- gaged in any other business. What other business in which individuals or corporations invest their money does not make more than 3.16 per cent on the capital invested? If in the most prosperous year the road has ever had under the rates estab- lished by the commission it was not able to earn more than 3.16 per cent on the capital invested on all the domestic business moved within the State, and if. as it must be admitted, 3 16 per cent is not a reasonable profit on the capi- tal invested, then the conclusion is absolutely irresistible that any reduction of rates whatever, as to this company, would be absolutely depriving it of the power to earn reasonable profits on the capital invested, and would, in law. be a taking of its property for public use without just compensation, in violation of the Constitution of United States. HKIEF ANT) ARGUMENT. It is a right recognized by the governments of all civilized countries that natural and artificial persons (corporations) shall be permitted to make and receive reasonable profits on their capital invested in business, and it is a part of the duty for which governments are established and maintained to protect such rights: This right in this country is sanctioned aud protected by the Constitution of the United States and of each state. Railroad corpora- tions, like individuals, are entitled to be protected in the enjoyment of that right, and in the language of the Supreme Court of the United States in Reagan vs. the Farmer's Loan and Trust Company, 154 U. S. 362-398: "It is within the scope of judical power and a part of judicial duty to restrain any- thing which in the form of a regulation of rates operates to deny to the owners of property invested in the business of transportation that equal pro- tection which is the constitutional right of all owners of other property." The uncontradicted facts as shown by the evidence aiv that this company under the present rates fixed by this commission in the most prosperous year of the company's history did not earn fair and reasonable profits on its capital invested, and any reduction of the rates as to it would bo not only absoluely unjust and unreasonable, but in law would amount to a taking of private prop- erty for public use without just compensation or without due process of law, in violation of Section One of the Fourteenth Amendment to the Constitution of the United States* and in violation of Section Two of Article Two of the Constitution of Illinois. The power to make and regulate rates does not carry with it the power to destroy or confiscate property, but it does invariably carry with it the im- plied condition that the rates made must be based on sucli foundation that they will enable the company for which they are made to earn reasonable profits on the capital invested, otherwise they are not reasonable. In Stone vs. Farmer's Loan and Trust Company, 116 U. S. 307 331, a suit brought to enjoin the Railroad Commission of Mississippi from enforcing against the Mobile & Ohio Railroad Company the provision of the statute of Mississippi to provide for the regulation of freight and passenger rates on railroads in that state, Mr. Chief Justice Waite in delivering the opinion of -12 R W 178 the Court said: "This power to regulate is not is not a power to destroy, and limitation is not an equivalent of confiscation. Under pretense of regulating- fares and freights, the state cannot require a railroad corporation to carry persons or property without reward; neither can it do that which in law amounts to a taking of private property for public use without just compen- sation, or without due process of law." In Chicago. Milwaukee & St. Paul Railway Company vs. Minnesota 134 U. S. 418-455, 456; which was a writ of error to review a judgment of the Supreme Court of the State of Minnesota, awarding a writ of mandamus against the railway company to compel it to comply with an act passed by the Legislature of Minnesota to regulate the rates to be charged by common carriers, Mr. Justice Blatchford delivering the opinion of the Court quoted the same lan- guage used by Mr. Chief Justice Waite in Stone vs. Farmer's Loan and Trust Company, supra. After making that quotation, on page 458 Mr. Justice Blatch- ford says: "In the present case the return alleged that the rate of charge fixed by the commission was not equal or reasonable, and the Supreme Court (of Minnesota) held that the statute deprived the company of the right to show that judicially The question of reasonableness of a rate of charge for transportation by a railroad company, involving as it does the element of reasonableness both as regards the company and as regards the public, is eminently a question for judicial investigation, requiring due process of law for its determination. If the company is deprived of the power of charging reason- able rates for the use of its property, and sucli def rivation takes place in the absence of an investigation by judicial machinery, it is deprived of the lawful use of its property, and thus, in substance and effect*, of the property itself without due process of law and in violation of the Constitution of the United States; and in so far as it is thus deprived, while other persons are permitted to receive reasonable profits upon their invested capital, the company is de- prived of the equal protection of the laws/' Minneapolis Eastern Railway Company vs. Minnesota, 134 U S. 467. In Reagan vs. Farmers' Loan and Trust Compaiiy, 154 U. S. 362-397, 398. a suit brought to enjoin the Railroad Commission of Texas from putting in force the rates established by the commission under authority of an act passed by the Legislature of that state, Mr. Justice Brewer, in delivering the opinion of the Court, on page 398. quotes the language used by Mr. Chief Justice Waite, in Stone vs Farmer's Loan and Trust Company, supra, and after referring to other decisions of the Supreme Court of the United States on page 398, Mr. Justice Brewer on page 399 says: "These cases all support the proposition that while it is not the province of the courts to enter upon the merely administrative duty of framing a tariff of rates for carriage, it is within the scope of judicial power and a part of judicial duty to restrain anything which, in the form of a regulation of rates, operates to deny to the owners of property invested in the business of transportation that equal protection wnich is the contitutional right of all owners of other property. There is nothing new or strange in this. It has always been a part of the judicial function to determine whether the act of one party (whether that party be a single individual, or an organized body, or the public as a whole) operates to divest the other party of any rights of person or property. In every constitution is the guarantee against the taking- of private property for public purposes without just compensation. The equal protection of the laws which, by the Fourteenth Amendment, no state can deny to the individual, forbids legislation, in whatever form it may be enacted, by which the prop- erty of one individual is, without compensation, wrested from him for the "benefit of another or of the public. This, as has often been observed, is a government of law, and not a government of men, and it must never be for- gotten that under such a government, with its constitutional limitations and guarantees, the forms of law and the machinery of government, with all their reach and power must in their actual workings, stop on the hither side of the unnecessary and uncompensated taking or destruction of any private property legally acquired and legally held.'' In Smyth vs. Ames, Smyth vs. Smith and Smyth vs. Higginson, 169 U S. 466-522. Suits brought by stockholders of all the principal railroads in the 179 State of Nebraska to enjoin the putting in force of an act passed by the Leg- islature of that State and approved April 12, 1893, ''To regulate railroads, to classify freights, to fix reasonable maximum rates to be charged for the transportation of freights upon each of the railroads in the State of Nebraska, and to provide penalties for the violation of this act." These cases, involving the constitutionality of the Nebraska statute, were heard by Mr. Justice Brewer of "the Supreme Court of the United States in the Circuit Court of the United States for the District of Nebraska. Mr. Justice Harlan, in delivering the opinion of the Court, on page 522, said: "By the Fourteenth Amendment it is provided that no state shall deprive any per- son of property without due process of law, nor deny to any person within its jurisdiction the equal protection of the laws. That corporations are persons within the meaning of this amendment is now settled. Santa Clara County vs. Southern Pacific Railroad, 118 U. S. 394, 396; Charlotte, Columbia & Au- gusta Railroad vs. Gibbes, 142 U. S. 386. 391; Gulf, Colorado & Santa Fe Railway vs. Ellis, 165 U. S 150, 154. What amounts to deprivation of prop- erty without due process of law, or what is a denial of the equal protection of the laws, is often difficult to determine, especially where the question relates to the property of a q^asi public corporation and the extent to which it may be subjected to public control. But this court, speaking by Chief Justice Waite, has said that, while a state has power to fix the charges by railroad companies for the transportation of persons and property within its own jurisdiction, unless restrained by valid contract, or unless what is done amounts to a regulation of foreign or interstate commerce, such power is not without limit: and that, "under pretense of regulating fares and freights, the state cannot require a railroad corporation to carry persons or property without reward, neither can it do that which in law amounts to the taking of private property for public use without just compensation, or without due process of law/" Railroad Commission Cases, 116 U. S. 307, 325, 331. This principle was recognized in Dow vs. Beidelman, 125 U. S. 680, 689, and has been reaffimed in other cases. In Georgia Railroad & Banking Co. vs. Smith, 128 U. S. 174, 179, it was said that the power of the state to prescribe the charges of a railroad company for the carriage of persons and merchandise within its limits in the absence of any provision in the charter of the com- pany constituting a contract vesting it with authority over those matters was "subject to the limitation that the carriage is not required without re- ward, or upon conditions amounting to the taking of property for public use without just compensation; and that what is done does not amount to a reg- ulation of foreign or interstate commerce." In Chicago, Milwaukee & St. Paul Railway vs. Minnesota, 134 U. S. 418, 458. it was said: "If the company is deprived of the power of charging reasonable rates for the use of its prop- erty, arid such deprivation takes place in the absence of an investigation by judicial machinery, it is deprived of the lawful use of its property, and thus, in substance and effect, 'jf the property itself, without due process of law and in violation of the Constitution of the United States; and in so far as it is thus deprived, while other persons are permitted to receive reasonable profits upon their invested capital, the company is deprived of the equal pro- tection of the laws.'' On page 526 Mr. Justice Harlan laid down these propositions: "In view of the adjudications these principles must be regarded as settled: "1. A railroad corporation is a person within the meaning of the Four- teenth Amendment declaring that no state shall deprive any person of prop- erty without due process of law, nor deny to any person within its jurisdiction the equal protection of the laws. "2. A state enactment, or regulations made under the authority of a state enactment, establishing rates for the transportation of persons or property by railroad that will not admit of the carrier earning such compensation as under all the circumstances is just to it and to the public, would deprive such carrier of its property without due process of law and deny to it the equal protection of the laws, and would therefore be repugnant to the Fourteenth Amendment of the Constitution of the United States. "3. While rates for the transportation of persons and property within the limits of a state are primarily for its determination, the question whether 180. they are so unreasonably low as to deprive the carrier of its property without such compensation as the Constitution secures, and therefore without due process of law, cannot be so conclusively determined by the legislature of the State or by regulations adopted under its authority, that the matter may not become the subject of judicial inquiry.'' On page 527, Mr. Justice Harlan says: "But despite the difficulties that confessedly attend the proper solution of such questions, the court cannot shrink from the duty to determine whether it be true, as alleged, that the Nebraska statute invades or destroys rights secured by the supreme law of the land. No one, we take it, will contend that a state enactment is in har- mony with that law simply because the legislature of the state has declared such to be the case: for that would make the state legislature the final judge of the validity of its enactment, although the Constitution of the United States and the laws made in pursuance thereof are the supreme law of the land, anything in the constitution or laws of any state to the contrary not- withstanding. Art. VI. The idea that any legislature, state or Federal, can conclusively determine for the people and for the courts that what it enacts in the form of law. or what it authorizes its agents to do, is consistent with the fundamental law. is in opposition to the theory of our institutions. The duty rests upon all courts. Federal and state, when their jurisdiction is prop- erly invoked, to see to it that no right secured by the supreme law r of the land is impaired or destroyed by legislation. This function and duty of the judiciary distinguishes the American system from all other systems of gov- ernment. The perpetuity of our institutions and the liberty which is enjoyed under them depend, in no small degree, upon the power given the judiciary to declare null and void all legislation that is clearly repugnant to the supreme law of the land. "The conclusion reached by the Circuit Court was that the reduction made by the Nebraska statute in the rates for local freight was so unjust and un- reasonable as to require a decree staying the enforcement of such rates against the companies named in the bill. Ames vs. Union Pacific Railway. 64 Fed. Rep. 165, 189. That conclusion was based largely upon the figures pre- sented by Mr. Dilworth, while he was a secretary of the State Board of Transportation, as \vell as a defendant and one of the solicitors of the de- fendants in these causes. He was a principal witness for that board. His general fairness and his competency to speak of the facts upon which the question before us depends are apparent on the record. He stated that the average reduction made by the statute on all the 'commodities of local rates 1 was 29.50 per cent.; and this estimate seems to have been accepted by the parties as correct. He estimated that the percentage of operating expenses on local business \vould exceed the percentage of operating expenses on all business by at least ten per cent, and that it might go as high as twenty per- cent or higher. And this view is more than sustained by the evidence of wit- nesses possessing special knowledge of railroad transportation and of the cost of doing local business as compared with what is called through business. Indeed, one of those witnesses states that the cost of carrying local freight is four times as much as the cost of through freight per ton per mile: and another, that the cost of the short haul is 'reasonably double the long haul.' If due regard be had to the testimony and we have no other basis for our judgment we are not permitted to place the extra cost of local business at less than ten per cent greater than the percentage of the cost of all business." Mr. Justice Harlan, on page 539. says "It is said by the appellants that the local rates established by the Nebraska statute are much higher than in the State of Iowa, and that fact shows that the Nebraska rates are reasonable. This contention was thus met by the Circuit Court: It is, however, urged by the defendants that, in the general tariffs of these companies, there is an inequality; that the rates in Nebraska are higher than those in adjoining states, and that the reduction by House Roll 33 simply establishes an equality between Nebraska and the other states through which the roads run. The question is asked. Are not the people of Nebraska entitled to as cheap rates as the people of Iowa? Of course, relatively they are. That is, the roads may not discriminate against the people of any one state, but they are not necessarily bound to give absolutely the same rates to the people of all the 18] states: for the kind and amount of business and the cost thereof are factors which determine largely the question of rates, and these vary in several states. The volume of business in one state may be greater per mile, while the cost of construction and of maintenance is less. Hence to enforce the same rates in both states might result in one in great injustice, while in the other it would only be reasonable and fair. Comparisons, therefore, Jjetween the rates of two states are of little value, unless all the elements that enter into the problem are presented. It may be true, as testified by some of the witnesses, that the existing local rates in Nebraska are 40 per cent higher than similar rates in the state of Iowa. But it is also true that the mileage earnings in Iowa are greater than in Nebraska. In Iowa there are 230 people to each mile of railroad, while in Nebraska there are but 190; and, as a general rule, the more people there are the more business there is. Hence, a mere difference between the rates in two states is of comparatively little significance.'" 64 Fed. Rep. 165. In these views we concur, and it is unneces- sary to add anything to what was said by the Circuit Court on this point. "It is further said, in behalf of the appellants, that the reasonableness of the rates established by the Nebraska statute is not to be determined by the inquiry whether such rates would leave a reasonable net profit from the local business affected thereby, but that the court should take into consideration, among other things, the whole business of the company, that is, all its busi- ness, passenger and freight, interstate and domestic. If it be found upon investigation that the profits derived by a railroad company from its inter- state business alone are sufficient to cover operating expenses on its entire line, and also to meet interest, and justify a liberal dividend upon its stock, may the legislature prescribe rates for domestic business that would bring no reward and be less than the services rendered are reasonabty worth? Or, must the rates for such transportation as begins and ends- in the state be established with reference solely to the amount of business done by the carrier wholly within such state, to the cost of doing such local business, and to the fair value of the property used in conducting it. without taking into consideration the amount and cost of its interstate business, and the value of the property employed in it? If we do not misapprehend counsel, their argument leads to the conclusion that the state of Nebraska could legally require local freight business to be conducted even at an actual loss, if the company earned on its interstate business enough to give it just com- pensation in respect of its entire line and all its business, interstate and domestic. We cannot concur in this view. In our judgment, it must be held that the reasonableness or unreasonableness of rates prescribed by a state for the transportation of persons and property wholly within its limits must be determined without reference to the interstate business done by the carrier, or to the profits derived from it. The State cannot justify unreasonably low rates for domestic transportation, considered alone, upon the ground that the carrier is earning large profits on its interstate business, over which, so far as rates are concerned, the state has no control. Nor can the carrier justify unreasonably high rates on domestic business upon the ground that it will be able only in that way to meet losses on its interstate business. So far as rates of transportation are concerned, domestic business should not be made to bear the losses on interstate business, nor the latter the losses on domestic business. It is only rates for the transportation of persons and property be- tween points within the state that the state can prescribe; and when it undertakes to prescribe rates not to be exceeded by the carrier, it must do so with reference exclusively to what is just and reasonable, as between the carrier and the public, in respect of domestic business. The argument that a railroad line is an entirety; that its income goes into, and its expenses are provided for out of a common fund: and that its capitalization is on its entire line, within and without the state, can have no application where the state is without authority over rates on the entire line, and can only deal with local rates and make such regulations as are necessary to give just compen- sation on local business." Mr. Justice Harlan, on page 546, says "We hold, however, that the basis of all calculations as to the reasonableness of rates to be charged by a cor- poration maintaining a highway under legislative sanction must be the fail- value of the property being used by it for the convenience of the public, and 182 in order to ascertain that value, the original cost of construction, the amount expended in permanent improvements, the amount and market value of its bonds and stock, the present as compared with the original cost of construc- tion, the probable earning capacity of the property under particular rates prescribed bj statute, and the sum required to meet operating expenses, are all matters for consideration, and are to be given such weight as may be just and right in each case. We do not say that there may not be other matters to be regarded in estimating the value of the property. What the company is entitled to ask is a fair return upon the value of that which it employs for the public convenience." The Nebraska cases absolutely settle the question beyond all controversy that the reasonableness or unreasonableness of rates prescribed by a state must be determined without reference to interstate business done by the car- rier, or to the profits derived from it. Under the rule laid down by the Su- preme Court of the United States in those cases, the commission cannot take into consideration without a plain and open violation of the Constitution the interstate business done by the Louisville & Nashville Railroad Company or the profits derived from it, but must determine solely from the domestic busi- ness transacted what is a just and reasonable rate as between the carrier and the public, for it is only rates for the transportation of property between the points within the State that the State has the power to prescribe. The com- mission under this rule can take into consideration only rates for the trans- portation of property between points within the State, and we have already shown that on property transported within the State alone, the Louisville & Nashville Railroad Company in the most prosperous business year it ever had only made a profit on the capital invested of 3.16 per cent. It, therefore, is as conclusive and certain as a mathematical demonstration could make it that any reduction of rates as to it would not only deprive it of making reasonable profits on the capital invested, but would also absolutely deprive it ot' making any profits whatever. But the Constitution of the United States and of this State guarantees to it the right to make reasonable profits on the capital invested on its business and the commission as to it cannot without a plain and positive violation of these constitutional rights and guarantees make any reduction in the rates now in force. "If this company is deprived of the power of charging reasonable rates for the use of its property, and such de- privation takes place in the absence of an investigation by judicial machinery (and the investigation by this commission is not in law an investigation by judicial machinery), the company is deprived of the lawful use of its property, and thus, in substance, and effect, of the property itself, without due process of law and in violation of the Constitution of the United States; and in so far as it is thus deprived, while other persons are permitted to receive reason- able profits upon their invested capital, this company is deprived of the equal protection of the laws/' guaranteed to it by the Constitution. Chicago, Milwaukee & St. Paul Railway Company vs. Minnesota, 134 U. S., 418, 458. b In determining what are reasonable rates the commission should not only take into consideration the amount of the gross receipts derived from all domestic business, but also all reasonable and necessary expenses in producing those receipts. In Chicago. Milwaukee & St. Paul' Railway Company vs. Tompkins, 176 U. S. 167, 174, 177, on this subject Mr. Justice * Brewer in de- livering the opinion of the Court says: "Now, it is obvious that the amount of gross receipts from any business does not of itself determine whether such business is profitable or not. ' The question of expenses incurred in producing those receipts must always be taken into account, and only by striking a bal- ance between the two can it be determined that the business is profitable. The gross receipts may be large, but if the expenses are larger surely the business is not profitable. It cannot be said that the rates which a legisla- ture prescribes are reasonable if the railroad company charging only those rates finds the necessary expenses of carrying on its business greater than its receipts.'" On page 177 Mr. Justice Brewer continuing says: "But the testimony shows that the cost of doing local business is much greater than that of doing through business. If it should be 85 per cent of the gross receipts (and there was testimony to show that it was as much if not more.) then a reduction of 183 15 per cent in the gross receipts would leave the property earning nothing more than expenses of operation. These computations show that the method which the Court pursued was erroneous, and that without a finding as to the cost of doing the local business it is impossible to determine whether the re- duced rates prescribed by the defendants were unreasonable or not/' For many years past, the law and the policy of this State and this commis- sion in enforcing them in the interest of the public, and for the greater safety of persons and property, have required all railroads and the equipment and safety appliances thereon, to be kept in the highest and best physical condi- tion and repair. To demonstrate what the policy of this State is upon this subject, it is only necessary to refer to two acts passed by the last legislature on this subject which are now in force and which it is made the duty of this commission to execute, that will increase the operating expenses of every railroad in the State. For the same period the wages of all employes en- gaged in railroad service have been high, and it is shown by the evidence introduced, higher in this State than in adjoining states. The high standard that has been reached in the physical condition of the railroads, their equip- ment and safety appliances in the interest of the public, and 'for the safety of persons and property should be maintained, but can not be, and the high rate of wages paid to employes in railroad service can not be continued if there should be a reduction of rates. These are matters of much importance, both to the railroads and to the public and are entitled, and no doubt will receive the most careful and thor- ough consideration of the commission in reaching a final conclusion of the questions involved in this case. This commission, by its decisions and administration of the law, has estab- lished a reputation for fairness and giving to all parties having business be- fore it the ''square deal." On the questions involved in this case, the qom- mission knows the law and is as competent to administer it as any court. It can render such a decision as will be equitable and fair, and permanently settle, without further litigation or contest, the questions in the case, or it can render such a decision as will transfer the questions involved from the decisions of this commission to the courts to be contested and litigated for years to come without benefit to the petitioners or to the public. We have faith in its wisdom and fairness, and that it will by the justness and impartiality of its decision in this case sustain its heretofore well-earned reputation. Respectfully submitted, J..M. HAMILL, Attorney for LouisvilleA: Nashville Railroad Company. EXHIBIT "A." ALL FREIGHT TRAFFIC IN ILLINOIS. Valuation for taxation chargeable to freight traffic. Gross freight earnings. Operating expense and taxes chargeable to freight. Net gain from operation freight traffic. Percentage earned on assessed value by freight traffic. $3.205,136 $1,313,574 $910,531 $403,043 12.6 Earnings all freight traffic in Illinois on basis of assessed value. Assessed value chargeable to domestic freight traffic in Illinois. Gross freight earnings domestic traffic in Illino s. Operation expenses plus 10 per cent and taxes chargeable to domestic freight traffic. Net earnings from operation domestic traffiic. Percent earned on assessed valuation. $999,853 $281,731 91 $213,514 55 $C8,217 36 6.8 184 EXHIBIT "&. "-Continued. ALL FREIGHT TRAFFIC IN ILLINOIS. Earnings of domestic freight traffic in Illinois basis on assessed value. Assessed value chargeable to domestic freight traffic in State of Illinois $999, 853 00 Gross freight earnings on domestic freight traffic in Illinois, i. e., business be- tween points in Illinois ' 281, 731 91 Operating expenses plus 10 per cent additional cost of handling local business and proportion of taxes and interest on bonds chargeable to domestic freight traffic in Illinois 251,121 33 Net result from operating freight traffic after deducting cost of general expense conducting transportation, maintenance of way and euuipment, taxes and interest chargeable to domestic traffic 31, 610 58 Per cent earned on assessed value 3.16 per cent Assessed valuation for taxation $4,672,210 00 Taxes paid chargeable to Passenger $15,265 54 31.4 percent Freight 33.35303 68. 6 percent $48,616 57 Assessed value chargeable to Passenger $1,467,074 00 Freight 3,205. 136 00 - 4.672,210 00 Memo, of earnings and operating expenses on traffic in Illinois, L. & N. E. R. Co. Gross revenue from all business in Illinois: Revenue. Percentage. Passenger, mail, express $ 601,03200 314 Freight 1,313,57400 68.6 $1,914,60600 100.0 See page 113 commissioners' report, leaving out of consideration income from other sources than traffic. Total operating expenses in Illinois (page 121) $1,278,685 00 Chargeable to Passenger 31.4 per cent $401,507 00 Freight 68.6 per cent 877,178 00 - 1,278.68500 Includes general expense conducting transportation, maintenance of way and equipment. Gross freight earnings, all business in Illinois $1,313,574 00 Gross freight earnings, domestic business between points within State of Illinois. 281,731 91 Ratio of domestic to all freight business in State of Illinois 21. 4< Proportion of assessed value, line in Illinois chargeable to domestic business, freight 999,853 00 Proportion of taxes paid chargeable to domestic traffic, freight 7, 137 55 Proportion of operating expense plus 10 per cent chargeable to domestic freight traffic in Illinois ' $187,616 00 Plus 10 per cent 18,761 00 Increased cost of handling local business $206.377 00 EXHIHIT B. TABLE NO. 1. (a) Gross earnings per mile from all freight business in Illinois $7, 233 48 (b) Operating expenses, per mile, including taxes on all freight business in Illinois 4, 783 12 (c^ Percentage of operating expenses and taxes to gross earnings on all freight business in Illinois 66.12< 185 Exhibit B Concluded. TABLE NO. 2. (a) Ratio of domestic gross earnings from freight to total gross earnings from all freight business 7.. 21 .4 (b) Value or cost of reproduction per mile $44,394 34 (c) Portion of value or cost of reproduction per mile engaged in doing domestic freight business in Illinois 9,500 39 (d) Gross earnings per mile from domestic freight business in Illinois 1. 551 30 (e) Operating expenses and taxes per mile on domestic freight business in Illi- nois, plus 10 per cent for extra cost of doing domestic business 1,128 26 if) Net earnings per mile from domestic freight business in Illinois 42304 (g) Per cent earned per mile on domestic freight business in Illinois, based upon portion of value or cost of reproduction of road engaged in domestic busi- ness 4.45 TABLE NO. 3. i a i Value or cost of reproduction per mile $44, 394 34 (b) Gross earnings per mile from all freight business in Illinois 7.233 48 (c) Operating expenses, including taxes, per mile on all freight business in Illi- nois 4.78312 (d) Net freight earnings per mile 2,450 36 (e) Per cent earned per mile on all freight business in Illinois 5. i2 TABLE NO. 4. (a) Net earnings per mile on domestic freight business in Illinois $ 42304 (b) Equal to 5 per cent on the following valuation per mile 8,460 80 TABLE NO. 1. (a) Gross earnings per mile from all business in Illinois . .. $10,594 50 (b) Operating expenses, per mile, including taxes, on all business in Illinois 7,308 54 (c) Percentage of operating expenses and taxes to gross earnings on all business in Illinois -. 68.61?; TABLE NO. 2. Ratio of domestic gross earnings to total gross earnings from all business 23,.08<> Value or cost of production, per mile $44,394 34 Portion of value or cost of reproduction per mile engaged in doing domestic bus- iness in Illinois 10,246 21 Gross earnings per mile from domestic business in Illinois 2,445 19 Operating expenses and taxes per mile on domestic business in Illinois, plus 10 percent for e>tra cost of doing domestic business 1,845 38 Net earnings per mile from domestic business in Illinois 599 81 Per cent earned per mile on domestic business in Illinois, based upon portion of value or cost of reproduction of road engaged in domestic business 5.85<6 TABLE NO. 3. Value or cost of reproduction per mile $14,394 34 Gross earnings per mile from all business in Illinois 10,594 50 Operating expenses, including taxes, per mile on all business in Illinois 7,30854 Net earnings per mile 3,285 96 Per cent earned per mile on all business in Illinois 7.4< TABLE NO. 4. Net earnings per mile on all domestic business in Illinois $ 599 81 Equal to 5 percent on the following valuation per mile 11,996 20 Thereupon Mr. Drennan addressed the commission in behalf of the respondents, as follows: ARGUMENT BY J. G. DRENNAN. If the commission please, I shall occupy your time but a few minutes. I believe that I have been here at every session, and I think I have heard all of the testimony that has been introduced in this case and given it careful attention. 186 The conditions disclosed by the testimony show to a casual observer, as Mr. Hamlin said, the freight rates in this State were something- like a piece of patchwork. That grows out of business conditions, the necessities of the situation. The comparisons made here by Mr. Streyckmans are fair illustra- tions of how figures may be tortured when separated from conditions. For an illustration, right here in the city of Springfield, by way of the Wabash, from Springfield to Decatur, it is thirty-nine miles. By way of the Illinois Central it is 170 miles. The rate over the Wabash and the Illinois Central must necessarily be the same to the shipper. While we carry the same car- load of goods from Springfield to Decatur that the Wabash carries for the same money, the distance is four and a half times as great. Why? Because if it was not done there would be no competition, and the I. C. would get no business. Yet Mr. Streyckmans would hold up his hands in horror and say that the Wabash was charging four times as much for carrying freight as the Illinois Central was, because we carried 170 miles where they carried thirty- nine miles. It is the conditions that demand that that should be done. The rate on the two. roads nmst be the same regardless of the distance, or one road would do all of the business. A merchant transacting business on the line of the Illinois Central, could not get into Decatur at all if he was not permitted to get there at the same rate. Take it, say, to Gibson City. The distance over the Illinois Central is but eighty-four miles; over the Wabash it' is 109 miles, and yet the merchant who ships over the Wabash or the manufacturer who has his factory located on the line of the Wabash must get to Gibson City at the same price that the the man gets over the Illinois Central. The Wabash is forced by conditions to make the rate the same. It is the same between Chicago and St. Louis. The shorter line makes the rate, and the longest line must come to that rate or do no business. And now to pick out the road say, between Peoria and Decatur say the \V abash and compare with the rate on the Illinois Central to Decatur. would be similar to some of the things picked out here by Mr. Streyckmans and brought forward. It reminded me of the peddler that used to stay all night at my father's house, I guess because it was always free, my father being a Kentuckian. He insisted to us boys that we could read any chapter in the New Testament and he could show one or another place that was exactly a contradiction, and he had a way of juggling language that made it look that way, and yet you read the New Testament the whole thing together and it is a continuous true story. Commissioner French You don't know about that. Mr. Drennan I believe it. My mother taught me that, and I have taken her word for it implicitly. I believe it. I believe all the teachings of my mother, that is good enough, that it is true, that it forms one continuous story of religion. Commissioner French What pleases us is that we can get you to admit it. Mr. Drennan Now, from one end of this record to the other, no shipper has shown that his business has decreased in the State of Illinois during the last one year, two years, five years or ten years. No shipper has come for- ward here and said that his business is not prosperous. No shipper has come forward and shown that he has been driven out of any territory by compe- tition from the east, and western freight rates from the eastern freight rates not one. But on the contrary, the statistics introduced by the railroad , companies show that there is an era of prosperity in the State of Illinois that does not exist in any other state adjoining it; that we are the commercial dis- tributing center of the west. We have more miles of railroad, more employes, the wage scale is higher by from 15 to 25 per cent than it is in the states east of us. That is shown by the testimony and is uncontradicted. Now. if any shipper had suffered in his business, it was in the power of that shipper to come forward and show wherein he was damaged. None have come forward and shown that their business had decreased, that they have suffered. Now, we have these conditions in Illinois. In 1870. as was shown by Mr. Clark, and is not disputed here, and is shown by all statistics, the rate per ton per mile was two cents. At the present time it is three quarters of one per cent. Wages have increased more than thirty per cent. Railroad 187 equipment and material necessary for its maintainance has increased from fifteen to forty per cent, and in some cases 109 per cent. Taxes have in- creased. The prosperity of the State has been without a parallel, and now why should the conditions in Illinois be disturbed without some showing that somebody has been hurt, or injured in their business by the present con- ditions? We respectfully submit that this record is barren of any evidence that any individual shipper or manufacturer has been injured in his business, or has failed to prosper under the conditions in the State of Illinois. My recollection is that four out of five of the manufacturers of the State of Illinois, have pro- tested against a change in the freight rates in this State. It does seem to me, gentlemen, that there is no occasion for a disturbance of the conditions of prosperity that exist in the State of Illinois by tinkering with the tariffs of the State. That is all I care to say. Argument to the commission, by Mr. William Brown, in behalf of the respondents: MR. CHAIRMAN, GENTLKMKX OF THE COMMISSION There has been a great deal of testimony introduced here, and a great many arguments made, so much that I feel that I am imposing on the commission to say anything; but it seems to me that in the discussion of the merits of this controversy, we should first determine what it is. Now, it was said this morning that this was a proceeding upon the initia- tive of the commission. That is not true. I mean by that, that it is a mis- take: that this is a proceeding brought by parties against the railroads here for the purpose of requiring or asking the commission to make a reduction of the maximum tariff of this State. The tariff exists, and the question in my judgment, is whether, upon the showing made by the petitioners, a case is made which would justify the commission in changing the schedule of maxi- mum rates. Now, under" the statute you have the right there is no question about that. I have no quarrel with General Hamlin about his constitutional or statutory law in this State. It is plain. The commission is organized for the purpose: but I wish to invite. the attention of the commission to that con- dition which the schedule of maximum rates will be changed. Under the statute the Railroad and Warehouse Commission are: ''Hereby directed to make for each railroad corporation doing business in this State, as soon as practicable, a schedule of maximum rates of charges for the transportation of freight and passengers and cars of each of the said railroads, and said sched- ule in all suits and so forth may be used. Said commissioners shall from time to time as often as circumstances may require, change and revise said schedues." Now the question arises, having made your schedule, whether the time has arrived and the circumstances exist which require you to change and revise said schedule. I look in vain to the testimony of any particular gentleman, or to any particular documentary evidence which they have introduced, to find any such circumstances as may require this commission to change its schedule of maximum rates. There seems to have been a vague idea on the part of the gentlemen from the other side that this commission makes the rates. That is not so either as a business, or a legal proposition. Much has been said here about the fact that the raih'oads are making rates less than the schedule of rates. That proceeds upon the idea that you are to make the rates, and when you have made the rate, then any deviation from that rate penalizes the railroad to the extent that you confess the rate is too high, and therefore, the circumstances have arisen which require you to re- vise it. Now, the commission does not make the rate. It sets the reasonable maxi- mum rates beyond which the railroads cannot go. There is a power behind us all which makes the rates, and that is the necessities of commerce, the necessities of the people, and the opportunities which they have for the use of the facilities which carry on the transportation of this country, and none of us have ever yet, and none of us will ever see the time when anything else than the necessities of commerce will make the rates of transportation either of passengers, or of freight in this State. 188 Now, disabusing our minds of the theory that you make the rates, I want to call your attention to the fallacy of the position taken by the gentlemen upon that one proposition. Is it to be understood that no railroad shall make a rate less than your schedule of maximum rates, under the penalty of having all of the rates reduced? It seems to me that the policy of this commission and of this State should be to encourage railroad companies to carry freight and passengers as cheaply as they can; and that they should have no fear because they reduce the rate beyond the maximum fixed by the commission that every one of their rates may "be comparatively reduced. Now, that is all I believe I want to say upon that part. I believe that the commission should encourage the railroads to carry freight and passengers as cheaply as they can do so consistently with their duties to the the public to carry safely and well, and nothing more. Now. I would like to inquire for a moment where we stand. I have a pro- found respect for my friend, General Hamlin, and I therefore, take the liberty of quoting from General Hamlin in reference to the status of this case. In the proceedings of May 16, General Hamlin said of the form of proceedings: 'The necessity of the introduction of this testimony is apparent to any one who is familiar with the law covering the fixing of railroad rates. It is my opinion that the evidence heretofore offered is not sufficient upon which this commission could base a decision, or make a reasonable maximum schedule of rates under the law governing the making of rates as has been held by the Federal courts in numerous decisions, hence I, representing these petitioners recog'nize the necessity of the introduction of additional testimony." Now. General Hamlin there admits that up to that time no case has been made, which brings you within the statute requiring you to make a revision of the schedule. Now. I have listened with a good deal of interest and satisfaction to the argument of Mr. Streyckmans. He manifests a great deal of diligence and skill and ingenuity in working this evidence up and presenting it in a manner most favorable to his side of the case, but I submit that under the decision of the Supreme Court of the United States, all of the testimony which has sub- sequently been introduced is as weak and of less force than the testimony which had been introduced before. I want to get rid of the law points before I go to the facts Now what has been the course of the testimony since Mr. Hamlin begun his case, admittedly of no force before. He now comes down in his effort to bring himself as nearly as may be within the decisions of the courts as to the basis upon which freight rates may be made, and for the purpose of reaching those points, he undertakes to show the value of the railroads. How does he do it? He takes the statement made by the railroad companies as to the value of their property. It is an element of course, to be considered in the determination of rates, and it is because we are entitled to a return upon the value of the property. But he has adopted a policy which I say is unjust and illegal, and his testimony upon the question of the value of the roads should be excluded from the consideration of the commission, and therefore his case predicated upon that as his base, falls to the ground. Now. I undertake to say and I urged it before the commission when it arose, that the statement made by the railroads as to the value of their property for the purposes of taxation is inadmissible, and not to be considered. Now. if you exclude that, as you must I think under the authorities, upon what basis are you going to proceed to determine how much they may raise in revenue from their roads. He has adopted that and the further ascertainment made by the State lioard of Equalization, and they are equally inadmissible. Now, I want to call your attention to the law of the case. I read from the case of the Cincinnati, Hamilton & Indianapolis Railroad Company vs. McDou- gal, 108th Indiana, page 182. "It was proposed to show that five (horses) were worth at least $250. This evidence was excluded. There was no error in this ruling. As against the lister, assessment lists are competent evidence to show whether or not the particular property in controversy was claimed or owned by him at the time he made the lists. Such lists are, however, not competent either for or against the lister as original substantive evidence to establish the value of the article of property for other purposes than taxation. Such valuations are to be regarded as having been made for a special purpose, and like admissions made for a like purpose they are not competent as origi- nal evidence of value for any other than the purpose for which they were made, or in a case involving- the question of valuation for taxation." Now, then, you have excluded, upon that authority, from your considera- tion, the statements made by the railroads as to the value of their property, and the determination of the State Board of Equalization as to the xalue of the properties for taxation purposes. Now, I do not know how it may strike the commission, but in a court of law where they predicate their rig-tit to proceed upon an essential element of their case, and that is excluded by the law, the whole structure falls to the g-round. Now. here is a case where they soug-ht to prove the value of other property by this taxing- list, and I read from the case of German Mutual Insurance Company ag-ainst Niewedde. 39th Northeastern Reporter, pag-e 536. The appellee testified in his own behalf as to the value of the stock. To contradict him and prove the value of the stock, appellant offered in evidence his tax list, duly signed and sworn to. That is just what it was here. The tax list duly signed and sworn to. The Court said: "In refusing- this the Court did not err, according- to the holdings of our Supreme Court which we feel compelled to follow. In Railroad Company against McDougal T 108 Indiana the Court announced that 'such lists are, however, not competent either for or against the lister as original substantive evidence to establish the value of a particular article of property for pur- poses other than taxation. Such valuations are to be regarded as having been made for a special purpose, and. like admissions made for a like purpose, they are not competent as original evidence of value for any other than the pur- pose for which they were made, or in a case involving the question of valua- tion tor taxation.' This comes to us as the deliberate expression of the judg- ment of the Supreme Court, and we feel bound to give it effect so long as it stands, unmodified, as it still does." Now, the same rule has been laid down in Massachusetts. I read from Randidge vs. Lyman. 124 Mass, at page 364. Gray. C. J. 'Upon the most favorable construction for the plaintiff, the defendant made no more than a conditional promise to pay when he should be able: and upon such promise no action can be maintained without proof of his ability to pay. No competent evidence of this fact was offered. The tax book was incompetent to prove the value of the property for any other purpose than the assessment and collection of the tax." That is the same principle. That is all I care to read of that decision. I now read from the case of Flint, et al vs. Flint. 6th Allen's Report, page 34. I will only read a line of that. Well, the substance of that is that the pro- posed evidence as to the amount assessed upon property as shown upon the assessor's book was not proper evidence with reference to the actual value of the house, and the statement of the party to the same effect. Now. gentlemen of the commission, where else is the value of this property to be found? They are to determine the pi'oper income from the railroads, predicated, as the Supreme Court has said, upon the present value of the property. You may find that out as best you can. Now we have the evidence of the value of the property found in another form. One of the gentlemen testifying for one of the southeastern roads here, testified that the cost of construction was $44,000 a mile forty-four and some odd hundreds. The railroads have reported to you, and you have acted on that statement, that they ai-e valued at about the sum of $61.000 per mile, and I insist that we have the right to take that as the basis of valuation of these properties in the absence of other and better evidence, and it will be upon that basis that I make the suggestion I shall hereafter make. Now. a few further prepositions of law, and then I shall have done with that branch of the matter. Now. I read from the case of Smith vs. Ames, 169th U. S., page 466. The parts that I read from are further on. "It is said by appellants that the local rates established by the Nebraska statute are much higher than the State of Iowa, and that fact shows that the Nebraska rates are reasonable. The contention was thus met by the Circuit Court: "It is, however, urged by the defendant that in the general tariffs of 190 these companies, there is an equality; that the rates in Nebraska are higher than those in adjoining- states: and that the reduction by House Roll 33 sim- ply establishes an equality between Nebraska and the other states through which the road runs. The question is asked: Are not the people of Nebraska entitled to as cheap rates as the people of Iowa? Of course relatively they are. That is the roads may not discriminate against the people of any one state (and they are not necessarily bound to give absolutely the same rates to the people of all the states) for the kind and amount of the business, and the cost thereof are factors which determine largely the question of rates, and these vary in the several states. The volume of business in one state may be greater per mile, while cost of construction and maintenance is less. Hence, to enforce the same rates in both states might result in one in great injustice, while in the. other it would be only reasonable and fair. Comparisons, there- fore, between rates of two states are of little value unless all of the elemerrts that enter into the proposition, are presented. 1 " Now, that is the presentation of the view of the Supreme Court upon all of the testimony which they have introduced here Regarding this case as a case of law, to be administered like any other case, they have no testimony which the law looks upon with favor, or regards with any force whatever. They find themselves in the condition then, that under the law. the base of their proposition is shown to be false, and, their testimony excluded by the law. a,nd their comparisons unjust and without force. Now, I want to call attention to Mr. Barlow's testimony here. Mr. Barlow says this on page 3 of his testimony: ''The situation disclosed in the State of Illinois, is a most extraordinary one. and is brought about by the voluntary acts of the railroad companies, so it seems to me. Either the scale of rates applicable onr interstate traffic, or traffic from East St. Louis via one or more of the lines is unreasonably low, and is prejudicial to the interest of Chicago, or else, on the contrary, the rates in the State of Illinois as applying generally on the redistribution of the city of Chicago, are unreasonably high."' Now, he gives you one of two things: That either the interstate rates with which he desires to compare the schedule of maximum rates is either too low or it is too high. Well, now, which? Which are they? Are the interstate rates low? One of the witnesses of the gentlemen themselves here said that they were ridiculously low. Do you remember the testimony? If not, I will find it here. One of the witnesses testified that they were ridiculously low. and Mr. Barlow says that either these are too high or they are too low. Now, we have the right to construe the testimony of these gentlemen most favorably to ourselves and unfavorably to them. We would, therefore, con- clude that if we would have to reach one deduction or the other, that the interstate rates are too low. He says further, on page 7 of his testimony, that his contention is purely a Chicago contention, and relates only to Chicago. He compares rates only east and west, with rates only north and south. Now, if that be the case, if his contention and case is only in the interest of that Chicago element, and the Chicago element here confesses by their solemn action before your com- mission to-day that they are without the pale of favorable judgment, what- ever may be the motives of their action, that element which he says he compares these rates for, and in their interest and for them only, without regard to the remainder of the State, he confesses today is not here in a posi- tion worthy of consideration by the commission. That is not the question which you are to determine, as I will try to show elsewhere. Now, he goes on a little further, and you will bear in mind, if the commis- sion please, that I am considering the only testimony which these commis- sioners have in this case they are concluded about all this matter which went before, and I would almost call it ''stuff" and that would be the proper term if General Hamlin had not been more refined in his statement he regarded it a little more highly than I do, that is all. Mr. Barlow was asked the question by General Hamlin: " What factors, in your opinion, enter into the question of fixing of a reasonable rate on a given line of railway, speak- ing generally?" 1U1 "A. Well, that is a disputed question. Each traffic manager has his own ideas as to that. I would simply have my idea. Generally speaking-, 1 pre- sume distance is one factor, the volume of traffic, I mean by that the density of traffic, commercial conditions, the grades of the railroad, the ease with which railroads can be operated, all of these have some bearing none of them absolute factors, but all in the aggregate have some bearing, on the adjustment of rates." Now, that is very fair, but it never entered his mind, and it seems not to have entered the minds of our friends on the other side that compensation to the railroad, to the railroad company for the service rendered takes into con- sideration all of the elements which go to make up that service, is to be considered in the slightest degree. Why, of course, it is not a matter of consideration! It is not matter of importance to these men who have invested their millions of money in these enterprises that they should have one dollar of return! So this star witness of the gentlemen, the witness who comes here and controls and operates this case so long as he is in the presence of the com- mission, I mean from the witness standpoint, never for a moment considers that anybody else can have any interest in it except the jobbers of the citv of Chicago. That is a criticism which I think is fairly to be made upon his tes- timony, that he takes into consideration not in the slightest degree the money which has been invested in these properties and the right which is recognized by every just man. as well as every court, to a reasonable return upon their properties. Now, if the commission please, in determining the question as to whether there is a necessity for the revision of this schedule. I submit that these gen- tlemen are without legal forcible testimony. What boots it to this commis- sion if from Peoria to Arcola a sack of peanuts is charged two cents more than it ought to be? They testified here that from Peoria to Arcola, the rate on peanuts was ten cents a hundred, and that from Decatur to Arcola it was twelve cents a hundred. Well, now suppose it was, who cares whether it is or is not? They did not even prove that it went over the same railroad. Then they proved again that Brace ville had a rate from Chicago that was higher than it was from Indianapolis, and they did not take the pains to show, because they regarded it as a matter of no importance whatever that a carload of freight ever went into Braceville, except to go through it. Mr' Barlow admits that there is no business .there? But we are furnished with the statement that it is an infringement upon the rights of that community, and yo\i must protect it. They say that it is a discrimination, and my friend Mr. Streyckmans, this morning read for a long time, rate after rate, which he said was discriminative against this community, and in favor of another without thinking that the same administration practically in control today. If those things had gone on as they are complained to have gone on, why did not my friend. General Hamlin. one of the ablest and best of our Attorney Generals, call it to the attention of the court? The State have the right to complain of these discriminations. They cannot say that it was not brought to their attention because these cost bills, or expense bills, these schedules of rates, these tariffs, and God knows what not, were paraded before the com- mission here day after day, and day after day for three long years, and yet there was nothing in them that seemed worthy of the consideration of these good officers, our good officers, and they were good officers. It only goes to show that there is nothing in them, and this condition is brought about here before this commission, not because there is a howling cry going up from an outraged community against the railroads, not because of that, but because of some minor interests, such as those men from Chicago, or some little trader at Decatur, who wanted to make a fee, and a bit more out of the peo- ple than he was doing they have made all of this cry. They are here after something, and they are the beneficiaries of this proceeding. You cannot stand by and see the representatives of five hundred thousand of your fellow- citizens come here and appeal to you against any modification of these rates, which is going to bring confusion to this community, and ask in their mate rial interest that you do not do so, and compare it unfavorably with the demane where its power has not been res- trained by contract, to proceed upon the ground that the public may not rightly be required to submit to unreasonable exactions for the use of a public highway, established and maintained under legislative authority. If the corporation cannot maintain such a highway and earn dividends for stockholders, it is a misfortune for it and them, which the constitu- tion does not require to be remedied by imposing unjust burdens upon the public. So that the right of the public to use the defendant's turn- pike, upon the payment of such tolls as, in view of the value and nature of the services rendered by the company, are reasonable, is an element in the general inquiry whether the rates established by law are unjust and unreasonable.' A corporation maintaining a public highway, although it owns the property it employs for accomplishing public objects, must be held to have accepted its rights, privileges and franchises subject to the condi- tion that the government creating it or the government within whose limits it conducts its business, may by legislation protect the people against unreasonable charges for services rendered by it. It cannot be assumed that any railroad corporation accepting franchise rights and privileges at the hands of the public ever supposed that it acquired or that it was intended to grant to it the power to construct and maintain a public highway simply for its benefit, without regard to the rights of the public. Hut it is equally true that the corporation performing such ser- vices and the people financially interested in its business and affairs have rights that may not be invaded by legislative enactment in disregard of the fundimental guaranties for the protection of property. Smyth v. Ames, 169 U. S.. 544. We hold * * * that the basis of all calculations as to the reason- ableness of rates to be charged by a corporation maintaining a highway undei legislative sanction must be the fair value of the property being- used bj 7 it for the^convenience of the public, and in order to ascertain that value the original cost of construction, the amount expended in permanent improvements, the amount and market value of its bonds and stocks, the present as compared witli the original cost of construction, the probable earning capacity of the property under particular rates prescribed by sta- tute, and the sum required to meet operating expenses are all matters for consideration and are to be given such weight as may be just and right in each case. We do not say that there may not be other matters to be regarded in estimating the value of the property. What the company is entitled to ask is a fair return upon the value of that which it employs for the public convenience. On the other hand, what the public is entitled to demand is that no more be exacted from it for the use of the public highway than the services rendered by it are reasonably worth " Smyth v. Ames. 161> U. S.. 547. PROFITS OF IXTRA-STATK lrsi\i-:s> CANNOT UK AUSOKHED TO MKKT Los->i> ox INTER-STATE Brsi.\i>>. While by the case of Smith vs. Ames the principal is clearly established that only intra-state business can be taken into consideration in fixing the maximum schedule of reasonable rates for a State, it is also held that the profits of intra-state business cannot be absorbed in the payment of losses on inter-state business. And the result of that conclusion is that in considering whether the intra-state business of a particular road or the roads of a partic- ular state, is sufficient to warrant a reduction in rates, income, capitalization and expenses must be considered alone with respect to the business of the state. It is said: 223 "The state cannot justify unreasonably low rates for domestic trans- portation considered alone upon the ground that the carrier is earning large profits on its inter-state business, 'over which, so far as rates are concerned, the State has no control. No)' can the carrier justify unreason- ably high rates on domestic business upon the around that it will be able only in that iray to meet losses on its inter-state business." Smyth v. Ames. KV. U . S.. 541. UNLESS RATES FIXED CLEARLY UNREASONABLE COURT WILL NOT INTERFERE. 'It should be remembered that the judiciary o^^ght not to interfere with the collection of rates established under legislative sanction unless they are so plainly and palpably unreasonable as to make their enforcement equivalent to the taking- of property for public use without such compen- sation as, under all the circumstances, is just, both to the owner and to the public: that is, judicial interference should never occur, unless the case presents clearly and beyond all doubt such a flag-rant attack upon the rights of property, under the guise of regulations, as to compel the court to say that the rates prescribed will necessarily have the effect to deny just compensation for private property taken for the public use." San Dieijo Land Co. v. National City, 174 U. S., 754. A PUBLIC SERVICE CORPORATION is ONLY ENTITLED TO A FAIR RETURN ON THE PROPERTY ACTUALLY EMPLOYED IN THE SERVICE OF THE PUBLIC, AND NOT UPON ANY FICTITIOUS VALUE IN STOCKS OR BONDS. 'And in order to ascertain that fact, the original cost of construction, the amount expended in permanent improvements, the amount and market value of its bonds and stocks, the present as compared with the original cost of construction, the probable earning- capacity of the property under particular rates prescribed by the statute, and the sum required to meet operating expenses, are all matters for consideration and are to be given such weight as may be just ;md right in each case. We do not say that there may not be other matters to be regarded in estimating the value of the property. What the company is entitled to ask is a fair return on the value of that which it employs for the public convenience. On the other hand, what the public is entitled to demand is that no more be exacted from it for the use of a public highway than the services rendered by it are reasonably worth. 'Each case must depend upon its special facts, and when a court, without assuming itself to prescribe rates, is required to determine whether the rates prescribed by the legislature for a corporation controlling a public highway, are, as an entirety, so unjust as to destroy the value of its property for all the purposes for which it was acquired, its duty is to take into consideration interests both of the public and of the owner of the property, together with all other circum- stances that are fairly to be considered in determining whether the legis- lature has. under the guise of regulating rates, exceeded its constitu- tional authority, and practically deprived the owner of property without due process of law. The utmost that any corporation operating a public highway can rightfully demand at the hands of the legislature, when ex- ercising its general powers, is that it receives what, under all the cir- cumstances, is such compensation for the use of its property as will be just, both to it and to the public.' ' Redlands Domestic Water Co. v. Ucdlands, 53 Pacific Reporter, 843: Covington & Lexington Tnrn})U\e Road Co. v. Sandford, 164 U. S., 578; San Diego Water Co. v. San Diego. 118 Calif., 556;. San Diego Land Co. v. National City, 174 U. S.. 756. PROFITS THAT MUST BE ALLOWED PUBLIC SERVICE CORPORATION. It is not the settled doctrine of the courts that any particular amount or per cent of profit shall be earned by a public service corporation in order that it may be said that the rate fixed by law does not deprive it of its 224 property without just compensation. If some profits are left, after paying operating- expenses and fixed charges, many courts have held that the ques- tion of the reasonableness of the rate is a legislative and not a judicial ques- tion: but the better rule seems to be, that what is a reasonable profit or a reasonable rate for service, is a question to be determined by the court from all the circumstances, and what might be considered reasonable in one case might not be so considered in another. San Diego Water Co. v. San Diego. 62 Amer. State Report, 261; and note thereunder. REBATES AND COMMODITY RATES EVINCE AN EXCESSIVE TARIFF Where rebates were paid regularly for years, or where commodity rates are allowed on a particular line of goods or to certain favored customers ^or many years, such facts constitute evidence of the reasonableness of the rates charged and of the unreasonableness and injustice of higher rates charged to others similarly situated. CooJi v. Chicago. Etc., Railiray Co., 81 Iowa. 551; 25 Amer. State Report, 512. ADMISSIBILITY OF RETURNS TO STATE BOARD OF EQUALIZATION FOR TAXATION. Returns of railroad companies to the State Board of Equalization, made for the purpose of taxation are in the nature of admissions by the railroad com- panies against interest and as such are admissible for the purpose of showing the value of their property. Such admissions at least tend to show the value of their property, and that is sufficient to render them admissible. 'Whatever a party voluntarily admits to be true though the admission be contrary to his interests, may reasonably be taken for the truth. The same rule it will be seen applies to admissions by those who are so ident- ified in situation and interest with a party that their declaration may be considered to have been made by himself." The Law of Ev.. Jones Sec. 237. This doctrine has been applied to admission* made in returns of property for assessment in numerous cases. Beckwith v. Talbot. 2 Col. 639: Vernon Shell Road Co. v. City of SarannaJi. 95. Ga. 387: Sherman v. Hoagland, 73, Ind., 472: Towns v. Smith, 115. Ind.. 480: Miffln Bridge Co., v. Juniata Co., 144. Pa., St.. 365. Hubbard v. Moore, 67. Vt., 532. "The value of the stock of a corporation, and the amount at which the cor- poration property is returned for taxation are competent evidence of the value of the property owned by the corporation."' Vcnwn Shell Road Co. v City of Savannah. 95, Ga. , '337. "In a suit by a bridge company against a county for the value of its bridge taken by the county for public use, the return made by the bridge company of the value of its capital stock to the auditor general is competent evidence for the purpose of showing the value of the stock as made for the company by its officers under oath." Miffln Bridge Co. v. Juniata County. 144. Fa.. St., 365. PRESUMPTIONS ARISING FROM FAILURE OF RAILROADS TO PRO- DUCE EVIDENCE SHOWING EARNINGS OX BUSINESS IN ILLINOIS. "The mere withholding or failing to produce evidence which under the circumstances would be expected to be produced and which is available, gives rise to a presumption against the party. It is a presumption less violent than that which tends to fabrication of testimony, or the suppression of documents 225 in which other parties have a legal interest, but the courts recognize and act upon the natural inference that the evidence is held back under such circum- stances because it would be unfavorable." 1st Jones Law of Evidence, section 17. When a party fails to produce evidence apparently within his power, such failure is liable to produce an inference that the evidence, if produced, would be unfavorable to the party neglecting- to produce it. This is peculiarly true where the evidence consists of documents in the hands of the parties with- holding them. Where evidence is produced tending to show an unfavorable condition against a party who has in his possession documents or record evi- dence which would put the matter in absolute certainty, a strong presumption arises that the production of such documents would show at least as unfavor- able a condition as that which the evidence tends to prove. Village of Princeville v. Hitchcock, 101. 111., 4pp., 588: Hope v. West Chicago Street Railway Co.. 82, 111., App.; 311; Chicago City Ry. Co. v. Duffin, 126 111., ino; Harding v. American Glucose Co., 182, 111.*. 551: Laid v. Woodruff. 48. 111.. 399; Central Stock and Grain Exchange v. Board of Trade of Chicago. 196, 111., 396. Mantony v. Rellly, 184, 111., 183. ARGUMENT. Notwithstanding the fact that oral arguments were made in this case by Mr. Streyckmans and myself and the same have been printed by order of the Railroad and Warehouse Commission, I have thought it best to call the commis- sion's attention to some additional reasons why there should be a reduction of the schedule of maximum rates in the State of Illinois. I desire, also, in a brief way, to discuss some of the evidence that was introduced on the part of the respondents. This argument is not intended to cover all of the points in the case, but some additional points that it seems to me were not sufficiently covered by the oral arguments. The evidence introduced in the hearing of 1902, in connection with that produced at the hearing of 1905, shows conclusively the following facts which are practically admitted by the respondents: 1. That the Central Freight Association is a voluntary organization of rail- roads doing business in a certain territory in which is included the states of Michigan, Indiana and Ohio. That this association has made a voluntary scale of rates, which applies in the states of Ohio, Indiana and Michigan: the tariffs and other exhibits showing that this scale 'is either adhered to or a slightly higher rate is charged. That the C. F. A. scale is practically in effect in the states of Indiana and Michigan, where no railroad commission exists. One witness for respondents. Mr. Hamblin. testifies that this scale was forced upon the railroads by the act of the Ohio legislature, but the evi- dence shows that the rates of transportation fixed by said act of the legis- lature are exactly the same as the C. F. A. scale for distances of thirty and fifty miles, and that the C. F. A. scale is lower than the Ohio scale for dis- tances of seventy-five to 350 miles. In other words, the rate established by the C. F. A. scale is less than that limited by the Ohio legislature, and must, therefore, be voluntary on the part of the railroads. The evidence also shows that by taking the aggregate of the five classes for the various distances from 100 to 250 miles, we find that the C. F. A. scale is over 45 per cent lower than the Illinois distance tariff. By taking the classes from 1 to 6 we find that on the first class for 100 miles the C. F. A. scale is 60 per cent lower than the Illinois distance tariff, and this percentage decreases until we arrive at the distance of 450 miles, when the percentage is 34. Second class is 40 per cent lower at a distance of 100 miles, and decreases to 30 per cent at 450 miles. Third class is 27 per cent lower at 100 miles, and fluctuates until it is 36 per cent at a distance of 450 miles. Fourth class is 50 per ce.nt lower at a distance of 100 miles, and fluctuates up to 65 per cent lower, going back to 52 per cent at a distance of 450 miles. Fifth class is 6.6 15 R W 226 per cent less at a distance of 100 miles, until it is 42 per cent less at 450 miles. By exhibit A- 14 it is shown that with this alleged low basis of class rates, that commodity rates are charged which are even on a still lower basis. Considering the fact that the question of classification becomes important in determining- the rate fixed as between two scales, petitioners made a compar- ison of the official classification, which is used with the C. F. A. scale, and of the Illinois classification used with the Illinois distance tariff. Mr. Barlow testifies (Rec. 110) that taken as a whole these classifications are practically alike, and that, therefore, comparison need only be made of the scale of rates. 2. The evidence also discloses that rates in other states surrounding the State of Illinois on shipments from point to point in one state as compared with shipments of like character wholly within the State of Illinois, are much lower than the Illinois distance tariff. In fact the evidence discloses, through tariffs, etc., that the local rates in Michigan, Ohio and Indiana are based entirely on the C. F. A. scale. 3. The evidence discloses that the B. c< (). S.-W. and Yandalia, and the T., St. L. & W., and the Big Four Railway are now operating as shown by their tariffs, on practically the same rates as are fixed by the C. F. A. scale on shipments from East St Louis to points in Illinois, such shipments necessarily moving towards the east, and have been for several years. 5. Considerable evidence was introduced at both hearings, and has been unrefuted. showing that there are a great number of inequalities and dis- criminations in Illinois; that the full commissioners' maximum is charged for certain cities, whereas special rates are made out of and into certain localities. Also that blanket rates have been established on various roads in Illinois, covering in some instances a distance of 150 miles. In other words, the same rate being charged for a haul of 45 miles as is charged for a haul of 292 miles in the same direction. In one instance, 12 cents being charged on a shipment of coffee from Decatur to Arcola, a distance of 40 miles, and 10 cents being charged on -.\ similar shipment from Peoria. 111., to Arcola, 111., a distance of 119 miles, the freight in the latter instance passing through Decatur on its way to Arcola (5. The evidence also shows that commodity rates and special rates are made to certain interests and to certain localities in the State. It will be noted that in the evidence of the General Freight Agents of the various rail- roads who were put on the stand for the respondents that they testify that these commodity and special rates are given in order to allow raw material to go into manufacturing localities at a reduced rate. By a reference to the commodity tariffs introduced in evidence, which are quite numerous, it will be found that these commodity rates are made on finished products as well as upon raw material. But even though the statements made by such witnesses were true, an analysis of the situation will disclose the fact that if low rates are made on raw material, that the person who pays the freight on the manufactured pro- duct must pay more than his share in order to compensate the railroad com- pany for the haul of both the raw material and the finished product. This was brought out by the chairman of the Commission both at the hearing in 1902 and 1905. (P. 492, of the Record of 1905 ) Mr. Hamblin, upon being interrogated by Mr. Neville, stated: ''If we made the same rates to everybody that we make to those manufacturers along our line we could not run with any degree of comfort. It will apply to a certain extent that it is necessary for other people who are not manufacturers to pay the profits on the road in order .that the manufacturers may run their fac- tories. But those people do not have the competition that the manufacturers have. They do not furnish anything to the. material benefit of the state as a whole." The Chairman; (Record 493) "Then the burden comes on the other ship- pers who are not manufacturers to pay a part of the cost of the freight for the manufacturers, don't it?" A. "The other people feel no burden. 1 ' < v ). "I am not asking about that. I am just asking for the fact." A. "Well, those are the facts." 227 Mr. Keepers, General Freight Agent of the Illinois Central Railroad Com- pany, and Mr. Hamblin, General Freight Agent of the C., B. & Q Ry , and Mr. Cook. General Freight Agent of the C. & E. I., and Mr. Gower, General Freight Agent of the C.. R. I. < P., testified that an enormous proportion of the local tonnage in Illinois is carried at less than the Commissioners' schedule, owing to the fact that much of the heavy freight is carried on the five low classes, and that these special and commodity rates are given. Mr. Keepers testifies that at least 50 percent of the local tonnage is so hauled at less than the Commissioners' schedule. Notwithstanding this condition of affairs in Illinois, we find that the evidence shows that the net earnings from opera- tion in Illinois are at least $450 more per mile in Illinois than they are in any of the states in which the C. F. A. scale is in operation. Witnesses for re- spondents have also testified that shipments on roads in Illinois are made on a basis agreed upon by both roads, which agreement is always less than the sum of two locals. These witnesses have also testified that the low inter- state rates from the east are voluntarily agreed to by the roads in Illinois. Considering the fact that in this hearing we must take under consideration only the effect a reduction of the Illinois distance tariff would have on what is termed local or domestic business, and considering also the facts above set forth we can but come to the conclusion that more money is earned by the railroads doing business in Illinois on their local business, than is earned either on interstate business or on their business in other states. The rail- roads have reported to the Railroad and Warehouse Commission the dividends paid on their entire line. If the facts above set forth are true, there can be no question but what more money was derived from the local business in II li nois under the Illinois distance tariff with which to pay said dividends, than was derived from any other business transacted by said roads. This fact will be shown when the testimony of Mr. Peabody is discussed as to the business of the Santa Fe road. A reduction of the Illinois distance tariff would simply mean the placing of shippers of Illinois appropriately on an equality with each other and would be the means of preventing discriminations and inequalities not anly between individuals but as between different localities in the State. The evidence shows that a large amount in 1904 was passed to the surplus account by the leading roads in Illinois, after the payment of large dividends. The only evidence introduced by the respondents on the question of density of traffic was that of Mr. Peabody, statistician of the Santa Fe Road. In his comparison, Mr. Peabody compares Group 3, as adopted by the Inter-State Commerce Commission, With Group 6. This comparison is extremely unfair because the group, in which Illinois is included, consists of such sparsely set- tled states as Minnesota, North and South Dakota, etc. The only just com- parison to make is that of one state with another, for the reason that we are not comparing rates as between groups but between states. Such comparison was made by petitioners with the result that it was shown that Illinois has a greater density of traffic than any other state in the central part of this country excepting Ohio: also that the population per mile is greater in Illinois than either Indiana, Ohio or Michigan. The following table will show, however, that Group 3 pays a higher divi- dend and interest than Group 2. INTEREST AND DIVIDENDS PAYMENTS BY GROUPS, FROM POOR'S MANUAL FOR 1904, PAGE 11. FOK YEAH 1903. Group 2. New York. New Jersey, Pennsylvania, Delaware and Maryland. Interest paid on total bonded debt 4.15"; Dividends paid on total share capital debt 2 96< Group 3. Ohio, Michigan, Indiana, Illinois and Wisconsin. Interest paid on total bonded debt 4.22< Dividend paid on total share capital debt 3.65< This shows that the western central group does better than the eastern. 228 Mr. Peabody also offered in evidence a table showing- the income accounts of various roads operating- in Illinois beginning- with the Santa Fe. A refer- ence to a few r of the compilations included in this table will show to the com- mission that these tables are not worthy of consideration for the reason that they are not based upon a proper method of fig-uring- either the operating- ex- penses, interest paid on bonded debt, or the distribution of capital stock. In fact said table is a mere jumbling- tog-ether of figures without any regard to ^"jcts. For instance, Mr. Peabody states that the figures on w r hich the com- pilation for the Santa Fe is based are made on a train mileage basis. He states that there are a total of 5.031 miles on the Santa Fe road, of which 291 are operated in Illinois: that the earnings from operation on a train mileage basis for Illinois are $4,754.110.00: that the Illinois proportion of total train mileage is 11.27 per cent: that the operating expenses in Illinois on train mileage basis are $2.973.492: the actual taxes in Illinois $104,680. He then, according to his own statement, ascertains the amount of interest to be appor- tioned to the State of Illinois on the train mileage basis, is $1.070,092. At this point it must be taken into consideration that the Santa Fd Railroad re- ports to the. Warehouse Commission that capital stock and bonded debt cover over 8.000 miles of railroad, only 5,031 of which are operated by said road. Because Illinois has done 11.27 per cent of the total business of the Santa Fe road, Mr. Peabody compels the payment out of the earnings of Illinois (291 miles- of track) 11.27 per cent of the interest on the bonded debt covering over 8.000 miles. By so doing he finds a total charge against revenue of $4,184.244. which being deducted from earnings from operation, leaves according to his figures, $605.866 to be applied to dividends. In applying this to dividends however, he again apportions to Illinois 11.27 per cent of the entire capital stock of the road covering over 8.000 miles instead of apportioning it to the capital stock covering 291 miles of road that actually earned the money. The capital stock apportioned to Illinois on the train mileage basis amounts to over 26 millions of dollars and applying the $605,000 to dividends on that amount, figures only 2.30 per cent as indicated in Mr. Peabody's table. In the report made by the Santa Fe to the railroad commission, we find that the earnings from operating in Illinois are ascertained on the train mile- age basis and are similar to the figures used by Mr. Peabody in his table: the same is true as to the operating expenses. To that is added income from property and from that is deducted fixed charges on a track mileage basis, leaving a net income in Illinois, as shown by the report of said road to the Railroad ami Warehouse Commission, of $1,676.269, which is over one million dollars higher than the figures shown in Mr. Peabody's statement. In Mr. Peabody's table he has charged that portion of his road doing busi- ness in the State of Illinois, with 11.27 per cent of the interest on bonded debt covering 8.000 miles, although the mileage in Illinois is only 291 miles and although Illinois trackage only did 11.27 per cent of the business done on 5,031 miles of road. He also makes'the State of Illinois pay dividends on 11.27 per cent of the capital stock covering over 8,000 miles of road on the same plan. He does not. however, give credit for the income from operation of the 3.000 odd miles on which Illinois is charged with a proportion of the interest and dividends. According to his calculation Illinois is compelled to pay divi- dends on mileage from which it receives no credit in the \vay of income. In other words, the Santa Fe railaoad in their report to the railroad commission state that their entire capital stock covers over 8,000 miles of road, only 5,031 of which are operated by the road itself. Mr. Peabody. in ascertaining the amount of capital stock to be apportioned to Illinois on the train mileage basis, has taken 11.27 per cent of 8.000 miles of capital stock instead of 11.27 per cent of 5,031 miles which he should have done even on the train mileage basis for the reason that Illinois with 291 miles only did 11.27 per cent of the business done on 5.031 miles. He has done the same thing as to the interest on funded debt. Had Mr. Peabody given the State of Illinois credit for its proportion of the earnings from operation of the additional 3,000 miles, such a compilation might have some color of justice in it. but it is not fair to com- pel the 291 miles of road operated in Ilinois to pay dividends, and interest on bonded debt, not only on 291 miles of road over which the money was earned, but because said 291 miles were productive of greater revenue than any other 229 portion of the line, compel the payment out of said earnings of a portion of the other mileage included in the 5,031 miles on which the train mileage is based, and then in addition to that, compel the payment of 11.37 per cent of the interest on funded debt and dividends on the remaining- 3.000 miles. According to Mr. Peabody's figures, had the entire business of the Santa Fe road or the net earnings from operation arisen from the 291 miles operated in Illinois, and had the remainder of the mileage operated by the road been unproductive of any net earnings from operation, then it would be necessary out of such Illinois net earnings to pay the interest on funded debt and divi- dends on the capital stock representing the entire system. The more produc- tive of revenue the 291 miles of road located in Illinois would be, on the train mileage basis, the more dividends and interest on funded debt it would have to pay. according to his theory. In order to ascertain the actual business done in Illinois, the proper method would be to use the train mileage basis to ascertain the gross earning Which would be $4,720,154 CO Operating expenses ascertained on same basis would be L', S34 , :: 9 00 This would leave a net income from operation of $1,185,785 00 Income from property on train mileage basis would be 971.410 00 Making total income of $.',875.19.") 00 Less fixed charges, interest, etc $1.224,798 00 Net income $1.632,:-;97 CO This is practically the same amount as is reported by the Santa Fe road to the Board of Railroad Commissioners. However, eliminating the train inile- age basis entirely and using the track mileage basis for the entire computa- tion we will find that the net income in Illinois is $861,808 a e ter payment of interest, etc. This computation is certainly eminently fair for the reason that by using track mileage instead of train mileage basis we get gross earn- ings from operation of only $2,418,660, instead of $4,720,154. If we then apportion the capital stock of the entire road to Illinois we will find that it represents $8,150,592. As before stated, the income alter deduction of fixed charges, which includes interest on funded debt, is $861,808. which is equiva- lent to 10.57 per cent applicable to the payment of dividends. The value of the Santa Fe road as returned by it to the State Board of Equalization, in Illinois, is $6,078,162. The net income in Illinois, without the payment of fixed charges, would be $1,183,927, making 19.48 per cent applicable to the payment of interest on funded debt and dividends on capital stock. Again, using the track mileage basis for the ascertainment of gross earn- ings, operating expenses, income from property and fixed charges, which is the computation by which the lowest results are had. we get the figures of $861,808, applicable to the payment of dividends in Illinois. The Santa Fe railroad reports the payment of 4 and 5 per cent dividends on the whole line, which apportioned on the train mileage basis makes in Illinois $341,563. That is to say, the business done in Illinois should pay $341,563 as its proportion of the dividends. It will thus be seen that apportioning the dividends as above makes Illinois' share 341.563, while the net income after the payment of all charges, including interest on funded debt in Illinois, was $861,808, making $520.245 additional that was received from Illinois business that must have been applied to the payment of dividends on capital stock covering por- tions of the road outside of the State of Illinois. These last figures corrobor- ate the statement heretofore made in this argument that the business in Illinois jaelds to the Santa Fe railroad company about 10.57 per cent dividends on the mileage located within the boundaries of this State. It will be noticed that in Mr. Peabody's table many of the roads are shown to have sustained a deficit, or would sustain a deficit according to the com- pilation made. Take for instance the Pennsylvania company a deficit is shown of $1,367,460. Mr. Peabody- states that all of these compilations are made on the train mileage basis. An examination of the figures will disclose, however, that this is not true. 230 On a train mileage basis we find that the gross earnings for Illinois for the Pennsylvania company are $853,053, operating expenses, $118,069, leaving an income from operation, $734.985. Income from property on train mileage basis is $174.841, leaving total income of $909.825. less fixed charges, $344,004, leaving net income for the State of Illinois of $565,821 instead of a deficit of $1,374,460 as shown by Mr. Peabody 's table. The facts are, that the figures used by Mr. Peabody are those reported by the Pennsylvania company to the Railroad and Warehouse Commission, and under the head of operating expenses in Illinois, that company has reported all of its terminal charges in Chicago. The Pennsylvania company operates thirty-one miles of road in Illinois, ac- cording to its report, and the operating expenses for thirty-one miles are $1,722,444. which shows plainly that in its operating expenses it includes the enormous terminal charges to which it is subjected at Chicago. These ter- minal charges should be distributed over the entire line, instead of being re- ported as operating expenses in Illinois. By making a compilation on the train mileage basis, such charges are properly distributed, with a result as above shown of a net income of over $500,000, instead of a deficit of nearly $1.400,000. The same is true of nearly every road showing a deficit in the table above referred to, as they are all eastern lines having heavy terminal expenses in the city of Chicago, such as the Nickle Plate, Panhandle, Pennsylvania com- pany, Lake Shore & Michigan Southern, etc. The whole case for the respondents, so far as earnings are concerned, out of which they are expected to pay their dividends, is based upon the table in- troduced in evidence by Mr. Peabody. This table, as we have shown, is thoroughly unreliable and should not be considered by the commission as furnishing any proof of the facts attempted therein to be stated. EARNINGS AND INCOME OF THE RAILROADS IN ILLINOIS FOH THE YEAR 1904. I desire to call the commission's attention to two tables which have been prepared, based upon the evidence introduced ~by the petitioners, in regard to the earnings and income of the various railroads doing business in the State of Illinois for the year 1904. This statement shows the dividends paid -and items of surplus as reported to the Railroad and Warehouse Commission for the year ending June 30, 1904. Table "A" shows the amount used in the pay- ment of dividends and the amount passed to the surplus account of each road for that year. Take the Atchison, Topeka & Santa Fe Railway Company for the year 1904 and we find that they paid out and passed to the surplus fund for that year the sum of $341,563, being 4 and 5 per cent on their common and preferred stock. After paying these dividends they passed to the surplus ac- count $1.334,706 from operation in the State of Illinois alone. Adding that surplus for that year to the surplus already accumulated from former years on business done in the State of Illinois, we find that they had a surplus of $3.408,560. and this confined to the State of Illinois alone. The commission thoroughly understands that this is after the payment of all operating ex- penses, fixed charges, interest on bonded debt, taxes, and rentals. All the leading roads in this State are paying regular dividends upon both their com- mon and preferred stock and are passing large sums to their surplus account. It may be said that the Chicago & Alton Railway Company do not pay any dividend upon their common stock, yet when the commission considers the immense bonded indebtedness and over-capitalization of that road, is it to be wondered that they cannot pay dividends upon their common stock? In direct violation of the Constitution this road has issued bonds and stock far in excess of any reasonable valuation that could be placed upon its property. Shall the public be required to pay unreasonable rates in order that roads that are guilty of over-capitalization and over-issue of bonds, may be able to pay dividends on such excessive capitalization and such large bonded indebt- edness? If the commission will examine this table "A." which will be found printed in the abstract, it will furnish, in my judgment, to the minds of the commission, that a reduction of 25 per cent of the freight rat-s in Illinois will still leave the railroad companies operating* on a capitalization which is shown to be excessive, a reasonable dividend upon the amount of capital in- 231 vested in these enterprises. We have been compelled, as the commission knows, to resort to what might be considered secondary evidence, in attempt- ing to prove the earnings and income of the various railroads doing- business in this State. The actual amount earned by them and the income that they derive from their business in the State of Illinois is to be found in their books, and yet they fail to come forward and show the commission how much local freight they have carried each year since 1897, and how much the net earnings and income were upon the business in Illinois during- those years. The law requires them to report to your commission the amount of local freight carried from point to point within the State of Illinois. It also requires them to show 7 the earnings and income derived from the operation of their roads within the State of Illinois. These provisions of the statute have been in force for a number of years, and it has been the duty of the railroads of this State during all of that time to so keep their accounts that they can make a report to your commission showing these particulars. Yet, notwithstand- ing these provisions of the law. they have failed to comply with them in the matter of making reports, and in face of the fact that the evidence introduced by the petititioners shows a large amount of profits to their credit on local business, a sufficient amount of credit, after paying the operating expenses and fixed charges, to permit a reduction much larger than that which has been insisted upon by the petitioners, still they withhold their books, and do not show what profits they have been making. The presumption arising out of this failure to bring forward this evidence which lies peculiarly within their power, and render certain this controversy as to the sufficiency of their surplus earnings to permit the rediiction insisted upon' is, that if they should bring their books forward they would show at least as unfavorable a condi- tion as is contended by petitioners. Were it not that the production of their books would make their condition worse than it is without them, does this commission suppose for a moment that they would have been withheld by the numerous and eminent counsel representing the railroad companies? Most certainly they would have introduced any evidence which would have improved their case before this commission, and their failure to introduce the evidence and show what profits they have been making upon local business in Illinois, raises the strongest presumption against them. Stronger are the presump- tions arising out of the conditions here than in the ordinary case of withhold- ing evidence, for the reason that the law expressly requires a full disclosure of these matters to this commission in every report made by a railroad com- pany under the statute. In the brief accompanying this argument I cite num- erous decisious of the Supreme Court of this State sustaining the contention here made. One other fact, while it is not in evidence in this case; the commission know that the Chicago Shippers' Association withdrew from this case at the last moment when all of the evidence had been taken. It is well known that their withdrawal was caused by their making some kind of an adjustment of the freight rate situation in the city of Chicago. It is to be assumed, I think, that this adjustment was a voluntary reduction of the rates from Chicago to ail points in the State of Illinois. What the per cent of reduction is, I do not know, and I do not care. The shippers and towns outside of Chicago are not to be bound by any adjustment made by the shippers of the city of Chicago as to the per cent of reduction. From the evidence introduced in this case, the conclusion is irresistible that there should be a reduction of not less than 25 per cent maximum schedule of rates in force in this State, I respectfully ask that such a reduction be promptly made, that the people may be placed on an equality with the neighboring states. The State of Illi- nois, with its immense density of traffic, is entitled to a low r er rate than Iowa, Indiana, Michigan, Ohio, or any neighboring state. It hardly requires proof that the traffic in this State is so large that it is almost impossible for the railroad to furnish the necessary cars to transport the products of the factor- ies, furnaces, mines and farms, in the State of Illinois. 282 I desire the commission to consider this argument in addition to the oral arguments made before the commission. My only excuse for inflicting- another argument upon the commission is that I had to argue the case at night, after a hard day's work, and there were some matters that were overlooked. Respectfully submitted, H. J. HAMLIN. Attorney for Petitioners. FELIX .1. STRKYCK MAXS. Of Counsel. This was later replied to by brief and argument for respondents by the Hon. William Brown, their attorney, and Messrs. John G. Dren- nan, C. M. Dawes and James Miles, of Counsel as follows: Before the RAILROAD AND WAREHOUSE COMMISSION OF ILLINOIS. In the Matter of THE APPLICATION FOR A REVISION OF THE ILLINOIS SCHEDULE OF MAXIMUM FREIGHT -RATES. Brief and Argument for Respondents in Reply. WM. BROWN, ATTORNEY FOR RESPONDENTS JNO. G. DRENNAN, C. M. DAWES, JAMES MILES, Of Counsel. 235 Before the Railroad and Warehouse Commission OF ILLINOIS. IN THE MATTER OF The Application for a Revision of the Illinois Schedule of Maximum Freight Rates. Brief and Argument for Respondents in Reply. MAY IT PLKASK THK COMMISSIONKKS: We are unexpectedly and at a late day called upon to make reply to a brief and argument filed by council for those asking- revision and reduction of the "schedule of reasonable maximum rates for the transportation of freight." We do no* perceive the necessity for this reargument No new view is pre- sented or stronger position taken than those already submitted to the consid- eration of the commission. The additional authorities pointed out are only of like character to those read upon the hearing No financial or material cataclasm has visited our state since the closing of the case as a result of the continued existence, unrevised, of the old schedule of rates. General and unprecedented prosperity in every walk of life abide with us. The business community, of whom the carrier and shipper constitute a material part, seems to be in a better condition and greater contentment than ever. Yet council, with unusual zeal, press upon the commission a reduction of freight rates, not so much because the rates are too high, but because the railroads, in their opinion, are earning more money than they should. Being members of a community which is enjoying the fruits of most favor- able business conditions, a bountiful Providence, utilized to the utmost by a people of the greatest energy and foresight, the railroads nre necessarily par- ticipants, to a degree, of the advantages flowing from their environments. This participation in the general prosperity seems to have awakened the wrath of some. They take no note of the years of depression through which the carriers of this State have passed, of the lost millions, of the courag'e, energy and intelligence which have been brought to bear upon the construc- tion, improvement and operation of the railroads of this State. They ignore the millions of dollars which have been, and are now being, expended in the improvement of these lines in order that service may be rendered the public and a remuneration received by the carriers on the lowest possible scale of rates. They repudiate and disregard our contention, supported as it is by the evidence and statistics before the commission, that freight is transported in the group of states of which Illinois is the leading and most important one, at a less rate per ton per mile than in any other territory, not only in this country, but in the world. Yet. without one particle of evidence that the carrier is charging the shipper "more than the services rendered by it are reasonably worth," they demand a reduction of freight rates because, as they say, one railroad, the Santa Ft' 1 , is receiving too much money. 236 It is with respect for and deference to the ability, learning- and zeal of the distinguished counsel who represent this assault upon the railways, that we submit and urge upon the commission that they are in entire misconception of the rights of the companies and the office to be performed by a schedule of reasonable maximum rates. 1. Much stress is placed upon the testimony of witnesses showing- that freights are moved in the State of Illinois at a rate less than the schedule. From this fact the conclusion is drawn by counsel that the whole schedule should be reduced, becaiise, they say it is evidence that the roads can live on the less rate. Even if. in circumstances favorable, a part of the business of the State can be done at a rate less than the maximum, it by no means fol- lows that all could be so done. Neither does it follow that the part of the business which is carried at schedule rates is charged more than a reasonable rate. As it is understood by the railroads of Illinois, the office of the "schedule Of reasonable maximum rates" is not to fix the rates of charges to be made by the railroads for the transportation of freights, but is simply to fix a limit beyond which they shall not go and within which they may exercise their discretion. It was never contemplated that the carriers could, in all cases, obtain these rates, nor if they could in some instances, that it would be a wise business policy to insist upon them. Counsel have relied upon the fact that within and without this State, the railroads have, as to some freights, charged less than the schedule rates to prove their contention that the sched- ule is too high and should be revised. They have offered no witness learned in the science of railroading who would testify that the schedule was un- reasonably high: on the other hand, respondents have produced a large num- ber of the most experienced men whose fairness and integrity is beyond ques- tion, who, under the solemnity of their oaths. have told the commission that the schedule is not too high. When asked why lesser rates are put into effect, they have explained that, under the latitude allowed by the schedule, they have endeavored to meet the trying competition of the trunk lines and their affiliated lines; they have tried to meet the wants and protect the inter- est of their territories: \o encourage business: supply the wants of their cus- tomers and to serve the public as well and cheaply as possible, consistent with their own business existence. It would be unfortunate, both to the business public, which embraces everybody, as well as too the railroads, if it should be understood that any concession in rates below the maximum, made by railroads to shippers, would be regarded as evidence that the schedule was too high, and an invitation to the reduction of rates. It should rather be treated as evidence of a purpose on the part of the carriers to transport freights at reasonable rates, irrespec- tive of their legal right to charge a higher rate. The position of counsel is that since the railroads in practice often put in very low rates, therefore this commission should seize upon the fact as an occasion for reducing the maxi- mum. Such a position is untenable in any business venture. In all the bus- iness world commodities fluctuate in value, and freight rates form no excep- tion to the rule. It is quite possible in some years rates, on a particular ser- vice, might well be low and others higher, even to the maximum. It is not uncommon in conditions not permanent in their nature for carriers to seek freights in a particular direction so low as to excite comment and even there- by derive some revenue, although it be out of proportion to the service ren- dered. There may be a large tonnage going north and little south: then there is evident necessity that the railroads will haul their empty cars back or by inviting rates load their cars. Indeed, the vicissitudes of railroad busi- ness are more numerous and extreme than that of any other employment, and must be met by the same expedients that other mortals resort too. They have the moral and legal right to do so, subject to the two fundamental prin- ciples, viz: "That they serve all alike; that they charge no more than the service rendered is reasonably worth." The argument of counsel is particularly directed against the practice of giving less rates to the public than the Commissioners' schedule and against what are called commodity rates, and the existence of these practices is urged as a reason for the reduction of the maximum tariffs. If their contention 237 should be accepted by the Commission and such a reduction be made as they desire, the inevitable result would be disastrous both to the public and the railroads. No one would have the temerity to suggest that the lowest rate in effect on the roads should be the basis for a maximum schedule. Since intermediate rates would have to be adopted, the result would be that the railroads would be compelled to take the schedule for their tariffs, take out their lower rates and deprive the public of the advantages resulting- from their existence. It is conceded generally that ''the consumer pays the freight." Hence, any concession made in rates to aid and build up manufac- turing interests inures to the people who consume or use the manufactured article. Upon like principle, commodity rates to wholesalers and retailers enable them to place their goods before the public at lower prices. Any action of this Commission w r hich would compel the railroads to take out these rates must necessarily result to the disadvantage of the people by raising- the price of products and the injury of the railroads by curtailing- shipments and depriving- them of what profit there may be in the larg-er amount of trans- portation. 2. Eight pages of the brief and argument of counsel for petitioners is devoted to criticism of the testimony of Mr. Peabody, and the endeavor to reach the conclusion that: "These last figures corroborate the statement heretofore made in this argument, that the business in Illinois yields to the Santa Fe Railroad Company about 10.57 per cent, dividends on the mileag-e located within the boundaries of this State." It is not our intention to depart from our adherence to the statements and conclusions reached by Mr. Peabody. His testimony was eminently fair, was the result of deep study and investigation of statistics, and worthy of the confidence of the Commission. He said: "The Atchison, Topeka & Santa Fe road has a total of 5.031 miles. It has a total in Illinois of 391 miles. The earnings, as reported from operations in Illinois, are $4,754,110; the operating expenses in Illinois, $2,973,492; the taxes in Illinois, $104,660; the interest, of mone3 7 would pay a dividend of 2.3 per cent."' Here we have the testimony of an honorable and learned witness giving a clear and positive statement of the earnings and outlays of a prominent rail- road. and his sworn testimony shows that railroad only earned for its owners, in the State of Illinois, the sum of 2.3 per cent. Gentlemen upon the other side are expert in the handling of figures, and by a system which we are unable to follow or understand reach the solemn and direful conclusion that the Santa Fe earned a net profit in Illinois of 10.57 per cent. This is the result of more or less skillful manipulation of figures instead of a deduction from the evidence. For the purposes of argument, suppose it did. Let us ask what if it did? Who is wronged by it? There is no law limiting the earn- ings of public service corporations: there is no established public policy which it violates. Provided the corporation charges no more "than the services rendered by it are reasonably worth,"' no one should be heard to complain. In the case at bar there was no evidence introduced which tended to show that the Santa Fe had charged any patron an unreasonable rate. No patron of it came forward to charge it with any kind of extortion. Why, then, may we ask, should the commission be disposed to punish it. together with all other roads of the State, by a reduction of rates, when, because of its physical condition and excellence of administration, it is enabled to earn for its owners 10 per cent, upon its Illinois investments. It should be cause for congratulation rather than of condemnation. There is no charter limitation upon their right to earn as much as any strictly private corporation or individual, nor would it be to the interest of the State that there should be. The legal exaction that all be ser\ed alike and for a reasonable reward, is all that is needed for the public good In the only instance which is now recalled where by law there is any attempt to express the legislative will on the subject of the extent of earnings is to be found in the charter of the Union Pacific Eailroad Company, and there the Congress of the United States, 'after allowing a net earning applicable to dividends of 10 per cent., exclusive of the 5 per cent, to 238 be paid to the United States, provided that Congress might reduce the rates of fare thereon, "if unreasonable in amount." The language is as follows: "Whenever it appears that the net earnings of the entire road and telegraph, including the amount allowed for services rendered for the United States, after deducting all expenditures, including repairs and the furnishing, run- ning and managing of said road, shall exceed 10 per centum of its cost, exclusive of the 5 per centum to be paid to the United States, Congress may reduce the rates of fare thereon, if unreasonable in amount, and may fix and establish the same \>y law.'' Smyth v. Ames, 169 U. S.. p. 519. From this it would seem that the Government of the United States recog- nizes the right to earn 10 per cent on the investment at all events, and any greater sum, provided only that the rates are not unreasonable. Our conten- tion, therefore, is, even if the Santa Fe has in the year 1904 earned in Illinois 10 per cent on its stock, as is figured out by opposing counsel, it is well within its rights. The extent of the earnings of a railroad is not pursuasive evidence that its rates are reasonable or unreasonable. The physical condition of a road, its equipment, the extent of its traffic, may enable one road to find a fair reve- nue at an average rate of a cent a ton a mile, whereas another, less favorably circumstanced, might be able to make money at a much greater rate. Grea't sums of money are being expended in this State to enable the railroads to transport persons and property in the greatest safety, at the least possible cost, and in the shortest time. Is it to be the policy of this State to say that when economical operation is made possible by the means of these expendi- tures that those who own the properties and have invested their money to execute the economies shall reap no benefit from them? That they shall have only a limited dividend without reference to the reasonableness of their charges? If so it is to be the end of expenditure for improvements. The true and just policy would be to- encourage the improvement under the prom- ise that unlimited dividends would be allowed subject only to like service and reasonable charges to all. You cannot deprive the owners of railroads of the power of charging reas- onable rates for the use of their property. Such deprivation is, in substance and effect, a taking of the property itself. Chicago, Milwaukee & St. Paul R. Co. v. Minnesota, 134 U. S., 418. - Smyth v. Ames, 169 U. S., 466. A reasonable compensation is "such sum as the service rendered is reason- ably worth.'" Smyth v. Ames. siii>rn. Counsel for petitioners have isolated the Santa Fe; they claim that under the Commissioners' schedule it has earned 10 per cent., and therefore there should be a revision of the schedule and rates lowered. Before me is a sched- ule, which is in evidence and printed with the record, showing the earnings of thirty-nine of the railroads of this State. Of that number it appears that five have earned as much as 10 per cent, applicable to dividends: one other as much as 9 per cent., while thirty- three of the number earned less than 5 per cent.; sixteen earned nothing so applicable, whilst the general average of the whole number, disregarding fractions, is 3 per cent. It may be safely asserted that no other business in the state is carried on upon so small a margin of profit. A revision of the schedule is not for the leading and dividend earning roads alone; it is for all roads and whilst a few roads might endure a reduction, it means ruin to the great majority. It would simply be a gross injustice to all roads. In justice to those which by time, growth of the country, fostered and developed by their aid. by wise investments in improvements of track and equipment, and by large traffic and wise administration have been en- abled to earn money, and injustice to those roads which, under existing- tariffs, have been unable to make but small returns to their owners and ruin to those which have been iinable to make any returns. Upon this topic I beg to adopt, as a part of this brief and argument, the very clear and able exposition of the subject submitted in the brief of .ludge Hamill and printed in the record. (Transcript, p. 175.) 289 It is not to be supposed that because five railroad companies of the state can earn good dividends under an existing- schedule of maximum rates that the rights of all others are to be disregarded. The constitutional rights of all are to be regarded. The thirty- four remaining companies are entitled to legal protection against the caprices of a few chronic grumblers who would wish the confiscation of their properties. Any schedule of maximum rates which is so low as to permit the average roads of the state from earning a compensation to their owners is a taking of the properties. Smyth v. Ames, 169 U. S.. 466. 3. It is contended that the Illinois Commission should adopt the Central Traffic Association scale as the basis for its schedule of reasonable maximum rates. Whatever may be the differences in the rates of this state and those in Central Traffic Association territory, they certainly are not such as is stated in the argument of counsel. Under the C. T. A. scale the rates are minimum rates: under the Illinois schedule the rates are maximum. There are but six classes in the C. T. A. schedule of minimum rates: under the Illinois schedule of maximum rates there are ten classes. Counsel confine their illustrations to the six classes exclusively and ignore the fact that in one case they deal with the minimum rates and in the other with the maximum, and they give no consideration to their much vaunted contention that one-half of the traffic of this state is moved at less than the maximum rates, and they neglect to say whether the other half is moved under the class rates applicable to classes 6-10 of the Illinois schedule. These facts show of how little value are such comparisons as they make. The rates in other states are of little value as evidence tending to show what would be reasonable in this state^ The authority for this proposition was so often read and discussed before the Commission that it is unnecessary to repeat it. Again, here is the east and west rate against the north and south rate. There has been no complaint against the east and west rate in this state so far as the evidence is con- cerned. It was all against the north and south rate and was so avowed by counsel in your presence. The public policy and the statutes of this state recognize that comparisons are not to be made between the two directions The statute limits prosecutions for discrimination when made in the same direction. The east and west rates in this state are within the influence of the great trunk lines of the east and are dominated by them to an extent that the state roads must practically adopt their schedule or go out of that busi- ness, and hence the so-called inequalities complained of to you. It has been iterated and reiterated that Illinois has a greater population than either Indiana or Ohio. It is true, but when we consider density of population and density of traffic, as applied to the railroad companies, whose action on rates is appealed to control the action of this commission, it is im- measurably favorable to the roads operating in Ohio and Indiana. It should not be forgotten that the east and west lines apply in Illinois the C. T." A. rates, and this is generally true in making their joint tariff with the north and south roads. This, again, produces an effect much complained of: yet it must be remembered that the north and south line does not originate such traffic, and it must either accept the proportion proposed b}' the initial road or go without the business. All of the east and west lines through Indiana and Ohio operating under the C. T. A. scale, with whose rates our north and south rates have been compared, are either the trunk lines proper or are owned or controlled by them by some of the different processes of ownership. They are, in substance, the trunk lines themselves extending from" the At- lantic to, into or through the State of Illinois In determining the density of traffic and of population applicable to such a road, the whole line is to be taken as a unit, and so taken, there is no comparison between them. The density of traffic and of population in the territory of the Alton or Illinois Central, with which comparisons are so often made, is practically limited to the State of Illinois. That of the New York Central or Pennsylvania Com- pany included all of New England, New York. Pennsylvania, Ohio, Indiana and Illinois. The great lines of commerce, including travel, have ever been and now are along* the parallels of latitude, east and west. No human agencies can change them. Along these lines go the great bulk of the com- modities, and as a natural incident thereto, the rates of charges, influenced by the bulk, will be lower than when applied to the lesser shipments. Upon 240 few lines and for small distances unimportant exceptions temporarily exist. This does not effect the question materially. The general principal was ad- mitted by Mr. Barlow, the only important witness for the petitioners. Mr. Peabody made this question of density of population and of traffic quite plain. Yet the point is so well illustrated in the answer of the Chicago, Milwaukee and St. Paul Railway Company, that I presume to copy it here. In addressing- his answer to the petition, including "Exhibit A" thereto, and its origin in the so-called McGraham system of rates, the writer, Mr. Burton Hanson, observes: "It has been found, in consequence of this elaborate system of east and west rates, that rates for short intermediate hauls in Central Traffic Association territory are necessarily low, if the long and short haul pro- vision of the Interstate Commerce Act is observed. It was found that this condition led to demoralization, and as a partial preventative the rates of the so-called 'Exhibit A" were adopted as a minimum rate, under which no one would go under any circumstances. The rates in that ex- hibit were drawn up after careful investigation, and were so framed as to as nearly as possible meet existing contingencies, but they do not afford even a small light on the subject of what is a fair, reasonable rate. "The complainants in this case ask that they be adopted as the maxi- mum rates of Illinois. For the purpose of showing 1 the unreasonableness of this proposition, or of any one approximating it, there will be submit- ted to you, in proper order, a statement showing the actual maximum rates of Indiana, and another one showing the relative density of traffic on the New York Central Railroad and on the St. Paul Railroad for the year 1900. the last available statistics of this kind, together with a scale of the maximum rates charged by the C , M. & St. P. in Illinois, and the maximum rates charged by the New York Central from which it will be seen that in 1900 the C.. M. & St. P. had 6,596 miles of road, with a total number of tons moved on that mileage of 18,010,683, which reduced to mile tons was 3,639,977,191, which was equal to 551,846 tons per mile for each mile of road owned and operated. During the same period the New York Central had 2,817 miles of road. The total number of tons moved over that road during the year was 37,586.496. or 6,117,572.625 mile tons, equal to 2.171,662 mile tons per annum for each mile of road. The state- ment will also show that the St. Paul Company handled during the year 2,370 tons of freight, regardless of the distance hauled, for each mile of operated road, while the New York Central moved 13.342 tons for each mile of road. The St. Paul Company having 134 per cent greater mile- age than the New York Central and handled 52 per cent less tons of freight. "The statement will also show that for 50 miles haul the St. Paul Com- pany gets, under its maximum schedule of Illinois, 29.14 for first-class freight, while the New York Central receives 28 cents for the same haul. It shows that for 100 miles the New York Central may get 51 cents on first-class freight, while for that distance in Illinois the St. Paul Com- pany is permitted to get only 38 54. It shows that on the long haul of 350 miles the New York Central is permitted to charge 60 cents on first- class freight, while the St. Paul Company in Illinois cannot charge more than 58.28. In other words, the rates which the New York Central is permitted to charge with its enormous mile tonnage per annum are greater than the rates which are now charged by the St. Paul Company under the existing maximum freight tariffs. "The comparison with the business of the Pennsylvania road is sub- stantially the same as the foregoing. The Pennsylvania in 1900 operated 3.648 miles of road. The total tons handled by that company during that year was 101.12^.383. which reduced to mile tons reached the enormous sum of 8,726,462.614 mile tons, equivalent to 2,392.122 mile tons per an- num for each mile of road. "The St. Paul Company had 80 per cent greater mileage than the Penn- sylvania Company and moved 82 per cent less tons of freight. "You will find submitted in proper order tariffs of the Michigan Cent- ral. Southern Indiana Railway. C. I. fe L. Ry., Evansville & Terre Haute, 241 Cincinnati, Hamilton & Dayton, Detroit, Lansing- & Northern, Chicago, West Michigan; Flint *fc Pere Marquette, from which it will appear that all of these roads have been and are charging rates on their local traffic largely in excess of the so-called rates in -Exhibit A,' which totally dis- proves the reliability of 'Exhibit A' for purposes of information or justice. " This, we think, is a sufficient answer to all the argument and contention that the rates of east and west roads in C. T. A. territory should be adopted as a standard for a maximum schedule in Illinois. 4. Following the argument of counsel, we find the further complaint, viz., "that the B. & O. S. W. and Vandalia, the T., St L. & W. and the Big Four are now operating, as shown by their tariffs, on practically the same rates as are fixed by the C. T. A. scale on Shipments from East St. Louis to points in Illinois, such shipments necessarily moving towards the east, and have been for several years." These are parts of the great eastern and western trunk lines, extending from the seaboard to and through the states of New York, Pennsylvania, Maryland, Ohio, Indiana and Illinois, reaching all of the industries of the country, drawing the commerce of New England and having the patronage of more than 40,000,000 of people. The Chicago & Alton and Illinois Central, whose rates between points in Illinois are compared and assailed, have, be- tween St. Louis and Chicago, 300 miles of road and a population less than one- tenth of the territory tributary to the trunk lines and from which they derive revenue. Under the principles laid down in Smith v. Aimes, by the Supreme Court of the United States, how can such comparisons justify action by this board? They are entirely without legal force, and should be, as we trust they will be. entirely ignored. 5. It is further complained in counsel's argument that there are many "in- equalities and discriminations in Illinois; that the full maximum is charged for certain cities, whereas special rates are made out of and into certain lo- calities." These, when specific acts are pointed out, are but individual viola- tions of the statutes of Illinois. The remedy is given by statute, and the counsel for petitioners, whilst he was a distinguished and much respected Attorney General of this State, could have haled the offenders into court to answer for violation of the statute against extortion and unjust discrimina- tion. No doubt exists, in view of the zeal .manifested in this proceeding, that he would have done so had instances occurred of such moment as to have amounted to the dignity of a misdemeanor. The instance cited of a shipment of coffee from Decatur to Arcola figured in the evidence as "a bag of peanuts," to which no weight was given, and the charge made for the greater distance was 10 cents a pound and for the lesser 12 cents. Whether by the same road does not appear. The littleness of this transaction is so striking as to make it ridiculous when offered as a reason for reduction of the schedule of reason- able maximum rates which controls the many millions of dollars iqvolved in the transportation rates of a great state. A sufficient answer to this conten- tion as to discriminations and inequalities in charges is that they do not arise from any vice of the schedule, and the law already affords an ample remedy for all such abuses when they exist. Lowering or raising the schedule will not prevent unjust discriminations nor inequalities in practice. 6. Counsel say: "A reduction of the Illinois distance tariff would simply mean the placing of Illinois shippers appropriately on an equality with each other and would be the means of preventing discriminations and inequalities not only between individuals but as between different localities in the State. The evidence shows that a large amount in 1904 was passed to the surplus account by the leading roads in Illinois after the payment of large dividends " It is not perceived how the lowering of the Illinois distance tariff will pre- vent '-discriminations and inequalities" unless the scale should be made so low that the "leading roads of Illinois" should be compelled to charge in every instance the full price of the maximum rate: this might be done and yet let "the leading roads" live, but what are the consequences to those roads which are not classed as "leading roads"? Simply ruin. The five roads which are supposed to have earned good dividends and placed something to surplus might endure the test, but by so doing you visit upon the thirty-five remain- -16 R W 242 ing., which are not "leading roads," a punishment which the law does not contemplate, which those thirty- five would resist, and that which the fair- minded people of this State do not desire and would not approve. The evi- dence isolating the C. P. & St. L. R. C., and the evidence and argument of Judge Hamill touching the situation and circumstances of the Louisville & Nashville Railway Company in Illinois must have convinced the commission that the railroad properties of this State are in no condition to warrant a material reduction of rates. It should be borne in mind that a "schedule of reasonable maximum rates"' is not made for the day or the year. The one in force with occasional amendments has existed for near a quarter of a century, and has in practice given protection and satisfaction to the State. Under it the State has prospered beyond any expectation of the most enthusiastic. This could never have been if the rates of transportation, the most important consideration of commerce had not been reasonable and fair. This is a day of great prosperity in every department of the great business of the country, and any rate predicated upon present conditions would prove disastrous in a time of depression; when freights become less, when travel falls off, how would the non-leading roads weather the storm when in these good days they are unable to provide revenues either for dividends or surplus? These are the days when prudent business men make provision against the day of depres- sion. The railroads have a legal right to make a like provision without incurring the wrath or envy of any man. It should be borne in mind by the commission that you are not asked to fix the maximum rate for the "leading roads," for the prosperous roads alone, but for all; not to make the maximum for the prosperous present, but for to-day, this year and for the years of adversity which are sure to follow. 7. A much cherished complaint of counsel, fondled both in the brief and the argument, is that the respondents have withheld evidence, suppressed evidence. Many authorities are cited as to the consequences and legal pre- sumptions arising from such vicious conduct. It would doubtless be sufficient answer to this to say that the complaint is without foundation in fact, that it is a figment of a heated imagination, but we elect to go further and affirm that the railroads stood ready and offered to present any and all facts within their knowledge or keeping. The Wabash offered to bring into the room of the commission all that the learned counsel wanted, and when the chairman advised him that it would probably equal a carload, the request was withdrawn. Another illustration of the want of substance to this complaint is, that the Illinois Central, under the direction of Mr. Keepers, upon the request of former counsel of petition- ers for the information, caused schedules and statistics to be prepared con- cerning the local business and the comparative amount of business done upon and at less than schedule rates, at an expense of about two thousand dollars, brought the same into the room of the commission and upon examination by the petitioners was not asked a question on the subject. In the light of such facts, how can the contention that information was withheld or suppressed by the railroad companies have the countenance of this board? The law relating to the suppression of evidence is well understood and no authority on the subject is needed. This is another instance of the straw man set up to be knocked down. The suggestion is gratutuious; no evidence was with- held or suppressed. The petitioners had no right to expect that respondents would go to the expense of causing tables to be made "showing how much local freight they have carried each year since 1897, and how much the net earnings and income were upon the business in Illinois during those years." They have had other functions to perform and other uses for the enormous sums it would cost to work out and produce it. 8. There is no justification for the charges that the roads of Illinois are overcapitalized. Petitioners have been content to name but one, the Chicago & Alton Railway Company. This company has issued but forty millions of stock, predicated upon its ownership of its own line and its leased lines. It is located in the best agricultural region in the world. Its termini are the most prosperous cities in the center of our country, upon its lines are many large and growing cities devoted to manufacturing and agricultural interests and with a continuation of favorable conditions and with its liberal and wise treatment of the interests on its line will so promote the public welfare that 243 it will be enabled, if its present wise and broad-minded executive adminis- tration be continued, to earn revenue on reasonable rates to pay dividends on its stock, common as well as preferred. If it charges only reasonable rates, no more than the use of its properties are worth, what boots it to the public whether the capitalization be high or be low? The Supreme Court of the United States says that these companies have the undeniable legal right to charge the customer as much as the service is reasonably worth, and so long as that is the rate the public have no cause to complain. In the last analysis let us say that this right cannot be taken from this company, and it asks no more. The assault upon this company seems to have become fashionable, and therefore it is so persistently indulged in. 9. It is probable that no change of the "schedule of reasonable maximum rates" will materially affect the "Nickle Plate," Panhandle, Pennsylvania Company and Lake Shore and Michigan Central; hence, it is unnecessary to follow counsel in his argument touching the question as to how their earn- ings and terminal expenses should be applied. The testimony of Mr, Peabody was sufficiently clear to justify their methods of appropriation. 10. Whether the statements made by the railroads in their returns to the Auditor and State Board of Equalization are competent evidence in the nature of admissions against them was fully discussed upon the hearing and all of the authorities applicable to the question were read by counsel on each side to the commission. We can see no propriety in reiterating them. They are in the hands of the commission and can be further read and studied, if it is deemed necessarj^, at the pleasure and convenience of the board. The cases holding such admissions to be inadmissible are: C., H, & M. R. Co. v. McDougal, 108 Ind., 182. G. M. Ins. Co. v. Niewedde, 39 N. E. R., 536. Randtye v. Lyman, 124 Mass., 364. 11. We commend to the consideration of the commission the views and legal principles declared by the Supreme Court of the United States, in the now noted case of Smyth v. Ames, 169 U. S., 466. Upon that authority, which covered every point necessarily involved here, we earnestly insist that no case has been made by the evidence showing a reasonable legal necessity for the exercise by this board of its power to revise the existing "schedule of reason- able maximum rates." It was contemplated by the Legislature that this power which the statute gives you, would be made use of only when there should exist a public need of it: that it would not be used lightly or unadvis- edly, whereby rates would be disturbed and chaos produced in the business, when order, stability and certainty are so essential to the general well being. We know of nothing so well calculated to promote welfare as regular, certain, stable and reasonable transportation rates, and nothing so detrimen- tal as their disturbance. It is, therefore, that we so earnestly persist in our contention that there is no evidence to warrant the demand of counsel that there be a reduction of at least 25 per cent of the schedule. It seems hardly possible that this is a sincere conviction on his part. In one sentence he claims that the Central Freight Association schedule is 60 per cent lower than the Illinois schedule; that the density of traffic is greater in Illinois than in C. T. A. territory; that Illinois roads earn a net revenue of 450 per mile more than any other roads in the Union; that they can do business just as cheaply as any other roads, and finally demands the reduction of 25 per cent. If their contentions are true, why not reduce the schedule to 60 per cent? Why not ask the whole thing and let the railroads go to the bowwows? There is neither truth nor reason in the assault and nothing but evil could come of granting the claims which they make. In the origin there were many complaints presented, but representing only one interest, viz., the mercantile, and only a small fraction of that. With- drawal after withdrawal has been made, as a more careful consideration of the conditions was had, until only a representation of the merchants of Chi- cago, through their representative, Mr. Barlow, was left urging this contest. At the last hearing that interest dismissed its complaint and no one, so far as we know, now stands to demand a revision of the schedule. The great interests of this State, as well as all states, may be said to be first, labor; second, agriculture: third, manufactures; fourth, transportation: fifth, mercantile. They have all been before you on this question. Labor, by its 244 accredited representatives, has come with statistics and arguments protesting against any interference with existing conditions. It has shown you that any dimunition of the earnings of the railroads must injuriously affect their interests. Agriculture, blessed by a superabundant yield of the fruits of the earth, re-inf orced by ready, easy and cheap access to markets, with an endless demand for her products at remunerative prices, depending only on the pros- perity and stability of the transportation companies, rests content with things as they are Manufacturing, prosperous, progressive and ever increas- ing in importance in our State attributes much of its strength and greatness to the fostering care and ready facilities of the railroads, and with a force and directness not to be misunderstood insists that there be no interruption of their progress through speculative changes in rates of transportation. Transportation, upon the quality and quantity of which all commercial and domestic prosperity and contentment largely depends, urges upon you the wrong and injury which is threatened it by any reduction of rates, however slight, and submits with confidence that it is serving the public better and cheaper than ever before. The mercantile interests believed they were treated badly in some places, not in fact but by comparison. They com- plained, but in the end withdrew their complaint and dismissed their pro- ceedings . These conditions, conclusive evidence as they are, are supplemented and reinforced by a score of witnesses, Bird. Keepers, Peabody, Hamblin, Gower, Cooke, Knight, Markham, Boyd, et al., who have told you under oath that the schedule of maximum rates is not unreasonably high, whilst one witness alone, Mr. Barlow, has assailed the rates, and he could only say of them that either they were too high or those in Central Traffic Association territory were ridiculously low. This is all. In such circumstances, and in view of the possible consequences of a reduction of railroad rates, it will be a bold hand which signs an order reducing the Illinois schedule of reasonable max- imum rates. WM. BKOWX, Attorney for Respondents. JNO. G. DRENNAX, C. M. DAWES, JAMES MILES, Of Counsel. On Dec. 5, 1905, at a regular meeting of the commission a decision and order was entered of record, making a reduction of twenty (20) per cent on all classes of freight to go into effect from and after Jan. 1, 1906. Immediately following this action the claim was made by the rep- resentatives of the railroad companies that a twenty (20) per cent reduction on the car load classes would bring the Illinois rates much below the rates current in adjacent states, and the request for the suspension of the order as to these classes, was to give the railroads an opportunity to present to the commission a comparison of actual conditions. On Dec. 28, 1905, at a special meeting of the commission, the order of Dae. 5, 1905 was modified so that its operation was suspended as to classes six (6) to ten (10) inclusive and commodities. To make these comparisons, the following railroads sent to the office of the commission their chief rate clerks from their general offices: fices: Mr. Ernest C Bode, Mr. F. A. Barber. Representing the Wtilmxh It. R. Co. Mr. J. S. Brown, Representing the Illinois Central R. R. Co. Mr. F. L. Hollands, Representing the Chicago & Alton Ry. Co. 245 Mr. II. E. Blowney, Representing the Chicago, Burlington & Quincy Ry. Co. Mr. E. J. Stocking-, Representing the Chicago & Eastern Illinois R. R. Co. Mr. S. G. Nethercot, Representing the Chicago A Northwestern Ry. Co. Mr. A. M. Schubert, Representing the Cleveland, Cincinnati, Chicago & St Louis Ry. Mr. A. G. Sheer, Representing the Atchison, Topeka A Santa Fe Ry. Co. Mr. Fred K. Crosby, Representing the Chicago, Rock Island A Pacific Ry Co. and they in conjunction with Mr. Charles J. Smith, assistant secre- tary, in the office of the commission compiled a large amount of com- parative statistics, some of which are hereto attached. ******* The comparisons attached are car load rates on nearly all import- ant commodities which appear in the Illinois Commissioners' Classi- fication. To enable a complete understanding of the figures given, the group figures in the percentage comparison, such as 6-2-1, 6-2-2, etc., are commodities whi'ch appear as 6th class in Illinois, 2nd class in Indi- ana and 1st class in Iowa. The group figures in Exhibits 1, 2, 3 and 4, such as 6-r-A, etc., are commodities which appear as 6th class in Illinois, 5th class in Indi- ana under Official, and A in the Iowa classification. Under the different columns will be found the rates applicable for the mileage shown under the present or old Illinois schedule, under the proposed twenty (20) per cent reduction in Illinois, under the act- ual average rate charged by the Indiana lines, under the Iowa Com- missioners' schedule, under the Central Freight Association minimum scale and on the main lines of the Pennsylvania Railroad in Pennsyl- vania. Comparison of Illinois rates with the Iowa Commissioners' Schedule and Indiana rates. Distance 5 to 300 miles: Illinois, Indiana, Iowa. 621 Trunks, empty. Indiana 92.5% higher than Illinois. Illinois 48% lower than Indiana. Illinois 57>o % lower than Iowa. Iowa 136% hig-her than Illinois. 622 Wool. Indiana 92.5% hig-her than Illinois. Illinois 48% lower than Indiana. Illinois 46% lower than Iowa. Iowa 85 % hig-her than Illinois. 632 Counters and shelving- for office, etc. Condensed coffee, hay racks, iron, etc. Indiana 53.5% hig-her than Illinois. Illinois 35% lower than Indiana. Illinois 46% lower than Iowa. Iowa 85% hig-her than Illinois. 246 624 Poultry, live. Indiana 923^ % higher than Illinois. Illinois 48% lower than Indiana. Illinois 11% lower than Iowa. Iowa 12% higher than Illinois. 633 Beds, brass. Coffee extracts, etc. Indiana 53.5% higher than Illinois. Illinois 35% lower than Indiana. Illinois 30% lower than Iowa. Iowa 42 3-.J % higher than Illinois. 6 4 A Twine binding for harvesters, doubletrees, equalizers, neck yokes, singletrees, whifletrees, boiler cleansing compound, steam inspection cars, street cars and motors combined. Indiana 6% higher than Illinois. Illinois 5H% lower than Indiana. Illinois 10% higher than Iowa. Iowa 9% lower than Illinois. 6 3 4 Beds, iron. Ladders, wooden. Acids, liquid in glass, measures, iron Indiana 53>2 % higher than Illinois. Illinois 35% lower than Indiana. Illinois 11% lower than Iowa. Iowa 12% higher than Illinois. 643 Paper pails or boxes Tables, K. D. Indiana 6% higher than Illinois. Illinois 5>6% lower than Indiana. Illinois 30% lower than Iowa. Iowa 42^% higher than Illinois. 644 Chair seats, cane. Paper water buckets, sewing machines, castings, wooden- w r are, etc. Indiana 6% higher than Illinois. Illinois 5> a ;% lower than Indiana. Illinois 11% lower than Iowa. Iowa 12% higher than Illinois. 645 Bags and bagging. Castings, N. O. S. Wire rope, washing compound, etc. Indiana 6% higher than Illinois. Illinois 5^% lower than Indiana, Illinois 20% higher than Iowa. Iowa 17% lower than Illinois. 6 5 4 Acids, carbolic. Acid in carboys and tank cars. Babbit metal, iron rolls, tin, etc. Washboards, barrel covers and lawn mowers. Indiana 15% lower than Illinois. Illinois 18% higher than Indiana. Illinois 11% lower than Iowa. Iowa 12% higher than Illinois. 665 Cereal products or preparations. Indiana 33% lower than Illinois. Illinois 49 V.j % higher than Indiana. Illinois 20% higher than Iowa. Iowa 17% lower than Illinois. 247 6 5 5 Coffee, sugar, starch, soap. Hides. Bolts, nuts, bridge iron, hay bands, tin plate, etc. Indiana 15% lower than Illinois. Illinois 18% higher than Indiana. Illinois 20% higher than Iowa. Iowa 17% lower than Illinois. 6 5 A Agricultural implements, wind-mills, engines and boilers, steam pumps, etc. Indiana 15% lower than Illinois. Illinois 18% higher than Indiana. Illinois 10% higher than Iowa. Iowa 9% lower than Illinois. 623 . Fruit, green. Indiana 92} .>% higher than Illinois. Illinois 48% lower than Indiana. Illinois 30% lower than Iowa. Iowa 423-2% higher than Illinois. 7 5 5 . Asbestos building or roofing paper, pipe fittings. Glass, window. Pipe, wrought iron. Iron railing, etc. Indiana 63- a % lower than Illinois. Illinois 7% higher than Indiana. Illinois 9% higher than Iowa. Iowa 8k % lower than Illinois. 7 5 A Wood carpet, handles, wooden, balusters, stair rails, or other turned wooden work. Indiana 6}. 2 % lower than Illinois. Illinois 7% higher than Indiana. Illinois same as Iowa. 7 5 B Stoneware, strawboard, plow beams, grindstones, plow handles, enameled brick fence, wooden, etc. Indiana 1 /., \% lower than Illinois. Illinois 7% higher than Indiana. Illinois 16% higher than Iowa. Iowa 14% lower than Illinois. 7 2 B Household goods. Indiana 111}<% higher than Illinois. Illinois 53% lower than Indiana. Illinois 16% higher than Iowa. Iowa 14% lower than Illinois. 7 6 B Cement window caps, sills, chimney tops and similar articles for building purposes. Indiana 26>% lower than Illinois. Illinois 36% higher than Indiana. Illinois 16% higher than Iowa. Iowa 14% lower than Illinois. 7 3 A Refrigerators. Indiana 69% higher than Illinois. Illinois 41% lower than Indiana. Illinois same as Iowa. 248 7 4 B Screens (wire) door and window. Indiana 16>% higher than Illinois. Illinois 14% lower than Indiana. Illinois 16% higher than Iowa. Iowa 14% lower than Illinois. 855 Bottle wrappers, boiler compound, boiler covering, cement, wire and nails. Indiana 15% higher than Illinois. Illinois 13% lower than Indiana. Illinois II 1 ., % lower than Iowa. Iowa 13% higher than Illinois. 833 Boxes, empty wooden. Indiana 108% higher than Illinois. Illinois 48% lower than Indiana. Illinois 48 \. 2 % lower than Iowa. Iowa 93% higher than Illinois. 8 5 C Potatoes, sweet. Telegraph brackets. Excelsior, insulator pins, sash weights, etc. 'Indiana 15% higher than Illinois. Illinois 13% lower than Indiana. Illinois 9 H% higher than Iowa. Iowa 9% lower than Illinois. 8 5 D Rags pressed in bales, rubber scrap. Indiana 15% higher than Illinois. Illinois 13% lower than Indiana. Illinois 31 % higher than Iowa. Iowa 23, 1 < 2 % lower than Illinois. 9 5 5 Amonia. Apples (cider). Railway trucks. Copper scrap. Moss, nursery. Indiana 44}. 2 % higher than Illinois. Illinois 31% lower than Indiana. Illinois 29 ^ % lower than Iowa. Iowa 42% higher than Illinois. 943 Berry crates or boxes. Indiana 80% higher than Illinois. Illinois 44> 2 % lower than Indiana. Illinois 59% lower than Iowa. Iowa 143% higher than Illinois. 9 5 C Tan bark. Reels for cable or wire rope. Corn husks. Indiana 44K 2 % higher than Illinois. Illinois 31% lower than Indiana. Illinois 13% lower than Iowa. Iowa 14 V, % higher than Illinois. 9 6 D Scrap iron, asphaltum, brass, ashes, barrels, or kegs, scrap zinc, charcoal, hops, poles, leadscrap, etc. Indiana 14% higher than Illinois. Illinois 12% lower than Indiana. Illinois 4% higher than Iowa. Iowa 4% lower than Illinois. 249 9 5 D Brass scrap, calcium solution, cement (paving-), tar and pitch, cheese vats, foundry facings, glue stock, etc. Indiana 44%$? higher than Illinois. Illinois 31$ lower than Indiana. Illinois 4% higher than Iowa. Iowa 4$ lower than Illinois. 9 5 B Paper, building or roofing, etc. Indiana 44}.;% higher than Illinois. Illinois 31$? lower than Indiana. Illinois 25 % lower than Iowa. Iowa 33% % higher than Illinois. 9 6 Cement and Lime. Indiana 14$? higher than Illinois. Illinois 12$ lower than Indiana. Illinois 19%$? higher than Iowa. Iowa 16%$ lower than Illinois. 9 5 D Hay 5 Hay Indiana 44%$ higher than Illinois. Illinois 31$ lower than Indiana. Illinois 4$ higher than Iowa. Iowa 4 $ lower than Illinois. 10 5 B Flax, moss or straw. Terre Cotta. Indiana 60%'$ higher than Illinois. Illinois 38$ lower than Indiana. Illinois 32%$ lower than Iowa. Iowa 48%$ higher than Illinois. 10 5 D Straw. Indiana 60% $ higher than Illinois. Illinois 38$ lower than Indiana. Illinois 6%$ lower than Iowa. Iowa 6%$ higher than Illinois. 10 6 E Stone, including crushed. Brick, common or fire, zinc, clay, N. O. S., fertil- izer, flue linings, ice. Sewer pipe, etc. Indiana 26%$ higher than Illinois. Illinois 21$ lower than Indiana. Illinois 12%$ higher than Iowa. Iowa 11 $ lower than Illinois. Lbr. Trf. 5 5 Sash and doors, glazed with common window glass. Indiana 23$ higher than Illinois. Illinois 19 $ lower than Indiana. Illinois 17$ lower than Iowa. Iowa 21 $ higher than Illinois. Lumber. Indiana 3$ lower than Illinois. Illinois 3$ higher than Indiana. Illinois 30%$ higher than Iowa. Iowa 23% $ lower than Illinois. Wheat 6 Wheat Indiana 7 $ lower than Illinois. Illinois 8$ higher than Indiana. Illinois 6$ higher than Iowa. Iowa 5%$ lower than Illinois. 250 Corn 6 Corn Indiana 2%% higher than Illinois. Illinois 2% lower than Indiana. Illinois 15 %% higher than Iowa. Iowa 13% % lower than Illinois. Wheat tariff 5 5 Apples, green. Indiana 18 % higher than Illinois. Illinois 15%% lower than Indiana. Illinois 13%% lower than Iowa. Iowa 15% #> higher than Illinois. Wheat tariff 4 5 Green vegetables except celery. Indiana 47% higher than Illinois. Illinois 32% lower than Indiana. Illinois 13% '% lower than Iowa. Iowa 15 % \% higher than Illinois. Wheat tariff 4 4 Celery. Indiana 47% higher than Illinois. Illinois 32% lower than Indiana. Illinois 36% lower than Iowa. Iowa 55%% higher than Illinois. Wheat 5 C Winter vegetables, including Irish potatoes Indiana 18% higher than Illinois. Illinois 15%% lower than Indiana. Illinois 7% higher than Iowa. Iowa 6%% lower than Illinois. Wheat 4 C Melons. Indiana 47% higher than Illinois. Illinois 32% lower than Indiana. Illinois 7 % higher than Iowa. Iowa 6.%% lower than Illinois. Corn tariff 6 B Bran, chop feed, ship stuff, shorts. Indiana 2%% higher than Illinois. Illinois 2% lower than Indiana. Illinois 16%% lower than Iowa. Iowa 20% higher than Illinois. Horses ahd mules. Indiana 125% higher than Illinois. Illinois 55,%% lower than Indiana. Illinois 18% lower than Iowa. Iowa 22% higher than Illinois. Cattle. Indiana 9% higher than Illinois. Illinois 8% % lower than Indiana. Illinois 19% lower than Iowa. Iowa 23%% higher than Illinois. Hogs. Indiana 17%% lower than Illinois. Illinois 21%% higher than Indiana. Illinois 11% higher than Iowa. Iowa 9%% lower than Illinois. Sheep. Indiana 26% lower than Illinois. Illinois 35%% higher than Indiana. Illinois 14%% lower than Iowa. Iowa 16%% higher than Illinois. 251 EXHIBIT I. Order of Rate Combinations: Illinois, 1st, Official, 2d; Iowa, 3d. 6, Illinois; 5, Indiana, "Official Classification" ; a, Iowa. ARTICLES. Car Loads. B P Illinois present rates o'B" D O 3!" $ 1 O Indiana lines aver- age rates * P hrj > 3 5' 1 n i? 3W Ijo 3' 3' ;s : 3 6 5- a AGRICULTURAL IMPLEMENTS, VE- . HICLES AND PARTS THEREOF. Barrel carts, set up on wheels. . .. Barrel carts, K. D. flat Beet harvesters, min 20,0001bs Bulky and light implements, min. 20, - ooo'ibs : Clover hullers, combined corn huskers and ensilage cutters, corn huskers, corn crushers, power corn shellers, separators or Threshers, min. 20,000 Ibs Corn huskers, combined corn huskers, ensilage and feed cutters and corn shellers, sufficiently K. D. to be load- ed in box cars, but carried mounted on wheels for convenience of carriers, min. 20, 000 Ibs Corn harvesters, min 20,000 Ibs Combined corn harvester and shocker, min. 20 000 Ibs Combined corn harvester and shocker, min. 20.0CO Ibs 5 4 7 3 76 4 9 5 4 4 Corn planters, urn. 20,000 Ibs 25 7.52 6.02 6.7 6 5.5 7 Corn shellers, hand, min. 20,000 Ibs Corn shellers, K. D. (tables, wheels and cranks removed), min. 20,000 Ibs. Cotton picking machines, wheels on or oK, other detachable parts removed, min. 20. 000 Ibs ... 50 100 150 200 250 300 9.64 12.45 14.48 15 98 16,92 17 86 7.72 9.96 11.59 12.79 13.54 14 29 8.6 10.5 11.6 12.8 14-8 16 7 7.05 9 ' 12.5 15.9 . 19.2 22.5 7.5 9 10.5 12 13.5 14.5 8 13 15 18 20 22 Cotton planters, min. 20,000 Ibs Cultivators (iron or wood), min. 20, 000 Ibs 350 400 19.27 20.12 15.42 16.10 2r, 27.5 15.5 17 23 25 Drills, corn and grain, min. 20.000 Ibs.. Drills, field roller, rnin. 20.000 Ibs Drills, seed (seeders), N. O. S., includ- ing two-horse grain drills and broad- cast sowers (sowing attachment for farm wagon), min. 20,000 Ibs Engines, farm, portable, min. 20, 000 Ibs. Engines, traction, min. 20, 000 Ibs. Engines, tenders for traction engines, taken apart, wheels and poles de- tached, actual weight, min. 20, 000 Ibs. Evaporators, sugar, min. 20,000 Ibs Grain heading machines, K. D., min. 20, 000 Ibs. Harrows, coulter, or disc or combined disc harrows and seeders, min. 20, 000 Ibs . Harrow frames, without teeth, K. D., in bundles, min. 20,000 Ibs Harvesting machines (self binding har- vesters), min. 20, 000 Ibs Hay carriers and hay carrier returners, 20. 000 Ibs.. 252 Exhibit I Continued. ARTICLES. K o" Illinois present rates o'B' 3 2. Cfi 1 3 a C o Indiana lines aver- age rates \ O ^ > 3 g k> 8T T) 1 P 3 PC 5' 50 3' 5' T| ; 3 Agricultural Implements, Vehicles, Etc. Concluded. Hay carrier track, in bdls., min. 20,000 Ibs.. 5 25 50 100 150 200 250 300 350 400 4.7 7.52 9.64 12.45 14.48 15.98 16.92 17.86 19.27 20.12 3.76 6.02 7.72 9.96 11.59 12.79 13.54 14.29 15.42 16.10 4.9 6.7 8.6 10.5 11.6 12.8 14.8 16.7 5 6 7.05 9 12.5 15.9 19.2 22.5 25 27.5 4 5.5 7.5 9 10.5 12 13.5 14.5 15.5 17 4 7 8 13 15 18 20 22 23 25 Hay forks, min. 20,000 Ibs Hay or straw stackers or rickers, hay loaders and sweep rakes, K. D., flat, tied in bundles, wheels racked, min. 20 COO Ibs Hay pulleys, in boxes or barrels, min. 20,000 Ibs Hay racks, in bundles, min. 20,000 Ibs.. Hay slings, min. 20.000 Ibs Hay tedders, min. 20,000 Ibs Hoes, rotary (horse power), min. 20,000 Ibs.. Horse powers, tread and sweep, min. 20, 000 Ibs. Horse rakes, iron, N. O. S., or wood, min. 20,000 Ibs Horse rakes, sulky, min. 20, 000 Ibs Manure and fertilizer spreaders, rnin. 20 000 Ibs .. ... Mills, cane, min. 20,0001bs Mills, cob and combined corn and cob, min. 20 000 Ibs M owers, lawn Mower knife grinders and disc sharp- Pea hullers. min . 20, 000 Ibs Plows, gang, sulky, rotary and walking wheeled, min. 20, 000 Ibs Plows, listing, riding, min. 20,000 Ibs.. Plows, listing, walking, min. 20, 000 Ibs. Plows walking, min. 20,000 Ibs Potato diggers, wheeled, min. 20,000 Ibs.. Potato planters taken apart, wheels on or off, small parts tied in bundles, min 20 000 Ibs * Presses hay min 20 000 Ibs Presses, hay, and wire hay bale ties.. .. NOTE No mixed C. L. rating in the Official and West classifications. Reapers min. 20,000 Ibs Rollers, field, min. 2C, 000 Ibs Sage brush grubbers, min. 20,000 Ibs.. .. Stalk cutters min 20 000 Ibs Tobacco transplanters, min. 20,000 Ibs. . Tree diggers min. 20, 000 Ibs . . .. Wagons, tank (tor farm engines), taken apart loaded in box cars \Vagons farm Wind mills, wind mill pumps, pump cylinders, and pipe for connecting pump heads and cylinders, wind mill towers, angle iron, and timber pre- pared for wind mill towers, min. 20,000lbs* NOTE Shipments of pipe for connect- ing pump heads and cylinders must not exceed one-third of the total weight on pumps and pipe. Wire binding for harvesters * Official classification min. weight 24,000 Ibs. When wind mill pumps are included the min. weight in Iowa classification is 24,000 Ibs. 253 Exhibit I Continued. ARTICLES. g F si f& e B Illinois 20'.' reduc- tion Indiana lines aver- age rates | (D > 3_ 5" flT Pa. R.R.in Penn. main line AGRICULTURAL IMPLEMENTS, PARTS OF, O. R. B., C. AND RUST, OR REL. All parts, N. O. S.. min. 20.000 Ibs Band cutter and self feeder, min. 20,000 Ibs Binder trucks, min. 20,000 Ibs Binding attachment for harvesting ma- chines, boxed or crated, min. 20.0CO Ibs Bundle carriers, in bundles, min 20,000 Ibs . .. Check rowers, min. 20,000 Ibs Check rower wire min 20 000 Ibs Clevises, min. 20,000 Ibs Draper sticks or apron slats, and reel sticks (for reapers and harvesting ma- chines), min. 20,000 Ibs Iron master or bull wheels, min. 20,000 Ibs . iron castings (cast iron parts of agri- cultural implements), N. O. S., min. 20, COO Ibs Iron seats for agricultural implements, min. 20, 000 Ibs Knives, mower or reaper, min. 20,000 IDS.. Spring keys or cotters, min. 20,0001^.. Stell cutter bars. min. 20.000 Ibs Section grinders, min. 20, 000 Ibs Sweep bars or levers, min. 20,000 Ibs. .. Threshing machine teeth, min. 20,000 Ibs.. 5 25 50 100 4.7 7.52 9.61 12 45 3.76 6.02 7.72 9 96 4.9 6.7 8.6 10 5 5 6 7.05 9 4 5.5 7.5 9 4 7 8 13 Doubletrees, equalizers, neck yokes, singletrees whiffletrees, in the white (not further finished than dipped, primed or shellacked), ironed 150 200 250 300 14 48 15.98 16.92 17.86 11.59 12.79 13.54 14.29 11.6 12.8 14.8 16.7 12.5 15.9 19.2 22.5 10.5 12 13.5 14.5 15 18 20 22 Plow points and handles 350 19.27 15.42 25 15.5 23 Sprinkling wagons 400 20.12 16 10 27 5 17 25 Vehicles, freight. N. O. S., also parts thereof VEHICLES, PARTS OF WAGON, CAR- RIAGE AND PLOW MATERIAL. Axles (iron or wood) Bows, brakes. Doubletrees. . . Felloes.. . Hubs . . Neck yokes Shafts, singletrees, spokes. .Springs Thimble skeins, tongues. Wagon and plow malleable castings. .. Wagon, sled and sleigh wood... Wind mills, K. D MACHINERY, ETC. Boilers, N. O. S , loaded in box cars . .. Boilers, N. O. S., requiring flat or gon- dola cars. Elevator buckets, tin, nested, in pack- ages Elevator buckets, iron or steel, nested, in packages .., 254 Exhibit I Continued. ARTICLES. g 1 Illinois present rates o'B" a o * 1 1 Indiana lines aver- age rates 0* $3 r ^ > 3 ET g L nT i? 3 as - 3 B'o rsf ; a Machinery, Etc. Concluded. Engines and boilers, loaded in box cars Engines and boilers, requiring flat or gondola car . Engines, gas or gasoline Engines, hoisting Engines, Portable, loaded in box cars, actual weight. % Engines, portable, on wheels, or on skids, requiring flat or gondola car, min. 5,000 Ibs. each, actual weight to be charged for if in excess of the min. Engines, portable.. > Engines, stationary Excavators and pond or road scrapers, on wheels, S. U Excavators and pond or road scrapers, wheels detached Excavators and pond or road scrapers, without wheels, S. U Excavators and pond or road scrapers, without wheels, K. D Excavators and pond or road scrapers.. Governors, steam, boxed Heaters, steam jacket Locomotive cylineer castings Pulleys, iron 5 4 7 3 76 4 9 5 4 4 Spring cotters or spring keys, iron, in boxes, kegs or bbls 25 50 7.52 9 84 6.02 7 72 6.7 8 6 6 7 5 5.5 7 05 7 8 AVheels, water, iron N. D S. 100 12 45 9 96 10 5 9 q 13 Wire, binding, or wire ties... 150 14 48 11 59 11 6 12 5 10 5 15 Machines and machinery, N. O. S Meat cutters 200 250 15.98 16 92 12.79 13, 54 12.8 14 8 15.9 19 2 12 13 5 18 20 Millstones, finished . 300 17 86 14 29 16 7 22 5 14 5 22 Millstones, in rough 350 19 27 15 42 25 15 5 23 Millstones 400 20 12 16 10 27 5 17 25 Oil well supplies, consisting of auger stems, belts, brake bands, brake lev- ers, -bull wheels (wood), casing heads, drilling tools, jars, joints, reamers, rig iron, rope sockets, sand pumps, sand reels, sinker bars, suck- er rods, temper screws, tongues and wrenches Presses, cider .... Presses, cider, weighing two tons and over to each complete press, K. D . .. Presses, cotton, K. D.. Presses, printing Pulleys, wood . . . Pumps, chain or (belting) Pumps or pump cylinders, iron Pumps, steam, iron Purifiers, .water Reels, centrifugal or scalping Road graders, on wheels, S. U Road graders, wheels detached Road graders, without wheels, S. U Road graders, without wheels, K. D... Rollers, road, iron Rollers, road, steam, min., 10,000 Ibs. each Sand screens. Screens, coal, foundry or sand Stump pullers.. . 255 Exhibit 1 Continued. ARTICLES. > | ? Illinois present rates if V. I ; 1 : 9 Indiana lines aver- age rates o $ P) > 3 5' ft *0 1 P 3*3 & Ufa' TJ : a ; D Tariff.-2-Tariff. Horses and mules 5 5 5 4 4 9 8 5.37 7.5 6 23 50 100 r.o 200 250 xro ?50 7.1 8.5 10.4 11.8 13.3 14 7 16. 1 17 3 .). i 6.8 8.32 9.44 10.64 11.76 12.88 13 84 13.4 17.9 24.4 27.3 29.9 33.7 37.7 6.87 8.75 12.5 15 17.5 19 37 21.25 23 7.5 11.5 22 25 28.5 32 34 36 10 18 25 32 40 45 51 55 Trf.-5-Trf. Cattle 4CO 5 18.1 14.48 4 4.9 24.75 5.13 37.5 4 58 4 27) r,o 100 150 2CO 250 300 350 fi Ti 7.7 9.5 10.8 12.1 13.4 14.7 15 7 5.2 6 2 7 6 8.H4 9.68 10.72 11.76 12 56 6.7 8.6 10.5 11.6 12.8 14.8 16.7 6.71 8.68 11.32 13.42 15.53 17.89 20.26 21 58 5.5 7.5 9 10.5 12 13.5 14.5 15.5 7 8 13 15 18 20 22 23 Trf.-5-Trf. Hogs.. . . . .... 400 5 16.5 5.5 13.2 4.4 4.9 22.89 5.67 17 4 25 4th 5 25 50 KO 150 200 250 300 350 400 8 10 13 14.7 16. r, 17.2 18 19.2 ?0 6.4 8 10.4 11.76 13.2 13.76 14.4 15.36 16 6.7 8.6 10.5 11.6 12.8 14.8 16.7 7 8.67 10.96 12.8 14.8 16.9 19 19.62 21 5.5 7.5 9 10.5 12 13.5 14.5 15.5 17 8 9 14 18 23 25 26 29 30 Trf.-5-Trf. Sheep . .. 6 4.8 4.9 8.4 4 3d 5 Trf.-6-Trf. Lumber 25 50 100 150 - 200 250 300 350 400 5 8.4 10.6 14.4 17.1 18.3 19.2 21.2 22 3 6 6.7U 8.5 11.52 13.68 14.64 15.36 16 16.96 17 6 2 88 6.7 8.6 10.5 11.6 12.8 14.8 16.7 3.6 10 12 16 19 22 23 9 25.9 28.3 30.3 3.5 5.5 7.5 9 10.5 12 13.5 14.5 15.5 17 3 10 14 20 25 32 35 H8 39 42 4 25 50 100 150 200 2W 300 X50 400 5.1 6.3 8.68 10 10.98 11.88 12.7 13.14 13.5 4.08 5.04 6.9') 8 8.79 9.51 10.16 10.52 10.8 5.4 7 8.6 9.1 9.9 11.4 12.3 4.14 4.9 6.3 7.4 8.4 9.45 10.5 11.55 12.6 4.5 6.5 8 8.5 9.5 10.5 11.5 13 14 6 8 12 13 16 17 18 19 20 256 Exhibit I Concluded. s '2 ~5 .-B 1 O 2? nT S-3 5' 5* 7Q *ft 2 >lj J. CD * 3 O . 5- si RD ^ !.- ARTICLES. ! gs 3 * ?3 re 3 n 5" 5' 5" : a . 3 co fp [1 ! 1 3 9-6-Trf. Cement lime . .. 5 3 29 2 64 3 6 3 25 3 3 75 25 4.46 3.57 5.4 3^81 4.5 >, 5" 50 5.45 4 36 7 4.51 6.5 6.5 100 705 5.64 8.6 5.85 8 o 9 150 8.46 6.77 9.1 6 85 8.5 ^10.5 200 9.4 7.52 9.9 7.8 9.5 Gil. 75 250 10. Hi 8.28 11.4 8.8 10.5 12 ^ 300 11.04 8.84 12.3 9.75 11.5 14' 350 11.92 9.54 10.75 13 U15.25 400 12.55 10 04 11.7 14 16.25 257 EXHIBIT II. Order of Rate Combinations: 'Illinois, 1st; Official, 2d\ Iowa, 3d. ft, Illinois; 5, Indiana, "Official Classification-'; a, Iowa. 2 g g M 6 o * ' H 5' 3' DC ri> 5' P ? \ ? ARTICLES. 55' 3 v > S.' t? Ir? fC lt 3 Car loads. ' : 3 cn 5' ffS" ft ^ o * O* pa s C < 1 a 7 1 621 Trunks, empty, released 5 4.7 3.76 9.8 14 7.5 6 25 7.52 6.0.' 13.4 17 7.5 10 50 9.64 7.72 17.9 20 11.5 18 100 12.45 9.% 24.4 24 22 25 150 14.48 11.59 27.3 32 25 32 200 l r >.98 12.79 29.8 40 28.5 40 250 16.92 13.54 33.7 48 32 45 300 17.86 14.29 37.7 56 34 51 350 19 27 15.42 58.5 36 55 400 20.12 16.1 61 37.5 58 6-2-2 Wool 5 4 7 3 76 9 8 11 9 7 5 6 25 7.52 6.02 13^4 14J5 7.5 10 50 9.64 7.72 17.9 17 11.5 18 100 12.45 9.96 24 4 20.4 22 25 150 14.48 11.59 27.3 25.3 25 32 200 15.98 12.79 29.8 30.2 28.5 40 250 16.92 13.54 33.7 35.1 32 45 300 17.86 14.29 37 40 34 51 350 19 27 15 42 42 5 36 55 400 20 12 16.1 45 37.5 58 6-2-4 Poultry, live , 5 4.7 3.76 9.8 7 7.5 6 25 7.h2 6.02 13.4 8.5 7 5 10 50 9.64 7.72 17.9 10 11.5 18 100 12.45 9.96 24.4 12 22 25 150 14.48 11.59 27 3 15.3 25 32 200 15.98 12.79 29.8 18.6 28.5 40 250 16.92 13.54 33.7 21.8 32 45 300 17.86 14.29 37 25 34 51 350 19.27 15.42 27.5 36 55 400 20.12 16.1 30 37.5 58 632 Counters and shelving for offices and 5 4.7 3.76 8.4 11.9 7 5 stores 25 7 52 6 02 11 1 14 45 7 5 10 Condensed coffee 50 9.64 7.72 15.3 17 10.5 14 Hay racks, iron 100 12 45 9 96 20 4 20 4 19 20 150 14.48 11.59 21 6 25.3 20 25 200 15.98 12.79 23 30 2 22 32 2.'0 16 9 13.54 2n.2 35.1 23.5 35 300 17.86 14.29 28.3 40 25 38 3:0 19 2- 15 42 42.5 27 39 400 20.12 16.1 45 28.5 42 6-3-3 Beds, brass 5 4 7 3.76 8.4 9.34 7 5 Coffee extract or essence 25 7.52 6.02 11.1 11.34 7 5 10 50 9.64 7.72 15.3 13.34 10.5 14 100 12.45 9.96 20.4 16 19 20 150 14.48 11.59 21.6 19.5 20 25 200 15.98 12.79 23 23 22 32 2hO 16.92 13.54 25.2 26.5 23.5 35 300 17.86 14.29 28.3 30 9" 38 350 19.27 15.42 82. 5 27 39 400 20.12 16.1 35 28.5 42 17 E W 258 Exhibit //Continued. ARTICLES. Car Loads. ST en Illinois present rates : sf 30 co il !i : Indiana lines aver- age rates P o ^ > 5' B | i? 3?o 5'* 5' HQ : a a ' ? 6-4-A Twine, binding, for harvesters in bales. Doubletrees, equalizers, neck yokes, singletrees and whiffletrees, finished. Boiler cleansing compound in cans and dry, N. O. S. 5 25 50 100 4.7 7.52 9.64 12 45 3.76 6.02 7.72 9 96 6.8 8.8 10.9 13 6 5 6 7.05 9 ^ i 8.5 12 5 5 8 9 14 Steam 'inspection cars, street cars and motors combined 150 200 14.48 15 98 11.59 12 79 14.4 15 6 12.5 15 9 13.5 15 18 23 Fire apparatus and fire engines Chair seats, perforated 250 300 16.92 17 86 13.54 14 29 17.4 19 7 19.2 22 5 16 17 25 26 Snow sweepers 350 19 27 15 42 25 18 5 29 Wagon & carriage . .. 400 20 12 16 1 27 5 19 5 30 Wheels, wooden 6-3-4 Beds, iron. 5 4 7 3 76 8 4 7 7 5 Ladders, wooden. '. ") 7 5 6 02 11 1 8 5 7 5 10 Ladders, step 50 9 H4 7 72 15 3 10 10 5 14 Acids, Iqd. in glass 100 12 45 9 96 20 4 12 19 20 Measures iron. 150 14 48 11 59 21 6 15 3 20 25 200 250 300 350 15.98 16.92 17.86 19 27 12.79 13.54 14.29 15 42 23 25.2 28.3 18.6 21.8 25 27 5 22 23.5 25 27 32 35 38 39 643 Paper pails or boxes Tables, K. D 400 5 25 20.12 4.7 7 52 16 1 3.76 6 02 6.8 8 8 30 9.34 11 34 28.5 6 7 42 5 g 50 100 1.0 200 250 300 350 9.64 12 4.-> 14.48 15.98 16.92 17.86 19 27 7.72 9.96 11.59 12.79 13.54 14.29 15 42 10.9 13.6 14.4 15.6 17.4 19.7 13.34 16 19.5 23 26.5 30 32 5 8.5 12.5 13.5 15 16 17 18 5 9 14 18 23 25 26 29 6-4-4 Chair seats, cane 400 5 20.12 4 7 16.1 3 76 6 8 35 7 19.5 6 30 - 5 Paper water buckets 25 7 52 6 02 8 8 8 5 7 g (Sewing machine castings, frames and woodwork). 50 100 9.64 12 45 7.72 9 96 10.9 13 6 10 12 8.5 12 5 9 14 Firkins and kits 150 14 48 11 59 14 4 15 3 13 5 18 Pails wooden.. 00 15 98 12 79 15 6 18 6 15 23 Woodenware N. O. S Bone black. 250 300 16.92 17 86 13.54 14 29 17.4 19 7 21.8 25 16 17 25 26 350 19 27 15.42 27 5 18 5 29 645 Bags and bagging 400 5 20.12 4 7 16.1 3 76 6 8 30 4 9 19.5 6 30 5 Castings N. O. S. 25 7 52 6 02 8 8 5 95 7 g Wire rope 50 9 64 7 72 10 9 7 8 5 9 Washing compounds, Iqd Can tops, tin, etc 100 150 12.45 J4 48 9.96 11.59 13.6 14.4 8.4 11.3 12.5 13.5 14 18 200 250 300 350 400 15.98 16.92 17.86 19.27 20.12 12.79 13.54 14.29 15.42 16.1 15.6 17.4 19.7 14.2 17.1 20 22.5 25 15 16 17 18.5 19.5 23 25 26 29 30 259 Exhibit II Continued. ARTICLES. Car loads. 3 1 Illinois present rates Illinois 20?* reduc- tion Indiana lines aver- age rates I ' W a > 3 5' B 5T \? 3*3 p a9s S* n*0 : n 3 '. 3 6-5-4 Acid, carbolic . . .. 5 4 7 3 76 4 9 7 4 4 Acid, in carboys N O. S 25 7 52 6 02 6 7 8 5 5 5 7 Acid, in tank cars 50 9 64 7 72 8.6 10 7 5 8 Babbitt metal 100 12 45 9 96 10 5 12 9 13 Iron rolls Tin, pig, bar, slabs. ... 150 200 14.48 15 98 11.59 12 79 11.6 12,8 15.3 18 6 10.5 12 15 18 Washboards 250 16.92 13 54 14.8 21.8 13.5 20 Barrel covers, wooden Lawn mowers. 300 350 17.86 19 27 14.29 15 42 16.7 25 27 5 14.5 15 5 22 23 665 Cereal products or preparations N.O. S. in bulk, in sacks or bbls .. . 400 5 25 20.12 4.7 7'52 16.1 3.76 6 02 3.6 5 4 30 4.9 5 95 17 3 4 5 25 4 6 50 100 150 200 250 300 350 400 9.64 12.45 14.48 15.98 16.92 17.86 19.27 20 12 7.72 9.96 11.59 12.79 13.54 14.29 15.42 16 1 7 8.6 9.1 9.9 11.4 12.3 7 8.4 11.3 14.2 17.1 20 22.5 25 6.5 8 8.5 9.5 10.5 11.5 13 14 8 12 13 16 17 18 19 20 655 Coffee, starch, soap, sugar Asbestos cement Elevator buckets. Hides, green Bolts, nuts, washers. Bridge, iron. Kence posts, iron ... Hay, bands Epsom salts Tin plate 5 4 7 3 76 4 9 4 9 4 4 Turpentine 25 7 5 9 6 02 6 7 5 95 5 5 7 Washing crystals and powders. 50 9 64 7 72 8 6 7 7 5 8 Copperas 100 12 45 9 % 10 5 8 4 9 13 Fish, desiccated 150 14 48 11 59 11 6 11 3 10.5 15 Fish , herring , etc 200 15 98 12 79 12.8 14 2 12 18 Axles, locomotive . .. 250 16 92 13 54 14 8 17 1 13.5 20 Brake shoes, iron 300 17 86 14 29 16 7 20 14 5 9 2 Car wheels 350 19 27 15 42 22 5 15.5 23 devices 400 20 12 16 1 25 17 25 Cocks, iron Draw bars and draw heads Pulley hangers Roofing iron Shafting Spikes, railroad Paper, bags Paper, printing . .. .... Paper, wrapping, printed Starch, grape sugar, blue vitrol soda, silicate and sulphate of.. 6-5-A (Alfalfa, blue grass, lucerne, clover, timothy, red top seed) Air compressers 5 25 50 4.7 7.52 9.64 3.76 6 02 7.72 4.9 6.7 8.6 5 6 7.5 4 5.5 7.5 4 7 8 Bridge builders outfit 100 12 45 9 96 10 5 9 9 13 Cars brick, mining, etc 150 14.48 11.59 11.6 12.5 10.5 15 200 250 300 350 400 15.98 16.92 17.86 19.27 20.12 12.79 IS. 54 14.29 15.42 16.1 12.8 14.8 16.7 15.9 19.2 22.5 25 27.5 12 13.5 14.5 15.5 17 18 20 22 23 25 260 Exhibit II Continued. ARTICLES. Car loads. 2 P Illinois present rates 5'5" 0_ 55' !-| : g Indiana lines aver- age rates 1 B9 Sfl > B 5' i H ? i? 3?c S3 B D 5 ' n '. 3 7-5-5 (Asbestos bldg. or roofing paper) pipe fittings -. 5 25 4.23 7.05 3.39 5 64 4.9 6.7 4.9 5.95 4 5 5 4 7 Glass, window 50 9 4 7 52 8.6 7 7 5 8 Pipe, wrought iron 100 11.47 9.18 10.5 8.4 9 13 Iron railing Manilla 150 200 13.16 14 1 10.53 11 28 11.6 12 8 11.3 14 2 10.5 12 15 18 Tanks, sec. steel Board, wood pulp 250 300 15.04 15 98 12.04 12 79 14.8 16 7 17.1 20 13.5 14 5 20 22 Fire plugs, iron Booths, election, K. D. 350 400 17.39 18 1 13 92 14 48 22.5 25 15.5 17 23 25 Paper, wrapping 7 5 A Wood carpet 5 4.23 3.39 4.9 5 4 4 Shoveling boards 25 7 05 5 64 6 7 6 5 5 7 Handles, wooden (Balusters, stair rails or other turned wood, wooden ) 50 100 150 9.4 11.47 13.16 7.52 9.18 10.53 8.6 10.5 11.6 7.05 9 12.5 7.5 9 10.5 8 13 15 7 5 B Stoneware, strawboard Plow beams, wooden 200 250 300 350 400 5 25 14.1 15.04 15 98 17.39 18.1 4.23 7.5 11.28 12.04 12.79 13.92 14 48 3.39 5.64 12.8 14.8 16.7 4.9 6.7 15.9 19.2 22.5 25 27.5 4.9 5.95 12 13.5 14.5 15.5 17 4 5.5 18 20 22 23 25 4 7 Egg carrier fillers Grind stones and frames Plow handles, wooden 50 100 150 9.4 11.47 13 16 7.52 9.18 10 53 8.6 10.5 11 6 7 8.4 10 7 7.5 9 10 5 8 13 15 Enameled brick. 200 14 1 11 28 12.8 13 12 18 Fence, wooden in sections. 250 15 04 12 04 14 8 15 25 13 5 20 Fire kindlers, bxd 300 15 98 12.79 16.7 17.5 14 5 99 Foundry flasks, wooden 350 17 39 13 92 20 15 5 23 Gates, wooden, trees 7 2 B Household goods. 400 5 18 1 4.23 14.48 3.39 9 8 22.5 4 9 17 7 5 25 6 7-6-B Cement window caps, sills, chimney tops and similar articles for building purposes 25 50 100 150 200 250 300 350 400 5 25 50 7.05 9.4 11.47 13.16 14.1 15.04 15.98 17.39 18.1 4.23 7.05 9.4 5.64 7.52 9.18 10.53 11.28 12.04 12.79 13.92 14.48 3.39 5.64 7.52 13.4 17.9 24.4 27.3 29.9 33.7 37.7 3.6 5.4 7 5.95 7 8.4 10.7 13 15.25 17.5 20 22.5 4.9 5.95 7 7.5 11.5 22 25 28.5 32 34 36 37.5 3 4.5 6.5 10 18 25 32 40 45 51 55 58 4 6 8 Crates, N. O. S., K. D 100 11 47 9 18 8 6 8 4 8 12 150 200 250 300 350 400 13.16 14.1 15.04 15.98 17.39 18.1. 10.53 11 28 12.04 12.79 13.92 14.48 9.1 9.9 11.4 12.3 10.7 13 15.25 17.5 20 22.5 8.5 9.5 10.5 11.5 13 14 13 16 17 18 19 20 261 Exhibit II Concluded. ARTICLES. Car Loads. 2 1 Illinois present rates O'B" 3 0_ on" g 3 o> g Indiana lines aver- age rates cT * ' *J > 3 a' J nT i? |PC 5'po aB ?s ; a 7-3-A K efrigeratora. 4 23 3 39 8 4 7 15 7-4-B Screens, wire door or window 25 50 100 150 200 250 300 350 400 5 7.05 9.4 11.47 13.16 14.1 15 04 15.98 17.39 18.1 4.23 5.64 7.52 9.18 10.53 11.28 12.04 12.79 13.92 14.48 3.39 11.1 15 3 20.4 21.6 23 25.2 28.3 6.8 6 7.05 9 12.5 15.9 19.2 22.5 25 27.5 4 9 7.5 10.5 19 20 22 23.5 25 27 28.5 6 10 14 20 25 32 35 38 39 42 5 25 50 100 150 200 250 300 350 7.05 9.4 11.47 13.16 14.1 15.04 15.98 17 39 5.64 7.52 9.18 10.53 1L.28 12.04 12.79 13 92 8.8 10.9 13.6 14.4 15.6 17.4 19.7 5.95 7 8.4 10.7 13 15.25 17.5 20 7 8.5 12.5 13.5 15 16 17 18 5 8 9 14 18 23 25 26 29 Lbr. Trf.-5-5 Sash and doors, glazed with common window glass 400 5 25 18.1 3.6 5 10 14.48 2 88 4 08 4.9 6 7 22.5 4.9 5 95 19.5 4 5 5 30 4 7 50 100 150 200 250 300 a50 6.30 8.68 10 10.98 11.88 12.70 13.14 5.04 6.95 8 8.79 9 51 10.16 10 52 8.6 10.5 11.6 12.8 14.8 16.7 7 8.4 11.3 14.2 17.1 20 22 5 7.5 9 10.5 12 13.5 14.5 15 5 8 13 15 18 20 22 23 400 13.50 10.80 25 17 25 262 EXHIBIT III. Order of Hate Combinations: Illinois, Istj Official, 2d\ Iowa, 6', Illinois; />. Indiana, "Official Classification", a, Iowa. ARTICLES. Car Loads. g I Illinois present rates o'5' 3 0_ 55' 1 c Indiana iines aver- age rates 1 K p 3 > 3 5' 8 ? i? 3 3pc 5' 5" r? D . 3 855. Bottle wrappers 5 3.76 3.01 4.9 4.9 4 4 Boiler compound 25 5 64 4 52 6.7 5 95 5 5 7 Boiler covering, cement 50 6.96 5.57 8.6 7 7.5 8 W^ire and nails . . 100 8 84 7.08 10.5 8 4 9 13 Sausage casings Horseshoe nails Rivets 150 200 250 10 62 12.03 12 97 8.50 9.63 10 38 11.6 12.8 14 8 11.3 14.2 17 1 10.5 12 13 5 15 18 20 Staples 300 13.91 11.13 16.7 20 14.5 22 Wire fencing . ... 350 14 76 11 81 22 5 15 5 23 Slate tiling. '. 400 15.37 12.3 25 17 25 833. Boxes, wooden, empty, min. Indiana, 12,OOOfi)S.; min. Illinois, 20, 000 5>s . . . . 8-5-C. Potatoes sweet 5 25 50 100 150 200 250 300 350 400 5 3.76 5.64 6.96 8.84 10.62 12.03 12.97 13.91 14.76 15.37 3 76 3.01 4.52 5.57 7.08 8.50 9.63 10.38 11.13 11.81 12.3 3 01 8.4 11.1 15 3 20.4 21.6 23 25.2 28.3 49 9.34 11.34 13.34 16 19.5 23 26.5 30 32.5 35 4 2 7 7.5 10.5 19 20 22 23.5 25 27 28.5 4 5 10 14 20 25 32 35 38 39 42 4 Telegraph brackets ?5 5 64 4 52 6 7 5 1 5 5 7 Excelsior 50 6 96 5.57 8.6 6 7.5 8 Fencing (combination wood and wire) Insulator pins 100 150 8.84 10 62 7.08 8 5 10.5 11 6 7.2 9 2 9 10 5 13 15 Sash weights . 200 12 03 9 63 12 8 11 1 12 18 Marble tiling 250 12 97 10 38 14 8 13 05 13 5 20 Resin oil 300 13 91 11 13 16 7 15 14.5 22 Paints, dry 350 14 76 11 81 17 5 15 5 23 Tomato pulp 8-5-D. Rags, pressed in bales .... 400 5 15.37 3 76 12.3 3 01 4 9 20 3 5 17 4 25 4 Rubber, scrap 25 5 64 4 52 6 7 4 25 5 5 50 100 150 200 250 300 350 6.96 8.84 10.62 12.03 12.97 13.91 14.76 5.57 7.08 8.5 9.63 10.38 11.13 11.81 8.6 10. E 11.6 12.8 14.8 16.7 5 6 7.7 9.39 10.99 12.5 55 7.5 9 10.5 12 13.5 14.5 15.5 8 13 15 18 20 22 23 9-5-B. Paper, building or roofing, in rolls, bundles or crates 400 5 25 50 100 150 200 250 300 WO 15.37 3.29 4.46 5.45 7.05 8.46 9.40 10.34 11.04 11 92 12.3 2.64 3.57 4 36 5.64 6.77 7.52 8.28 8.84 9 54 4.9 (5.7 8.6 10.5 11.6 12.8 14.8 16.7 17.5 4.9 5.95 7 8.4 10.7 13 15.25 17.5 20 17 4 5.5 7.5 10.5 12 13.5 14.5 15.5 25 4 13 15 18 20 22 23 400 12 55 10.04 22.5 17 25 263 Exhibit III Continued. ARTICLES. Car Loads. ST X f ft fff ' -o : 3 : % : 5'5" 3 2. CO 3 D. fii n 6= -, 3 3 P CB 5' i S : . < n M 5* O 3 5 i nT '. a 955. Ammonia Apples, cider 5 25 50 100 ISO 200 250 300 350 400 I 50 100 150 200 250 300 350 400 5 25 50 100 r>o 200 250 300 350 400 5 25 50 100 150 200 250 300 350 400 5 25 50 100 150 200 250 300 350 400 5 25 50 100 150 200 300 350 400 3.29 4.46 5.45 7 05 8.46 9.40 10.34 11.04 11.92 12.55 3.29 4.46 5.45 7.05 8.46 9.4 10.34 11.04 11.92 12.55 3.29 4.46 5.45 7.05 8.46 9.4 10.34 11.04 11.92 12.55 3.29 4.46 5.45 7.05 8.46 9.4 10.34 11.04 11.92 12.55 3.29 4.46 5.45 7.05 8.46 9.4 10.34 11.04 11.92 12.55 2.96 4.02 4.91 6.34 7.61 8.46 9.31 9.95 10.74 11.03 2.64 3.57 4.26 5.fi4 6.77 7.52 8.28 8.84 9.54 10.04 2.64 3.57 4.36 5.64 6.77 7.52 8.28 8.84 9.54 10.04 2.64 3.57 4.36 5.64 6.77 7.52 8.28 8.84 9.54 10.04 2.64 3.57 4.36 5.64 6.77 7.52 8.28 8.84 9.54 10.04 2.64 3.57 4.36 5.64 6.77 8^28 8.84 9.54 10.04 2.37 3.2'.' 3.93 5.08 6.09 6.77 7.45 7.96 8.6 9.04 4.9 6.7 8.6 10.5 11.6 12.8 14.8 16.7 4.9 5.95 7 8.4 11.3 H.2 17.1 20 22.5 25 9.34 11.34 13.34 16 19.5 23 26.5 30 32.5 35 4.2 5.1 6 7.2 9.2 11.1 13.05 15 17.5 20 3.5 4.25 5 6 7.7 9.39 10.99 12.50 15 17.5 3.5 4.25 5 6 7.7 9 39 10.99 12.5 15 17.5 4.9 5.95 7 8.4 10.7 13 In. 25 17.5 20 22.5 4 5.5 7.5 Q 10.5 12 13.5 14.5 15.5 17 7 7.5 10.5 19 20 22 23.5 25 27 28.5 4 5.5 7.5 9 10.5 12 13.5 14.5 15.5 17 3 4.5 6.5 8 8.5 9.5 10.5 11.5 13 14 4 5.5 7.5 9 10.5 12 13.5 14.5 15.5 17 4 55 7.5 9 10.5 12 13.5 14.5 15.5 17 1 4 7 8 13 15 18 20 22 23 25 5 10 14 20 25 32 35 38 39 42 4 7 8- 13 15 18 20 22 23 25 4 6 8 12 13 16 17 18 19 20 4 7 8 13 15 18 20 22 23 25 4 7 8 13 15 18 20 22 23 25 Railway trucks Copper, scrap ... . ... Moss, nursery 943. (Berry crates or boxes, empty nested.) Indiana min. 12,000 t>s.; Illinois min. 20,000tt>s. Indiana 100 miles, $13.60; Illinois 100 miles, $14.10 6.8 8.8 10.9 13.6 14.4 15.6 17.4 19.7 49 6.7 8 6 10.5 11.6 12.8 14.8 16.7 9-5-C. Tan bark Reels (for cable or wire rope) .. .. Corn husks 9 6 D. Scrap iron 3.6 5.4 7 8.6 9.1 9.9 11.4 12.3 Asphaltum Brass ashes (Barrels or kegs, empty, old, tight) ... Bones, scrap zinc Charcoal Gullet or broken glass, iiuor spar Hoop poles Lead, scrap 9-5-D. Brass, scrap 4.9 6.7 8.6 10.5 11. H 12.8 14.8 16.7 Calcium solution Cement, paving, tar and pitch . . Cheese vats, K. D Creosote, in wood. . . Foundry facings Gas tar Glue stock Billets, blooms and ingots . 10-5-B. Flax, moss or straw 4.9 6.7 8.6 10.5 11.6 12.8 14.8 16.7 Terracotta Exhibit ///Concluded. ARTICLES. Car Loads. 1 Illinois present rates 5'5' HO 55' 1 1 c ? Indiana lines aver- age rates o 1 ^ > 3 5' 1 i? ! !" ETa r '. o 10 5 D. Straw . " % " 37 4 9 3 5 4 4 '*") 50 100 150 200 250 300 350 400 4 02 4.91 6.34 7.61 8.46 9.31 9.95 10.74 11 03 3 22 3.93 5.08 6.09 6.77 7.45 7.96 8.6 9 04 6.7 8.6 10.5 11.6 12 8 14.8 16.7 4.25 5 6 7.7 9.39 10.99 12.5 15 17 5 5.5 7.5 9 10.5 12 13 5 14.5 15.5 17 8 13 15 18 20 22 23 25 10-6-E. Stone, including crushed Ashes, wood Blood, dried . 5 25 50 2.96 4.02 4 91 2.37 3.22 3 93 3.6 5.4 7 2.8 3.4 4 3 4.5 6 5 4 6 g Brick, common or fire, zinc ore Clay, N. O. S. and tire 100 150 6.34 7.61 5.08 6 09 8.6 9 1 4.8 6 4 8 8 5 12 13 Fertilizer 200 8.46 6.77 9.9 8 9.5 16 Flue lining's 250 9.31 7.45 11 4 9.5 10.5 17 Ice, phosphate rock 300 9 95 7 96 12 3 11 11 5 18 Sewer pipe, sawdust, shavings 350 400 10.74 11 03 8.6 9 04 13.5 16 13 14 19 20 EXHIBIT IV. Order of Rate Combinations: Illinois, 1st; Official, 2d; Iowa, 3d. 6, Illinois; 5, Indiana, "Official Classification"; a, Iowa. ARTICLES. Car loads. P Illinois present rate 5" 3' a o on" I ; | ! n Indiana lines aver- age rate o" * > 3 5' s oT Pa. R. R. in Penn. main line Trf.-6-Trf. Wheat and flour 5 4.05 3.24 3.6 4.5 4 25 50 100 150 200 250 300 350 5.43 6.76 8.91 10.24 11.58 12.47 13.4 14 17 4.35 5.41 7.13 8.2 9.27 9.98 10.72 11 34 5.4 7 8.6 9 1 9.9 11.4 12.3 5.3 6.3 8.1 9 5 10 8 12.15 13.53 14 88 4.5 6.5 8 8.5 9.5 10.5 11.5 13 6 8 12 13 16 17 18 19 Trf.-6-Trf. CJrain other than wheat 400 5 14.71 3 65 11.77 2 92 3 6 16.2 3 75 14 3 20 4 25 50 100 150 200 250 300 350 4.86 6.08 8.1 9 31 10.53 11.34 12.15 12 88 3 b9 4.87 6.48 7.45 8.43 9.08 9.72 10 31 54 7 8.6 9.1 9.9 11.4 12.3 4.43 5.25 6.75 79 9 10.15 11.25 12 4 4.5 6.5 8 8.5 9.5 10.5 11.5 13 6 8 12 13 16 17 18 19 9-5-D. Hay 400 5 13.37 3.29 10.7 2 64 4.9 13.5 3.o 14 4 20 4 6-2-3. Fruits, green; Ind. min., 20,000 Ibs.; 111. min., 24, 000 Ibs 25 50 100 150 200 250 bOO 350 400 5 25 4.46 5.45 7.05 8.46 9.4 10.34 11.04 11.92 12.55 4.7 7 52 3.59 4.36 5.64 6.77 7.52 8.28 8.84 9.54 10.04 3.76 6 02 6.7 8.6 10.5 11.6 12.8 14.8 16.7 9.8 13 4 4.25 5 6 7.7 9.39 10.99 12.5 15 17.5 9.34 11 34 5.5 7.5 9 10.5 12 13.5 14 5 15.5 17 7.5 7 5 7 8 13 25 18 20 22 23 25 6 10 Wheat trf. 5 5. Apples, green 50 100 150 200 250 300 350 400 5 9.64 12.45 14.48 15.98 16.92 17.86 19 27 20.17 4 05 7 72 9.96 11.59 12.79 13.54 14.29 15.42 16.1 3 24 17.9 24.4 27.3 29.9 33.7 37.7 4 9 13.34 16 19.5 23 26.5 30 32.5 35 4 9 11.5 22 25 28.5 32 34 36 37.5 4 18 25 32 40 45 51 55 58 4 25 50 100 150 200 250 300 3;>0 400 5.43 6.76 8.91 10 24 11.58 12.47 13 4 14.17 14.71 4.35 5.41 7.13 8.2 9.27 9.98 10.72 11.34 11.77 6.7 8.6 10.5 li.6 12. H 14.8 16 7 5.95 7 8.4 11.3 14.2 17.1 20 22.5 25 5.5 7.5 9 10.5 12 IS .3 14.5 15.5 17 7 8 13 15 18 20 22 23 25 266 Exhibit IV Concluded. 2 Ej ~5 &5 * g" O 1 |f to n P' M ?i 3 a m 3 oa ^ w ARTICLES. tJ tNS 3 a 73 Car loads. II a & (/; 3 B 8 Ef* ! : g i ? B * a '. a Wheat trf .-4-5. Green vegetables (except celery) 5 4 05 3 24 6 8 4 9 6 5 25 5.43 4.35 8.8 5.95 7 8 50 6.76 5.41 10.9 7 8.5 9 100 8.91 7.13 13.6 8.4 12.5 14 150 10.24 8.2 14.4 11.3 13.5 18 200 11.58 9.27 15.6 14.2 15 23 250 12.47 9.98 17.4 17.1 16 25 300 13.4 10.72 19.7 20 17 26 350 14.17 11.34 22.5 18.5 29 400 14.71 11.77 25 19.5 30 Wheat trf.-4-4. Celery 5 4 05 3.24 6 8 7 6 5 25 5.43 4.35 8.8 8.5 7 8 50 6.76 5.41 10.9 10 8.5 9 100 8.91 7.13 13.6 12 12.5 14 150 10.24 8.2 14.4' 15.3 13.5 18 200 11.58 9.27 15.6 18.6 15 23 250 12.47 9.98 17.4 21.8 16 25 300 13.4 10.72 19.7 25 17 26 350 14.17 11.34 27.5 18.5 29 400 14.71 11.77 30 19.5 30 Wheat trf. 5-C. Winter vegetables, including Irish po- tatoes 5 25 4.05 5.43 3.24 4.35 4.9 6.7 4.2 5.1 4 5.5 4 7 50 6.76 5.41 8.6 6 7.5 8 100 8.91 7.13 10.5 7.2 9 13 150 10.24 8.2 11 6 9.2 10.5 15 200 11.58 9.27 12.8 11.1 12 18 250 12.47 9.98 14.8 13.05 13.5 20 300 13.4 10.72 16.7 15 14.5 22 350 14.17 11.34 17 5 15.5 23 400 14.71 11.77 20 17 25 W heat trf. -4- C. Melons 5 4 05 3 24 6 8 4.2 6 5 25 5.43 4.35 8.8 R.I 7 8 50 6.76 5.41 10.9 6 8.5 9 100 8.91 7.13 13.6 7.2 12.5 14 150 10.24 8.2 14.4 9.2 13.5 18 200 11.58 9.27 15.6 11 1 15 23 250 12.47 9.98 17.4 13.05 16 25 300 13.4 10.72 19.7 15 17 26 . 350 14.17 11.34 17.5 18.5 29 400 14.71 11.77 20 19.5 30 Corn trf. 6 B. Bran, chop feed, ship stuff, shorts 5 3.65 2.92 3.6 4.9 3 4 25 4.86 3.89 5.4 5.95 4.5 6 50 6.08 4.87 7 7 6.5 8 100 8.1 6.48 8.6 8.4 8 12 150 9.31 7.45 9.1 10.7 8.5 13 200 10:53 8.43 9.9 13 9.5 16 250 11.34 9 08 11.4 15.25 10.5 17 300 12.15 9 72 12.3 17.5 11.5 18 350 12.88 10.31 20 13 19 400 13 37 10 7 22.5 14 20 267 The commission being convinced from a careful analysis of these comparisons that they would not be justified in carrying the twenty (20) per cent reduction below the first five classes, instructed the sec- retary to make reductions on the lower classes and commodities on a sliding scale, starting on the basis of ten (10) per cent reduction. The schedule was prepared and presented to the commission and adopted by the them, and, on June 5, 1906, the final order of the commission in the case was entered covering the schedule of rates, the revised classification and all rules governing the same, to be in full force and effect from and after July 1, 1906, superseding all pre- vious issues. Copy in full attached to this report. Illinois Commissioners' Classification No. 10. STATE OF ILLINOIS Railroad and Warehouse Commission SPRINGFIELD Schedule of Reasonable Maximum Rates FOR THE TRANSPORTATION OF PASSENGERS AND FREIGHTS AND CARS TOGETHER WITH A Classification of Railroads and Freights IX THE STATE OF ILLINOIS Effective July 1, 1906 Superseding all Previous Issues Prepared and Adopted by the Board of Railroad and Warehouse Commissioners under the provisions of "An Act to prevent extortion and unjust discrimination." Section 8. In force July 1, 1885. 271 IT IS ORDERED: That on and after July 1, 1906. the several railroads doing- business in the State of Illinois be classified in the following- manner: The Atchison, Topeka & Santa Ft', Baltimore & Ohio, Baltimore & Ohio Southwestern, Belt Railway of Chicag-o. Chicag-o & Alton, Chicago Terminal Transfer. Chicago & Eastern Illinois, Chicago & Erie, Chicago &, Illinois Southern. Chicago it Northwestern, Chicago & Western Indiana. Chicago, Burlington fe Quincy, Chicago Heights Terminal Transfer, Chicago Junction, Chicago, Lake Shore & Eastern, Chicago. Milwaukee & St. Paul. Chicago, Rock Island & Pacific, Chicago Short Line, Chicago Great Western. Cincinnati, Indianapolis & Western, Cleveland, Cincinnati, Chicago & St. Louis, Elgin, Joliet & Eastern, Grand Trunk Western, Illinois Central, Illinois. Iowa fc Minnesota. Indiana, Illinois & Iowa, Lake Erie & Western, Lake Shore & Michigan Southern, Macoupin County Railway, Michigan Central, Mobile & Ohio. New York, Chicago & St. Louis, Pennsylvania Co., Peoria & Pekin Union, Pittsburg, Cincinnati, Chicago A St. Louis, Pittsburg, Ft. Wayne & Chicago, Southern Railway, St. Louis. Iron Mountain & Southern, St. Louis Merchants Bridge, Terminal Railroad Association of St. Louis, Terre Haute & Indianapolis Vandalia Railroad, Wabash, and Wisconsin Central. shall be roads of Class "A." The Calumet Western, Chicago & Illinois Midland, Chicago & Illinois Western. Chicago, Peoria & St. Louis. Chicago, Peoria & Western, Chicago Union Transfer, Chicago, West Pullman & Southern, Davenport. Rock Island & Northwestern 272 The East St. Louis Connecting-. Galesburg & Great Eastern. Granite City & Madison Belt Line. Illinois Northern, Illinois Southern Ry., Illinois Terminal, Illinois Valley Belt, Iowa Central. Kankakee & Seneca, LaSalle & Bureau County. Louisville & Nashville, Oglesby & Granville, Peoria & Pekin Terminal, Quincy. Omaha & Kansas City. St. Louis, Troy & Eastern, St. Louis & O'Fallon, Terre Haute and Peoria. Toledo. Peoria & Western. Toledo. St. Louis & Western. Toluca, Marquette * o '- CO CD t- t- 00 00 30 OS O5 os OS ^H' J _ ^ CM M MERCHANDISE IN CENTS PER 100 LBS. 11 co ^ <* in CD CO t- t- oo 00 oo OS OS C5 osid'o" - - _ 0>] w S CM' l^ 1/5 CO 00 in CO CO , ,n os CO t * 00 N ,n os CO t- CO co 05 II CO in 00 CD m O5 n d CO CM 00 C^l m CO CO , oo m in CO t- oo oo 00 CC OS CM in 05 i 05 OS O5 i i CD S o | I" 3 CO in c- O5 m s * CO a 00 m m CD co 00 GO X) CD O5 co B s 00 CO CO C- :M *< 00 s CO s II in c- 35 in d CM m CO CO oo 05 ~ ?: CO M S 9 f, si R S i g 8 CO S3 ss 283 as OO a. 8 = 3. 3,8 S S 8 s - " CO a C- S53(s|sjSS|e||j5|85|5?|!8 5 s S All railroads of Class "B" may add 10 per cent to the rates shown for the Classes One to Five inclusive, and 5 per cent to the rates for the Classes Six to Ten inclusive, and commodities. 1 1 1 1 5O O5 ass CO 5O i.O G5 11? S s S si KI s s 10 S3' " s ' I 8 CO CO s " 8 S3 55 ss J 5? l8 " 00 30 ao 00 X) 05 00 O5 05 05 05 05 O5 05' c- O5 oo 05 05 O5 5O 00 os if? 50 OO M t- t- OO oo 00 oo 00 oo 00 OO od 05 05 05 O5 05 05 05 Oft M M a 00 00 00 05 05* 05 05 05 35 05~ O5 05 O d ^ _; jH ^ ^ N r. c^i N ?O OO 00 CO CO S s g g S g g g lO = g g s 8 s 1 1 g 8 1 1 ] 1 1 l 1 1 * 1 8 : 1 ; ; c3 S - '4 S j j 5 3 s -i , ^ 4 -a a 4 g a - 1 1 ^ 4 -a s 1 4 a CO 9 4 2 -i 4 s 2 4 i? S i s o tfi S og 1 5 1 1 1 rH N "* 1C 50 C- oo 05 50 a 00 od 00 00 30 00 00 00 00 00 05 05 05 05 05 05 05 N rl S C- C- oo OO oo 00 00 00 00 00 00 05 05 05 05 05 05 05 O5 ^ - * - N 7V1 M CO CO co' 1-1 ^ 1 05 P 05 05 ^ o d o d ( _; o '_ "- . oo rH CO. +. 05 -V. 00 . OO C- 05 | O5 35 s a 1 M , 2 * M 10 00 s ~ ^ ~ sps " S ' S wJ * * 00 s "* c- s CO ' 50 (J t- t-' 00 OC 00 00 00 00 00 co 2 05 s 05 i s rl M N M B " 1 eo W 180.. do .... .. 175 12.7 185. .do 180 12.8 190. .do 185 ! 13. 195 ..do .. .. 190 13.1 200. .do 195 13.3 210.. do .... ..200 13.6 220. .do 210 13.8 230. .do 220 14.1 240. .do 230 14.4 250. .do 240 14.7 260.. do .... .. 250 15. 270.. do .. ..260 15.3 280. .do 270 15.6 290.. do .. .. 280 15.8 300. .do 290 16.1 320.. do ..300 16.5 340.. do .. .. 320 16.9 360. .do 340 17.3 380. .do . 360 1 17.7 400. .do 380 18.1 420. .do 400 18.5 440. .do ..420 18.9 460. .do 440 19.3 480. .do ..460 19.7 500.. do .. ..480 20.1 5. 5.5 6. 6.2 6.5 6.7 7. 7.2 7.5 7.7 7.9 8.1 8.3 8.5 8.7 8.9 9. 9.2 9.3 9.5 9.6 9.7 9.8 10. 10.1 10.2 10.4 10.5 10.6 10.8 10.9 11. 11. 1 11 3 11.4 11.5 11.7 11.8 11.9 12.1 12.3 12.6 12.8 13.1 13.4 13.6 13.9 14.1 14.4 14.7 15. 15.4 15.7 16.1 16.5 16.8 17.2 17.5 17.9 18.3 5. 5.6 7.2 7.7 8.1 8.4 9.4 9.6 10. 10.3 10.6 10.9 11. 11.2 11.4 11.7 11.9 12.1 12.2 12.3 12.4 12.6 12.8 12.9 13. 13.2 13.4 13.5 13.7 13.8 14. 14.1 14.3 14.5 14.7 14.8 14 9 15.1 15.2 15.4 15.5 15.7 15.8 15.9 16.1 16.2 16.6 16.9 17.3 17.6 18. 18.4 18.7 19 1 19.4 19.8 All railroads of Class "B" may add 5 per cent to above rates. 285 Stock cattle and feeders shall take 75 per cent of the rates above for cattle IN USING THE ABOVE SCHEDULE OF RATES THE FOLLOWING MINIMUM WEIGHTS SHALL APPLY: CATTLE - Cars 31 feet and under, inside measurement, 19,000 pounds. Cars 33 feet 6 inches, and over 31 feet, inside measurement. 20,500 pounds. Cars over 33 feet 6 inches, inside measurement, 22,000. HORSES The same minimums shall apply to horses as are given for cattle. HOGS Cars 31 feet and under, inside measurement, 14,000 pounds. Cars 33 feet 6 inches, and over 31 feet, inside measurement, 15,000 pounds. Cars over 33 feet 6 inches, inside measurement, 16,000 pounds. SHEEP Cars 31 feet and under, inside measurement, 10,000 pounds single deck, double deck 14,000 min. Cars 33 feet 6 inches and over 31 feet, inside measurement, 11,000 pounds single deck, double deck 15,000 min. Cars over 33 feet 6 inches, inside measurement, 12,000 pounds single deck, double deck 16,000 min. Where the shipper, at the time of applying for a car, designates the length of car required for his use, the minimum fixed for the length of car so desig- nated shall apply, even though a larger car be actually furnished. The shipper of one car of live stock, or his agent, shall be carried free on the train with such animals to take care of the same, and shall be entitled to a return ticket, good on any regular train of the company, for not to exceed one-half fare. The shipper of two or three cars of live stock, or his agent, shall be carried free on the train with such stock to take care of them, and shall be returned on any regular train, free, by the company. The shipper of four to seven cars of live stock, inclusive, belonging to one owner, shall be entitled to have two men in charge transported on the train with such stock, and returned on any regular train, free. The shipper of eight cars or more, belonging to one owner, shall be en- titled to transportation for three men in charge of said stock, to be returned, free, on any regular train. 286 [i] CLASSIFICATION. EXPLANATION OF CHARACTERS The Class is given opposite each article. 1, 2. 3, 4, 5, 6, 7, 8. 9 and 10 stand for First, Second, Third, Fourth. Fifth, Sixth, Seventh, Eighth, Ninth and Tenth Classes, respectively. \V Z for One and a Half First Class. D 1 for Double First Class. 2V2 for Twice and a Half First Class. 3 t 1 for Three Times First Class. 4 t 1 for Four Times First Class being the progression of classes above First Class.) S. U. for Set Up. K. l>. for Knocked Down. C. L. for Car Load. L. C. L. for Less than Car Load. P. P. for Prepaid. N. U. S. for Not Otherwise Specified. O. R. for Owner's Risk. Articles not Enumerated will be Classed with Analogous Articles. A L.C.L. C.L.J i L.C.L. C,L. 1 Acid, acetic, liquid, in bbls. or iron drums 3 5 half tariff rates when re- turned by same railroad or 2 Acid, carbolic, crude, in bbls. or iron drums 3 Acid, carbonic, liquid, in iron drums or tubes .. 4 Acid, hydrofluoric, in In- dia rubber bottles, her- metically sealed, packed in cases or bbls 4 3 1 6 15 railroads as originally for- warded by; when re- turned by other railroad or railroads than origin- ally forwarded bv, full tariff rates will be charged 22 Barrel carts; set up, on wheels \y z 1 5 Acid, hydrofluoric, in lead carboys packed in cases or bbls 1 23 Barrel carts ; K. D. flat 24 Beet harvesters ; set up 25 Beet harvesters' K D in 1 1 II 6 Acid, lactic, in kegs or bbls. 3 5 bundles 2 o 7 AcidSj dry in boxes 2 26 Beet harvesters' K. D M 8 Acids, dry, in kegs, bbls. boxed or crated 3 or casks 3 4 27 Bulky and light imple- 9 Acids, in carboys, N. O. S. 10 Acids, in iron drums, N. O.S 1 4 6 6 ments, N. O. S.: set up .. 28 Bulky and light imple- ments, N. O. S.; K. D., Dl C a 11 Acids, in lead carboys 1 6 flat, in bdls 1 i 50 12 Acids in tank cars to be fur- nished by shippers, mini- mum weight, 24,000 Ibs.; empty tanks returned free 13 Acids, liquid, in glass, boxed . j 5 6 29|Clover hullers, combined corn huskers and ensil- age cutters, corn crushers, corn huskers, power corn shelters, separators or threshers 14 Acorns . 2 4 One set up (with or with- 15 Adamant wall plaster stock (liquid glue) 16 Advertising matter, boxed 4 K out horse power), requir- ing open car, minimum weight. 5,000 Ibs 1 or in bundles P. P 1 3 One (with steam power) 17 Adzes, without handles, boxed 3 C. L. rate. Two (with or without 18 Agate, in the rough... 19 Agalite 1 4 4 7 horse power), C. L. rate. Two, K. D., in small 20$ Agricultural implements, not including hand im- plements, O. R. B. and C., or released. 21 Agricultural implements, also parts of agricultural implements, and wind mills, returned to manu- facturers for repairs, at O. R. B. and C., or re- parts, in packages, loaded in box car, actual weight. 30 Corn huskers, combined corn huskers, ensilage and feed cutters and corn shelters, sufficiently 'K.D. to be loaded in box cars, but carried mounted on wheels for convenience of carriers i 3 leased, will be charged t See Rule 22. *t May be loaded with gas engines in mixed C. L. at Class 6, min. wt. 24,000 Ibs. Tank wagons and tenders may be loaded on open cars with threshers or separators and powers for same at Class 6 rates. 287 Al Classification Continued . 1L.C.L. C.L. L.C.L. C. L. JAGRICULURAL IMPLE- M E N TS Con fin ued . 1 Corn harvesters 2 Combined corn harvester and shocker, S. U ........ 3 Combined corn harveste and shocker, K. D. flat... 4 Corn planters, S. U ......... 5 Corn planters, K. D., flat, in bdls .................... 6 Corn shelters, hand ; S. U . . 7 Corn shellers,K. D. (tables, wheels and cranks re moved) ................... 8 Cotton picking machines, wheels on or off, other de- tachable parts removed ... 9 Cotton planters, S.U ...... 10 Cotton planters, K. D. flat, in bdls ..................... 11 Cultivators (iron or wood), S.U ....................... 12 Cultivators (iron or wood), K. D. flat or in bundles .. 13 Drills, corn and grain (one-j horse) S-.U .......... . ..... 14 Drills, corn and grain (one- horse) K. D., in bundles. 15 Drills, corn and grain (one- horse) K. D., boxed or! crated ....'. ................ 16 Drills, field roller .......... | 17 Drills, seed (seeders) N. O. S., including two-horse grain drills, and broadcast sowers (sowing attach- ment for farm wagon), S.U ....................... K. D., small parts in pack- ages ....................... 18 Grain heading machines, K. D , in pieces, small parts in packages ......... 19 Harrows, Coulter, packed flat ........................ 20 Harrows, disc, and com- bined disc harrows and seeders, S. U ............. 21 Harrows, in sections, levers, iron and seats removed and tied in bundles ....... 22 Harrows, N. O. S., S. U.. with teeth ................. 23 Harrows, K. D. and tied in bundles, teeth removed.. 24 Harrows, folded, rolled or flat, teeth in, but sharp points not exposed ....... 25 Harrow frames, without teeth, K. D., in bundles. 26 Harvesting machines (self- binding harvesters), S.U. 27 Harvesting machines) self- binding harvesters) . K . D., small parts in packages, 3 Dl 1 Dl Dl Dl \V Z ^AGRICULTURAL IMPLE- MENTS Continued. sickles detached from platforms or points of sections protected by wooden strips, and knives immovably fastened to prevent slipping 28 Hay carriers and hay car- rier returners 29 Hay carrier track, in bdls .. 30 Hay forks (horse) *> 31 Hay or straw stackers or rickers, hay loaders and sweep rakes, K. D. flat, tied in bundles, wheels racked, actual weight 3 N.O.S 1 32 Hay pulleys, in boxes or barrels 33 Hayracks, in bundles. 34 Hay slings, in bundles 35 Hay tedders, K. D. flat and tied in bundles 1 36 Hay tedders, N.O.S Dl 37 Hoes, rotary (horse-power), S.U 1} 38 Hoes, rotary (horse-power), poles, seats and rotaries removed 2 39 Horse powers, tread and! sweep, S. U | 40 Horse povvers, tread and sweep, K. D.,gear wheels on or off 41 Horse rakes, iron, N. O. S., or wood 1 42 Horse rakes, sulky, S. U... Dl 43 Horse rakes, sulky, K. D., (wheels, shafts, tongues, frames, seats and cleaners detached) 44 Manure and fertilizer spreaders, S. U 1 45 Manure and fertilizer spreaders, K. D | 3 46 Mowers, lawn, handles! crated, other parts boxed. j 2 47 Mowers, lawn, N. O. S., I S.U 1 48 Mowers, lawn, wheels on or off, other detachable parts removed 49 Mower knife grinders and disc sharpeners, boxed or crated. S. U i 1 50 Mower knife grinders and; disc sharpeners, boxed or crated. K. D 2 51 Pea hullers, S. U., mini- mum weight, 5,000 Ibs.j each 1 52 Pea hullers, taken apart] and loaded in box cars, i actual weight I 1 JSee Rule 22. 288 [3] Classification Continued. A L.C.L. C. L. A L.C.L. C. L. ^AGRICULTURAL IMPLE- MENTS Continued. 1 Plows, gang, sulky, rotary and walking, wheeled, s u Dl ^AGRICULTURAL IMPLE- MENTS Continued. 26 Tobacco transplanters, S.U 27 Tobacco transplanters, K.D flat and tied in bundles Dl 1 2fPlows, gang, sulky, rotary 28 Tree diggers, S. U... Dl and walking, wheeled. K. D. flatand tied in bundles SfPlows, gang, sulky, rotary 3 29 Tree diggers, K. D.,in bdls 30 Twine, binding, for har- vesters, in bales 1 3 and walking wheeled, K. D. crated coulter blades attached, other require- ments as shown in note 31 Wagons, tank (for farm en- gines) taken apart, loaded in box cars, estimated wt. 2000 each 1 below 3 32 \Virebinding for harvesters 4 4 Plows, listing, riding, S. U. 5 Plows, listing, riding, K.D flat, and tied in bundles.. 6 Plows, listing, walking, S.U Dl 3 1 83 Agricultural Implements, parts of, O. R. B., C.,and rust or rel 7 Plows, listing, walking, K. 34 All parts N.O.S . ... 1 D., in bundles 3 35 Band cutter and self feeder 1 8 Plows, listing, walking, K. D., boxed or crated 9 Plows, walking, N.O.S..S.U 10 Plows, walking, N. O. S., 3 1 % 36 Binder trucks 37 Binding attachmentfor har- vesting machines, boxed or crated. ' 3 3 JS K. D. in bundles 3 _ 38 Bundle carriers, in bundles 3 11 Plows, walking, N. O. S., g 39 Check rowers . .. 2 K. D., boxed or crated. . 12 Potato diggers, wheeled, S. 3 g" 40 Check rower wire, in bun- dles or on reels 3 g U.. Dl ,3 13 Potato diggers, wheeled, K. D. wheels on or off, other detachable parts removed and in packages 3 be '5 a and reel sticks, (for reap- ers and harvesting ma- chines) in bags 42 Draoer sticks or apron slats, 2 bl, ' E 14 Potato planters, taken apart wheels on or off, small parts tied in bundles.. . 1 3 '3 and reel sticks(for reapers and harvesting machines) in bundles. 3 a 'c 15 Presses, hay, wheels on or off, other detachable parts removed, small parts in packages . 3 g to 43 Draper sticks or apron slats, and reels ticks (for reapers and harvesting machines) in boxes ! E 5 16 Presses, hay, with or with- out power, loaded on open 44 Iron, master or bull wheels, N.O.S 2 car, min. wt. 5000 Ibs each 17 Rakes, stalk, K.D. in bdls. 18 Reapers and mowers, S.U. 19 Reapers and mower, wheels on or off, other detach- able parts removed 20 Sage brush grubbers, S.U. with teeth 1 3 1 3 \y z 45 Iron castings (cast iron parts of agricultural implem'nts N.O.S.,)each weighing 100 Ibs. or over 46 Iron castings(cast iron parts of agricultural implem'nts N.O.S.,)in boxes or bbls. 47 Iron castings(cast iron parts 4 4 21 Sage brush grubbers, K. D. and tied in bundles, teeth of agricultural implem'nts N O S.Jloose 1 removed 2 48 Iron seats (or agricultural 22 Sage brush grubbers, folded rolled or flat, teeth in, but sharp points not exposed 23 Stalk cutters, roller. S. U.. 24 Stalk cutters, roller, K. D., in pieces, small parts in packages 2 Dl 3 implements) , nested 49 Knives, mower or reaper in bundles or encased in brds 50 Knives, mowers or reapers, in boxes 51 Steel cutter bars and section grinders, in bundles 2 1 2 1 25 Stump pullers... 3 6 52 Sweep bars or levers 2 tSee Rule 22. fShipmentsof gang and sulky plows, to be enttitled to K. D. rating, should have poles detached; whiflie-trees and eveners detached and tied in bundles; levers detached and tied in bundles or laid down flat and tied to beams; and seats, wheels and coulter blades detached. 289 [4] Classification Continued. A L.C.L. C. L. A- L.C.L. C. L. AGRICULTURAL IMPLE- MENTS, PARTS OF Con- tinued, 1 Threshing machine teeth, in boxes, barrels or kegs. 4 AGRICULTURAL IMPLE- MENTS, PARTS OF Con- tinued. 23 Springs(for agricultural im- plements) in boxes or bbls 3 2 Adjustable grass catchers, O.R.B. and wet, or re- leased, in bundles, boxes or casks 1 3 i 24 Steel plates or shapes (for plow shares, mould-bo'rds and cultivator shovels), sheared to shape, not 3 Coulter plates, rolling coul- ters, and harrow plates and discs, in bundles.... 4 Coulter plates, rolling coul- ters and harrow plates and 3 t5 further finished 25 Teeth, cultivator, drag or harrow, in bbls. or boxes 26 Teeth, cultivator, drag or harrow, in bundles 4 4 3 ts to to discs, in boxes or casks . . . 5 Doubletrees, equalizers, neck-yokes singletrees 4 to 27 Thresher screens (made of pressed sheet metal) boxed or crated 4 5 and whiffletrees, finished 6 Doubletrees, equalizers, 2 t6 28 Wheels, agricultural imple- ments, N.O. S 3 t5 neck-yokes, singletrees, and whiffletrees, in the white(not further finished than dipped, primed or 29 Agricultural implements, Hand. O.R.B., C., and rust, or released shellacked), ironed 7 Plow points and plow h'dles 8 Grain baggers used in con- nection with separators, for bagging grain 3 2 S 5 30 Corn planters (hand), in bundles, boxes or crates.. 31 Cultivators, boxed or crated 32 Corn hooks and knives, in bundles.. 1 3' 3 3 9 Plow beams (iron or steel). 10 Plow beams(wooden)N O 4 15 33 Corn hooks and knives, in boxes 2 3 S , in bundles 9 f7 34 Forks, in bundles, boxes 11 Plowbeams(wooden) N.O. S in boxes or crates 3 fl or crates, Barley (wood or iron). .. 2 3 12 Plow handles, in bundles, boxes or crates 3 |7 35 Forks, hay and manure, in bundles, boxes or crates 2 3 13 Plow handles, rough, in bundles or crates 4 |7 36 Grain scoops, in bundles, boxes or crates 2 3 14 Plowpoints,bottoms,shares 37 Hay knives, in bundles 38 Hay knives in boxes 1 9 3 3 boards (iron or steeH, in boxes, crates or casks 15 Plow points, bottoms,shares lays, and wings or mould- boards (iron or steel) N.O. 4 f3 39 Hoe heads, in packages 40 Hoes, wheel, boxed or crat'd 41 Hoes, N.O. S., including rotary hoes, in bundles, boxes and crates 3 1 2 3 3 3 g fo 42 Hooks, bush or axes 2 5 16 Plow shares and mould - boards racked 4 to 43 Potato hooks, in bundles. .. 44 Potato planters, handles 2 3 17 Poles finished 1 taken off, i n bundles. 18 Poles in the white (not boxes or crates . .. 9 3 further finished than primed or shellacked, ) ironed 3 45 Rakes, in bundles, boxes or crates, wooden 46 Rakes, in bundles, boxes 1 3 19 Press drill shoes (attach- or crates, iron 2 3 ments for seeding ma- chines), in bundles. 3 to 47 Reaping sickles, in bundles 48 Reaping sickles in boxes. . . 1 9 3 3 20 Press drill shoes (attach- ment for seeding ma- f6 49 Scythes, in bundles 50 Scythes, boxed 51 Scythe rifles 1 9 9 3 3 21 Rake teeth (iron, steel or wood) in bundles 3 t4 52 Scythe snaths, in bundles, boxes or crates 1 3 22 Reaper and mower knife sections, boxed... 2 ts tC. L.min. wt. 20,0001bs. 19 R VV 290 [5] Classification Continued. L.C. L. c. L,. L.C.L. C. L. AGRICULTURAL IMPLE- MENTS, HAND Continued. 1 Seed drills, or sowers, boxed or crated 2 Shovels and spades, in! bundles, boxes or crates. 3 Fanning mills, set up 4 Fanning mills, K. D. flat, in bundles 5 Feed and ensilage cutters, set up 6 Feed and ensilage cutters, K. D., small parts in pack- ages 7 Grain cradles, set up 8 Grain cradles, K. D., in bundles 9 Grain cradles, K. D., and completely boxed 10 Alabastine (wall finish) 11 Albo-carbon, in boxes and barrels 12 Albumen, in boxes or barrels 13 Almanacs, P. P 14 Alum, in boxes, kegs or bags 15 Alum, in barrels or casks.. S 16 Alumina | 17 Alumina, sulphate of, in boxes, kegs or bags 18 Alumina, sulphate of, in barrels or casks j 19 Aluminum, in packages... 20 Aluminum, in sheets.plates or bars, in boxes j 21 Aluminum bronze 22 Aluminum cable 23 Aluminum ingots and cast- ings, in boxes ; 24 Aluminum ware, in boxes! or barrels 25 Ammonia, anhydrous liquid, in iron drums or tubes ! 26 Ammonia, aqua or ammon-j iacal liquor, in carfoys orS bottles 27 Ammonia, in carboys 28 Ammonia, aqua or ammon-j iacal liquor, in iron cans.! 29 Ammonia, aqua or ammon-! iacal liquor, in iron cans, packed in cases 30 Ammonia, aqua or ammon- iacal liquor, in barrels or iron drums 31 Ammonia, aqua orammon- iacal liquor, 16 degrees test, or under, in tank cars' to be furnished by ship- pers, minimum weight 24,000 pounds, emptyj tanks returned free . . . Dl 3tl t6 32 Ammonia, aqua or ammon- iacal liquor, over 16 de- grees test, in tank cars, taken only by special agreement. 33 Ammonia, dry, in jars, packed ~ 34 Ammonia, dry, in boxes, | kegs or bags ! 35 Ammonia, dry, in barrels or casks i 36 Ammonia, nitrate of ! 37 Ammonia, sulphate of, in! boxes or kegs 38 Ammonia, sulphate of, in bags, barrels or casks ; 39 Ammunition, fixed [ 40 Andirons, in packages 41 Animals, alive (see live! stock). 42 Animals, stuffed, in boxes, loaded in box cars 43 Animals, stuffed, requiring' flat or gondola car, taken only by special agree- ment. 44 Annato. N. O. S 45 Annato, in glass or earth- enware, packed in boxes or barrels 46 Annato, liquid, in wood.. . 47 Annunciators, packed in boxes 48 Anthracine, dry, in barrels 49 Anti-incrustator, in barrels 50 Antimony metal, in slabs.. 51 Antimony metal, in boxes, barrels or casks 52 Antimony, crocus of, in barrels or casks 53 Antimony, ground or pul- verized, in barrels or casks 54 Apples, inferior, commonly known as cider apples, in bulk, O. R.P.P 55 Apples, dried or evaporated 56 Apples, green, P. P. guaranteed or 57 Apples, green, chopped in barrels 58 Apples and cider, mixed.. 59 Apple chops 60 Apple driers 61 Apple parers, boxed 62 Apple waste, green or dried in sacks, boxes or barrels 63 Apple or fruit butter, jelly, sauce or preserves, in glass, packed 64 Apple or fruit butter, jelly, sauce or preserves, N .O.S. 65 Apple or fruit butter, jelly, sauce or preserves, in cans 66 Aquariums, boxed 4 Dl 2 4 Dl 9 5 Wheat tariff rates. 9 5" Wheat tariff rates. * Min. wt. 12,00011)8. i Min. wt. is.nroihs. t Min. wt 2 A .oro ll>s. 291 [6] Classification Continued. A L.C.L. C. L. B L.C.T,.' C. L. 1 1 Archery goods boxed t) 39 Bags, feeding for animals, in boxes or barrels. 1 2 1 Dl 2 2 3 3 Dl 1 1 3 1 1 2 Argols.in boxes, kegs, bags barrels or casks 4 1 3 1 5 4 4 40 Bags, mail, or pouches, government, in bundles, or gunny sacks 3 3 Armatures, electric 4 Arsenic, crude, in kegs or barrels 41 Bags, game, boxed 5 Artists' materials 42 Bags, rush, in bales or boxes 6 Artists' stretchers, S. U., crated or boxed, (C. L. minimum weight, 20,000 pounds) 1 3 4 4 1 3 4 6 7 5 5 43 Bags, moth paper, packed flat in cases 44 Bag holders, iron or wood- en, in crates or boxes 45 Ball bearings, iron or steel, (foranti-frictiOn purposes) boxed 7 Artists' stretchers, K. D., crated or boxed "e" 3 8 Asbestos, in boxes, kegs, bags, bales, barrels or casks. 46 Ballast unloaders 47 Balloons, N. O. S., com- pressed or K.D., in pack- ages 9 Asbestos boiler or pipe cov- ering, in bundles, bags, crates or cases 10 Asbestos cloth, in packages 11 Asbestos' millboard, in rolls or cases 48 Bafls, base, in boxes or bbls 49 Balls, billiard or pool, bxd 50 Balls, glass, sportsman's, in barrels or boxes . .. 4 '"9" 10 6 5 6 9 9 9 9 5 12 Ashes, brass, in packages.. 13 Ashes, brass 51 Balls, rubber, in boxes or barrels 14 Ashes, cotton seed or wood 15 Ashes, lead 4 4 4 4 5 5 5 2 1 3 3 3 4 3 2 4 4 3 2 2 4 52 Bananas, P. P. or guaran- teed 16 Ashes, pearl or pot, in bar- rels or'casks 53 Bananas, minimum weight 18,000 pounds (rule 7 not to apply), P. P 3 17 Ashes, zinc 18 Asphaltum, in boxes, kegs or cakes 54 Bandages, surgical, boxed 55 Barilla 1 3 4 4 3 9 19 Asphaltum, in bags, bar- rels or casks 4 5 5 56 Barium, chloride of or splate, in barrels or casks 57 Barium, sulphate of 20 Asphaltum, in bulk 21 Asphalt plants, (flat cars equipped with machinery for crushing bituminous work for street paving) 30 cents per car, per mile, minimum charge $23. 21 Asphaltum substitute 58 Barium, peroxide of, in kegs, barrels or casks 59 Bark, N. O. S 60 Bark, ground, in bags, bar- rels or casks ... 3 4 1 3 5 "4" 61 Bark, loose, in bags or bbls 62 Bark Peruvian 22 Augurs, post 23 Augurs and augur bits, N. O. S., boxed '"3 " 63 Bark, slipery elm, in pack- ages 24 Awnings 64 Bark, tan, spent or refuse.. 65 Bark, tan or leaf, in pack- ages 4 4 10 25 Awnings and blind Fixtures, iron, in packages 26 Axes, N.O. S.. boxed 27 Axes, with handles at- tached, blades boxed only 28 Axes tobacco boxed 5 5 5 6 5 66 Bark, tan or leaf , minimum weight 20,000 pounds 67 Bark, tanners', compressed 68 Barley, common, in bags.. 1 69 Barley, sprouted and brew- ers' grains, in barrels or sacks. o 9 Grain rates. Grain rates. Grain rates. 5 3 5 5 5 1 1 4 29 Axes, not boxed, not taken. B 30 Babbitt metal, in pigs, slabs, boxes, barrels or casks 31 Bagging, clayed, in bales or cases 70 Barley, sprouted and brew- ers' grains, in bulk, 15,000 pounds and over 71 Barley, sprouted and brew- ers' grains, in bulk, less than 15,000 pounds, not taken. 72 Barometers, boxed 73 Barrel covers, combined wood and glass, in boxes or barrels 32 Bagging, oil press or filter- ing cloth 33 Bags and bagging, burlap or gunny, in bales or rolls 34 Bags and bagging, burlap or gunny, second-hand, in bundles, bags or bales. 35 Bags, clayed, in bales 36 Bags, cotton, N. O. S., in bales or cases 5 fi 5 3 3 6 74 Barrel racks or stands, port- able, in bundles or crates 75 Barrels, empty: 76 Ale or beer hogsheads, bar- rels, half &quarter- barrels, 37 Bags, grain or salt, cotton, in bales or trusses 38 Bags, grain or salt, cotton, second-hand, in bundles or bags... 292 [7] Classification Continued . L.C.L. c. L. L.C.L 1 BARRELS, EMPTY Con- tinued, sixth-barrels or eighth-bar- rels, new, actual weight.. 2 Ale or beer hogsheads, bar- rels, half -barrels, quarter- ter- barrels, sixth -barrels or eighth- barrels, new. minimum weight 12,000 Ibs. (Rule 7 not to apply) 3 Apple barrels, new or old, 30 Ibs. each 4 Apple half-barrels, new or old. 20 Ibs. each 5 Beef, liquor, oil, pork, vine- gar, cider, molasses, syrup and other tight barrels, new, 75 Ibs. each 6 Beef, liquor, oil, pork, vine- gar, cider, molasses, syrup and other tight half-bar- rels, new, 50 Ibs each 7 Casks, N. O., S., actual weight 8 Casks requiring flat or gon- dola car, minimum weight 4,000 Ibs. each 9 Cracker barrels, new or old, 30 Ibs. each 10 Flour barrels, new or old, 30 Ibs. each 11 Flour half-barrels. 20 Ibs. each 12 Hogsheads, crockery empty or with straw, min. C.L. 15,000 Ibs 13 Hogsheads, tobacco, empty C. L., min. wt. 15,000 Ibs.. 14 Kegs, N. O. S., actual wt... 15 Kegs, N. O. S., in crate or cases, actual weight 16 Kegs, N.O. S 17 Kegsand half-barrels, liqu'r 18 Kegs, nail, 10 Ibs. each 19 Kegs, nail 20 Kegs,powder,wooden,51bs each 21 Kegs, washer, 10 Ibs. each.. 22 Kegs, white lead 23 Paper barrels, 30 Ibs. each . . 24 Paper half -barrels, 20 Ibs. each 25 Paper kegs, 15 Ibs. each ... 26 Patent fruit barrels, K. D., in bundles 27 Puncheons, N. O. S., actual weight 28 Puncheons, requiring flat or gondola car, minimum weight 4,000 Ibs. each 29 Sugar barrels, new or old, 30 Ibs. each 30 Tierces, N. O. S., actual wt. 31 Tierces, beef, lard or pork, old actual weight 32 All other barrels. 100 Ibs. each BARRELS, EMPTY Con- tinued. 33 Empty barrels or kegs, old not including apple, flour or sugar barrels or empty beer packages, actual wt. . 34 Empty beer packages, old, at estimated weights, as follows: Hogsheads, 180 Ibs. each; barrels, 100 Ibs. each; half -barrels, 55 Ibs. each; quarter- barrels, 30 Ibs. each; eighth-barrels 20 Ibs. each; (see note) .. 35 Barrels, casks and tierces, empty, all kinds, new >r| old, min. weight 12,000j Ibs. (Rule 7 not to apply) 36 Wooden packing drums, nested, subject to mini- mum weights on paper barrels, half-barrels and kegs, unless actual weight is greater, when actual weight shall be charged (C. L.,min. wt. 12,000 Ibs) 37 Wood pulp drums, 1 75 Ibs. each i //-, T 38 Wood pulp barrels, ( ^' 30 Ibs. each 39 Wood pulp half-bar- rels, 20 Ibs. each.. 40 Wood pulp kegs, 15 Ibs. each J 41 Barrows, baggage, S. U 42 Barrows, baggage, K. D.. .. 43 Barrows, furnace charging, iron 44 Barytes 45 Basins and bowls, wash. iron or steel, porcelain lined, in packages 46 Baskets, brass, for passen- ger cars, in boxes 47 Baskets, wire, nested, in bundles, boxes or crates. 48 Baskets, in bales, crates, cases or hamper 49 Baskets, not nested, in bun- dles 50 Baskets, N. O. S., nested in bundles 51 Baskets, combination can- vas and wood, folded flat in crates 52 Baskets, fruit or peach, pa- per (C. L.. minimum wt. 12,000 Ibs.) 53 Baskets, K. D. flat, in bun- dles 54 Baskets, galvanized iron or steel, L. C. L., nested in| bundles ! 55 Baskets, oyerhandled, in] bundles with ends placed i in each other, C. L., min- imum weight 12, 000 Ibs. .. I 3 1 1 Dl 4tl U 1 3tl 3tl t Aggregate charge not to exceed that which would accrue by charging 8th class rates based on minimum weight of 20,000 Ibs. 293 [8] Classification Continued. It L.C.L. C. L. li L.C.L, C. L. 1 Baskets, overhandled, cov- 38 Bells, electric 9 ers and handles taken off 39 Bells, N. O. S. 2 5 and packed separately and the baskets nested in bun- dles (C. L., minimum wt. 20,000 Ibs.) I 1 /, 5 40 Bells, iron, hammers and clappers detached and tied in bundles or boxed. 41 Belting, canvas, leather or 3 5 2 Baskets, stave, splint, rattan, rubber 9 6 willow, nested, in bundles or crates ... 1 42 Belt fasteners, machinery, iron or steel, in boxes, 3 Baskets N O.S., minimum barrels or casks 4 5 weight 12,000 Ibs. (Rule 7 not to apply) 3 43 Belt shifters, iron or wood 2 3 4 Basket material, N. O. S., (notrattan, reed or willow) 44 Belts, cartridges or cartridge pouches, boxed 1 in bundles 4 45 Benches, cabinet makers' 5 Basket material, N. O. S., (not rattan, reed or wil- low) 6 and carpenters', wooden, K. D. flat, in bundles, crates or boxes 3 5 6 Bate, tanners', dry, in pack- ages 3 5 46 Benches, work, N. O. S., S. U . . . V/2 7 Bats, base ball, in pack- ages. 3 5 47 Benches, work, K. D., flat 2 8 Bats, cricket, in packages... 9 Batteries, electric, N. O. S 1 " "4" 48 Berries, dried. N. O. S., in glass, packed 1 3 10 Battery element carbon in 49 Berries, dried, N.O.S. 4 boxes or barrels 2 4 50 Berries of all kinds, except 11 Battery jars and zincs, ship- ped together 9 5 cranberries, green, P. P. or guaranteed, minimum 12 Battery cups or cylinders weight 20, 000 Ibs 1 5 carbon, in boxes 1 3 51 Bicycles and tricycles, 13 Battery plates, lead, in box- es 3 4 crated, O. R. (C. L., min- imum wt. 10,000 Ibs.) Dl j 14 Battery zincs, in boxes or barrels. 3 5 52 Bicycles and tricycles, parts of, boxed . . 1 3 15 Bayonets, boxed .... 1 53 Bicycle air pumps, in box- 16 Beads, glass in barrels or es 1 boxes 1 54 Bicycle forks, steel, in the rough, in packages 3 warp 1 4 55 Bicycle stands, S. U. 1 18 Beams warp not wrapped 3 5 56 Bicycle stands K. D 2 19 Beans, castor 4 5 57 Bicycle stands, in pack- 20 Beans cocoa 2 4 ages 2 21 Beans, honey 2 58 Billiard cues, boxed 1 3 22 Beans, tonka 1 59 Billiard cue stock or stuff, 23 Beans, vanilla Dl wooden, in the rough, in crates or boxes 3 or bundles (this does not 60 Billiard and pool tables, boxed . 1 3 household goocit>) P. P. .. 25 Bed rail fastenings and hooks, iron, in packages. 26 Beds, feather, boxed 1 4 Dl 5 61 Billiard tables, not boxed, not taken. 62 Billiard table slabs and slates, crated or boxed. .. 2 27 Bee comb or bee comb 2 63 Billiard table slabs and slates 4 28 Beehives, S. U Dl 9 64 Billiard table slabs and 29 Bee hives, K. D., in bun- dles, crates or boxes. 3 9 slates, not crated or boxed L. C. L. not taken. 30 Bee smokers, in boxes or barrels 1 65 Billiard table stuff , wooden, in the white, in crates or 31 Beef powdered 1 3 boxes 3 5 32 Beer preserve or coolers . . . 33 Bees, in hives, P. P 1 3tl 66 Binding or tape, cotton, in bales or cases 1 34 Bees, in hives, car loads, man in charge carried free 3 67 Bird trimmings for hats or bonnets, incases 68 Birds, stuffed, in boxes... Dl 3tl 35 Beeswax i 3 69 Biscuit (C. L., minimum 36 Bellows i wt. 20 000 Ibs.) 4 5 37 Bellows fold coupling (for car vestibules), folded flat in bundles, bales or crates . . . 1 70 Bismuth, in packages 1 294 [9] Classification Continued . B L.C.L. C. L. It L.C.L. C.L. 1 Bi-sulphide of Carbon in 26 Bleaching fluid, in carboys 1 tin cans, boxed, taken only by special agree- 27 Bleaching fluid, in glass, packed 1 3 ment (see note.) NOTE If accepted for trans- portation as above, the follow- ing conditions should be re- quired: Cans to be made of tin not lighter than 28 gauge; 28 Bleaching fluid, in wood .. 29 Blind and awning fixtures, iron , in packages 30 Blinds or porch shades, bamboo, in bundles or bales 3 3 1 5 the same to be provided with 31 Blinds or porch shades, Wooden, in boxes sealed with cement, and boxes 32 Block shells, wood . to be stencilled ''Inflamm- 33 Blocks, brush a able," "Bi-sulphide of Car- bon " "This Side Up " "Han- 34 Blocks, burr (for grist mills) 35 Blocks, butchers'. 5 dle With Care." 2 Blackboard erasers, in crates or boxes .. 3 36 Blocks, paving, concrete .. 37 Blocks, paving, wood 5 5 6 Lum- ber 3 Blackboard pointers, wood- en, in crates or boxes 4 Blackboards, silicate, boxed 5 Blackboards slate boxed 2 3 3 ""5" 38 Blocks, pulley or tackle .... 39 Blocks, ribbon, strawboard or paper, in packages 3 3tl rates 6 Blackboards, slate, crated as follows* Crates to be of 40 Blocks, ribbon, wooden, in packages . 3 5 material not less than one inch in thickness, and of the following dimen- 41 Blocks, shuttle, wood or iron 42 Blocks, shuttle, wooden, in the rough .... 2 4 6 sions: End pieces, three inches wide ; slats or cross pieces, two inches wide, 43 Blocks, toy, alphabet and building, wood or stone, boxed 1 and not exceeding six inches apart; strengthen- ing strips on each side, extending from end to end of crate, three inches wide 3 44 Blood, dried, in packages.. 45 Blood, liquid, in packages. 46 Blotter baths, iron boxed . . 47 Bluing, dry, in packages.. 48 Bluing, liquid, in glass, packed 4 3 2 4 3 10 5 5 7 7 Blackboards, slate, in crates of material of less dimen- sions than as above spec- 49 Bluing, liquid, in bbls 50 Boards, academy or artists', in cases 4 1 7 ified, not taken. 8 Blackboards slate 6 51 Boards, advertising, plain (not signs), in bundles, 9 Blackboards, wooden, K. D crated or boxed 3 5 loaded in box cars 52 Board, binders' . 3 3 5 & 10 Blacking, Curriers', in cans, jacketed 1 53 Boards, bread, wood or metal, boxed or crated . 3 5 11 Blacking, Curriers', in cans, boxed . 2 54 Boards, cigar makers', in crates or boxes 3 7 12 Blacking, Curriers', in wood 13 Blacking or dressing, har- ness, in cans, boxed 14 Blacking, harness oil, in cans, boxed 3 2 2 5 4 4 55 Boards, drapery, wooden, crated boxed 56 Boards, engraving, wooden, in the white, crated or boxed 2 3 5 15 Blacking, shoe, in glass or earthenware, packed in bbls or boxes . 4 57 Board, filter or filter mass, wood pulp, in packages . 58 Boards, follow, in racks 3 5 16 Blacking, shoe, N.O.S.... 17 Blacking, stove, in glass or earthenware, packed in bbls. or boxes 3 2 4 4 crates or boxes 59 Boards, meat, b'x'd or crat'd 60 Boards, ironing, wooden, in packages . ... 3 3 3 5 5 5 18 Blacking, stove, N. O. S... 19 Bladders, dry, inflated, in bbls. or boxes 3 3tl 4 61 Board, lap, boxed or crated 62 Boats, row, or canoes, load- ed in box cars 2 3tl 4 6 20 Bladders, dry, not inflated, in bbls. or boxes 63 Boats, row. or canoes, re- quiring flat or gondola 21 Bladders, pickled, in bbls. or tierces 3 car, minimum weight 4, - 000 Ibs each 1 6 22 Bladders or sounds, fish, in bags, boxes or bbls 23 Blankets, N. O. S , in bales or cases 1 1 64 Boats, row, or canoes, mini- mum weight, 10, 000 Ibs... 65 Boats, row, or canoes, re- quiring two flat or gon- 6 24 Blankets, shoddy, pressed in bales .... 1 dola cars, minimum weight 10,000 Ibs. for each 25 Bleach or bleaching powder car . 6 in casks . . 4 6 295 [10] Classification Continued . B L.C.L. C. L. B L.C.L. C. L. 1 Boats, sectional, galvanized iron, K. D., nested 2 Bobbins, iron Dl 2 43 Bottle stoppers, combina- tion rubber and metal, in bbls. or boxes 3 3 Bobbins, wooden 4 Boiler cleansing: compound in cans, jacketed 2 3 6 44 Bottle stoppers, combina- tion rubber, metal and earthenware, in boxes or 5 Boiler cleansing compound bbls . . 3 dry, N. O. S., in boxes, barrels or casks 3 6 45 Bottle stoppers or caps, combination tin or wire, 6 Boiler cleansing compound in boxes or bbls 2 liquid, in bbls 4 6 46 Bottle covers or wrappers, 7 Boiler flue scrapers, iron or steel, in boxes ... 3 flat, in bundles, crates or boxes 4 8 Boiler, range, copper 2 4 47 Bottle covers or wrappers, 9 Boiler, range, iron 3 5 minimum weight 20,000 10 Boiler stands, range, iron 3 5 Ibs 8 11 Boilers, N. O. S., loaded in box cars 3 6 48 Bowling alleys, K. D., in crates or boxes 3 7 12 Boilers, N. O. S., requiring flat or gondola car 1 G 49 Bowling alley balls, wood- en, boxed . 2 NOTE Boilers weighing 3 50 Boxes, annealing 3 5 tons or over, to be loaded and unloaded at risk and expense of shipper and consignee. 13 Boilers, sectional, in parts.. 14 Boilers, wash, copper, in crates or boxes O 2 5 4 51 Boxes, bail, fig, grease, salt or spice, wooden, bent rim or round, in crates or cases (C. L., minimum weight 20. 000 Ibs.) 52 Boxes, ballot, combined 1 5 15 Boilers, wash, iron, cop- pered, boxed or crated 16 Bone black 2 2 4 6 wood and glass, boxed . . . 53 Boxes, band or hat, paper, boxed Dl Dl 3 17 Bone black screenings . 2 6 54 Boxes, butter, wooden, in 18 Bone black, hydro-carbon- ated, in oil, in bbls. .mini- mum weight 400 Ibs. per 4 crates or cases (C. L., min- imum weight 20,000 Ibs.). 55 Boxes, cases or trays, jewel- ry, boxed 1 Dl 5 19 Bone dust. 4 7 56 Boxes, chemical fibre, in 20 Bones, in packages .. 4 crates or boxes IX 21 Bones 9 57 Boxes, cigar, crated Dl 5 22 Bone meal, in boxes or bbls 23 Books, blank, in boxes 4 4 7 7 58 Boxes, cigar, completely boxed 1 5 24 Books, N. (J. S.,in boxes... 25 Books, school copy 26 Boot, crimps, in boxes or bbls 1 2 9 2 5 59 Boxes, cigar, not crated or boxed, not taken. 60 Boxes, cooling, filled with coiled pipe 3 5 27 Boot trees, in boxes or bbls. 2 61 Boxes, document, N. O. S., 28 Booths, election iron steel crated or boxed . Dl or wooden, K. D. flat or folded flat 5 7 62 Boxes, document, nested, crated or boxed . . . 1 29 Boots and shoes, in boxes.. 30 Boots and shoes, felt in boxes \ 1 63 Boxes, document, not crated or boxed, not taken 64 Boxes, electrotype . 2 5 31 Boots and shoes, old leather in bulk, P. P 4 9 65 Boxes, feed, galvanized iron, crated or boxed 3 32 Boralumine (wall finish) ... 33 Borax, in boxes, kegs or 4 5 66 Boxes, fibre, N. O. S., in crates or boxes Dl bags . 2 4 67 Boxes fish empty 4 34 Borax, in bbls 3 4 68 Boxes, leatheroid, in crates 35 Bottles, paper, boxed 3 4 or boxes 1J 36 Bottles, cut glass, in p'kg'es 37 Bottles, glass, N. O. S., in packages . 1 3 3 69 Boxes, machinery, empty (C. L., minimum weight 20 000 Ibs.) 3 5 38 Bottles, glass, N. O. S. 5 70 Boxes, meat, empty 4 39 Bottle caps, paper or wood pulp, in boxes or bbls. . 2 71 Boxes, paper, druggists' pill or powder, or jewelers', 40 Bottle caps tin or metal in boxes or bbls Dl foil.N. O. S , in boxes.... 41 Bottle caps, wooden, in packages 3 4 72 Boxes, paper, druggists' pill or powder, or jewelers', nested, in boxes or bbls. . 1 42 Bottle stoppers, combina- tion rubber and metal, in sacks .. 2 296 [ii] Classification Continued. 1* JL.C.L. C. L. u L.C.L. C.L. I Boxes, paper, K.D., flat in bundles, crates or boxes. 2 Boxes, paper, N. U. S., crated or boxed . .. 2 3tl 1 4 ! 34 Bread, hard (C. L., mini- mum weight 20, 000 Ibs 35 Bread, liquid, in glass, pkd. 36 Bread meal or dust, in pkgs. 37 Brewers' refuse, corn germ feed and barley sprouts. . . 38 Brie a brae. 2 4 5 1 4 4 3 5 10 " 8" 3 Boxes, paper, nested, N.O. S., crated or boxed 4 Boxes, paper, N. O. S., crated or boxed, mini- mum weight 12, 000 Ibs 3 4 39 Brick, bath, in bbls. or bxs. 40 Brick, bath 5 Boxes or pails, paper, small, for oysters, candy, etc., nested, in bdls., crates or boxes (C. L. minimum weight 24,000 Ibs) 2 Dl 1 1 2 Dl 1 3 2 1 3 1 2 41 Brick, cinder, in packages. 42 Brick, cinder 4 10 43 Brick, cork (composition cork and asphalt), in pkgs. 44 Brick, common or fire, loose or in bundles. 3 3 5 4 4 1 3 4 3 4 3 6 Boxes, thread trays, made of wood and pasteboard . . 7 Boxes, police patrol, iron, s. u 45 Brick, common or fire, in bbls. or in boxes 10 10 7 10 5 5 5 10 6 Lum- ber rates 5 46 Brick, common or fire, flue lining and fire clay, straight or mixed 47 Brick, enameled, in bbls. or boxes and in bulk. 8 Boxes, postal or letter, crated or boxed 9 Boxes, tin, packed in cases 10 Boxes or cases, toilet, bxd. 11 Boxes or cases, toilet, filled with toilet sets, brushes, combs, files, scissors, etc., boxed 5 .... 5 8 8 8 Lum- ber rates Grain rates 48 Brick, hollow 49 Brick, for stove lining, loose 50 Brick, for stove lining, in bundles 12 Boxes, toilet paper, iron, in boxes or bdls 51 Brick, for stove lining, in bbls. or boxes . .. 13 Boxes, toilet paper, metal, N.O.S., in boxes or bdls. 14 Boxes, tool, empty 15 Boxes, water meter, cement (including iron covers)... 16 Boxes, wooden, empty, N.O. S., (C.L., minimum weight 20, 000 Ibs 52 Brick, pressed or paving ... 53 Bridge builders' outfit, con- sisting of second - hand tools, old ropes, pulleys, hoist jacks, etc 54 Bridge material, wooden... 53 Brimstone, in .boxes, kegs or bags 17 Boxes, wd'n.,trn'd. by lathe L., min. wt. 20,000 Ibs) .... 18 Box stuff, wooden in bun- dles or racks 4 56 Brimstone, in bbls. or hhds. 57 Brimstone. .. 6 19 Box stuff, wooden 58 Bristles . 3 1 1 1 1 1 3 1 1 2 1 2 2 59 Britannia metal 20 Braces, bit, in bxs. or bbls. 21 Bran, in bbls. or sacks 22 Bran 2 5 60 Britannia ware, in bbls. or boxes 61 Bromide, in iron drums ; 62 Bromine, in glass, packed 3 3 23 Bran, in sacks, 2, 000 Ibs. or over same as flour .. in boxes 63 Bromine, in iron drums 64 Bronze, liquid, in glass, packed in boxes 24 Brass goods, N. O. S 1 3 2 3 3 2 1 Dl 2 2 4 25 Brass, ingots, pig, residue, rolls, sheet, blanks, plates, tubing, flues, rods, nails, bolts, screws and rivets. . . 26 Brass nozzles, in packages. 27 Brass valves and pipe fit- tings, in boxes or bbls.. .. 28 Brass scrap, in bales, bbls. or casks. 65 Bronze, liquid, in bbls. or casks 66 Bronze ware, in bbls. or boxes 67 Brooms and broom brushes, in bundles 68 Brooms and broom brushes, in crates or boxes 69 Brooms, splint, in bundles. 70 Broom corn balers, K. D. .. 71 Broom corn, pressed in bales 9 4 29 Brass, sheet, perforated, in boxes or bbls 5 30 Brass vessels (except caul- drons and kettles), under 3 ft. in diameter 31 Brass vessels (except caul- drons and kettles), 3 ft. and over in diameter 32 Brass vessels. N. O. S., in boxes or bbls 72 Broom corn, pressed in bales, minimum weight 12, 000 Ibs. 73 Broom corn, loose, not taken 74 Broom corn scrapers 1 75 Broom corn waste, in bales, minimum weight 12,000 Ibs.. C.L 2 5 33 Bread, brown, in cans, bxd. 297 [12] Classification Continued. R L.C.L. C. L. i C L.C.L. C. L . 1 Broom holders, iron, K.D., crated or boxed 32 Butter, butter grease, but- terine, oleomargarine 2 Broom holders or racks, wooden, K. D. or folded. olive butter and purola, in wood 3 4 crated or boxed 2 33 Buttons, boxed 1 3 Brushes, N. O. S., in bun- 34 Button blanks .... 3 dles or boxes 1 3 4 Brushes, scrubbing, in bun- dles or boxes 2 3 5 Buckets, chain pump com- bination, rubber and iron, in packages 3 C 6 Buckets, elevator, tin, nested, in packages 3 6 35 Cabinets: 36 Cabinets, bath, K. D., flat 7 Buckets, elevator, iron or steel, nested, in packages 4 6 or folded flat, crated or boxed 3 8 Buckets, elevator, pump, galvanized iron, in pkgs. 9 Buckets, elevator, N. O. S., in packages 3 2 6 6 37 Cabinets, coffee, wrapped, crated or boxed (C. L., min. weight 16,000 Ibs .... 38 Cabinets, coffe, not wrap- 1 3 10 Buckets, galvanized iron, nested, in bundles or racks 11 Buckets, wooden or indur- ated fibre, in bundles or racks (C. L., miniumum weight 20. 000 Ibs.) 12 Buckles, clothing or sus- pender, boxed 3 1 1 6 5 ped, crated or boxed, not taken. 39 Cabinets or cases, cracker, N . O. S. , crated or boxed . 40 Cabinets or cases, cracker, K.D., flat, crated or boxed 41 Cabinets, dental, wrapped, crated or boxed Dl 1 1 13 Buckles, turn 14 Buckwheat 4 5 5 Grain 42 Cabinets, drug, boxed 43 Cabinets or cases, filing, 1 15 Buffing, caked compound. 16 Bulbs, garden, in packages, P.P 3 2 5 5 44 Cabinets or cases, filing, not crated or boxed, not taken. 17 Burial cases or coffins: 45 Cabinets, fishing tackle, boxed . ... ,, 1 18 Coffin boxes, plain pack- ing, empty, nested. 2 46 Cabinets, fruit, wrapped, crated or boxed (C L 19 Coffin braces, iron, in pack- ages 3 min. weight, 16, 000 Ibs... 47 Cabinets or cases gloves 1 3 20 Coffin stock or stuff, wood- wooden, crated or boxed. 1 en in the white. . 3 5 48 Cabinets or cases hat 21 Coffin trimmings, plated or cloth covered, boxed. 2 wooden, wrapped, crated or boxed \y z 22 Burial cases, metallic or wooden 1 4 49 Cabinets, oil, crated or boxed . .. 1 23 Burlaps(including stiffened burlaps), in bales or rolls 4 5 50 Cabinets, oil, min. weight 16,000 Ibs ... . .. 3 24 Burners, natural gas, iron, loose. 1 51 Cabinets, phonograph, crated or boxed (C L 25 Burners, natural gas, boxed 3 min. weight 12,000 Ibs 1*6 2 26 Bustles, N. O.S., in boxes. 27 Bustles, wire or steel, nested Dl 52 Cabinets or cases, pie, wrapped, crated or boxed. V/Z in boxes 1 53 Cabinets or cases, Pie, 28 Butter, butter grease, but- min. weight 12,000 Ibs o terine, oleomargarine, olive butter and purola, 54 Cabinets, pneumatic, iron ... 2 5 in earthenware crocks. . Dl 55 Cabinets, printers', crated 29 Butter, butter grease, but- terine, oleomargarine, or boxed (C.L., minimum weight 10, 000 Ibs.) 2 4 olive butter and purola, in earthenware crocks or jars, securely packed in 56 Cabinets or cases, railroad ticket or timetable, crated or boxed ... 1 cases. 1 4 57 Cabinets shoe, wrapped, 30 Butter butter grease but crated or boxed \y z terine, oleomargarine, olive butter and purola, in tin cans or tin pails 31 Butter, cheese, eggs, in mixed C. L., minimum weight 20, 000 Ibs... 3 4 3 58 Cabinets, spice, wrapped, crated or boxed (C. L., min. weight 16,000 Ibs.) .. 59 Cabinets, thread, wrapped, crated or boxed (C. L., min. weight 16, 000 Ibs.) .. 1 1 3 3 298 [13] Classification Continued. 60 Dairy spades, wooden, in crates or boxes (see wood articles). 61 Dates, in glass, packed ..... 62 Dates, N.O. S ............. 63 Decoys, wooden, in crates or cases .................... 84 Deer heads, S. U.. boxed or crated .................. 65 Densoline, in glass, boxed 66 Densoline, in cans, boxed. 67 Densoline. in barrels ....... 68 Dental goods ............... 69 Derricks and cranes, N .O.Si 70 Desicated fish, meats and vegetables, in ans.box'd (see canned goods.) 71 Dextrine, in bags or. bbls.. 72 Diamond wall finish ........ 73 Diaphrams, rubber (for car V'Stibules), folded flat in bundles, boxes or crates. 74 Dies, steel, N. O. S ........ 75 Dies, crusher, plates and shoes*, steel ............... 76 Diggers, post hole ......... 3 Dl D 1 1 3 1 20 R W 806 [21] Classification Continued. I> L.C.L. C. L. D L.C.L C. L. 1 Disinfectants,, dry, in glass, packed 1 3 1 1 2 2 3 3 1 4 3 5 5 3 37 Dry goods: ! 38 Dry goods, N.O.S., in bales or L)i >xes i 3 ' 1 1 3t 1 !'> 3 g 3 3 1 o 1 2 Disinfectants, dry, in boxes. 3 Disinfectants, dry, in kegs, bbls. or casks. 4 Disinfectant liquid, in glass, packed 5 Disinfecting liquid, in cans, jacketed . 39 Drv goods as follows: Any o'f the following named articles (and remnants thereof), made wholly of cotton, when specific names of articles and name of shipper are plain- ly marked on outside of packages and stated in shipping receipt and bill of lading (marked or de- scribing packages as con- taining "Cotton Piece Goods" will not be suffi- cient) viz: Awning stripes ; calicoes (64 square and under only); canton or cotton flannels, plain or dyed (not figured); canvas, cheese cloth, plain or dyed (not printed); corset jeans; cottonades; cotton duck; cotton warp; cotton yarn; crash (cot- ton); denims; domestic checks; domestic stripes (hickory shirting stripes) and cheviots ( plain or napped on one side) ; do- mestic ginghams; drills; glazed cambrics; osna- burgs; sheetings, bleach'd and brown ; tickings; win- dow hollands and shade cloth, plain, uncut and uhdecorated; in bales or boxes .. " '(';" 6 5 4 5 3 3 4 6 Disinfecting liquid, in cans, boxed 7 Disinfect'g liquid, in wood, N O S , P P 5 5 8 Disks, pearl button, in boxes or bbls 9 Dog benches (for exhibi- tion purposes), K. D. flat or folded flat 10 Dog Kennels, K. D. flat or folded flat, crated or boxed 11 Dolls, doll bodies or doll heads, in boxes 12 Dolomite, in packages 13 Dolomite ""e" Lum- ber rates. 5 Lum- ber rates. 14 Doors, glazed, released, common glass 15 Doors, storm, combined wood and iron.K. D. flat, crated or boxed 16 Doors, wooden. N.O.S 17 Door checks, automatic, boxed 4 3 4 9 18 Door steps or base knobs, wooden , in packages 19 Drawer equalizers, wooden, K. D. flat or folded, crated or boxed 3 8 D 1 D 1 1 1 2 2 2 2 1 1 D 1 I 1 -.- 3 D f 5 40 All dry goods, except the articles above specifically named, will be classed as "Dry goods, N. O. S.," the articles named will also be classified as dry goods, N. O. S., unless the above conditions are complied with. Any package containing arti- cles of more than one class will be charged at the tariff rate for the highest clas? articles con- tained therein. 41 Jeans, cotton or Kentucky, in bales or cases 20 Dress forms, N . O. S 21 Dress forms or dummies, wire, S.L'. crated or boxed 22 Dress forms or dummies, iron or wire, K . D flat or tolded flat, crated or boxed 23 Dress forms of dummies, wire, not crated or boxed, not taken. 24 Drills, N O S ,S U '"6" '"5" 3 25 Drills, N. O S., boxed... 26 Drills, X.O. S..K. D 27 Drill rods, iron or steel, same as machines and machinery. N . O . S 28 Drills, hand, boxed 29 Drills, twist (not drilling 42 Silesias, in bales or cases. .. 43 Dust Arresters, galvanized iron 30 Drop black 31 Drugs and medicines, N .(). S., in glass, packed 32 Drugs and mrd'nes, N < ).S. 33 Drums, toy, N.O.S.t boxed. 34 Drums, toy, heads out, shells nested, boxed 35 Drying closets, laundry, hot air, including stove's for same, closets, K. D. and stoves crated 36 Driers, laundry, gas heating 44 Dust collectors. 45 Dust collectors, for thresh- ing machines 46 Dust guards, wooden (for car journal boxes), in crates, boxes or bbls 47 Dust pans, crated and bxd . . 48 Dye Stuffs, N. O. S 49 Dye Woods, in stick 50 Dye Woods. N. O. S., chipped or ground, in bags or bbls r >l Dyes, aniline, in cases .").' Dves, aniline, in kegs or ibbls 53 Dynamos 307 [22] Classification Continued . K L.C.L. C. L. K L.C.L. C T,. E 1 Earth, Fullers', in boxes, bagrs or bbls 4 3 4 ,1 , 3 3 3 2 i> 9 6 5 7 39 Enamel, crude, (broken porcelain), in pkgs 3 1 2 2 1 1 2 2 1 2 1 2 3 1 1 U 1 3 1 D 1 1H 2 3 1% 2 1 1 40 Enameled ware, iron or steel. N. O. S., boxed.... 41 Enameled ware, iron or steel, N.O.S., nested, bxd 42 Engines and boilers, loaded in box cars 4 J 6 6 \ 6 2 Earth, infusorial 3 Earthen chimney or liue pipes, caps, tops, bonnets or flue crocks 4 Earthenware images and figures (not statuary), packed in boxes, bbls. or casks. 43 Engines and boilers, re- quiring flat or gondola car 44 Engines, caloric or naptha (C. L., minimum weight 20,0001bs.) 5 Eave troughs, galvanized iron or tin, nested, in crates or boxes 6 Eave troughs, wooden, C. L.. min. 20, 000 7 Eave trough hangers, wire compactly packed in boxes or bbls 8 Egg Albumen, in boxes or bbls 9 Egg and food beaters, bxd.. 10 Egg cornp'nd.in cans, bxd. 11 Egg compound, dessicated, in drums 5 8 45 Engines, gas or gasoline... 46 Engines, hoisting 47 Engines, oil burning .. .. 48 Engines, portable, loaded in box cars, actual weight. .. 49 Eng's, portable, on wheels, or on skids, requiring flat or gondola car. minimum weight 5,000 Ibs. each, ac- tual weight to be charged for if in excess of the min. 50 Engines, stationary 51 Engines, traction, min. wt. 10. 000 Ibs. each, min. C.L. weight 20 000 Ibs 6 6 6 6 12 Egg preserving liquid, inl cans ' 9. '"" 3 13 Egg preserving powder, in packages . 2 2 2 D 1 2 2 2 2 4* 2 2 1 4 3 3 2 2 1 4 4 4 2 4 t) 1 52 Engine tenders, for traction engines (two wheeled), wheels and poles de- tached, actual weight 53 Engravings, boxed.net in- voice value not to exceed $50 per package, to be so expressed in shipping re- ceipr b\ shipper 54 Engravings, boxed.net in- voice value exceeding $50 per package 14 Egg syrup, in bbls 15 Egg yolks, salted, in bbls. .. 16 Eggs, in baskets, or loose in bbls. or boxes 17 Eggs, pkd. in barrels or bxs. 18 Eggs, in patent carriers 19 Eggs and egg yolks, dried and powdered, in bbls 20 Eggs.crystalized, in bbls. .. 21 Eggs, fish (caviar) 22 Eggs, frozen, in cans, shipped in refrigerator cars, O.R.L. and weather, or released 23 Elastic webbing 24 Electric light hoods, iron, nested, in packages 3 And an additional charge of 2% per cent of the net invoice value, wnich net invoice value must be ex- pressed in shipping re- ceipt Ijy shipper. 55 Engravings, when net in- voice value is not ex- pressed in shipping re- ceipt by shipper, not taken. 56 Engraving boards, wooden, in the white, i rated or boxed 5. 3 4 4 4 5 5 25 Electric street Tamp hoods, attached to frames, not nested, in packages .... 26 Electro-dissolvent fluid, in wood 6 6 ! 6 3 27 Electro-dissolvent fluid, in cans, jacketed 28 Electro-dissolvent powder. 29 Electrotype boxes 30 Electrotype plates, boxed.. 31 Embalming fluids, in glass or jugs, boxed. 57 Ensilage, same as feed, ground. 58 Envelopes, in cases 59 Evaporators N O S 60 Evaporators, fruit 61 Evaporators, fruit, K. D.flat and crated. 32 Embalming fluids, in kits or pails, loose. 33 Embalming fluids, in kits or pails, crated, boxed, or packed in bbls 62 Evaporators and steamers, feed 63 Evaporators, sugar, S. \J 64 Evaporators, sugar. K. D., Min.C. L. wt. 20.000 Ibs.. 65 Evaporators, tank, water, C. L 66 Evergreens, in bundles, P. P 34 Embalming fluids, in bbls. or kegs 35 Emery, in bags or boxes. . . . 36 Emery, in kegs, bbls. or casks 37 Emery wheels, in boxes or barrels 38 Enamel (for watch faces), in nackaeres. . . 5 5 4 10 67 Evergreens, in bales or boxes P P 68 Evererreens. P. P 5 308 [23] Classification Continued. K L.C. L. C. L. F L.C.L. C. L. 1 Excavat'rs and pond or road 38 Fans, folding 1 scrapers, on wheels, S.U. 2 Excaval'rs and pond or road 3 6 39 Fans, palm leaf or Japanese N.O.S \Y 2 . scrapers wheels detached 3 6 40 Fans, water motor 1 3 Excavat'rs and pond or road scrapers, without whls.S. I ' 6 41 Faucets, brass or pewter, in boxes or bbls . 2 4 Excavat'rs and pond or road scrap'rs,witho't whls. K.D 5 Excavat'rs and pond or road scrapers 3 6 6 42 Faucets, iron, in bxs. or bhls 3 43 Faucets, wood, in boxes or barrels i 3 44 Faucet blocks, wooden, in 6 Excelsior, in bales (C. L , the white, 4 5 minimum wt. 20,000 Ibs).. 7 Exhaust pipes, ganvanized 2 8 45 P'eather beds an:! pillows, , boxed.. Dl iron, loaned in box cars.. 8 Exhaust pipes, heads, galvd iron, reqirg fiat or gondo- la car, m in. wt.4000 Ibs.each 9 Explosives, hi^rh, taken on- I 1 * 1 6 6 ! 46 Feather dusters, in boxes.. 1 47 Feather trimmings, in cases Dl 48 Feathers, in cases Dt 49 Feathers, pressed in bales or sacks. l 1 ^ ly by special agreement. 10 Extract, bark, N.O. S..dry, 50 Feathers, minimum weight' 12,000 Ibs 2 . .. in boxes 11 Extract, bark, in glass, pckd in boxes or bbls. 3 5 4 51 Feed, chop or ground, in bbls. or sacks 5 52 Feed, chop or ground Gr'n tariff 12 Extract, bark, tanners', in barrels or casks . 3 5 f3 Feed, chop or ground, in bulk, 15, 000 Ibs or over 5 . . .. 13 Extract, beef, in glass or earthenware, packed 14 Extract, beef, in cans, boxed 15 Extract, beef, in bulk, in bbls 16 Extract, hop, pk'd in cases 17 Extract, logwood, in glass, packed 18 Extract, logwood, in wood 19 Extract, malt, pkd in cases. 20 Extract, malt, in barrels or iron drums 1 4 4 1 3 1 3 5 5 3 3 5 5 54* Feed, chop or ground, in bulk less than 15,000 Ibs. not taken. 55 Feed, chop or ground, in sacks, 2,0()0 Ibs. or over, 20-v above C. L. rate. 56 Feldspar 4 6 57 Felt. N. O. S. . in bales or cases . . 58 Felt, boiler, N.O.S. ..:.... 3 5 59 Felt, boiler, hair in rolls or 21 Extract, root beer, in glass, packed 1 3 bales, C. L. minimum wt. 20, 000 Ibs 2 5 22 Extract, smoke, liquid, in glass, packed 1 3 : 60 Felt, roofing, in rolls, bun- dles or crates 4 23 Extract, witch hazel,, in glass, packed j 3 61 Felt clippings, pressed in bales(Rule 7 not to apply) 3 24 Extract, witch hazel, in carboys 25 Extract, witch hazel, in wood 26 Extract, wood, tanners', in bbls. or caks 1 2 3 3 4 62 P^elt pipe Covering. X .O.S ; 3 63 Felt pipe covering, hair in rolls or bales (C. L. mini- mum weight 20,000 Ibs) ... 2 5 64 Fencing, N O S ,wire < ) 27 Extracts, N.O.S 1 R. of wet or rust or re- 28 Extracts,liq. N.O.S. in wood 29 Extract, liquid, for dyeing, in wood 30 Extracts, wood or bark, N. O.S., dry. in boxes 31 Extractors, oil, grease and dirty water, bxd. or crated 2 3 3 2 4 5 5 6 leased : 65 In rolls and gates in bdls 4 66 In panels, loose 67 Crated 3 5 68 With steel posts and tub- ular railing, in rolls or bundles . . 47 32 Extractors, hont-y and wax. boxed.. 1 69 Fencing, wire, consisting of "ornamental strip '' F 33 Facings, coal or foundrv (not plumbago) in barrels or sacks. . 4 g "wire fence board," and wire panel in rolls and wire netting (not wire cloth), O.K. of wet and rust or released, in rolls. . . 4 70 Fence, wooden, in sections 1 7 71 Fencers' foils boxed 1 34 Facings, plumbago, in bags boxes, kegs or bbls 3 4 72 Fencing, combination wirei and wood 4 35 Facing, plumbago, in casks 36 Fans, electric boxed 4 1 5 73 Fenders, iron, coppered, 37 Fans, exhaust, or blowers, iron o 5 74 Fenders or guards, street car... 3 6 309 [24] Classification Continued , F I..C.L. C. L. F L.C.L. C.L. 1 Ferro Maganese 4 39 N O S , min. wt. 6 000 t\5 2 Ferro Maganese, per gross ton, 2,240 Ibs., same as 2,000 Ibs 5 Ibs. each . . 40 Hand, N.O.S ."... 41 steam, min. wt. 8,000 Ibs Dl 3 Ferro Silicon, C. L. gross ton 2, 240 Ibs. same as 2, uOO Ibs 4 Ferrules, iron or steel in packages 4 3 5 each 42 Steam, hand 43 Fire engines (or mounted pumps), without boxes, loaded in box car Dl Dl F i 5 Fertilizers, N.O.S. in bags or bbls 4 10 44 Hook and ladder trucks, and water towers(used by 6 Fertilizers, N.O.S 7 Fertilizers, tobacco, com- pressed in bales or sacks. 8 Fibre, bamboo, pressed in bales 4 9 10 10 4 fi r e departments for throwing water into high buildings) : 45 S.U. min. wt.S.OOOlbs. each 46 Wheels taken oil, loaded i i 9 Fibre, bass, pressed in bales 3 in box cars 3t 1 j 10 Fibre or cellulose, cocoa, in bags orsacks, (C.L., min. weight, 20. 000 Ibs) 11 Fibre or yarn, cocoa, in rolls or pressed in bales . . 12 Fibre, grass, N.O.S. press'd 3 3 4 4 47 Chemical tire pails (tin, glass lined, or galvanized iron): 48 In crates 49 Nested, with covers close Iv packed 1 2 in bales 13 Fibre, palm or palmetto, pressed in bales 14 Fibre, pine, pressed in bales 15 Fibre, vulcanized, in pkgs.. 16 Fibre, wood, chemical 17 Fibre ware, indurated, same as similar articles manu- f actui ed of wood 18 Fiberoid, in packages. ..... 2 2 2 3 4 3 4 4 y 50 Fire alarm boxes, boxed or crated 51 Fire escapes, iron: 52 Fire escapes, iron, with or without water pipe, in sections, not over 15 feet in length, in bun- dles, boxes or crates.. .. 53 N.OS 54 Fire extinguishers, O.K.L 3 1 5 19 Figs, in glass, packed 20 Figs, N.O.S 1 4 3 5 or released : 55 Chemical powder, boxed 1 21 Files or rasps, iron or steel, boxed.. 3 56 Hand grenade, boxed... 57 N O.S 1 1 3 22 Filter press plates 23 Filters, N.O S . 2 1 5 5 58 Fire extinguishing fluid, N. O.S..O.K.L., or released: 24 Filters, boiler cleaning 25 Findings shoe and leather 2 5 59 In barrels or casks 60 In cans jacketed 4 1 J N . O.S.. in packages 26 Fir pillows, in bales 27 Firearms, boxed 28 Firearm implements, N .O. S-, boxed ... . .. 1 1 1 1 ;;::;;;; 61 Hose bridges, K.l).,in bdls 62 Figures or letters, enameled or porcel'in(not signs)bxd 63 Fire kindlers.bxd. or crat'd 64 Fire works, well and secure- 3 1 4 7 29 Fire crackers, well and se- securely packed Dl ly packed 65 Fire proofing.. Dl - 4 " "e" 30 Fireapparatus,O.R.B.. C.. tire and weather or re- leased: 31 Carriage, hose (four wheel i 66 Fish, desicated 67 Fish, fresh or frozen, P.P.(C L.,min. wt. 20,000 Ibs.... 68 Fish, herring, smoked, in boxes or kegs 5 1 5 6 6 including hose wagons with chemical engine at- tachment, loaded in box car, 3, 000 Ibs each 32 Carts, hose. horse, loaded in box car, 2,000 Ibs. each 33 Loaded on flat car 1 1 1 69 Fish, pickled or salted, N.O S. ,in packages 70 Fish, salted, in paper pack- ages, packed in boxes.... 71 Fish, smoked, in packages. 72 Fish sounds or bladders, in bags, boxes or bbls 5 5 5 1 6 6 6 34 Hand, loaded in box car Dl 05 73 Fishing poles, in bundlss, P P Dl S 74 Fishing poles 3 in box car 37 Engines, fire, chemical, hand, actual weight 38 K. D., boxed or crated, loaded in box car Dl Dl \v n D *j rt If 75 Fishing rods, jointed, in bxs 76 Fishing tackle 77 Fixtures, electrical, N.O.S. boxed 78 Fixtures, eras, in bxs. or bbls 1 1 3 310 [25] Classification Continued. F L.C.L. C. 1 F L.C.L. C. L. . 1 Flaggs, coopers', in b'dl's, bales, or crates (C. L., min. wt. 20 000 Ibs.). 1 8 36 Fluxal.in bbls. or casks.... 37 Fenugreek seed meal, in boxes or bbls ; 6 2 Flags, mounted or unm't'd, in paper p'kg's or b'dles.. 3 Flags, mounted or un- mounted, boxed . .. IK i 38 Fog signals or railroad tor- pedoes, boxed '. 39 Food, animal or- poultry, prepared in packages ; 5 4 Flag sticks, wooden, in bundles, crates or boxes 3 i 40 Food, bird, in bags, boxes or bbls. 2 3 5 Flax, in boxes or bales 9 41 Food, dog glass, boxed 1 3 6 *lax, in bales; minimum weight 20,000 Ibs R 42 Food, dog, in bags, boxes or bbls. 3 5 7 Flax moss or flax straw, in boxes or bales 2 1 f) 43 Food, milk, i n glass o r earthenware, packed 1 8 Flax moss or flax straw, in bales, min. wt. 20, 000 Ibs.. 1 D 44 Food, milk in cans, boxed. 45 Food, nerve 9 1 '"3" 9 Fleshings. 4 5 46 Food, prepared N. O S 1 10 Flint ground 4 5 47 Food and egg beaters b'x'd 5 11 Floats, cork sein, in p'k'g's. 1 48 Foot warmers or heaters, 12 Floats wooden for fish n'ts. 3 metal in crates boxes or 13 Floral designs, artificial or bbls 1 natural dried, in cases D 1 49 Foot warmers soapstone 5 14 Flour, in bbls.. 200 Ibs. per bbl. . . .. 1 50 Foots, molasses or oil 51 Forges portable 4 9 5 15 Same, in cotton sacks, O. K. wet and waste, actual weight 16 Same in paper sacks, O. R. of wet and waste, actual weight.. 17 Flour, buckwheat, in sacks or barrels, O. R. of wet 4 4 52 Fossil meal , in bags 53 Fossils, in rock, boxed 54 Foundry flasks, woo-: en. .. 55 Fountains, fountain fi g- ures, vase, or statuary, iron 56 Fountains, fountain figures, vases or statuary, metal, N O S i i 3 1 5 7 4 and waste 18 Flour, in barrels or sacks, 4 fi 57 Fountains, soda, fixtures and parts, boxed 2,000 Ibs. or over. 20 per cent above C. L. rate. O. R . of wet or waste M X 58 Frames, blind, door, sash and window 4 Lum- ber 19 Note. T h e amount o f charges on a weight of less than 2,000 Ibs. shall not exceed the charges on H 59 Frames, buck saw.S. U . . . 60 Frames, buck saw, K. D., boxed or crated 1 3 Rates 5 5 2,000 Ibs V 61 Frames, circular saw and 20 Flour, any kind, in barrels, boxes or drums, O. R. of wet and waste 4 a frames for saws 62 Frames, door screen, wooden, without wire IX 21 Flour, corn, O. R. or wet and waste 4 cloth. 4 Lum- ber 22 Flour, potato, in sacks or bbls , actual weight, O. R. of wet and waste 23 Flour, prepared or self-rais- 4 63 Frames, honey comb, wood, K. D. flat, in bundles, boxes or crates 3 Rates 9 ing, in paper packages, packed in boxes or bbls., O. R. of wet and waste . . . 24 Flour, rye, O. R. or wet and waste 4 4 . 64 Frames, packing (paper), iron packages 65 Frames, packing (paper), wooden, in bdls. or cnites 66 Frames, picture or looking 4 3 r. 5 25 Flour bins and selves, com- glass 1 3 bined, tin, cr'ted orb'xed, C. L.. min. wt. 12. 000 Ibs.. 26 Flour bins and selves, com- bined, wooden, wrapped, .* 4 67 Frames, picture, with glass, boxed 68 Frames, plush, iron or steel, in packages 1 3 crated or boxed, C. L., min. wt. 12,000 Ibs 27 Flowers, artificial, in cases. 28 Flowers, natural, dried pressed , in cases D! H i 4 69 Frames, sewing machine, completely K. D. flat, boxed or racked 70 Frames, soap (hand trucks) S . U 3 1 6 29 Flue lining (clay), O.R. B. 30 Flues, brass. 4 3 1 ) 1 71 Frames, soap (hand trucks) K D. 3 32 Flues, earthen-. 33 Flues, iron 4 4 i 5 72 Frames, valise or satchel, wrought iron, packed in 34 Fluor spar. 4 f) cases 3 35 Fluters, boxed 9 311 [26] Classification Con tinned . F L.C.L. C. L. F L.C.L. C. L. 1 Frames, door and window screen. N O. S., (C. L., Lum- 33 Chair bases, iron, in p'kges. 34 Chair seats, cane or rattan, in bids , crates or boxes.. 5 6 min. wt. 20,000 Ibs.) 2 Frames, window screen, wooden, without wire cloth. 4 4 ber Rates Lum- ber 35 Chair seats, fibre-board, crated or boxed 36 Chair seats, perforated, crated or boxed 37 Chair seat frames, wooden in bids, crates or boxes 6 6 4 3 Fringe, N O. S.,in bales or cases 1 Rates 38 Chair stock or stuff, N. O. S., in the white, K. D. (parts not joined together) g 4 Froes, coopers', iron, boxed. 5 Fruit, candied 2 1 39 Chair stuff, N. O. S., in the rough g 6 Fruit, dried or evaporated, in glass, packed 1 3 40 Chair stuff, cane, rattan or willow 6 7 Fruit, dried or evaporated, N.O.S 8 Fruit, green. N. O. S., O. R.,P. P. or guaranteed. .. 9 Fruits, green, in straight or mixed C. L . o'f grapes, 4 2 5 6 41 Church furniture, K. D., as follows: Alters, p e \v backs, chancel rails, mouldings, pew ends, pulpit seats, etc., min. wt. 10,000 Ibs 4 peaches, pears or plums> min. wt.20.000 Ibs 6 42 Cots, min. wt. 10,000 Ibs. ... 43 Cot frames, wooden, in the 4 10 Fruit driers, galvenized b i white, K D folded or fiat 5 11 Fuel or stove cartridges, boxed i 44 Cradles or cribs, wooden, K. D. fiat, min. wt. 10,000 12 Fuel composition, in bricks Ibs 4 or cakes, in bags, boxes, kegs or bhls 3 5 45 Cupboards, wooden, min. wt 10, 000 Ibs 4 13 Fullerine, in bbls 14 Fur goods. N O S , in 1 4 46 Desks, N. O. S., min. wt. 10.000 Ibs 4 bales or boxes 1 Furnaces, cupola, iron D 1 3 '"5" 47 Desks, K. D.. min. wt. 10,- 000 Ibs 4 1 Furnaces, heating, iron 17 Furnaces, plumber's blast 3 1 5 48 Furniture, new. all kinds. N. O S , min wt 10,000 18 Furnace parts, iron (not Ibs 4 castings).. 1 5 49 Furniture vault or office l!i Furnace pipe and fittings heating, galvenized iron or tin, not nested, crated or boxed #4 5 iron or steel. consisting oi filing cabinets or cases, shelving, counters and roller book shelves 20 Furnace r ipe and fittings, crated or boxed 4 heating, galvenized iron or tin, n'ted. cr'td or bxd. i 5 50 Furniture frames, N. O. S., min. wt. 10,000 Ibs . . 4 21 Furniture and furniture stock or stuff : 22 Furniture, new, or furniture 51 Furniture stock or stuff, wooden, N. O. S., in the white . -5 stock or stuff, at owner's risk of rubbing, chafing or ordinary breakage, when in car loads (rule 7 not to apply), as follows, 52 Furniture stock or stuff, wooden, N.O..S., in the rough, including boaids or pieces of lumber glued together edgewise 6 viz: 23 Bed slats . .. 8 53 Hearths, iron, marble, slate or stone crated or boxed 5 24 Beds, folding, min. wt 12,- 000 Ibs., N. O. S 2 54 Hearths, loose, not taken. 55 Lounge frames, N. O. S , 25 Beds, mantel folding, min. 12,000 Ibs 3 min. wt. 10,000 Ibs 56 Lounge frames, K D flat, 4 26 Bedsteads, iron, brass or min wt 10, 000 Ibs 4 wood, min. wt. 16,000 Ibs 27 Car seats. N . O. S., min . wt. 10. COO Ibs 6 3 57 Mantles, marble. slate, stone or terra cotta, crated or boxed 6 28 Car seats, K. D 4 58 Mantels, wood, crated or 29 Castors or castor wheels, boxed, min. wt. lt>, 000 Ibs. 6 furniture in boxes, bbls or casks 4 59 Mantels, loose, not taken... 60 Mattresses, woven wire, 30 Chairs, N. O. S., S. L 1 ., min. wt. 10,000 Ibs 4 min wt 10. 000 Ibs 4 61 Refrigerators, min wt 16,- 31 Chairs. N. O. S.. K. D., 000 Ibs 7 min wt 10, 000 Ibs 4 32 Chairs, camp or theatre, min. wt. 10, 000 Ibs.. , 4 [27] Classification Continued. F L.C. L, C. L. V L.C.L. C. L. FURNITURE Continued. 1 Refrigerator stock or stuff, in the white K. D 7 7 4 4 4 4 4 4 4 4 4 5 6 6 6 6 6 5 5 4 4 6 FURNITURE Continued. NOTE. Bed slats, in bundles, crates or boxes, will be rated at the classification provided therefor, either when shipped with bed- steads, or as a separate shipment. 28 Bedsteads, bamboo, K. D. flat, crated or boxed 29 Bedsteads, brass 30 Bedsteads, iron 31 Bedsteads, K. D , N. O. S. 32 Bookcases, N. O. S., wrap- ped, crated or boxed 33 Book cases, entirely taken apart and K.L). flat, wrap- ped, crated or boxed 34 Book cases and desks, com- bined, same as book cases. 35 Book cases and fold'g beds, combined, same as beds, folding. 36 Book racks, bamboo, crated or boxed Dl 1 2 2 m 2 3tl 1 2 1 3tl Dl \v* 2 Dl 1 2 2 3 1 Dl 2 3tl Dl 2 Safes, kitchrn. minimum weight 12 000 Ibs 3 School desks and seats, S. U min. weight 10, 000 Ibs. 4 School desks and seats, K. D. or folded, min. weight 10 000 Ibs 5 School desk castings, min. weight 10 000 Ibs 6 School furniture, K. D. or or folded, min. weight 12,000 Ibs 7 Settees, iron, min. weight 12,000 Ibs 8 Settees, wooden, N. O. S., min weight 10,000 Ibs 9 Settees,wooden,co.i.plet'ly K.D.,min. wt. 10, 000 Ibs.. 10 Spring beds, N. O. S., min. weight 10,000 Ibs 11 Spriner beds, K. D., min. weight 10,000 Ibs 12 Springs, ' furniture, wire, coiled, in bundles, boxes or bbls 37 Bureaus, N. O. S., wrapped, crated or boxed 38 Bureaus, entirely taken apart and K. D. flat, wrapped, crated or boxed. 39 Bureau glass frames, in bundles, crates or boxes . . 40 Cabinets, bamboo, S. U., crated or boxed 13 Tables, N. O. S., min. weight 16. 000 Ibs 14 Tables, K. D., flat, crated or boxed, min. wt. 16.000 Ibs. 15 Table leaves, tops, wooden legs, slides and supports, racked, crated or boxed, min. weight 16,000 Ibs. ... 16 Table stuff, wooden, IS- O. S., in the white, min. weight 16, UOO Ibs 17 Table stuff, wooden, N. O. S., in the rough, min. weight 16,000 Ibs 41 Cabinets, bamboo, K. D., flat, crated or boxed 42 Cabinets, kitchen, N. U. S.. 43 Cabinets, kitchen, entirely taken apart and K. D. flat, in bundles, crates or box's. 44 Cabinets, parlor, N. O. S., wrapped, crated or boxed. 45 Car seats, S. U., wrapped, crated or boxed 18 Towel racks, iron or iron and wood combined, in boxes or bbls. . 46 Car seats, K. D., wrapped, crated o~ boxed 19 Towel racks, wooden, in boxes or bbls 47 Car spring seat sections, coiled wire, crat'd or box'd 48 Castors or castor wheels, furniture, in boxes, bbls. or casks 20 Tripods, min. weight 10 000 Ibs 21 Wardrobes, K. D., min. weight lO.OOOlbs 22 Weights, iron, for folding beds . .. 49 Cedar chests, wrapped, crated or boxed 23 Furniture, new. or furni- ture stock orstuff, at own- er's risk of rubbing, chaf- ing or ordinary breakage, when less than carloads, as follows, viz.: 24 Beds, folding. N. O. S., wrapped, crated or boxed. 25 Beds, folding, entirely tak'n apart and K. D. flat, wrap- ped, crated or boxed 26 Beds, mantel, folding, wrapped. 1V 2 2 1 3 50 Chairs or stools. S. U., N. O. S., wrapped, crated ot boxed 51 Chairs or stools, N. O. S., K. D. flat, in bundles, crates or boxes . . ;"2 Chairs or stools, bamboo, rattan, reed or willow, wrapped, crated or boxed. 53 Chairs, barber, dental, fold- ing, reclining or surgical, S. U., wrapped, crated or boxed 27 Bed slats (see note), in bundles, crates or boxes. 313 [28J C lass ification Continued. V L.C.L. C. L. F L.C. L. C. L. FURNITURE Continued. 1 Chairs, barber, dental, fold- ing reclining or surgical, FURNITURE Continued. 27 Chiffoniers, wrapped, crat'd or boxed 1 K. D. or folded, wrapped, crated or boxed 9 28 Chiffoniers and fold'g beds combined, N. O. S., wrap- i , 2 Chairs, camp or theatre, ped, crated or boxed \Yz wrapped, crated or boxed. 1 29 Chiffoniers and fold'g beds 3 Chairs, cane or split seat, S. U \y z combined, entirely taken "apart and K.D. fiat, wrap- 4 Chairs, cane, splint or ve- neer seat, tops and leers separated and nested, tied i ped, crated or boxed 2 30 Chiffoniers and wardrobes combined, wrapped, crated or boxed l 1 ^ 5 Chairs, combined chair and step ladder S U i 31 China cases or closets, wrapped, crated or boxed. 1 1; > 6 Chairs, combined chair and step ladder, K. D., in 9 32 China closet and sideboard combined, wrapped, crated or boxed IV-ji 7 Chairs, iron, S. U., wrap.d, crated or boxed 1 33 Church furniture, S. U., as follows: Altars, pew 8 Chairs, iron, K. D., crated or boxed 3 backs, chancel rails, mouldings, pew ends, 9 Chairs, leather seat (not up- pulpit seats, etc l 1 ^ 34 Same K D 2 crated or boxed Dl 35 Commodes. wrapped, 10 Chairs, office, revolving 1 , crated or boxed I ... tops detached from bases, wrapped, crated or boxed. IK 36 Cots, K. D. or folded, in bundles, crates or boxes 2 11 Chairs, rocker (not spring 37 Cradles or cribs, brass, S.U. Dl rocker chairs), with rock- ers detached, same as 38 Cradles or cribs, brass, K.D., in bundles, cratesor box's. 2 chairs, S. U. 12 Chairs, spring rocker, with bases detached and pack'd inside of seats, or with backs and arms detached 39 Cradles or cribs, N. U.S., S. U Dl 40 Cradles or cribs, N. O. S., K .D. or folded, in b'ndles, crates or boxes 2 and pack'd inside of seats, in bundles wrapped or crated 9; 41 Cribs, bamboo, S.U. .crated or boxed 3tl 42 Cribs, bamboo, K. D., flat, 13 Chairs, veneer or wood seat, S. U \y z crated or boxed Dl 43 Cupboards, wooden, S U., 14 Chairs, veneer or wood seat, wrapped or crated l^j top and legs separat'd and nested tied in bundles i 44 Desks, N. O. S., wrapped, crated or boxed IJ^j 15 Chair bases, iron, in pkgs. 16 Chair frames, iron 3 Dl 45 Desks, K. D., wrapped, crated or boxed 1 17 Chairframes, spring rocker, with bases detachen and packed inside of seats .... 18 Chair frames, wooden. N. O. S VA 3tl 46 Desks and folding beds combined, S.U 1V 47 Desks and folding beds combined, K. D 2 48 Dressing cases, wrapped, 19 Chair frames, wooden, K. D. flat 1 crated or boxed 1 49 Dressing cases and folding 20 Chair seats, barber, wooden, in the white, crated or boxed 2 beds combined, S. U 1^2 50 Dressing cases and folding beds combined, K.D... 2 21 Chair seats, cane or rattan, in bundles, crates or box's 2 51 Easels, bamboo, crated or boxed Dl 22 Chair seats, tibre- board, crated or boxed 23 Chair seats, perforated, crated or box ed 24 Chair seat frames, wooden, in bundles, crates or box's 25 Chair stock or stuff N () 2 3 3 52 Easels, N. O. S., wrapped, crated or boxed l 1 ^ 53 Easels, wooden, in the white, K.D. flat or folded, wrapped, crated or boxed. 3 54 Footstools, wrapped, crated or boxed 1 S., in the white, K. D. 55 Furniture, bamboo, rattan, ; reed or willow, N.O. S 3tl in bundles or crates 26 Chair stuff cane rattan or 3 56 Fnrnilure, brass, N. O. S., S. U 3tl willow .. 3 314 [29] Classification Continued , L.C.L. c. L. L.C.L. C. L. FURNITURE Continued. 1 Furniture, brass, N. (J. S., K.D.,in bundles. crates or boxes 2 Furniture, iron,N .O.S.. S. V . 3 Furniture, iron. X. O. S., K.D 4 Furniture, N. O. S.. S. U., wrapped, crated or boxed 5 Furniture, N. (J. S., K. D.. in bdls., crates or boxes . . . G Furniture, vault or office, iron or steel, consisting of filing cabinets or cases, shelving, counters and roller book shelves, crated or boxed 7 Furniture, frames, N. O. S.. 8 Furniture stock or stuff, wooden, N. O. S., in the white, in bundles, crates or boxes 9 Furniture stock or stuff, ; wooden, N. O. S , in the rough, including boards or pieces of lumber glued together edgewise, in r bdls., crates and boxes . . . 10 Hall chests, wrapped, crated or boxed ' 11 Hall stands,N. U.S. wrapped crated or boxed 12 Hall stands, K.D. , wrapped. crated or boxed 13 Hat racks.N. O. S., wrapped 1 crated or boxed 14 Hat racks, K. D., or folded, wrapped, crated or boxed. 15 Hearths, iron, marble, slate or stone . boxed 16 Hearths, loose, not taken, j 17 Lounges and couches, bam- boo, rattan, reed or wil- low, wrapped, crated or boxed 18 Lounges and couches, N. O. S., wrapped, crated or boxed 19 Lounges and couches, N. O. S., backs off or without backs, wrapped crated or boxed .- 20 Lounge or couch frames, 21 Lounge or couch frames, back detached or without . backs 22 Lounge or couch frames, backs and legs detached . . 23 Lounge or couch frames, K. D., flat, backs, legs and headrests detached 24 Mantels, marble, slate, stone or terra cotta. boxed ' 25 Mantels, wood, crated ori boxed ! 26 Mantels, loose, not taken. D I 1 1 3t 1 4 3tl D 1 D 1 1 1 FURNITURE Continued. 27 Mantel tops, wood, same as mantels, wood. 28 Mattresses, N.O. S 1 29 Mattresses, wire 1 30 Music cabinets, N O. S.. wrapped, crated or boxed. Dl 31 Music stands or racks. N . O. S. , wrapped, crat. or boxed Dl 32 Music stands or racks,folded flat, wrapped, crated or boxed 33 Music stands or racks, en- tirely taken apart and K. D. flat, wrapped, crated or boxed 1 34 Parlor frames D 1 35 Portfolios, bamboo, crated or boxed D 1 36 Refrigerators 2 37 Safes/kitchen ,N.O.S , 1 38 Safes, kitchen, entirely tak-j en apart and K. D. flat, in bundles, crates or boxes.. 3 39 School desks and seats, S.U. 1 40 Schooldesksandseats.com-' pactly folded, wrapped. .. 41 School desks and seats, K.D 3 42 School desk castings, iron,' racked I 2 43 Settees, bamboo.rattan, reed or willow, cratrd or boxed 3t 1 44 Settees, iron, S.U. .wrapped. crated or boxed 1 l 45 Settees, iron, K. I)., crated or boxed 2 46 Settees, wooden, N. O. S., wrapped, crated or boxed. Dl 47 Settees, wooden, folded, wrapped. crated or boxed., 1 48 Settees, wooden, entirely taken apart and K.D. flat, wrapped, crated or boxed. 3 49 Sideboards, wrapped, crated or boxed 1 50 Sideboards and folding beds, combined. S. U .... I 1 . 51 Sideboards and folding beds, combined, K. D 2 52 Sofa bottoms ;....:.. Dl 53 Sofa and tete-a-tetes, b'tn- boo, rattan .reed or willow, wrauped, crated or boxed Dl 54 Sofas and tete-a-tetes, N.O. S., wrapped, crated or boxed D 1 55 Sofa or tete-a-tete frames, S.U 3tl 56 Sofa or tete-a-tete frames, nested with chair frames 3t 1 57 Sofa or tete-a-tete frames. K.D. flat 1 58 Spring beds, S. U 1 59 Spring beds, folded. rolled, ; or compressed flat, fas- tened together by wire. .. 2 315 [30] Classification Continued. F L.C. L. C. L. 1 F L.C.L.I C. L. FUR X ITURE Continued. 1 Spring beds, entirely taken apart and K. D. flat (not folded), boxed 2 1 3 3tl ' D 1 3tl 2 2 3tl D 1 3tl D 1 1 1 2 3 1 3 If* 3tl 3 3 2 D 1 1 F U R N I TUR E Cone hided. 28 Wardrobes, N. O. S., wrapped, crated or boxed. 29 Wardrobes, K.D., wrapped, crated or boxed 1 2 2 1 1 3 4 2 1 2 Springs, furniture, wire, coiled, in bundles 3 Spring's, furniture, wire, coiled, in boxes, bbls. or casks 4 Stands, bamboo, N. O. S., crated or boxed 5 Stands, bamboo, K. D. flat, crated or boxed 6 Stands, rattan, reed or wil- low, crated or boxed 30 Wardrobes and folding beds combined, S.U 31 Wardrobes and folding beds combined, K. D 32 Washstands, wooden, wrap, crated or boxed ""4" 4 33 Washstands, iron.N. O. S.. 34 Washstands, iron, boxed.. .. 35 Weights, iron, for folding beds, loose or in bundles, crates or boxes 7 Stools, N. O. S., same as chairs. 8 Stools, store, iron, or iron and wood combined, S. U. crated or boxed 9 Stools, store, iron, or iron and wood combined, K. D. flat, or folded flat, crat- ed or boxed ... 36 Furniture trimrnings.metal, N . O. S., in packages 37 Fuse 38 Fustic . . . 3 1 2 3 3 1 1 m 3 3 3 3 3 2 4 4 3 1 1 4 2 2 3 1 2 3 2 3 5 3 4 4 5 3 4 G 39 Galls, ox, in glass, boxed. . . . 40 Galls, ox, in cans, boxed.. .. 41 Galls, ox, in bbls 10 Store stool pedestals, iron, crated or boxed 11 Tables, bamboo, S. U., crat- ed or boxed 42 Gambier. 12 Tables, bamboo, K. D. flat, crated or boxed 43 Games. P.P 44 Games, N. C). S .boxed 45 Gas black, in bbls. (C. L., minimum weight 10,000 IDS.). .. .. 13 Tables, rattan, reed or wil- low, S. Liberated or boxed 14 Tables, rattan, reed or wil- low, K. D., flat, crated or boxed 15 Tables and stands, N .O.S., wrapped, crated or boxed. 16 Tables and stands, N .U.S., K. D., wrapped, crated or boxed 17 Tables and stands, N .O.S., K. D., flat or folded flat including tops, leaves, legs, slides and supports, wrapped, crated or boxed. 18 Table slides, wooden, racked, crated or boxed. .. 19 Table legs, brass, bronze or nickel-plated, in pkgs.. 20 Table stuff, wooden, in the white . 46 Gas, carbonic acid, in iron drums or tubes . . .. 47 Gas, dental, in cylinders. .. 48 Gas, oxygen, in iron or steel tubes or cylinders. 5 5 ...... 5 6 7 5 U .49 Gates, fence, combination, iron or wire 50 Gates, fence, iron 51 Gates, water, N. O. S. 52 Gates, water, iron 53 Gates, iron and attachments including posts and tim- bers.K. D 54 Gates, railroad safety, in- cluding wooden jointed arms, in bundles ;c'astings, chain and attachments, boxed 55 Gates, wooden 21 Teapoys, wrapped, crated or boxed 22 Towel racks, bamboo.crated or boxed 23 Towel racks, iron, or iron and wood combined, in boxes or bbli. 56 Guages, steam, boxed 57 Guages, track, iron 58 Guages, water, boxed 59 Gelatine, N . O. S 5" 4 6 6 6 60 Gelatine, petroleum, in bbls 61 Generators, electric 62 Generators, soda water, S.U. 63 Generators,soda water, K.D 64 Generators, steam 65 Ginger or ginger root 66 Ginger ale. in bottles, in open carriers 24 Towel racks, wooden, in bbls. or boxes 25 Tripods, K. D., in crates or boxes 26 Wall pockets, bamboo, Crat- ed or boxed 27 Wall pockets, N. C). S., K. D., or folded, crated or boxed . . 316 [31] Classification Continued . G L.C.L. C. L. G L.C.L. C. L. 1 Ginger ale, in glass or earth- en ware, well packed in barrels or boxes 2 Ginger ale, in wood 3 Ginseng 4 Glass and glassware : 3 3 1 5 GLASS AND GLASSWARE Continued. External measurement of package exceeding 5^ 2 ft. in length, loaded in box car; carriers' liability lim- ited to 25 cents per square foot Dl 3 29 Not so limited 3tl 3 5 Battery jars, glass, in pack- ages.. 9 5 30 External measurement of package S 1 ^ feet and un- 6 Beer glasses, N. O. S., in packages (C. L., min. wt. 16,000 Ibs.) 7 Beer mugs, glass, with side 2 3 der in length, loaded in box car; carriers' liability limited to 15 cents per square foot 1 3 handles, in packages 8 Butter crocks, glass, in pack- ages, (C. L., minimum wt. 16,000 Ibs.) 2 2 5 3 31 Not so limited 32 When of such size as to re- quire flat car. released (see note be ow) I 1 - 3tl 3 3 9 Chimneys, glass, in pack- ages > 4 33 Plate glass, boxed, O. R. B. or released 10 Creamery jars, glass, naked, packed, in bulk, min. wt. 16,000 Ibs.) 3 34 In packages exceeding 20 feet, united measurement length and width added 11 Demijohns Dl 4 (see note below) car- 12 Demijohns, naked, in pack- ages 1 riers' liability limited to 25 cents per square foot. . . Stl 3 13 Demijohns, naked, packed, in bulk, min. wt. 16,000 Ibs 3 35 Not so limited 36 In packages not exceeding 20 feet united measure- 4tl 3 14 Demijohns, in boxes or casks 1 mentlength and width added carriers' liability 15 Floor lights, glass 4 5 limited to 15 cents per sq 16 Fruit and milk jars, glass, foot 1 3 and tops in packages (C. L., min. wt. 20,000 Ibs.). .. 17 Glass, broken or cullet, in packages 3 4 5 9 37 Not so limited 38 Glass, rolled cathedral, com- prising all varieties of cast orrolled colored glass not m 3 18 Glass, cathedral, framed or framed or leaded 3 5 leaded, in packages 19 Glass, chipped or crystal- ine 1 3 3 7 39 Glass, roofing and floor 40 Glass, rough or ribbed, for skylights, flo( slights vault 4 5 20 Glass, chipped orcrystaline over 80 united inches in dimensions 3 7 coversand pavements,also moulded or pressed floor- lights 4 5 21 Glass, chipped or crystal- ine, 80 united inches and under 22 Glass, decorated and em- bossed or etched 4 1 7 41 Glass, sheet (or cylinder) bent, boxed 42 Glass, shock, same as glass looking. 43 Glass, window, colored, 2 4 23 Looking glasses and mir- rors, including detached back bar or sideboard mirrors, boxed, (J. R B. or released: External meas- urement of package ex- ceeding 5?o feet in length loaded in box car; car- riers' liability limited to 25 cents per square foot. . . 24 Not so limited Dl Stl 3 3 enameled orground, same as glass, window, com. 44 Glass, window, common, over 80 united inches in dimensions 45 Glass. window, com., N.O. S., 80 united inches and under in dimensions 46 Note " L" n iteH inches" means the length and breadth of package added 8 4 7 7 25 External measurement of package 5 feet and under in length, loaded in box car; carriers' liability lim- together. 47 Glasses, looking, framed, boxed, 5 feet or over in length of box Dl 3 ited to 15 cents per square foot 26 Not so limited i 3 3 48 Glasses, looking, framed, boxed, under 5 feet in length of box 3 27 When of such size as to re- 49 Glassware cut in packages Dl quire flat car, released (see note below) 28 Mirror plate glass and shock glass, boxed, O. K. B., or released : 3tl 3 50 Glassware, N.O. S.. in pack- ages 51 Globes or bulbs, electric light, glass in packages. (C. L..min. wt. 16, 000 Ibs) 2 Dl 4 3 NOTE Shipments loaded on open cars are subject to a minimum charge equal to that for 5, 000 Ibs.. at first class rate, for each car used. Maximum charge provided by rule 12 to be observed. 317 [32] Classification Continued . G L.C.L. C. L. L.C.L. C. L. GLASS AND GLASSWARE Concluded. 1 Globes, lantern, glass, in packages, (min. weight, 16 000 Ibs ) 9 4 34 Glycerine, in glass, packed. 35 Glycerine, in tin, boxed or jacketed 36 Glycerine, in barrels or drums 1 2 3 3 3 4 2 Globes, street lamp, glass, in packages, (C. L., mini- mum weight 16,000 Ibs.) .. 1 3 37 Golf clubs 38 Government supplies: 39 Ordnance stores, N. C). S. 1 9 3 Lamps and lamp founts, cut glass in packages Dl 40 Q'masters' stores, N.O.S. 41 Governors, steam, boxed 9 2 6 4 Lamps and lamp founts, N. O S. in packages 1 | 42 Graders, road, on wheels, S. U 3 6 5 Lamps and lamp founts, wholly of glass, not dec- orated (see note) in pack- ages . 9 3 43 Graders, road, wheels de- tached 44 Graders, road, without wheels, 'S. U 3 3 6 6 NOTE The collar on the lamp will not affect the 45 Graders, road, without wheels, K. D 3 6 46 Road grader blades 3 attachments, fixtures, trimmings, shades or or- naments will be included 47 Grain, in barrels and bulk, (see special tariff). 48 Grain in bulk, 15. 000 Ibs. and over 5 6 Lens, glass, for spectacles, boxed 7 Meat pots and jars, glass, in packages 8 Milk crocks, glass, in pack- ages (C. L., min. weight 16,00.ilbs.) 9 Paper weights, glass, in boxes or barrels 1 2 2 2 5 3 49 Grain in bulk, less than 15,- 000 Ibs. not taken . 50 Grain in sacks or barrels . . 51 Grain screenings, same as the grain from which screened. 52 Granite iron ware, N. O. S., '] See special tariff. 10 Pendants, glass, in boxrs(C. L. min. wt. 16,000 Ibs.).... 11 Prism lights, glas?, framed, wired or lead 9 1 3 boxed 53 Granite iron ware, nested, boxed 54 Grape cuttings or grape 1 9 4 4 3 leaded 3 5 55 Grape pomace 5 13 Reflectors, glass, in pack- ages (C. L. min. weight 16.000 Ibs. i 1 3 56 Graphite or graphite ore. in ^ bags, boxes, kegs or bbls.. r>7 Graphite or graphite ore, in S 4 14 Shades, glass, N. (). S., casks 4 5 packed in boxes, barrels' or casks (C. L. min. wt. 58 Graphophones, in boxes, crates or barrels 1 3 16,000 Ibs.) 15 Shades, lamp gla^s N ( ) 1 3 59 Grass, sea or prairie, pressed in bales. 1 5 S., in packages (C. L. min.wt 16, 000 Ibs) 1 3 60 Grasses, dried, in boxes or casks 1 16 Signs or show cards, glass, boxed 1 61 Grasses, dried, N. O. S., pressed in bales. . .. 1 4 17 Siphons, mineral water, glass, in packages 2 4 62 Gravel (soft coal rates) . 63 Grease, axle, in buckets, 18 Tumblers, glass, (not gob- lets) in packages 19 Vases, glass, in packages 2 1 5 cans or kits 64 Grease, axle, in barrels or boxes 3 4 5 5 20 Globes, geographical, p'ked in boxes 1 65 Grease, rod or wax, in bar- rels 4 5 21 Gloves, boxing. boxed Dl 66 Grease, Kalon, in wood 4 5 22 Gloves and mittens. . . . 1 67 Grease, N O. S., in buckets 23 Gloves husking boxed 1 cans or kits 3 5 24 Glucose, in kegs, barrels or casks 4 " 68 Grease. N. O. S., in boxes barrels 4 5 25 Glucose, feed, in bags or barrels 5 i 69 Grease, rosin, in wood 70 Grease eradicator, in tin. 4 8 26 Glucose, feed io packed in cases. 9 27 Glue, in boxes or bags 28 Glue in barrels or casks .... 29 Glue, liquid, in cans,p'ked in boxes or barrels 3 4 2 5 5 5 71 Girdles, asbestos, in boxes or barrels 72 Griddles, soap stone 73 Grindstones, incl'ding pulp 2 3 ....... 30 Glue, liquid, in glass, p'cked i grinding stones loaded in box cars 4 31 Glue, liquid, in kegs, half ^barrels, barrels or casks. .. 4 5 74 Grindstones, requiring flat or gondola car, min. wt. 4 000 Ibs each 1 4 I 75 Grindstones 7 33 Glue stock,' sizing or scraps '"9" 1 76 Grindstones, mounted 2 7 3 US [33] Classification Continued . G L.C. L. C. L. H L.C.L. C. L. 1 Grindstones and grindstone frames, K. D.,flat or fold- 41 4? Hair, in bulk, not taken. Hair, curled, in bales or rope 1 ed flat, securely crated or boxed 4 43 44 Hair, human, in packages.. Hair crimpers or curlers, N. Dl 2 Grindstone fixtures, N. O. O. S.,in packages 2 S. in boxes bbls or casks 3 45 Hair pins 9 3 Grindstone frames, without grindstones S. U 1 f 46 Hammers, in boxes, bbls. or casks 3 4 Grindstone frames, K. D. and tied in bundles 4 47 48 Hammocks, in bales Hammock stands, iron 1 1 3 5 Grindstone frames, K. D., with grindstones 7 49 Hammock spreaders or sup- Eorts, wooden, crated or 6 Grits, in packages 4 5 oxed 2 4 7 Groceries, N. O. S 1 50 Hampers, not nested 4tl 8 Guano, in bbls. or bags 9 Guano 4 " "e" 51 5? Hampers, nested Hams, artificial, for adver- 3tl 10 Gum, almadina or tuno, in packages 3 4 tising purposes, in crates, boxes or bbls j 3 11 Gum, camphor, in packages 12 Gum, chewing, in glass, packed 2 1 3 53 54 Handles, iron orwire.N.O. S., in packages Hangers, clothing, wooden 3 13 Cum, chewing in cases or boxed 9 bbls . .. 3 55 Hangers, house door, in 14 Gum, chicle in bags or bbls 4 packages . 3 15 Gum, copal, demar, kowrie, sandaric or shellac, in 56 Hanger tracks, barn door, iron or steel . 4 5 packages 3 4 57 Hanger tracks, house door, 16 Gum, dextrine, in bags or in packages . 3 5 bbls 3 4 17 Gum, pontianac, in p'kages 3 58 Hard ware. etc. 18 Gums, N. O. S 1 59 NOTE All articles of iron 19 Guns, rifles and other fire- arms 1 or steel manufacture, when fitted, painted, jap- 20 Gun barrels, boxed 21 Gun or rifle cleaners boxed 1 1 anned, bronzed.coppered, acid coppered, plated, 22 Gun cotton, taken only by special agreement. 23 Gun implements, N. O. S., boxed ... tinned, galvanized, o r when joined together in the rough, will be consid- ered as hardware and 24 Gun stocks, finished, in ^packages 25 Gun stocks, in the rough, in bundles, crates or boxes 2 3 60 classified accordingly, un- less otherwise specified in the classification. Hardware, N. O. S 3 26 Gun stocks, in the rough . . . 27 Gun wads .^. . 5 4 6f Harness and saddlery 28 Gutta Percha, in bales 3 6? Halters, in boxes or bbls 9 29 Gutta Percha goods 1 63 Hames, in bundles 9 6 30 Guttering, copper or tin 31 *Guts, in kegs 4 4 8 64 65 Hames, in boxes Hame sticks, in the white, 3 6 32 *Guts, hog or beef, in half- in bundles 3 bbls., bbls. tierces 33 Gymnastic apparatus, K. D., boxed or crated . . 4 1 9 66 67 Hame sticks, in the white, in crates or boxes Hame sticks, in the white ; ""5" 34 Gypsum, in bags or bbls :> 8 ri8 Hame sticks, in the rough. . 6 35 Gypsum 8 69 Harness hardware 4 11 70 71 Harness, in bales or boxes. . Harness makers' wax, in boxes or bbls. 2 3 79 Horses stitching 1 2 36 Hair, N. O. S., in sacks or cases l 73 74 Sadd'es.in bales or boxes.. Saddletrees 3 9 37 Hair, N . O. S., in bbls 38 Hair., N. O. S., in paper 2 7:> 7fi Saddlery, boxed. N. O. S... Stirrups, wooden 2 3 " "5" sacks, compressed in bun- 77 Whips, in bales I 1 ., dles 3 7S Whips boxed 1 " 39 Hair, N. O. S., compressed in bales 3 79 Whip sockets, X. O. S., in boxes or barrels 1 40 Hair, as enumerated above, minimum weight 20,000 80 Whip sockets, iron, in bbls. or boxes 3 Ibs... 5 *See casings. 319 [34] Classification Continued. H L.C.L. C. L. H L.C.L. C. L. HARDWARE Concluded. 1 Whip stocks, rawhide, in bdls., boxes or barrels .... 2 2 Whip stocks, wooden 3 5 3 Whips, not baled, not taken. 4 Collar pads, in bales? or boxes (C. L., minimum weight 16.000 Ibs. i 2 3 5 Collars, horse, in sacks or bales 1 6 Hasps, hasp hooks, and hasps with hooks attached iron or steel, in boxes, kegs or bbls 4 5 38 Antelope, deer or elk skins, dry, in bales, minimum weight 14, 000 Ibs. (Rule 7 not to apply) 2 5 39 Antelope, deer or elk skins, green salted, in bundles.. 3 40 Buffalo or goat robes, in bales 1 41 Calf skins, dry, loose or in bundles or sacks, C. L., minimum weight 12,000 Ibs. (Rule 7 not to apply) 1 42 Calfskins, dry, pressed in bales (C, L.. minimum weight 20, 000 Ibs.) 1 1 43 Calf skins, green, in bundles 4 44 Cattle switches, in bales or boxes 2 2 4 6 5 5 7 Hassocks, in bbls. or boxes or wrapped 1 8 Hatchets, boxed 3 9 Hats and caps, in racks or crates Dl 45 Cattle tails. dry, in bales.... 2 46 Cattle tails, green salted, in bundles, bales or bbls 4 47 Coney, nutria and rabbit skins, dry, in bundles or bales 1 48 Dogskins, green, pickled, in bundles 3 10 Hats and caps, N. O. S., in boxes 1 11 Hats and caps, fur, in boxes 1 12 Hat bodies, in boxes, same as hars. 13 Hat roundings, in bags, . sacks or crates 2 14 Hat roundings. in machine pressed bales, minimum 12, 000 Ibs. (Rule 7 not to apply) 3 7 5 49 Furs, peltries or skins, com- pressed in bales, or in boxes, as follows: Badger. bear, beaver, fis er, fox, lynx, marten, mink, musk- rat, oposum, otter, ' rac-| coon f skunk, wildcat and wolf, etc., and imported dog and sheep skins Dl 15 Hatters' furs, in cases Dl 16 Hay pressed in bales (C. L., minimum weight 20. - 000 Ibs.) ( Rule 7 not to apply) 1 9 17 Hay caps, strawboard or wood pulp 1 ' 5 50 Fur scraps or cuttings, same as furs, peltries or skins. 51 Goat skins, dry, in bundles or bales (C L., minimum weight 20, 000 Ibs.) 1 52 Goatskins, green, pickled,; in bundles 3 4 6 '"e" 6 6 6 '"5" 6 6 6 18 Heading and heading bolts 4 9 19 Head lights. N. O. S Dl 20 Head lights, boxed or se- curely crated 1 21 Headlinings. wooden, in bundles or crates 4 22 Headlinings. wooden 9 23 Hearths. iron, marble, slate or stone, boxed . 3 53 Goat and sheep skins, pickled, in bbls 4 54 Goat or sheep skins, pickled 55 Hides, beef, calf or horse, green, in bundles i 4 24 Hearths, iron, marble, slate or stone. crated or boxed 5 25 Hearths, loose, not taken. 26 Heaters, car, electric, boxed 1 27 Heaters and lamps, com- bined, boxed 1 28 H eaters . feed water 5 29 Heaters, hot water, iron 3 5 30 Heaters, steam jacket 2 6 56 Hides, dry, loose. or in bun- dles or sacks (C. L.. mini- mum weight 20.000 Ibs.) .. H4 57 Hides, dry, pressed in bales (C. L., minimum weight 20, 000 Ibs.) ! 1 58 Hide pates or scraps, in bbls. , bales or sacks 4 59 Hide pates or scraps 32 Hektograph compound, in tin, packed in cases 2 33 Hemp in bales 2 35 Herbs, dried sage, summer savory, catnip, pepner- mint.'tansy, marjoram, or any other kind. N. O. S., in packages (C. L., mini- mum weight 12.000 Ibs i . 1 3 36 Hides, furs. pelts, robes and 60 Hog skins, dry, in bundles or sacks. 1 61 Hog skins, dry. pressed in bales . . 2 62 Hog skins, green, in bundl's 4 63 Hog skins, pickled, in bbls. 4 64 Hog skins, pickled 65 Porpoise hides, green salted i n packages 3 66 Seal skins, pickled, in bbls. or casks 1 67 Sheep pelts or sheep skins, dry, in bundles or bales . . 1 5 6 skins, as follows, viz. : 37 Antelope, deer or elk skins, dry, in bales : ' [35] Classification Continued. IL.C.L. c. L. L.C.L. C, L. HIDES, FURS, PELTS, ROBES AND SKINS Continued '. 1 Sheep pelts or sheep skins. dry. loose or in packages. ! min. wt. 20. COO Ibs. (Rule 7 not to apply ) 2 Sheep pelts or sheep skins, j green, pickled, in bdls... 3 Sheep pelts or sheep skins, i green, pickled 4 Sheep pelts or sheep skins, green, salted, in bdls i 5 Sheep pelts or sheep skins. ; green, salted 6 High explosives, taken only by special'agreern't. i 7 Hods, brick or mortar, iron, steel or wooden 8 Hods, coal, iron I not coal; vases) 9 Holders, coin, boxed 10 Holders, be ok, and parts, boxed 11 Hollow ware, stove, iron ( plain or enameled i 12 Hollv branches, in bdls., P. P 13 Holly branches, in bales or boxes, P. P 14 Holly branches. P. P 15 Hominy 16 H oney , in glass 17 Honey, in pa-teboard or paper boxes, either loose or in packages, not taken. 18 Honey, in tins, boxed or in wood 19 Hoof dressing, in glass, packed in cas s 20 Hoof dressing, in tin boxes or cans, packed in cases.. 21 Hoof stuffing, N. O. S 22 Hoof stuffing, in bulk, in tubs, kegs, 1-2- bbls. or bbls. 23 Hoofs, in packages 24 Hoofs 25 Hooks, cants or peavies, in bdl., box or crates 26 Hooks, fishing 27 Hooks, gas pipe, iron, in boxes, kegs or bbls 28 Hooks, shoe button. X. O. S.. in packages 29 Hooks, shoe button, iron or steel in < ackag s 30 Hooks and eves, boxed .... 31 Hoops, barrels, coiled. N.O.S 32 Hoops, barrel, coiled, nest- ed, in bundles 33 Hoops, shaved, in bdls 34 Hoops, truss, bent into circles, in bundles 35 Hoops, truss, in straight; strips, in bundles 36 Hoops, N. U. S ; 37 Hoop poles 38 Hoop and stave bolts 39 Hoop skirts 3 m i T i 40 Hops, N. O. S 41 Hops N. O. S., in bales (C. L.. minimum weight 14, 000 Ibs.) 42 Hops, in burlap bales. lined with oil cloth pr tar-; paulin (C. L., minimum weight 14,000 Ibs.) 43 Hop tea, in glass, packed.. 44 Horn pith 45 Horn strips, in boxes > 46 Horn tips or ends, in pack-j ages i 47 Horn tips or ends. 48 Horns, elks', S. U., boxed or crated ; 49 Horns, elk, unmounted, i boxed or crated 50 Horns, in packages 51 Horses, builders', wood, K.D. flat or folded flat .... 52 Hobby horses, not crated or boxed 53 Hobby horses, N. O. S., crated ' r boxed 54 Hobby horse material, wooden, in the white. K. D. flat, in bundles, crates or boxes 55 Horses, display (not hobby horses), boxed '. 56 Hose, rubber, canvas or leather, loose , 57 Hose, rubber, canvas or leather, in bales or crates. . 58 Hose, rubber, canvas or leather, in boxes. 59 Hose reels, . U 60 Hose reels, K. D., packed. 61 Hose reels, lawn (52 Hosiery, incases 63 Household goods and sec- ond-hand furniture, car- riers' liability limited to $5.00 per 100 Ibs. in case of loss or damage and so de- clared on shipping ticket or bill of lading by ship- per, prepaid or guaran- teed 61 Household goods and sec- ond-hand furniture, pre- paid or guaranteed (not released ) 65 Household goods and sec- ond-hand furniture, car- riers' liability limited to $5.00 per 100 Ibs. in case of loss or damage and so de- clared on shipping ticket or bill of lading by ship- per, prepaid or guaran- teed, min. wt. 20,000 Ibs. (Rule 7 not to apply ) 66 Household goods and sec- ond-hand furniture, pre- paid or guaranteed, min. wt. 20, 000 Ibs. (Rule 7 not to apply not released)... 1 Dl 1 4 Dl 1 3 1', 3 r i 1'., 321 [36] Classification Continued. H L.C. L. C. L. I L.C. L. C. L. 1 NOTE. The above rating carloads will include not 24 Injectors, steam or water, boxed 2 to exceed ten head of live 25 Ink, in cans 2 stock. When a car con- 26 Ink, in wood. 3 tains horses, mules or cattle, one man in charge will be carried free, and 27 Ink, in earthenware or paper bottles, packed.. . 28 Ink, in glass, (J. R 2 1 4 4 in such cases agents will 29 Ink. printing, in cans, bxd. 3 use the live stock contract. No free return passage to be given. With other live 30 Ink, printing, in bbls 31 Ink. harness, in tin cans, boxed 4 2 animals, man in charge to 32 Ink pads, in cases, boxed.. 1 pay full fare. 2 NOTE. Live poultry, in 33 Inkstands r wells, N.O.S., boxed 2 coops or crates, forming part of and accompa 1 1 y ing 34 Insect destroyers, N.O.S... 35 Insect liquid, N.O.S. 4 4 shipments of household goods, will be charged for at classified rating of household goods. 36 Insoles, wooden, in boxes.. 37 Instruments and fixtures, electrical, N.O.S., boxed. 38 Instruments, surgical, bxd 3 3 Houses, model, small, S.U., crated, loaded in box cars. 1H 39 Insulators, po celain , in boxes, bbls. or casks 4 5 4 Houses, portable, K. D., in bundles. 3 7 40 Iron and steel and articles 5 Houses, smoke, portable, sheet iron. S. U., crated... 6 House movers' materials, consisting of capstans (second - hand), chains, jackscrews. pulleys, ropes, heavy timbers, wooden rollers, etc IK 4 6 manufactured of same. NOTE. When the articles are over twenty (20) feet in length (allowing six ad- ditional inches when in packages), are too wide 10 be loaded in a box car, unless otherwise pro- 7 Husks, corn, in bales 3 vided, such shipments 8 Husks, corn, min. weight 20, 000 Ibs. (Rule 7 not to apply i 3 9 shall be charged at actual weight and class rate for each article, except that I 9 Ice, P. P. 1 the minimum charge on each shipment shall be 1,000 Ibs. at first class rate, and this minimum shall apply whether the articles 10 Ice furnished by shippers for preservation of freight in carloads loaded in re- frigerator cars, not ex- ceeding 3,000 Ibs. for each are loaded in a box, stock, gondola or other car. 41 Anchors, N. O. S 42 Anchors, bldg.,wr'ght iron. 43 Angle iron 4 4 4 5 5 5 car used, will be carried free. 11 Ice 10 44 Anvils and vises 45 Armor plate, iron or steel.. 46 Axe polls, iron in the rough 4 4 4 5 5 5 12 Ice cream freezers (C. L., min. weight 16,000 Ibs.) 1 3 47 Axles, iron or steel, N.O.S. 48 Axles car 4 4 6 6 13 Ice shavers, S. U., boxed 1 49 Axles, locomotive . 4 6 14 Ice shavers, K.D.,andbxd. 2 50 Bag holders, in boxes 2 15 Images and figures, bronze or metal, packed in bxs., 51 Band iron 52 Bar iron or steel 4 4 5 5 bbls., or casks. 1 53 Beams, iron. 4 6 16 Images and figures (not statuary), clay, earthen- 54 Billets, blooms and ingots, iron or steel 4 ware, plaster of par is, terra cotta or wood, pack- ed in bxs., bbls. or casks. 1 55 Billets, blooms and ingots. iron or steel (see note), per gross ton 2,240 Ibs. 17 Incubators, bxd. or crated. 1 same as 2.000 Ibs 9 18 Incubators 6 NOTE. The foregoing classi- 19 Indicators, speed, boxed.. 20 Indigo. 1 fication of billets and blooms will apply only 21 Indurated fibre ware, same as similar articles manu- factured of wood. 22 Ingot moulds, iron 23 Ingot mould staples, iron or steel 4 4 6 5 upon such unfinished material as is intended to be rerolled and can be transported in open cars without damage from ex- posure to weather. -21 R W 322 [37] Classification Continued L.C. L.I c. L. tL.C.L. C. L. IRON AND STEEL Continued. and which are covered by the following description : Billets and blooms, the combined measurement of the width of the four sides of each being not less than fourteen (14) inches; also billets in less sizes than the above! named, provided thatthey; are square (not round, flat i or oval), the weight of each being not less than 150 Ibs. 1 Blowers, rotary, iron 2 Boiler flues or plates 3 Boiler iron A Bolts, bridge or barge iron, 12 inches and over in length, loose 5 Bolts, nuts, rivets, staples or washers, iron, in bxsorkgs 6 Box straps, iron, steel or "wire, in packages 7 Braces, extention, iron or steel, for supporting exca- vations, loose 8 Braces, extension, iron or steel, forsupportingexca vations, in packages.. 9 Brake beams, iron 10 Brake shafts or rods, iron. 11 Brake shoes, iron 12 Bridge iron 13 Bumpers, iron 14 Buoys, iron, N. O. S. 15 Buoys, iron, requiring flat or gondola car, minimum weight 4, 000 Ibs. each 16 Butts, iron, in packages .... 17 Car bolster bearings, iron or steel in packages 18 Car bolster caps, iron or steel 19 Car couplers, automatic, iron 20 Car coupler knuckles, iron or steel 21 Car steps, iron or steel in crates or boxe^ 22 Car wheels, paper or iron, loose or attached to axles. 23 Castings, etc. NOTE All articles of iron or steel, when shipped in the rough and not put to- gether, fitted, painted, jaoanned, bronzed, cop- pered, acid coppered, plated. tinned or galvan- ized, and n t otherwise specified in the classifica- tion, will be considered as castings, and classified ac-i cordingly. 24 Castings, iron or steel. N.O.j S.,securely wired together in bundles, weighing less; than 15 Ibs per bundle.. ..! 25 Castings, iron orstee'.N.O. S .. IRON AND STEEL Continued. 26 Castings, iron, broken 27 Castings, malleable iron, N. O. S., same as castings, iron, N. O. S. 28 Cattle guards, iron or wood. 28.\Cattle guards, clay 29~Ceiling, iron, in boxes, bundles or rolls 30 Ceiling mouldings, iron, nest'd solid in crat's or bxs 31 Centreplates.car, iron orst'l 32 Chain or chain cable, iron, made of less than % inch iron, loose 33 Chain or chain cable, iron, made of 5 inch iron or over, loose 34 Chain or chain cable, iron, in packages 35 Chain belting, iron or steel 36 Chairs, railroad, iron 37 Clam ps. iron, boxed 38 Clasps, flexible, in boxes 39 devices, iron or steel, for plows, cultivators, wagons, etc., in packages 40 Cocks, iron 41 Columns, iron.N. O. S.... 42 Cores, iron , empty 43 Corners, iron .car 44 Cornices, galvanized iron, complete in sections, S. U., crated 45 Cornices, galvanized iron complete, K. D.. nested and boxed or crated 46 Comic's, mo ildin's, galvan- ized iron. K. D., nested and crated 47 Cornice ornaments, stamp- ed metal, nested and boxed or crated 48 Corrugated irorf 49 Corrugated or galvanized sheet iron 50 Cotton ties, iron 51 Cotton tie buckles, in bbls. or boxes 52 Cresting, galvanized iron, packed flat in crates or boxes 53 Cresting, iron, in bxs or bbls 54 Crop ends (consisting of crop ends of rails, beams, angles, skelp, billets, blooms or muck bar), iron or steel, in packages 55 Crop ends (consisting of crop ends of rails, beams, angles, skelp. billets, blooms or muck bar), iron or steel, per gross ton2, 240 Ibs., same as 2, COO Ibs 56 Crow bars, iron or steel 57 Drawbars, iron 58 Drawheads. iron 59 Drums, casks or tubes, iron, empty 60 Dumb bells, iron, in crates, boxes or bbls C.l Klbow joints and T's. iron or steel . . 3tl [38] Classification Continued. \ L.C.L. C. L. I L.C.L. C. L. IRON AND STEEL Continued. 1 Fence posts, iron, cast or wrought 2 Fence, steel picket, K.D., in bundles * 4 6 5 : IRON AND STEEL Continued. 39 Hydrants and valves, iron . . 40 I ngot moulds, iron 41 Ingot moulds staples, iron or steel 4 7 4 6 4 5 3 Fencing and railing, iron, N.O.S 4 Fencing and railing, iron, 3 5 42 Iron agate ware, N. O. S. .. 43 Iron agate ware, nested boxed 1 4 2 4 N. O. S., K. D., in bundles. 5 Fencing and railing, wrou't iron in panels 4 4 5 | 5 44 Iron shoes, horse, combined iron and rubber, in kegs or boxes 4 6 Fencing, expansive, iron or steel 3 5 45 Iron, enameled, in sheets or plates, boxed 3 4 7 Fifth wheels, loose or tied in bundles 9 46 Iron mass (purifying ma- terial) 4 6 8 Fifth wheels, packed in bbls or boxes 4 47 Iron rings, for protecting thread of iron pipe io 9 Fifth wheels 5 bundles or bbls 4 10 Fire place linings, iron, loose 1 5 48 Iron, sulphate of, in boxes or kegs 9 11 Fire place linings, iron, crated or boxed 3 5 49 Iron, sulphate of, in bbls. or casks . . 4 6 12 Fire plugs, iron 4 7 50 Journal boxes and covers, 13 Fish plates, railroad 14 Flanges, wheel, iron, in bdls 15 Flasks, iron, boxed * 4 3 5 6 car, iron or steel 51 Journal bearings, in boxes, bbls. or casks 4 5 4 5 16 Forgings, carriage, iron or 1 52 Ladles, iron or steel 3 steel, N. O. S., finished, i 53 Lamp posts, iron 4 5 painted,japan'ed,bronz'd, coppered, acid coppered, 54 Lathing, iron or steel, in bundles 4 5 plated, tinned or galvan- ized, in bxs.kgs. or bbls.. 17 Forgings, carriage, iron or steel, N. O. S., in rough, not painted, jappaned, bronzed, coppered, acid coppered, plated, tinned or galvanized, in boxes, kegs or bbls 3 4 55 Links and pins, iron 56 Locks, iron or steel (see note), in packages NOTE This classification will not apply upon shipments of locks having either brass, bronze, copper, or nickel or silver plated trimmings or fixtures. 4 5 3 18 Frames or sills, window or door, iron 4 57 Mandrels or cones, iron or steel N O S 4 5 19 Frogs, railroad 20 Fronts, iron, architectural .. 4 4 5 6 58 Mantels, fronts, frames or fenders, iron i r> 21 Galvanized iron 22 Gas pipe, iron 23 Grates, iron 4 4 3 5 7 59 Mantels, fronts, frames or fenders, iron, crated or boxed 3 6 24 Grate bars, iron , N . O. S . . . . 25 Hasps, hasp hooks and hasps with hooks at- tached, iron or steel, in boxes, kegs or barrels 26 Hay bands, iron or wire, in 4 4 6 ! i 5 60 Mattocks. N.O.S. .in pkgs.. 61 Mattocks, iron or steel with- out handles, in bundles .. 62 Mattocks, iron or steel, with- out handles, in boxes, bbls. or casks 4 4 4 i 5 bundles 4 6 63 Mauls iron in bundles 3 27 Hearths, iron, boxed 28 Hearths, iron, crated or bxd. 3 5 64 Mauls, iron, in boxes, bbls. or casks 4 i 29 Hearths, iron, loose, not taken. 65 Measures, iron, not nested, in crates 1 6 30 Hinges, iron, bronzed, in packages 9 66 Measures, iron nested, in crates 2 6 31 Hinges. iron orsteel,in bxs. kgs, bbls. or casks 4 6 67 Mill dogs, iron 68 Murk or puddle bars . 9 4 '.'. 32 Hinges, iron or steel, se- curely wired together in bundles, weighing 15 Ibs. or over per bundle 33 Hinges, spring, iron or ste'l. in bxs.. bbls. or casks 34 Hinges, N. O. S., in bxs.... 35 Hitching posts, iron(statues or images) , crated or bxd. 4 4 2 2 5 5 69 Muck or puddle bars, per gross ton 2,240 Ibs., same as 2, 000 Ibs 70 Nail plate, iron or steel 71 Nail rods, iron 72 Nail rods, iron, per gross ton 2.240 Ibs., same as 2. 000 Ibs 73 Nails or spikes, iron, wire or steel, in boxes or kegs, 9 4 5 4 5 36 Hitching posts, iron, N.O.S. 37 Hoop iron 4 4 5 5 actual weight 74 Nails, horse shoe or finish- 4 ; 8 38 Horse, mule or ox shoes, in bxs. or kgs. .actual weight 4 5 ing, iron or steel, in boxes 4 8 324 [39] Classification Continued. I L.C.L. C. L. I L.C.L. C. L. l IRON AND STEEL Cont'd. 2 Nails, iron or steel, in bags. 3 Nuts,iron, in boxes or kegs 4 Nut locks, iron, in pckgs 5 Oxide of iron (iron rust), in kegs, barrels or casks 6 Pails, garbage, galv. iron.... 7 Pans, dripping, galv. iron, in crates or boxes 3 4 4 4 3 3 4 4 1 3 4 3 4 4 2 4 4 3 4 4 4 3 2 4 4 i 2 4 4 4 4 3 4 5 6 6 9 4 5 5 5 5 5 5 5 5 6 5 5 5 5 IRON AND STEEL Continued. 40 Posts, fence, sh't iron, loose or in bundles. ... 5 41 Pulleys, iron 3 6 42 Pulley castings, in rough... 3 6 43 Pulley hangers, iron 3 6 44 Pyrites, iron 4 9 45 Railing, iron, N. U. S 1 3 7 46 Railing, iron, N.O.S..K.D. in bundles ..... 4 7 8 Pans, dripping, sheet iron, nested and tied with wire or marline 47 Railing, wrought iron, in panels 4 7 48 Railroad iron.N. O. S 9 Pans, dripping, sheet iron, nested, crated or boxed... 10 Pans, iron or steel, N. O. S., not nested, crated or bxd. 10 Pans, iron or steel, nested.. 11 Pans, iron or steel, nested, in boxes or barrels. 49 Rail brace, iron or steel.... 4 5 50 Rail straighteners, iron, with handles, loose 3 51 Rail straighteners, iron.i with handles in crates 4 52 Rail tongs, iron or steel .... 3 53 Rails, mining.. 4 9 12 Pans or skillets, iron or steel, nested 54 Rails, old or new, or rail ends .... 4 13 Pans or skillets.iron or steel, nested, in boxes or bbls. . 14 Pedestals, iron, architec'ral. 15 Picket pins, malleable iron jt bundles 5 Rails, old or new, or rail ends, per gross ton 2.240 Ibs, same as 2, 000 Ibs 9 56 Rivets, iron, in box. or kgs.. 4 , 57 Rivets, iron, coppered, in boxes or kegs 6 58 Rods, nail. iron . 4 16 Picket pins, malleable iron, in boxes or bbls 17 Picket points, iron or steel, in boxes, kegs or bbls .... 18 Picks. iron or steel, loose ... 19 Picks, iron or steel, in box's or bbls 20 Pig iron 21 Pig iron, chill, per gross ton 2, 240 Ib.s.. same as 2, 000 Ibs. 22 Pig iron, sand, per gross ton 2.268 Ibs.. sameas2, 000 Ibs. 23 Pipe, cast iron, plain or por- celain lined, N. O. S 24 Pipe. spiral weld steel, pres- sure. 59 Rods, nail, iron, per gross ton2,240,sameas2,000 Ibs 5 60 Roll scale, in packages 4 61 Roll scale, per gross ton, 2. 240, same as 2, 000 Ibs 10 9 9 7 5 5 7 7 7 62 Russia iron, sheet . 2 63 Saddles, iron, architectural . 4 6 64 Safes, iron. as follows: 65 Each weighing 10, 000 Ibs. or over must be loaded by shipper and unloaded by consignee 2 66 Each weighing 5.000 Ibs. and under 10,000 Ibs. must be loaded by shipper and unloaded by consignee.. 3 67 Each weighing less than 5, 000 Ibs.. .. . 3 .. .. 25 Pipe, water, sheet iron spi- ral riveted. 26 Pipe, wrought iron, N.O.S.. 27 Pipe, wrought iron, in coils, loaded in box cars 28 Pipe, wrought iron, in coils, requiring flat or gondola car, minimum weight of each coil, 4, 000 Ibs 29 Pipe balls, iron, in pckgs.... 30 Pipe balls, iron 31 Pipe fittings, iron or steel .. 32 Pipe hangers, iron or steel, in boxes, kegs or bbls 33 Planished iron, sheer, in Kussia matting.. 68 Safes, iron, must be loaded by shipper and unloaded by consignee 4 6S Safes, iron, K.D., in pieces.. 3 70 Safe deposit vault boxes, iron or steel 3 5 71 Safe deposit vault doors, iron or steel 5 5 7 7 4 5 5 6 5 72 Safe doors , iron or steel ''> 73 Sash weights, loose. 3 8 74 Sash weights, in bundles or boxes.. . 1 8 75 Scrap iron or steel, in bbls. or casks 4 76 Scrap iron or steel, loose or in barrels or casks 9 77 Scrap iron, loose, L. C. L., not taken. 78 Screws, iron, boxes or kgs.. 5 79 Screws, steel, in boxes 4 80 Screws, steel 5 81 Shafting, iron or steel, N .O. S. 3 5 34 Planished iron, sheet, pckd in metal cases with wood- en covers 35 Plate iron and steel 36 Plates, iron, architectural 37 Poles, pole irons and mast arms, electric light or rail- way, iron 38 Postal bag racks, iron, in boxes. 39 Posts, fence, sheet iron, in bundles 325 [40] Classification Continued. I L.C.L. C. L. I L,C. I C. L. IRON AND STEEL - Continued. 1 Shafting, iron or steel, with- out couplings, hangers, pulleys, wheels or other fixtures attached 4 6 IRON AND STEEL Continued.] 35 Staples, iron, coppered, gal-, vanized or polished, in boxes. kegs or bbls . 4 36 Staples, wire, in kegs boxes 8 2 .Shafting hangers and coup- or bbls 4 8 lings iron 3 6 37 Stay guards, steel, for wire 3 Sheet bars, iron or steel 4 Sheet iron or steel 4 4 5 5 fences, in boxes 4 38 Stairs or stair work iron 4 5 5 Sheet iron, crystalized, dec- orated or marbleized bxd fi Sheet iron japanned box'd 3 3 4 4 39 Steel, in boxes or bbls 4 40 Steel, in bars, bdls, plates or slabs 4 5 7 Shovel blanks, iron or steel 8 Shutters, iron 4 4 5 5 41 Steel, crushed, chilled, in double bags, boxes, kegs 9 Single-tree or double- tree iron, unfinished, in box's, kegs or barrels 4 7 bbls. or casks 4 42 Stop cock boxes, iron 4 43 Swage blocks, iron 3 9 5 10 Sinks, iron or steel 11 Sinks iron nested, in boxes 3 5 1 44 Switch or signal targets, railroad, iron 4 or barrels 12 Sinks iron, enameled. 4 3 5 5 45 Switches and switch points, railroad. 5 13 Sinks, iron, enarn'il, boxed. 14 Sinks steel, nested . 4 4 5 5 46 Switch stands, railroad 4 47 Tack plate, iron or steel 4 5 5 15 Skelp iron, per gross ton of 2, 240, same as 2,000 Ibs. ... 16 Skelp Steel per gros^ton of 4 8 48 Taggers' iron ... 4 49 Tank iron 4 '50 Telegraph poles, iron 4 1 5 2. 240, same as 2. 000 Ibs.... 17 Sky lig't fram's, iron, glaz'd or unglazed (min. wght. 10,000 Ibs 4 m 8 ? 51 Test weight castings, iron .. 2 52 Ties, railroad, iron or steel.. 4 4 1(K less than 10 18 Slabs, iron or st'el, in rough, unfinished 4 53 Tie plates, railroan, iron or steel 4 5 T.i Slabs, iron orste'l, in rough, unfinished (see note), per 54 Timber hangers or stirrup irons 4 5 gross ton 2,240 Ibs., same as 2, 000 Ibs ''0 NOTE The foregoing 6 55 Tin plate bars, iron or steel. 4 56 Tire benders, ir n 57 Tire shrinkers iron 3 5 classification of slabs will applv onlv upon slabs 58 Tire upsetters, iron, loose or on board 2 covered by the following description : Slabs, rough and-unfinished, the com- bined measurement of the width of the four sides of each being not less than fourteen (14) inches 59 Tire upsetters, iron, boxed.. 3 60 Toe calks, iron, in boxes or kegs 61 Track gauges, iron 62 Tree protectors, iron, S. U .. 1 63 Tree protectors. iron, K. D and nested 3 64 Trip hammers iron. 4 5 5 5 less than one and one-half 65 Tubes. steel .. .. 4 5 (1^) inches in thickness. 66 Tubing, iron 4 21 Sledges, iron, in boxes or casks 4 67 Turn buckles, wrought iron truss 5 2 Sledges iron 5 68 Valves, iron 4 7 23 Speigel iron or sp'g 1 ! eisen 4 69 Vases, iron 2 4 24 Speigel iron orsp'g'l eisen, per gross ton of 2, 240 Ibs. 70 Vault and prison work, iron 4 71 Vises, iron 4 5 5 same as 2.000 Ibs 25 Spikes railroad.. " '4" 5 8 72 Washers, iron, in boxes or kegs 8 26 Splices railroad 4 6 73 Water pipe, iron 4 7 27 Sponge, iron(pur. material) 4 4 6 6 74 Wedges, iron, in boxes or casks ... 4 29 Springs, locomotive, iron or steel. 4 6 75 Wedges, iron 76 Weights, iron, for hoisting elevators 5 6 iron^in boxes, kegs, bbls.'. 31 Spring plates, car, iron or steel 4 4 6 5 77 Well points, iron 4 78 Wheel flanges, iron, in bdls or boxes 4 6 6 32 Stake pockets, car, iron or steel 33 Stand pipes. iron. K. D 34 Staples, iron, in boxes, kegs or bbls 4 4 5 5 8 79 Wheels, gear for electric motors, each weighing 100 Ibs. or over 4 80 Wheels, iron or steel, mach- ine finished 5 [41] Classification Continued. L.C.L. c. L. L.C.L. C. L. IRON AND STEEL Continued.] 1 Wheels, iron or steel, in the; rough, unfinished, N.O.S. 2 Wheels, iron, requiring: flat: or gondola car, minimum weight 4, 000 Ibs. each ! 3 Wheels, iron, requiring flats or gondola car 4 Wheels, water, iron. N.O.S. 5 Wrenches, iron, N. O. S., boxed 6 Wrenches or tongs, pipe, iron or steel 7 Iron, nitrate of, liquid, in car- boys 8 Iron, nitrate of, liquid, in wood 9 Iron liquor, in wood . 10 Isinglass 11 Istle,in bales 12 Ivory and ivory blocks. . 13 Ivory, nut or vegetable . . 14 Ivory black 15 Jacks, car or track 16 Jacks, iron, boxed 17 Jacks, wagon, hand, loose .. 18 Jacks, wagon, hand, boxed or crated 19 Jack screws, loose 20 Jack screws, boxed 21 Japanned ware, boxed or crated 22 Jardinieres, earthenware, packed in crates, boxes, bbls. or casks 23 Jardiniere stands, metal, S. U 24 Jardiniere stands, metal, K. D., boxed or crated 25 Jellyine, in glass, boxed 26 Jellyine, in cans, boxed 27 Jewelers' and mint sweep- ings tailings 28 Jettine 29 Juice, cherry or prune, in bbls. or hhds 30 Juice, clam 31 Juice, grape, in glass, p'ck'd 32 Juice, grape, in wood 33 Juice, lemon, lime or orange, in bbls. or hhds... 34 Juice, lime, in glass, packed 35 Juices, fruit, N. U. S., in glass, packed 36 Juices, fruit, N.O.S., in cans! packed in cases 37 Juices.fruit, N.O.S., in bbls. or casks . . . D 1 1 1 4 1 2 2 4 1 2 2 1 38 Junk, consisting of bones, broken glass, hoofs, horns, horn pith, old rope, old rubber, paper scrap, rags and scrap brass, copper, lead, iron, tin and zinc 39 Jute or J ute lashes 40 Jute butts 41 Jute roofing 42 Jute waste, in bags, sacks or crates 43 Jute waste, pressed in bales. 44 Kalsomine (wall finish) 45 Kaolin, in packages 46 Kegs, powder, shert iron (C. L., minimum weight 20,000 Ibs.) 47 Kennels, dog or poultry, K. D. flat orfolded flat. crated or boxed ! 48 Kettles and cauldrons, cop- per or brass \ 49 Kettles and cauldrons, iron. i 50 Kettl's or cauldrons. copper, iron or brass, requiring flat or gondola car minimum weight 4, 000 Ibs each 51 Kettles, pitch, iron, o-i wheels, loaded in box cars' 52 Kettles, pitch, iron, oni wheels, requiring flat ori gondola car, m i n i m u m j weight 4, 000 Ibs. each j 53 Keys, iron, in boxes, kjegs,! bbls. or casks | 54 Key blanks, iron or steel, N.; O.S ! 55 Key blanks, iron or steel, ini the rough, unfinished, in boxes, kegs, bbls. or casks. 56 Kinetoscopes, boxed 57 Kites, cloth or paper, boxed, i 58 Knapsacks 59 Knit goods, in bales or cases 60 Knit goods, in crates, not taken. 61 Powder keg heads, bottoms, and stoppers, sheet iron, in boxes, kegs, or bbls .... 62 Knives, tobacco, boxed 63 Knobs, door or furniture, N. O. S.,in packages 64 Knobs, door or furniture, brass, bronze or nickle plated, in packages 65 Knobs, door or furniture. mineral. in boxes, bbls. or casks 4 1 D 1 1 1 4 2 3 327 [42] Classification Continued. L L.C.L. C. L. L L.C.L. C L. 32 Lead.N. O. S 1 L 1 Labels, wooden, boxed 9 Laces horse net 3 1 33 Lead, bar, coil, sheet, not boxed, N.O.S 34 Lead, bar, coil, sheet, in boxes or casks 2 4 5 5 3 Laces, shoe 1 35 Lead, bar. in gunnies or bxs 4 5 4 Ladders, bicycle step, poles finished boxed or crated 1 36 Lead, black, in bags, boxes, cans or kegs 3 4 5 Ladders, iron 3 5 37 Lead, black, in caks or bbls. 4 5 6 Lamps N O S in crates 37iLead foil, in boxes 3 boxesorbbls. (C.L., mini- mum weight 16 000 Ibs ) 1 3 38~Lead, glaziers', on reels, crated 4 7 Lamps, electric arc (without glass globes) boxed 1 3 39 Lead, nitrate of, in boxes, kegs or bags 2 8 Lamps, incandescent elec- tric in packages (C L. 40 Lead, nitrate of, in bbls. or casks 4 5 41 Lead, pig . 4 g Ibs ) D 1 3 42 Lead, scrap 4 9 9 Lamps, iron tank, crated or boxed 1 43 Lead, sublimed, in kegs, half-bbls. or bbls 4 5 10 Lamps, street, crated or boxed (C. L., minimum 44 Lead, sulphate of, in bags or boxes 2 weight 20, 000 Ibs) D 1 4 45 Lead, sulphate of, in bbls. or casks 4 and blacks, N O S , in 46 Lead, tea 4 bbls. or casks (C. L., mini- mum weight 10,000 Ibs.) \y z 3 47 Lead, sugar of, in bxs, kegs or bags . ... 2 5 12 Lampblack, carbon black, and blacks. N. O. S., in bags in L C L not taken. 48 Lead, sugar of, in barrels or casks 49 Lead bases, boxed 4 4 5 5 13 Lampblack, carbon black, and blacks N O S., in 50 Lead dross, in bbls.or casks 51 Lead gaskets, in packages. 4 3 9 bags, minimum weighl 10 000 Ibs., to be loaded 52 Lead pencil wood, in bdls., crates or boxes . 3 5 and unloaded by shipper and consignee 3 53 Lead pipe, on reels or in rolls or coils. 3 5 14 Lampchimney cleaners, boxed 3 54 Lead pipe, not boxed, N . O. 2 5 15 Lamp fixtures, N. O. S 1 55 Lead pipe in boxes crates 16 Lamp shades, paper, cotton or silk, N O S., boxed 3t 1 or casks, or in lengths, loose 4 5 17 LaTnp shades, paper, cotton or silk, nested, boxed D 1 56 Lead, sheet, in rolls, loose and slatted 4 5 18 Lamp shades, paper, cot- ton or silk, folded flat, boxed.. 1 57 Lead skimmings, in pckgs.. 58 Leads, printers', in pckgs . . . 59 Leather, loose. 4 3 1 6 7 19 Lamp shades, tin, nested, 60 Leather, in boxes 2 packed in boxes or bbls.. 20 Lanterns and lantern fit- tings, in boxes, bbls. or 2 4 61 Leather, N.O.S. .in bdls.... 62 Leather, harness and sole, in bundles or rolls 2 3 casks (C. L.,min. weight, 20, 000 Ibs.) 1 4 63 Leather, artificial, enam'led or patent 2 21 Lantern frames (without glass) in bulk.. 3 64 Leather, min. wght., 20,000 Ibs. 4 22 Lard, packed in stoneware. 23 Lard, in cans or pails, loose. 2 3 5 5 65 Leather board, in boxes or bundles.. 2 4 24 Lard, in cans or pails, crated or boxed 4 5 66 Leather counters, heels, soles, uppers or welting, 25 Lard, in boxes or bbls 26 Lard, in tubs 4 4 5 5 in bags, boxes or bbls 67 Leather dressing or soften- 2 4 27 Lasts, N. O. S.,in bundles.. 28 Lasts, N. O. S., in boxes or bbls 2 , er, N.O.S., in glass, pckd. 68 Leather dressing or soften- er N O.S , in cans j'ckVd 1 1 29 Lasts, iron, N. O. S., in bxs, bbls. or casks. 4 69 Leather dre-sing or soften- er, N.O.S. in cans, boxed 2 30 Lasts, lap, iron, in boxes or bbls 4 5 70 Leather dressing or soften- er, N.O.S., in bulk, kegs 31 Lawn tennis sets, boxed . 2 4 or bbls. 3 328 [43] Classification Continued . L L.C.L. C. L. L L.C.L. C. L. 1 Leather goods, N. C). S 2 Leather pancakes, skivines, or whitenings, in bundles 1 32 Lightning rods and fixtures combination copper and iron in boxes 4 5 bbls or boxes 3 Leather scraps, in bundles 3 5 33 Lightning rods and fixtures iron, in bundles 3 crates, bxs., bbls. or hhds. (See note) 3 34 Lightning rods and fixtures iron in boxes 4 5 4 Leather scraps (see note) 5 35 Lights, floor or vault glass 5 NOTE. This classification or glass and iron 4 5 will apply only upon shipment bt the scraps or 36 Lime, N. O. S., in bags, boxes or kegs .... 3 refuse from the manufac- ture of leather goods, and 37 Lime, N. O. S., in bbls. or casks will exclude strips or 38 Lime, N. O. S 9 Kieces cut from hide iather. 6 Leather straps in boxes or barrels (see note) 1 39 Lime, acetate of 40 Lime and cement, mixed.. 41 Lime, bi-sulphate of in wood 4 4 5 8 9 7 NOTE. This rating is in- tended to apply only up- on shipment of finished 42 Lime, carbonate, in bags... 43 Lime, chloride of in boxes, kegs or bbls 4 4 5 5 leather straps, fitted with buckles, hooks or other fastenings, etc. 8 Leather tufts, in boxes, crates or hhds 1 44 Lime, medicated (bug kill- er) in bbls 45 Lime, phosphate of, in bbls 46 Limestone or fluxing stone in packages 3 4 4 5 9 Leatheroid, in crates or 47 Limestone or fluxing stone 9 boxes 10 Leaves, N. O. S. in boxes, bbls. or bales 11 Leaves, Sumac, in bags (see note) C. L. min. weight 20 000 Ibs 3 1 5 48 Lime water, in bbls 49 Lincrnsta- Walton 50 Liquids, N .O. S., in wood 51 Liquors Alcoholic and Malt- 4 2 2 9 3 4 12 NOTE. Sumac leaves in stained bags, not taken 52 Alcohol, wood, in glass, packed 1 3 except by special agree- ment. 53 Alcohol, wood, in iron drums.. 2 4 13 Leaves, sumac, pressed in bales (C. L. min. weight 20,000 Ibs.^ 2 5 54 Alcohol, wood, in wood... 55 Ale (including malt ale. porter and stout) O. R L 2 4 14 Lemons and limes, P. P. ... 15 Lemon Peel, in glass 16 Lemon Peel N O S 2 1 4 3 3 freezing and fermenting, or released 56 Ale and beer peptonized 3 5 17 Lemon squeezers, N. O. S. in packages 3 in glass packed 57 Beer. in wood, at O. R. of 1 3 18 Lemon squeezers, wooden, in packages 3 5 L.. freezing and ferment- ing orrele;ised and atthe 19 Letter files, crated or boxed 20 Letter files, not crated or boxed. NOT TAKEN. 21 Letter file clips, boxed 1 following estimated wts. (exception to rule2). Bbls. 365 Ibs.; half -bbls. 190 Ibs.; qr.-bbls., 95 Ibs ; eighth- It 22 Letter file clip boards, wooden, without fixtures, bbls.. 55 Ihs: in quantities less than C. L 3 p crated or boxed 2 58 $Beer, beer tonic, hop tonic, 23 Licorice, mass, in boxes... 24 Licorice, powered, in bbls.. 25 Licorice, root, in mats or ba'es. 3 2 2 4 4 4 hop tea and Weiss beer in bottles, packed at fol- lowing estimated weights (exception to rule 1), O. 11 -lj 26 Licorice stick in bxs, or bbls 3 R of L freezing and So 27 Life preservers, cork 28 Life rafts, loaded in box cars, actual weight 29 Lighters gas or candle 30 Lightning rods and fixtures copper, in bundles or boxes 3 4 fermenting or released: . weight 20,0 )od, and for 31 Lightning rods and fixtures combination copper and iron, in bundles 3 5 |i Above ratings on ale and beer apply only on malt liquor. With C L. shipments of beer, in wood, shipper may load 3,000 Ibs. of ice or "2, 000 Ibs. of hay, straw or saw dust, where no ice is used for preservative; where mixed packing is used, total weight should not exceed 3, COO Ibs.; excess to be charged for at same rates as beer. Ice with L. C. L. shipments of beer will be charged at beer rates on actual weight at point of shipment. 329 [44] Classification Continued. |L.C.L. C. L. L.C.C. C. L. LIQUORS, ALCOHOLIC AND MALT Concluded. 1 Weight per case in Ibs . Packed in Not so sawdust packed. 3 doz. qts..lOO 90 4 " "..200 180 J " pts 25 2 " "..65 55 3 " "..100 85 4 " "..125 100 2 Weight per case in Ibs . ij pack- \ ed in straw. 8 doz. pts.. 205 7 " "..180 6 " "..155 5 " "..130 3 " qts..135 3 In casts containing fi doz. qts. or 10 doz. pts., 250 Ibs. each 4 In partition boxes: 5 doz. pts. 135 Ibs.: 2 1 -> doz. qts. 115 ". 5 In quantities less that C. L 6 Beer, in bottles, put up in pasteboard carton, packed in boxes having: no lids, released 7 Bitters, in glass, packed in wood 8 Bitters in wood 9 Highwines, same as liquors 10 Liquors or liquids. N. O. S. in glass, cans or jugs, packed in baskets, boxes, jackets or kegs, corks se- cured by metal caps, cement or wire 11 NOTE. Liquors or liquids. in glass, cans or jugs, not! packed in baskets, boxes, jackets or kegs, NOT TAKEN. 12 Liquors. alcohol. highwines and whiskey, N. O. S., in wood 13 Liquors, alcohol, highwines and whiskey, in over-} casks, containing five gajs. or more, NOT TAKEN! unless the government stamps, marks and brands' required to be upon the : inner package are plain-i ly exposed to view, through openings in the outer package 1()U ithj 15 Litharge Live stock in car loads. 16 Live stock, in car loads, shipped by contract, see tariff. 17 Live stock. L. C. L., (limit- ed liability under con- tract) at actual weights, but not less than the fol- lowing estimated weights viz : * -0. o 5 a see specia tariff. LIVE STOCK IN CAR LOADS Continued. 18 One horse, mule or horned animal, 2,000 Ibs: two an- imals, 3,000 Ibs.; three,! 4. 000 Ibs.; each additional! animal, 1,000 Ibs j 1 19 Bulls, 2,000 Ibs. each, (be sure and take release) 1 20 Calves, (under one year)500' each, crfited 1 ] 21' Colts (under 1 yr.) 750 Ibs. each 1 22 Cow and calf, tog ether, 2.500: Ibs 1 23 Hogs, actual wt. crated j 1 ] 24 Mare and colt (colt under 1 yr. old) together 2,500! Ibs. ; each additional colt, (under 1 yr. old ) 500 Ibs . . i 1 25 Sheep and goats, 200 Ibs. each, crated 1 ] 26 Stallions or jacks, 2,000 Ibs. each (be sure and take re-j lease) j 1 27 Locks. N. O. S. in pkgs.... 2 28 Locks, iron or steel, (see 1 note) in pkge | 3 29 NOTE. This classification will not apply upon ship- ments of locks, having either brass bronze cop- per, or nickel, or silver plated trimmings or fix- tures. 30 Locomotives and tenders, weighing less than 17.000 Ibs.. requiring flat or gon- dola cars ; 31 Lccomatives and tenders, j weighing 17,000 Ibs. and over, requiring flat or gondola car, min. weight 20.000 Ibs 32 Locomotives and tenders,: on own wheels, at actual certified wt. less 50 per ct. with min. net wt. charge of 60,000 Ibs 33 NOTE. One man will be ! carried free in charge of a locomotive or tender, on its own wheels; no free return passage to be given 34 Locomotives. K, D. imach. parts boxed ) 35 Locomotive axles, wheels, tires 4 36 Locomotive cabs, S. [J., re- : quiring flat or gondola car, min. wt. 4, 000 each ... 1 37 Locomotive calis, K. D. flat crated or boxed 2 38 Locomotive cylinder cast- ings -1 39 Locomotive headlights. N. O.S Dl 40 Locomotive head lights. boxed or securely crated 1 41 Locomotive netting or spark arrester, in rolls .. I 42 Locomotive pilots 1 i 5 SAbove ratings on ale and beer apply only on malt liquor. With C. L. -shipments of beer, in wood, shipper may load 3,000 Ibs. of ice r ?,COO Ibs. of hay, straw and sawdust, where no ice is used, for preservation; where mixed packing is used, total weight should not exceed 3,000 Ibs. ; excess to be charged for at same rates as beer. Ice with L. C. L. shipments of Leer will be charged at beer rates on actual weight at point of shipment. 330 [45] Classification Continued. L.C.L. c. L. M L.C.L C. L. 1 Locomotive smoke box fronts, iron or steel * , u , 2 Lpcomqtive tenders.hauled in trains on their own wheels or trucks furnished by shippers, one man in charge passed free \ j 9 3 Log's, gas, terra cotta, in| boxes, barrels or casks 2 4 Logs (including walnut logs), minimum weight' 20 < less C. L. 40,000 pounds, (ex- lumber cept woods of value i 4 rates. \ \ 5 Logwood , in stick 3 6 Logwood, chipped or giound, in bags or bbls.. 7 Loom harness and reeds, boxed 1 I 8 Loom spindles, boxed 9 Lubricators, automatic, bxd 10 Lumber,cigarbox,in boxes or bundles 11 Lumber, creosoted, (not wooden conduits) 4 12 Lumber, decorative, made from srawboard and other material 3 13 Lumber (including Walnut logs), N. O. S., (not in- 1 eluding woods of value.) Rule 7 not to apply 4 14 Laths and shingles : 4 15 Lumber drying apparatus.. ' 2 16 Lye, concentrated 4 1 3 I 1 y 2 1 M ' 17 Machinery, Machines and Mills: 18 Machines, card, automatic, boxed ..................... 19 Air compressors ............ 20 Air or steam brake equip- ment, N. O.S ............ 21 Bran dusters, S. U .......... 22 Bran dusters, K. D., and bxd. or packed in bundles 23 Cotton gins, S. U ........... 24 Cotton gins, taken apart and boxed ................ 25 Cotton mill machinery, bailing machines, band- ing machines, speeders, spinning frames, spool- ers. twisters, warpers, yarn reels .................. 26 Dumb waiters, S. U ........ 27 Dumb waiters, K. D.. in pieces ..................... 28 Iron ore, rock or stone crushers ................... 4 29 Looms, loaded on box cars I 1 .- 30 Looms, requiring flat or gondola car, minimum weight 4,000 pounds each 1^ 31 Machines, adding, boxed.. 1 32 Machines, autographic reg- ister, crated or boxed ..... 1 33 Machines, automatic slot, N.O.S., boxed ...... 1 L'mb'r rates. L'mb'r rates. L'mb'r; j rates. \\ 3 5 Dl MACHINERY, ETC. Con- tinued. 34 Machines, automafic reg- istering, crated or b >xed. 35 Machines, computing, bxd. 36 Machines, coal washing. K.D.... 37 Machines, dish washing, crated or boxed 38 Machines or scales, auto- matic weighing, boxed. 39 Machines, broom sewing, securely crated 40 Machines, coffee stoning.. 41 Machines, dish washing. S. 42 Machines, fence, portable, K. D., in bundles or bxs. 43 Machines, fence making, 44 Machines, flour bolting or dressing, N. (). S 45 Machines, flour bolting or dressing, completely K. D., in bundles, crates or boxes 46 Machines, gas, and gener- ators, N. O. S 47 Machines, gas, and gener- ators, requiring flat or gondola car, minimum weight 4.000 pounds each 48 Machines, gas, and gener- ators 49 Machines, grain scouring or polishing, S. U 50 Machines, grain scouring or polishing, K. D., crated or boxed 51 Machines, grain separating, N. (.). S., (not fanning mills) S. L\. crated or boxed 52 Machines. grain separating. N. C). S.. (not fanning mills) K. D., crated or bxd 53 Machines, keg scrubbing, set up, N. O. S 54 Machines, keg scrubbing, K. D., crated or boxe 3 19 N O T E Machinery, i n pieces weighing three tons or over, to be loaded and unloaded at risk and expense of shipper and consignee. 20 Machinery, rolling mill. iron, rough 21 Middlings, purifiers, S. U. 22 Middlings, purifiers, boxed 23 Middlings, purifiers. K. I). and boxed or packed in bundles 24 Mills, bark 25 Mills, cane, C. L., mini- mum 20,000 26 Mills, cider 27 Mills, cob, C. L., minimum 20 000 . . 28 Mills, coffee, boxed 29 Mills, drug orgrocers', bxd 4 an Di MACHINERY, ETC. -Con. tinned. 30 Mills, coffee, drugs or gro- cers', not bxd., not taken. 31 Mills, feed 32 M ills, grain 33 Mills, paint 34 Mills, portable burr stone .. 3"> Mills, sugar 36 Mills, wind, K. D., mini- mum 20,000 pounds 37 Windmill towers (material cut to dimensions or fitted) K. D 38 YVind mill towers, material in rough, not fitted or cut to dimensions 39 Mills, wind, wind mill pumps, pump cylinders, and pipe for connecting pump heads and cylin- ders, wind mill tanks, towers, angle iron and timber prepared for wind mill towers NOTE Shipments of pipe for connecting pipe headsand cylinders must not exceed one-third of the total weight of pumps and pipe. 40 Mills, N. O. S., same as machinery, N. O. S 41 Passenger or freight elevat- or cars, S. U 42 Passenger or freight elevat- tor cars. K. D., in pieces. 43 Machinery belt fasteners, iron or steel, in boxes, | barrels or casks 44 Machinery boxes, empty, C. L,., minimum weight 20,000 pounds 45 Machinery knives, N.O.S.. same as the machine of which they form a part. 46 Reels, centrifugal, bolting and scalping 47 Madder, in boxes, kegs or barrels 48 Madder, in casks or hhds.. 49 Magazines, powder, port- able (on wheels), ircn. S. U 50 Magazines, powder, sta- tionery, iron, K. D. flat, in bundles, crates or bxs. 51 Magazines, paper, unbound in bundles or boxes 52 Magnesia, in boxes or kegs 53 Magnesia, in bags, barrels or casks 54 Magnesite, in boxes or kegs 55 Magnesite. in bags, barrels or casks I 56 Magnesite, crude, in bulk.. 57 Magnetic appliances, N O. S., in packages j 58 Majolica ware, packed I 59 Malt, in bags, sacks or bar- rels, actual weight 60 Malt Dl 332 [47] Classification Continued. M L.C.L C. L. M L.C.L. I C. L. 1 Malt sprouts and malt skim- mings, in bbls. or sacks.. 2 Manganese 3 Mangers, stable, iron, loose 4 Mangers, stable, iron, in crates or boxes 5 Mangles, S . U 6 Mangles, crated or boxed. 7 Manikins, boxed 8 Manila or sisal 9 Mantels, gas incandescent, ! boxed ' 10 Maps, boxed 11 Map rollers and sticks, in bundles or boxes 12 Marble, onyx or granite, all kinds, N. O. S 13 Marble, onyx or granite blocks or slabs, chiseled, polished or dressed, b'x'd, valuation restricted to 40 cents per cubic foot 14 Marble, onyx or granite blocks or slabs, sawed or hammered, boxed or not boxed, valuation restrict- ed 'o 40 cents per cub. ft. 15 Marble, onyx or granite blocks, rough quarried, { valuation restricted to 20i cents per 'cubic foot j 16 Marble, onyx or granite; statuary, valuation re-j stricted to 40 cts. per cub.i foot 17 Marble or granite tomb- stones or monuments,' boxed or crated, valuation restricted to 40 cents per cubic foot 18 Note Cut stone, marble tombstones, monuments and statuary, in pieces weighing three tons or over, to be loaded and unloaded at risk and ex- pense of shipper and con- signee. 19 Marble dust 20 Marble waste or chips (not tiling) 21 Marbles, in boxes, bbls. or or casks 22 Marl 23 Marline, in coils or pkgs. .. 24 Masks, baseball or fencing, nested, boxed 25 Masks, linen or cotton, in boxes 26 Masks, paper, N. O. S.... ! 27 Masks, paper, nested 28 Masks, wire. N. 1H 3 5 5 5 of anvils, auger stems, belts, brake bands, brake 63 Oysters, in shell, in bbls., P.P. 3 levers, bull wheels (wo'd), casing heads, drill'g tools, jars, joints, reamers, rig irons, rope sockets, sand pumps, sand reels, sinker bars sucker rods temper 64 Oysters, in shell, in bulk, P. P 65 Oysters, pickled, in glass, boxed 66 Oysters, shucked, or oyster meats in wood P P 4 \V Z 3 5 screws, tongs and wrenches 3 6 67 Oysters, spice or cove, in cans boxed. 4 5 28 Olives 29 Optical goods, N. O. S., in boxes 4 1 5 337 [52] Classification Continued. p L.C. L. C. L. P L.C.L. C. L. 1 Packing, N. O. S 2 Packing, asbestos 2 3 5 29 Same, in oil, in kegs, half- bbls. or bbls 4 5 3 Packing, flax 3 4 30 Same dry in boxes kits 4 Packing, hemp 3 4 or buckets 4 g 5 Packing, jute 3 4 31 Paints, earth iron metal 6 Packing, metallic 3 4 7 Packing, rubber 3 4 zinc or zinc oxide) dry 8 Packing, soap stone ... . 3 4 in bags kegs half-bbls 9 Paintings and pictures, bbls. or casks 4 8 boxed, net invoice value not to exceed $50.00 per 32 Paints or colors, artists', in tubes, t-oxed 1 package, to be so ex- pressed in shipping re- 33 Paint dryer, N. O. S., in bbls 4 5 ceipt by shipper 1 34 Japan dryer, in wood 3 5 10 Paintings and pictures, 35 Paint mixers 2 boxed, net invoice value exceeding $50 per p'kg. . . 11 Paintings and pictures, when net invoice value is not expressed in ship- ping receipt by Chipper, not taken. 12 Paintings and pictures, not boxed, valuati n not to exceed $1.00 each, to be so expressed in shipping receipt by shipper; , ship- pers to load and unload. Dl 1 36 Palm leaf, in bales 37 Palm trees, artificial, leaves detached and packed flat. 38 Paneling, wainscoa ti n g, and other inside house finishing wood, or house trimmings (wood), N.'O. S., in bundles, crates or boxes 39 Paneling , wainscoa ting, and other inside house finishing wood, or house trimmings (wood), N. O 1 4 7 13 And an additional charge 7 of 2^ per cent of the net invoice value, which net invoice value must be ex- pressed in shipping re- ceipt by shipper. 14 Portraits (not paintings), boxed, net invoice value not to exceed $10.00 per package, and so ex pressed in shipping receipt by shipper 9 40 Paneling boards, base boards, wains coating boards, window casing boards and flooring b'rds, in full lumber lengths.. .. 41 Panoramic outfit and stage scenery, P. P., released. 42 Paper bags or sacks, in pkgs 43 Paper balloons, flat, boxed 44 Paper blocks, insulating. 4 Dl 3 Dl 1 L'mb'r rates 4 6 3 15 Paints, dry, N. O. S., in boxes, kits or buckets... 16 Paints, dry, N. O. S., in 3 5 45 Paper butter plates, nested 46 Paper cans, N. O. S., not nested, in b'xs or crates 3 Dl 6 kegs, half-bbls. or bbls. .. 17 Paints, dry or in oil, in 4 8 47 Paper cans, N.O. S.,nest'd, in boxes or crates glass, boxed 1 3 48 Paper collars, boxed 1 18 Paints, dry or in oil. N. O. S., in tin cans or tin pails, boxed, crated or packed in bbls 4 5 49 Paper cones (wrapping yarn), boxed or crated. .. 50 Paper hangings, in boxes 1 2 3 3 19 Paints, in oil. N. O. S., in 51 Paper kites, boxed Dl tin cans or tin pails, loose 20 Paints, in oil. in cans, jacketed, loose Dl 1 52 Paper labels, boxed 53 Paper lanterns, K. I)., boxed . 2 Dl 3 21 Paints, in oil. N. O. S., in 54 Paper napkins boxed 2 buckets or kits. 22 Paints, in oil, N. O. S., in 4 5 55 Paper oil cans, in crates or boxes 1 4 kegs, half-bbls. or bbls.. 23 Paints, asbestos, asphalt, chemical, lead, parffine, rubber, zinc, zinc oxide in oil, in tin cans or tin pails, boxed, crated or packed in bbls 4 4 5 .5 56 Paper pads or tablets (blocks or books of writ- ing or manila paper), in crates or boxes 57 Paper pads or tablets, in paper packages or bun- dles, not taken. 4 5 24 Same, in oil, in buckets or kits 4 5 58 Paper pails or boxes, small, for oysters candy ice 25 Same, in oil. in kegs, half- bols. or bbls 4 5 cream, etc., nested, in crates, bundles or boxes 26 Same, dry, in boxes, kits or buckets 27 Paints, earth, iron, metal- lic, mineral or ochre, in oil, in tin cans or tin pails, boxed, crated or packed in bbls 28 Same, in oil, in buckets or kits . . . 4 4 4 5 5 5 (C. L., minimum weight 24,000 Ibs.) 59 Paper tags or sales tickets, in crates or boxes 60 Paper tags or sales tickets, in paper packages or bundles, not taken. 2 2 4 3 2* R W 338 [53] Classification Continued . L.C. L. C. L. L.C. L.I C. L. 1 Paper water buckets or pails, nested, in bundle s, crates or bo x es 2 Paper water buckets or pails, min. wt. 20,000 Ibs.. 3 Paper, N. O. S., in crates or boxes 1 1 6 6 4 Paper, blotting, in bundles, crates or boxes 5 Paper, blue print or photo- graphic in cases 3 1 5 6 Paper, book, white or col- ored, in bundles, crates or boxes 4 5 7 Paper, building or roofing, in rolls, bundles or crates. 8 Paper, card, in bundles, crates or boxes 4 9 9 9 Paper, carpet or lining, in bundles, crates, boxes or rolls 7 10 Paper, cigarette, in boxes 11 Paper, emery, flint or sand, in bund's., crates or boxes 12 Paper, enameled, glazed or surface coated, in crates or boxes . .. 2 6 3 13 Paper, fly, in bundles, crates or cases 1 3 14 Paper, printing, N. O.S., in bundles. crates or boxes.. 15 Paper, printing, for news- papers, in rolls or bundl's. 16 Paper, scrap or waste, in bags, sacks or crates 4 4 2 6 6 Q 17 Paper, scrap or waste, pressed in bales 18 Paper, shelf, decorating, in bundles, crates or boxes.. 19 Paper, tissue or toilet, in bundles, crates or boxes.. 20 Paper, wall, blank, in boxes or bundles 21 Paper, waxed or oiled, in bundles. crates or boxes.. 22 Paper, wrapping, N.O.S., in bundles or crates 5 9 2 2 2 3 9 5 5 3 4 6 23 Paper, wrapping, parch- ment, in crates or boxes . . 24 Paper, wrapping, printed, in bundles or crates 25 Paper, wrapping, straw, rag, wood pulp or manila, in rolls, bundles or crates . .. 26 Paper, writing, in bundles, crates or boxes 27 Paper mache, boxed 28 Paris green, in tin cans, loose 29 Paris green, in paper lined boxes, kegs or bbls 30 Partitions, rolling or fold- ing, wood or wood and iron combined, crated or boxed 2 3 4 2 1 2 2 3 4 6 7 5 3 4 5 5 31 Paste, almond, in cans, boxed . . 9 32 Paste, carpet cleaning, in tin or wood 5 33 Paste, flour, in bbls 4 34 I'aste, glucose, in packages. 35 Paste, laundry, in wood... 3 36 Patent insides (newspa- pers) 37 Patterns, paper, boxed 38 Patterns, wood or metallic. 1 39 Peach stones, in bags, bbls.; or casks 4 40 Pearl hardening, in bbls. or casks 4 41 Pears, in baskets, boxes or bbls 5 42 Peas, cow, in sacks or bar- rels 5 43 Peas, roasted, in bags or barrels 44 Pea hulls, in bbls. or sacks,. 5 45 Pea hulls 46 Pea hulls, in bulk, 15, 000 Ibs. and over 5 47 Pea hulls, in bulk, less than 15, 000 Ibs., NOT TAKEN.. 48 Peat or peat moss 3 49 Pedestals, store stool, iron, crated or boxed 50 Pedestals, wooden, crated or boxed 1 51 Pegs, shoe, in bags or bbls. . 52 Pencils, lead, boxed 1 53 Pencils, slate, boxed j 54 Pens.boxed l 55 Pepper, in bags, boxes or barrels 56 Pepper, meal or mixtures . . 57 Pepper sauce 4 58 Perfumery 1 59 Perovide of Silicates (bug killer), in bbls '. 3 60 Petrolatum, in glass 61 Petrolatum, in cases, boxed. 2 62 Petrolatum, in bbls t 3 63 Petroleum tar, or residum, in glass or jugs, packed) in boxes, jackets or kegs, corks secured by metal caps, cement or wire 64 Same, not packed, not taken | 65 Same, in wood 3 66 Petroleum, tailings, in bbls. 67 Petroleum, tailings, in tank cars 68 Phenyle (disinfectant), dry, in boxes 69 Phenyle (disinfectant), dry, in bbls. or casks 70 Phonographs and attach- ments, in boxes, crates or barrels 1 71 Phonograph stands, crater or boxed (C. L.. mini- mum weight 16,000 Ibs.) .. 1 72 Phosphate rock 73 Phosphates (for fertilizing purpose*!, in bags or bbls. 4 3 6 6 Wheat tar. rates Grain rates. :> 6" 889 [54] Classification Continued . p L.C.L. C. L. P L.C.L. C. L 1 Phosphorus, only taken in tins hermetically sealed.. 2 Phosphor bronze r* " "4" 36Pipe, elbows and fittings, conductor, galv. iron or tin, nested in crates 3 5 3 Photographic albums, bxd 1 37 Pipe, stove, loose or in bdls. 1)1 5 4 Photographic backgrounds and scenery, crated or boxed, P.P.. released Dll 37Pipe, stove, crated 38 Pipe, stove, sheet iron, cut in shape for stove pipe 5 5 Photographic cameras, bxd. 6 Photographic dry plates, boxed 1* 3 and elbows, packed flat or nested, boxed or crated. . . 39 Pipe, water wooden or 4 5 7 Photographic material, N.O.S.. 1 bored logs (not wooden or pump tubing) 4 8 8 Photo stands, boxed 1 40 Pipe fittings, nickel-plated, 9 Picking sticks, wooden (for in boxes or bbls 3 use in woolen mills) 10 Pickle or brine, in bbls. or casks 4 4 5 5 41 Pipe stems, reed, in bun- dles, boxes or barrels 42 Pipe tongs and pipe 1 6 11 Pickles, in glass, in boxes, wrenches, iron or steel. .. 3 bbls. or casks, O. R., in- 43 Pipes, tobacco, N.O.S 1 cluding chautney, chow chow, capers, chili sauce, salad dressing, salad oil, catsup in glass, riorence 44 Pipes, tobacco, com. clay, in boxes or barrels 45 Pipes, tobacco, corn cob, in boxes 2 2 4 4 cream, horse radish, pre- 46 Pitch 5 9 pared mustard, olives and all table sauces, N.O.S.. .. 12 Pickles, in wood or tin cans, boxed ; also satier kraut . 4 4 5 5 47 Planes, jack, jointer or smooth, complete 48 Plane bodies, boxed 49 Plane bodies 2 3 5 13 Pickles, in tank cars to be 50 Plane knives or blades. bxd. 2 furnished by shippers, empty tanks to be ret. free 5 51 Plants, in bales, N. O. S., P P \y z 6 14 Picture matting boards (wood pulp) in packages 2 52 Plants, in boxes or bbls., N. O. S l 6 15 Pie preparations, dry 4 5 53 Plants, artificial, in cases. . . D 1 16 Pigeons, clay, in boxes, casks or crates 3 5 54 Plaster, adamant wall 55 Plaster calcined 4 4 9 9 17 Pigeons, live, in coops or 56 Plaster, land 5 10 crates 3t 1 57 Plaster, land, medicated 18 Pigs feet, packed . . 4 5 (bug killer), in barrels... 4 5 19 Pigs feet, pickled 4 5 58 Plaster, stucco 4 9 20 Pigs feet, in bulk, owner^to load and unload 5 59 Plaster, wall, N.O.S 60 Plaster board or plaster 4 9 21 Pile drivers, K.D 22 Pile drivers, on their own 5 cloth, composition, plain, in packages 3 8 wheels, actual wgt. of car, 61 Plasters, medicinal trucks and contents to be 62 Plasters, surgical 1 charged for, minimum wt. 30,000 Ibs 10 63 Plaster paris 64 Plastico (wall finish) 4 4 8 5 23 Piles 4 Lum'r rates. 65 Plated goods or ware 66 Plates, stereotype . . 1 9 24 Pillow sham holders, crated or boxed 67 Plates, stereotype, old, in bxs or bbls when name 25 Pillows, N.O.S. in pkgs.... 26 Pillows, fir, in bales 27 Pimento D of article is plainly mark- ed on outside of packages and st ted in shipping re- 28 Pine, ground, in bales, bxs , ceipt and bill of lading 4 bbls. or casks, P. P 5 68 Plates engraving copper. 29 Pineapples, P. P steel or zinc, boxed 3 30 Pins, in packages 31 Pins, tuning, boxed 1 2 3 69 Plates, pie, paper, nested, in packages 3 32 Pipe, block tin, in casks . . 33 Pipe, blow. galv. iron, for dust arresters, not nested 34 Pipe, blow, galv. iron, for dust arresters, nested 35 Pipe, cement or sewer. . . . 3">iPipe elbows and fittings 4 \y* 3 4 5 5 5 10 70 Plumbago or plumbago facings, in bags, boxes kegs or barrels. > 71 Plumbago < r plumbago facings, in casks 72 Plumbers' materials. N. O. S in boxes or casks 3 4 2 4 5 cond'r galv, iron ortin, not nested, in crate* or boxes. 36 Pipe, elbow and fittings, conductor, galv. iron or tin, not nested .. 1 4 5 73 Pokes, animal 1 5 340 [55] Classification Continued . iL.C. L. C. L. L.C.L. C. L. 1 Poles, barber, boxed 2 Poles, bamboo or cane, P. P., in bundles. 3 Poles, bamboo 3 Poles, sucker rod, wooden.. 4 Poles, telegraph, wooden... 6 Polishing compounds or powders, N. U.S., in pkgs., packed in cases 7 Polishing compound, in cakes or bulk, in boxes or bbls 8 Polish, furniture, in glass or earthenware 9 Polish, furniture, in cans, boxed 10 Polish, furniture, in wood. 11 Porcelain ware, in boxes.. 12 Porcelain ware, in bbls. or casks 13 Post hole diggers 14 Post-office woodwork, N.O. S., and lock boxes, S. L 7 ., crated or boxed 15 Post-office woodwork, N. O. S., and lock boxes, K. D., crated or boxed 16 Posts, fence, wooden ,N.O.S 17 Potash, N. O. S., in cans, boxed 18 Potash, N. U.S., in kegs.... 19 Potash, N.O. S., in bbls. or casks 20 Potash, bi-chromate of 21 Potash; caustic, in cans. boxed or in iron drums. .. 22 P9tash, chlorate of, in bulk,' in kegs or bbls 23 Potash, cyanide of, in cases 24 Potash, muriate of, for fer- tilizing purposes 25 Potash balls 26 ?9tash tablets, chlorate of, in packages 27 Pots, corrosive 28 Pots, flower, earthen, in boxes or bbls I 29 Pots, flower, earthen, in crates, tierces, casks or hhds 30 Pots,flower.earthen, broken j in pkgs., P. P 31 Pots, glass house, earthen, ! securely crated or boxed. 32 Pots, glass house, earthen, broken j 33 Pots, glue, iron I 34 Potters' pins and stilts, in! bbls. or hhds 35 Pottery, art. boxed 36 Pottery, bric-a-brac 37 Poultry, live, in coops or crates, at the following minim im weights per coop or crate, actual weight to be charged for when in excess of the minimum weights; man in charge to pay full fare : 3 1 2 3 1 2 3 D 1 2 4 3 5 Lum- ber rates 4 Lum ber rate 3 2 j 38 Chickens or ducks, per") coop or crate: 39 Size 3x2 feet. 100 Ibs \ 40 Size 3x4 feet, 170 Ibs 41 Size 3x6 feet, 250 Ibs 42 Turkeys and geese, per coop or crate: 43 Size 3x2 feet, 100 Ibs )- 44 Size 3x4 feet, 200 Ibs | 45 Size 3x6 feet, 300 Ibs J 46 Poultry, live, minimum weight 20,000 Ibs., (rule 7 not to apply) man in charge to be carried free, no free return passage toj be given i 47 Poultry, live, in live poultry cars, 34 feet or less inj length, same weight and rate as poultry, live, in car { loads. 48 Poultry, live, in live poultry cars, exceeding 34'feet in length, minimum weight 20, 000 Ibs ; 49 Note. Detachable coops or! crates returned with or: without car. to be charged for at classified rating of empty coops or crates. 50 Poultry, dressed, O. R 51 Poultry kennels, K. D. flat. or folded flat, crated or 1 boxed 52 Poultry or game, dressed, in boxes or bbls 53 Powder, baking, in glass, packed 54 Powder, baking, N. (J. S.... 55 Powders, cattle or horse, in boxes 56 Powders, cattle or horse, in bbls 57 Powder, common black or wood, and blasting pow- der of the same composi- tion, in fireproof maga- zines or metallic kegs, at company's convenience magazines to be forward- ed and returned free.O.R 58 Same in lots of 50 kegs ori over 59 Note. The amount of; charges on a shipment of less than 50 kegs shall not exceed the charges on 50 kegs. 60 Powder, other than com- mon black or wood pow- der, taken only by special agreement. 61 London Purple(insect pow- der), in packages 62 Powder, insect, N. I). S 63 Powders, jelly, in pkgs 64 Powder, meat preserving, or Preservaline.in packages.! 65 Powder toilet, in pkgs ; 66 Powder flasks, boxed 67 Powders, brass, bronze, cop- per, metal, wall finishing, in boxes 68 Powders, soap, dry, in pkgs. D 1 341 [56] Class if cat ion Continued . F L.C.L. C. L. | L.C.L. C. L. 1 Powders, washing, dry. in packages 5 6 48 49 Pumps, brass Pumps, chain (or belting) 2 2 4 g 2 Presses, bookbinders, S. U . . 1 50 Pumps, copper 2 G 3 Presses, bookbinders, K. D. 4 Presses, broom, S. U 2 1 6 6 51 Pumps or pump cylinders, iron 3 Q 5 Presses, broom, K.D., crated or racked 3 Presses, cheese or lard, S.U. 2 1 6 5 52 53 54 Pumps, steam , iron , boxed. . Pumps, tin, crated Pumps, tin. 3 1 6 " '4" 7 Preses, cheese or lard, K.D 8 Presses cider 2 2 5 6 55 *i6 Pump curbs 2 3 6 5 9 Presses, cider, weighing: 57 Punk, for fireworks, in b'x's D 1 two tons and over to each complete press K. D 3 6 58 Purifiers, water, other than filters 2 Q 10 Presses, copying 11 Presses, cotton . K . D. . 12 Presses, hand(fruit or vege- table), N.O.S., in pkgs.... 13 Presses, harness 2 4 9 9 4 6 5 59 Putty , in packages Q 4 5 14 Presses, printing, S. U 1 60 Quicksilver, in iron flasks. 1 15 Presses, printing, securely crated or boxed, or K. D. in pieces 9 61 62 Quicksilver flasks Quills, goose and turkey, in bales, bbls., bxs. or crates 1 8 16 Presses, printing 6 63 Quilts, bed, feather or down D 1 17 Presses, seal, in boxes, bbls. or casks. 64 65 Quilts, bed, N. O. S Quoins, printers in boxes 1 18 Presses, tobacco. S. U 1 6 or bbls 3 7 19 Presses, tobacco. K. D 20 Presses, veneer, iron 21 Presses, N. O. S..S. U 22 Presses, N. O. S., K. D 23 Press screws, tobacco 2 1 I 2 2 6 5 '"5" 5 66 R Racks, butchers' meat.S.l"., 24 Pretzels, in bbls. (C.L.. min- crated or boxed 1 imum weight 20,000lbs.). 25 Primers. N. O. S 2 1 4 67 Racks, butchers' meat, K.D. crated or boxed 3 26 Primers, high explosive, taken only by special 68 Racks, bag, postal, iron, in boxes 3 agreement. 27 Printed matter, in sheets 69 Racks, display, N. O. S.,S. U ., crated or bo x ed D 1 boxed or in bdls., P.P. 1 3 70 Racks, display, !VJ . O. S.,K. 28 Printers' chases, iron, boxed 29 Printers' elastic composi- tion 9 3 7 7 71 D. , crated or boxed Racks, feed, wooden (for live stock), S. U 1 3t 1 30 Printers' elastic composi- tion rollers, boxed 2 6 Lum- 72 73 Racks, hay, stable, iron .loose Racks, roll paper, boxed or crated. 3 1 6 31 Props 4 her rates 74 Racks, shoe.S.U., crated or boxed . D 1 32 Prunes, in glass, boxed 33 Puddings and puddine, in glass, boxed 1 1 3 3 75 76 Racks, shoe, K. D., crated or boxed Radiators, gas crated or bxd 1 2 .... 34 Puddings, in cans, boxed. 4 5 77 K adiators, steam 3 5 35 Puddings, dry, in paper packages, boxed 3 78 Rafters, green house,in bdls or crates 3 5 36 Pulleys, com pressed paper, in packages 3 5 79 Rafts, life, loaded in box cars, actual weight y& 37 Pulleys sash, in pkgs. .. 38 Pulleys, wood 39 Pulle}' and tackle blocks.. .. 3 3 3 5 6 80 Rags, in bags, sacks or crates (C. L. minimum weight 14,000 Ibs.) 9 7 40 Pulley wheel clutches 41 Pulp beet sugar or residue, in bulk. 2 5 7 81 Rags, pressed in bales(C. L. minimum weight 20,000 Ibs.) 5 8 42 Pulp, mineral 4 8' 7 Rattan . . 1 3 43 Pulp, straw 4 g 83 Reeds, N. O. S... 1 3 44 Pulp, wood 4 8 81 Reels.N. Q. S . 3 5 45 Pumps, wooden 46 Pumps and tubing wooden 3 9 85 Reel stock or stuff, wooden in the rough 6 mixed < ar loads 3 9 47 Pump tubing, wooden 3 Lum- ber rates i 342 [57] Classification Continued. K L.C.L. C. L. R L.C.L. C. L. 1 Registers, hot air, iron, (in- cluding borders and frames in packages 2 Regulators, natural gas, iron, crated or boxed 3 Rennet, in glass or earthen- ware, packed in boxes or bbls 3 3 2 2 3 4 D 1 5 3 3 8 8 49 Root, ginger 9 50 Root, horseradish, in pkgs., P P 9 3 1 3 4 5 5 3 4 51 Root Laurel 52 Root beer, in glass or wood 53 Root beer extract, in glass, packed 54 Roots, N. O. S., P. P., in bags or bbls 4 Rennet, liquid, in bbls 5 Ketorts, gas, clay 6 Retorts, gas, iron 7 Retorts glass, in pkgs. 55 Roots, hop, in bags 56 Roots, hop, min. weight 12,000 Ibs 4 4 8 Retorts, plumbago 9 Rice, rice flour, rice meal and broken rice 1 4 4 2 4 4 3 1 1 1 3 4 2 3 2 3 3 3 -3 3 3 4 2 4 3 5 Grain rates. 57 Roots, rice, in bales 2 4 1 5 4 2 58 Rope, in coils, reels or pkgs 59 Rope, hair 10 Rice chaff or rice hulls (C. L.,min. wt.20.000lbs 11 Rigging. in boxes or casks. 12 R igging, loose 13 Rings, hog. in pkgs 14 Rivets, tacks and points, glaziers' 60 Rope or rag dust and shear flocks, in bags, sacks or crates, C. L., minimum 14,000 Ibs 61 Rope or rag dust, pressed in bales, C. L. minimum 20,000 Ibs 7 8 5 5 5 4 15- Roasters, coffee 16 Roasters, peanut 62 R ope hawsers 63 Rope mill waste or sweep- ings, in bags, sacks or crates . . . . 17 Robes, cloth, incases 18 Rockers, iron, for soda water drums 5 4 3 6 6 6 6 5 5 6 "e" 5 7 8 '"e" 5 5 8 9 9 9 9 64 Rope mill waste or sweep- ings, pressed in bales.... 65 Rosin 66 Rosin oil orgrease,in wood 67 Rubber, in sheets 68 Rubber, crude 69 Rubber couplings. 4 4 1 3 2 '"&" 8 4 19 Rods, iron or steel, brass or copper-covered, in pkgs.. 20 R ods, stair, in pkgs 21 Roller bearings, for wagon or carriage axles 22 Rollers, garden or lawn 23 Rollers, field, C. L.. min. 20.000 Ibs . 70 Rubber fruit jar rings, in packages 3 1 1 D 1 > 4 4 1 1 1 1 D 1 D ! 5 3 4 24 Rollers, land,K. D 71 Rubber goods, N. O. S..... 72 Rubber heels and soles for boots and i?hoes, in bxs. .. 73 Rubber rollers, for clothes wringers, not boxed 74 Rubber rollers, for clothes wringers, bxd. or crated.. 75 Rubber scrap (C. L., min. weight 15,000 Ibs 25 Rollers, road, iron 26 Rollers, road, steam, min. wt. 10,000 Ibs each 27 Rollers, wooden, N. O. S . 28 Rollers, wooden, for in- clined planes. 4 4 8 5 29 Rolls, iron 30 Rolls, iron or steel, rubber or com p. covered, bxd 31 Rolls, iron, for roller mills.. 32 Roofers' material and im- plements, in mixed lots.. 33 Roofing and siding canvas. 34 Roofing, cement and gravel 35 Roofing, iron or tin, in boxes, bundles or rolls 36 Roofing, iron or tin 76 Rubber springs 77 Rubber stamps, boxed 78 Rubber substitute (vege- table oil fibre), in bags or sacks. . '.. .... 5 79 Rubber tires, N. O. S., crated or boxed 80 Rubber tires (solid rubber). 81 Rugs, oriental, boxed 82 Rugs, oriental, not boxed, not taken. 83 Rules, wooden. in boxes.... 84 Rushes, swamp, in bundles or bales (C. L., min. wt. 16.000 Ibs -37 Roofing, metal, N.6. S.... 38 Roofing, N. O.S 4 4 4 4 A 3 4 2 4 3 39 Roofing composition 40 Roofing felt or paper 41 Roofing paper, asbestos in rolls or cases 42 Roofing, slate, loose 85 Rustic work, not boxed 86 Rustic work, boxed 87 Rve, roasted, in bags or barrels S 43 Roofing, slate, in pkgs 44 Root, arrow in boxes 45 Root, canaigre, for tanning purposes, in boxes, bbls. or sacks. 6 46 Root, canaigre, for tanning purposes 8 47 Root, chicory, in bags, bxs. or bbls .' 48 Root, chicory. .. 3 5 343 [58] Classification Continued . s L.C.L. C. L. s L.C.L. C. L. 1 Sad irons, in bbls or boxes. 2 Safes, bread, cheese, meat or milk 4 3 5 6 48 Saws, portable steel rail, on own wheels, actual wgt. of car, trucks and contents 3 Safes, preserves, S. U 4 Safes preserve K. D 1 g to be charged for, min. weight 60 000 Ibs 10 5 Saggers, loose 3 6 49 Scabbards, boxed 1 6 Saggers, packed in boxes, bbls. or casks 4 6 50 Scales, automatic weighing, boxed 2 4 7 Sagger shards, in boxes, 4 6 51 Scales. N. O. S., and scale beams.. 9 5 8 Sagger hards, loose, L. C., not taken 52 Scales, Hopper, portable, K. D., boxed 9 5 9 Sails, in bundles or bales 1 53 Scales, Hopper, stationary, 10 Sal Ammoniac 3 5 K D 3 5 11 Saleratus 12 Sal Soda 4 4 5 5 54 Scales, portable platform (with or without wheels), 13 Salt in glass or earthen- K. D., boxed 2 5 ware, packed in boxes or barrels 4 55 Scales, wagon or track, K U . 3 5 14 Salt in boxes or sacks. 4 56 Scales, warehouse platform, 15 Salt in barrels 5 stationary, K. D 3 5 16 Salt . Salt tariff 57 Scale beams and wgts., bxd. 58 Scale boards, in bundles. . 3 3 5 rates 59 Scale boards. 6 17 Salt bricks or rollers (for animals), in pkgs ^ 6 60 Scientific apparatus, N. O. S., packed in bxs. or bbls 1 18 Salt, bromide of, in bbls.... 19 Salt cake 4 5 6 61 Scoops, combined wood and iron or tin , in crates, 20 Salts aniline in boxes 2 4 boxes or barrels. 3 5 21 Salts, aniline, in kegs. bbls. or casks 3 4 62 Scoops, feed wooden, in bundles, crates 01 boxes. 2 5 22 Salts, epsom or glauber, in boxes kegs or bbls 4 6 63 Scoops, potato or corn, in bundles. 3 23 Salts, nickel, in boxes, kegs or barrels 3 64 Scoritiers, earthen, in bbls. or hhds 4 5. 24 Salts, rochelle, in boxes or kegs . 1 5 65 Scrapers, boiler flue, iron 01 steel, in boxes. 3 25 Salts, rochelle, in bbls 2 5 66 Scrapers, broom corn 1 26 Saltpetre 27 Sand or gravel, bird, in pkgs 4 4 5 67 Screenings, bone black 68 Screenings, grain, same as 2 6 28 Sand, in bags or bbls 5 10 gr. from which screened 29 Sand. ... 10 69 Screens, N. O. S 1 7 30 Saratoga chips, in bbls. or boxes 1 70 Screens, bamboo, crated or boxed D 1 31 Sash or doors, if glazed with Sauce, tomato 4 5 78 Screws bench and hand 37 Sauer Kraut, in wood 38 Sausage casings, in pkgs 39 Sawdust . . ' 4 4 4 5 8 10 iron or wood, in bundles. L. C. L., not taken. 79 Screws brass 3 4 40 Saws, loose 41 Saws, on boards 80 Screws, copper 81 Screws iron, in bxs. or kegs 3 4 4 5 42 Saws, boxed 43 Saws, buck, in bundles 2 j 82 Screws, nickel or silver- plated, in packages ....* 2 44 Saws, buck, in crates or bxs . 45 Saws, circular, with frame \y z 83 Screws, steel, in boxes 84 Screws, steel 4 ""5" 46 Saws, circular, completely boxed.. . .. 2 85 Scuttles, coal, iron (not coal vases) . . 2 5 47 Saws, drag, with horse power .... 2 86 Sealing wax. N. O. S 1 344 [59] Classification Continued. - L.C.L. C. L. S L.C.L. C. L. 1 Seals,' car, clay, lead or tin, in boxes or bbls 4 5 44 Shells, conch, in boxes or bbls . 2 4 2 Seeds, N. C). S .. 1 3 45 Shells, egg, crushed, in 3 Seed, alfalfa.. 3 6 packages . 3 7 4 Seed, annato 5 Seed, bird, in packages 4 3 46 Shells, nut, ground, in bags or bbls 3 6 Seed, brootn corn 3 6 47 Shells, nut 5 7 Seed, canary, in bags 8 Seed, cane or rape 9 Seed, caraway, anise, poppy and fennel 3 3 1 5 6 3 48 Shells, oyster, clam or mus- sel 49 Shells, oyster, clam or mus- sel, ground, in paper bags 4 10 Seed, clover, red top or tim- or boxes. . . 3 7 othy . . 3 6 50 Shells, oyster clamoi mus- 11 Seed, cotton, flax or linseed 12 Seed, cotton, flax or linseed may be taken in bulk 3 Wheat tar. r'ts sel, ground, in burlap or cotton bags, bbls. or casks 51 Shells, pearl, in bags, boxes or bbls ... 4 2 7 4 when cars are securely lined by and at the ex- pense of the shipper Wheat tar. r'ts 52 Shells. sea, N .O S.in boxe's or bbls 53 Shingles metal A 5 13 Seed, decorticated cotton, in bags, boxes or bbls 3 5 54 Ship knees 55 Ship stuff, in bbls. or sacks j 7 14 Seed, foeungreek 15 Seed, garder . .. 3 3 5 5 56 Ship stuff Grain rates. 16 Seed grass or orchard ? 5 57 Ship stuff, in bulk, 15 000 17 Seed, hemp, Hungarian and millet.. 3 6 Ibs. and over 58 Ship stuff, in sacks, 2 000 Ibs. 5 18 Seed, locust 1 3 or over (same as flour). 19 Seed, mustard, in bags, box- es, bbls. or casks 20 Seed, osHge orange 2 2 5 4 59 Ship stuff, in bulk, less than 15,000 Ibs., not taken. 60 Shoddy, in bags, sacks or 21 Seed, pumpkin 3 5 crates 9 22 Seed, sunflower 23 Seed, sugar beet 3 3 6 5 61 Shoddy, in machine pressed bales 3 24 Seed cases or cabinets, wrapped, crated or boxed 62 Shoddy (Rule 7 not to ap- ply), min. wt. 12, 000 Ibs 7 (C.L.,tnin.wt. 16,000 Ibs.) 25 Seed, wheat, rye, barley. 1 3 63 Shoe button fasteners, in packages . 1 corn and oats, same as grain. 26 See-saws K. D.,in pkgs 1 64 Shoe dressing, in glass or earthenware, packed in boxes or barrels 1 4 27 Shade cloth. N U.S., boxed 28 Shade cloth, plain, uncut and undecorated, in bales 1 65 Shoe dressing, in tin, boxed 66 Shoe and leather findings, N". C). S..in packages 3 1 4 or boxes 3 67 Shoe shanks, iron or steel, 29 Shade fixtures N (J.S.crat'd in packages 3 or boxed 2 4 68 Shoe shanks, wooden, in 30 Shade rollers in bundles 3 5 packages . 2 31 Shade rollers and end fix- 69 Shoes and boots in boxes 1 tures for same, in boxes 32 Shade slats, in bundles or boxes 3 3 5 5 70 Shoes and boots, felf, in bxs 71 Shocks, bbl.cask.hhd.ortnk 72 Shorts, in bbls. or sacks 1 4 5 '"9" 33 Shale for road making softc'al 73 Shorts.. Grain 34 Shavings, brewers' or chips 35 Shavings prepared (for 3 rates. 10 74 Shorts, in bulk 15,000 Ibs. and over 5 rates. purifying gas), in sacks.. 36 Shavings, vinegar or chips 37 Shavings, wood, in bales (C. L., minimum weight 20.000 Ibs 38 Shavinsrs, wood, in bulk, minimum weight 20,000 3 3 4 6 10 10 75 Shorts, in bulk, less than 15, 000 Ibs. not taken. 76 Shorts, in sacks, 2. 000 Ibs or over (same as flour.) 77 Shot, in bags. N.O.S...;.. 78 Shot in double bags 79 Shot, in kegs 2 4 4 5 5 5 Ibs . 10 80 Shot and bullets, in boxes. 4 5 39 Sheep dip, liquid or pow- ' clered. in packages 40 Shells, block, wood 3 4 6 81 Shot, iron, chilled, in double bags, boxes. kegs, bbls. or casks. . ... . .. 4 5 41 Shells, cartridge, brass, empty 1 82 Shovels and spades, with wooden h'dles, in bundles 2 3 42 Shells, cartridge, paper, empty 43 Shells cocoa, in packages.. 1 4 '"&" 83 Shovels, scoop, with wood- en handles, nested in bdls . 2 3 345 [60] Classificatian Continued . L.C.L C. L. iL.c.rJ C.L. 1 Shovels, snow, wooden, in bundles or crates, (C. L. minimum wt. 20, 000 Ibs).. 2 Show cases and cabinets, boxed ...................... 3 Show case bases and roofs, crated or boxed .......... j 4 Show case frames, boxed . . 5 Show case stuff, wooden, in the white, K.D. in bundles or crates ................... 6 Shuttles, wood or iron ..... 7 Sieves and flour bins, com- bined tin, crated or boxed! (C. L., min. wt.. 12, 000 Ibs) j 8 Sieves and flour bins, com- bined, wooden, wrapped, crated or boxed, (C. L. min. wt., 12,000 Ibs)' ...... 9 Sieves or riddles, not nest- ed, loose or in bundles ____ 10 Sieves or riddles, nested in bundles .................... I 11 Sieves or riddles, nested, j crated, or boxed .......... 12 Sieves or riddles(C.L.,min.| wt. i'2,000 Ibs) ............. ! 13 Sieve or riddle rirns, in bdls 14 Sieve or riddle rims (C. L.. | minimum wt. 12,000 Ibs).. 15 Sieve or riddle rim hoops, coiled ...................... I 16 Signs, sheet iron, zinc or steel, mounted on frame, twoormoreclet'd togeth r 17 Signs, N.O.S., boxed ...... 18 Signs, glass, boxed ........ 19 Signs, iron, boxed ......... 20 Signs, paraffine. in pkgs-.. 21 Signs, tin, boxed .......... 22 Signs, wire .................. 23 Signs, wood. P. P .......... 24 Signs, wood, in bundles(not to exceed 12 ft in length) 25 Signs, cloth, in bundles 26 Sjgn stand, (sidewalk) S.U. 27 Sign stands, (sidewalk) K.D 28 Silesian, white ........ 29 Silex, N.O.S ............... | 30 Silex, in bbls. or casks .... 31 Silica, N.O.S .............. 32 Silica, in bbls or casks ...... 33 Silicate solution, in bbls.. .. 34 Silicate solution, in tank cars to be furnished by shipper, min.wt.24.0001bs empty tanks returned free! 35 Silk, raw, in bales, taken I only by special agreem'ntj 36 Sinews ...................... I 37 Sinks, stone or earthenware 38 Siphons, iron or steel, for, flushing sewers ........... i 39 Siphons, mineral water,, glass, in packages ........ i 2 Dl Dl 1 Dl 1 1 1 3 1 Dl 1 40 Sisal 41 Sizing 42 Skates, ice or roller, boxed 43 Skeletons, boxed 44 Skewers, wooden, in bbls or boxes 45 Skewers, wooden j 46 Skins, chamois, dressed, in cases I 47 Skins, kid, in cases j 48 Skylightframes, iron glazed; or unglazed. (C. L. min. ! weight, 10. 000 Ibs) 49 Slag i 50 Slate counter tops, boxed . . 51 Slate curbing, fencing and paving 52 Slate dust and scrap 53 Slate, ground, in bags....! 54 Slate lintels, window sills, j copings, stairways, floor! tiles, and ridge poles | 55 Slate or stone slabs, same asj marble, released i 56 Slates, school, shaved, loosel 57 Slates, school, N.O.S I 58 Slates, silicate, boxed 59 Sleeping car diaphragms,: folded, flat, in bundles,! bales or crates ! 60 Smalts, painters', same asj paints. 61 Smokestacks, locomotive.; 62 Smoke stacks. N.O.S.,cut| in sections, loaded in boxj cars ; 63 Smokestacks, cast iron, K.| D.,in pieces 64 Smoke stacks, requiring) flat or gondola car. min.! weight 4,000 Ibs. each....; 65 Smokestacks j 66 Snow plows, railroad, on own wheels, weighing 100, 000 Ibs. each, or under.! actual wt. of car, trucks! and contents to bech'rgdj for. m in . wt.60,0001bs.,man | in charge carried free 67 Snow plows, railroad, on own wheels, weighing over 100,000 Ibs.each.taken only by special agreem't. 68 Snow sweepers, street Ry : 69 One snow sweeper, loaded on flat or gondola car, min. wt. 8,000 Ibs 70 Two snow sweepers, load- on one flat orgondola car 71 Three snow sweepers load- ed on one flat orgondola car, min. wf. 30,000 Ibs. 72 Snuff, in packages 73 Soap, in packages 3t 1 3 :soft c' I rates. 4 10 10 10 346 [61] Classification Continued. L.C.L. C. L. L.C.L. C. L. 1 Soap, soft ! 5 2 Soap, extract, dry in pkgs..| 5 3 Soap, extract, liquid, in bot- tles, packed 4 Soap, extract, liquid, in bbls 5 5 Soap, stock, N. U. S 3 6 Soap stone 4 7 Sod cutters 2 8 Sod, in rolls or pkgs 4 9 Soda, ash 4 10 Soda, bi-carbonate of 4 11 Soda, bi-cromate of 3 12 Soda.bi-sulphite of, in bbls. 4 13 Soda,caustic,in pails ortubs 4 14 Soda, caustic, in cans, bxd . . 4 15 Soda, caustic, in bbls. or iron casks 4 16 Soda, crystal carbonate of, i in bbls. or casks 3 17 Soda, dry, N. O. S 3 18 Soda, hypo-sulphite of, in! kegs or bbls 4 19 Soda, nitrate of 4 20 Soda, silicate of i 4 21 Soda, sulphate of . 4 22 Soda water, in iron or steel drums 23 Soda water drums, iron or steel, empty t 24 Soda water, in glass, boxed . i 3 25 Soda water generators, S.UJ 1 26 Soda water generators,K.D. 2 27 Sodium phosphates, in bxsJ bbls. or casks 4 28 Solder, braziers', in boxes, I kegs, or bbls 3 29 Solder.N. U.S ' 4 30 Soldering coppers, boxed . . ! 31 Soldering fluid or solder- ine, in carboys 1 32 Soldering fluid or solder- ine. in cans, bxd or crated 33 Soldering fluid, in kgs. or bbls 3 34 Solvent 5 35 Soups and broths, in glass, packed : 1 36 Soups and broths, in cans, boxed .' 4 37 Soups, dry, in paper p'kgs., boxed 4 38 Spark arresters, N. O. S .... Dl 39 Speaking tubes, tin , bxd I 40 Spelter ! 41 Spermaceti i 42 Sphagnum, in packages I 43 Soice.N.O.S 44 Spice meal or mixtures | 45 Spindles, loom, boxed 3 46 Spinning wheels Dl 47 Spoke drivers i 1} 48 Sponges, packed I Dl 49 Spools, advertising, box.ed. 1} 50 Spool. paper, wood, empty. 51 Spools, paper, iron, empty . 52 Spools, wooden, in pkgs . .. 53 Spool carriers, crated or bxd 54 Spool heads, wooden, in the rough, in bags, crates, boxes or bbls 55 Spool wood, in bundles 56 Spoons, tinned or tinned iron, boxed 57 Spoons and fish tongs. wooden , in packages 58 Sportsman's glass balls, in boxes or bbls 59 Sprayers, knapsack 60 Springs, cushion, woven wire (not coiled) pressed flat, in packages 61 Springs, cushion, woven wire (not coiled), N. U.S., in packages 62 Springs, iron or wire, coiled, including wire, mattress springs, in bundles 63 Springs, iron or wire, coiled, including wire mattress springs, in bbls.. boxes or casks 64 Springs, organ, steel, in packages 65 Squibs, miners', in boxes... 66 St. John's bread or honey beans 67 Stage scenery 68 Stains or colors, mortar, m kegs, bbls. or casks 69 Stains, furniture or wood, in tin cans, crated, boxed or packed in bbls 70 Stain, furniture or wood, in kegs, half-bbls or bbls .... 71 Stain, leather, in wood 72 Stair pads or filling, in bales 73 Stakes, cane, plant, in bund- les or crates 74 Stalks, sugar cane 75 Stamped ware, 1 ose 76 Stamped ware, in crates, boxes or bundles 77 Stamped ware, nested in boxes or bundles 78 Stamps or seals hand, in packages 79 Stanchions, cattle. S. U 80 Stanchions, cattle, K. D., in bundles 81 Stands, bamboo, umbrella. crated or boxed 82 Stands, earthenware, u m - brella, crated or boxed . .. 83 Stands, flower pot, iron, K. D., boxed 84 Stand,flower pot.wire.S. l : . 85 stands, flower pot, wire, K. D., boxed i 86 Stands, flower pot. wooden, S. U , wrapped, crated or boxed 87 Stands, flower pot. wooden, . K. D .flat. crated or bxd.. 88 Stands, fruit, P. P 2 Dl 4 3 1 i* Dl 3tl Dl 347 [62] Classification Continued . . s L.C.L. C. L. S L.C.L. C. L. 1 Stands, wooden, umbrella, wrapped, crated or boxed. 2 Stands, umbrella, N. O. S., crated or boxed 3 Starch, in sacks, bxs or bbls. 4 Starch, ground, in bbls V/2 IH 4 4 '"" 6 6 30 Stone, crushed 31 Stone, planed or sawed, dressed or rough dressed, for building purposes, N. 32 Stone, pumice, ground or unground 4 4 4 10 9 5 6 Stationery, N. O. S 7 Statuary bronze or metal, 1 33 Stone or rock, paving, bi- tuminous 5 10 packed in boxes, bbls. or 34 Stone, rotten 4 5 casks, net invoice value not to exceed $oO per pkg. to be so expressed in ship- 1 35 Stone, rough, undressed, sawed, flagging, curbing, paving or rubble 36 Stone boats 5 4 10 6 8 Statuary, bronze or metal, packed in boxes, bbls. or casks, net invoice value exceeding $50 per pkge., 37 Stones, L. C. L.. requiring flat or dongola car, mini- mum weight 4,000 Ibs each 1 10 to be so expressed in 38 Stones, curling, in cases 39 Stones emery boxed 4 2 " "4" per Dl ! 40 Stones, flattening (for glass 9 Statuary, bronze or metal, when net invoice value is factories), securely crated or boxed 3 5 41 Stone w , lithographic 2 receipt by shipper, not taken. 10 Statuary, church, plaster or terra cotta boxed | 42 Stones, mill, finished 43 Stones, mill, rough 44 Stones, oil, in boxes or bbls. 45 Stones, sand, whet 4 2 3 6 6 3 3 11 Statuary, marble or granite, valuation restricted to 40c 1 46 Stones, scvthe 47 Stones, whet. N.O.S., in bxs 48 Stoneware, loose 3 3 1 3 3 12 Statuary N. O. -> Dl 49 Stoneware, N. O. S., in bulk, 13 Staves, barrel shocks, head- ing, hoop poles, hoop and stave bolts 4 - g to be loaded by shipper and unloaded by con- signee, U. R. B. or re- leased 4 5 ment, N. O. S. 3 4 50 Stopper heads, for blast fur- naces, in bbls 4 boxed 2 51 Stoves, ranges, furnaces, fur- 16 Steam shovels, on own wheels, actual weight of car, trucks and contents to be charged for, minimum weight 30 000 Ibs man in nace castings, grate bars and castings and rocking grates; also stove plates and stove furniture if ship ped with stoves 1^ charge carried free no free 52 Same, released . .. 3 5 return passage to be given 17 Steam shovels N O S 2 10 5 53 Same, in lots of 12, 000 Ibs. or over, icleased .... 4 18 Steam tables and steam table closets S. U Dl 54 Stoves of all kinds, in strai't ior mixed car loads 5 19 Steam table- and steam table closets, crated ] 55 Stoves, alchohol, gasoline, gas, oil, vapor, or sheet 20 Steam yachts and launches, loaded in box cars (C. L., iron, camp and fixtures, O. R 2 5 minimum weight 20,000 Ibs.) 4tl 6 56 Stoves, laundry and drier combined, K. D., boxed 21 Stearine, in sacks, bbls. or tierces 5 or crated 57 Stove boards, coal hods, 3 22 Steel (see iron). 23 Steelyards, boxed 24 Steel waste or fibre (for pol- ishing purposes), in bales 25 Stereotype backing com- pound, in packages... 26 Sterilizers, tin, empty, or 3 2 4 5 7 zinc, sheet iron, stove pipe and elbows, may be loaded with stoves, N. O. S.. in car loads, at fifth class rates. 58 Stove boards 59 Stove carriers and lifters, in bbls. or boxes . ... 3 3 5 1 60 Stove gas in wood 3 5 27 Stills, copper, iron or tin 28 Stilts, wooden, in bundles, crates or bbls 29 Stone. artificial.. . Dl 3 3 6 8 9 61 Stove linings. loose 62 Stove linings, in bundles . . . 63 Stove linings, in bbls. or boxes... 1 3 4 5 5 5 348 [63] Classification Continued. L.C.L. c. L. L.G.L. C. L 1 Stove mats, asbestos, in boxes or bbls 2 Stove ovens, tin, sheet iron or steel, N.O.S., crated or boxed 3 Stove ovens, tin, sheet iron or steel, N.O.S. (Rule 7 not to apply) 4 Stove ovens, sheet iron or steel, K. D. flat, crated or boxed 5 Stove pipe elbows, corru- gated or other, loose 6 Stove pipe elbows, corru- ^ated or other, securely wired together, in bdls .. 7 Stove pipe elbows, corru- gated or other, crated 8 Stove pipe elbows, corru- gated or other. (Rule 7 not to apply) 9 Stove pipe thimbles, pckd. in boxes or bbls 10 Stove polish, in glass or earthenware, packed in bbls. or boxes 11 Stove polish, N.O.S 12 Stove putty or cement, in kegs, half -bbls. or bbls. .. 13 Stove shovels and pokers, fire, iron, N. U.S., in pkgs. 14 Stove trimmings or orna- ments, in boxes or bbls. . . 15 Straw, N.O.S., pressed in bales (C.L , min. weight 20,0001bs). (Rule 7 not to apply) 16 Fire sets (shovel, tongs, poker and holder, in pkgs. 17 Strawboard, N.O.S 18 Strawboard, corrugated, in packages 19 Straw bottle covers, flat, boxed, C. L,., minimum] 20,000 Ibs 20 Straw braid I 21 Straw goods, N.O.S 22 Stretchers, carpet, boxed..] 23 Stretchers, clothes line, in' crates or boxes ' 24 Stretchers, fence wire, irr bdls., boxes or bbls 25 Stretchers, lace curtain, wooden, K. I) , in bdls.. 26 Stretchers or litters, K. D. or folded in bdls , crates or boxes 27 Stretcher stock 28 Stretchers, trousers, boxed.. 29 Strips, weather, in bdls.... 30 Strips, weather, boxed. 31 Strops, razor, boxed . . . 32 Stuffers, sausage, S. U. 33 Stuffers, sausage, K.D.,bxd 34 Sugar, burnt, in bbls. 35 Sugar, crystal 36 Sugar, grape, in boxes or barrels 37 Sugar, lemon, in pkgs 3 Dl 10 38 Sugar, maple, in pkgs 39 Sugar, N.O.S 40 Sugar cane, crushed, and straw, in bales 41 Sugar trains, iron, loaded in box cars 42 Sugar trains, iron, requiring flat or gondola car, min. wt. 4, 000 Ibs . each 43 Sugar wagons, iron (for use in sugar refineries), load- ed in box cars 44 Sugar wagons, iron (for use in sugar refineries), re- quiring flat or gondola car, min. weight 4,000 Ibs. each 45 Sulphur, in boxes, kegs or bags 46 Sulphur, in bbls. or hhds. .. 47 Sulphur 48 Sumac, ground 49 Suspenders, boxed 50 Swings, wooden, K.D. and tied in bundles 51 Swords, boxed 52 Syrup, in glass, packed in boxes or bbls 53 Syrup, in packages, except glass 54 Syrup, coco cola, in wood. 55 Syrup, coloring, in bbls.... 56 Syrup, fruit, in cans, pkd. .. j 57 Syrup, fruit, in glass orj earthenware, packed inj boxes ! 58 Syrup, fruit, in wood 59 Syrup, glucose 60 Syrup, lemon, in bbls 61 Syrup, maple, same as syrup. 62 Syrup, milk, crude (.liquid sugar of milk) in bbls 63 Table and table stuff (see furniture). 64 Tables, turn 65 Tacks, N.O.S 66 Tacks, iron or steel, in boxes, kegs or bbls 67 Tacks, iron or steel, in wooden boxes, packed in cases or barrels 68 Tacks, wire, in kegs, bbls. or boxes 69 Taggers' iron 70 Tags, tin, in boxes or bbls. 71 Talc 72 Tallow 73 Ta rn p ico 74 Tankage i refuse from pack- ing houses for fertilizing purposes) 75 Tanks, butchers' rendering, iron or steel, loaded in box cars, actual weight... 349 [64] Classification Continued. L.C.L. c. L. L.C.L. C.L 1 Tanks, iron, for ice manu-j facturing machines, load- ed in boxcars 4 2 Tanks, iron or steel, N. OS., j loaded in box cars j 1 3 Tanks, iron or steel, N.O.S.. requiring flat or gondola car, min. weight 4,0001bs.| each 1 4 Tanks, iron or steel 5 Tanks, oil, cellar or store, empty, loaded in box cars 6 Tanks, oil, cellar or store, empty, requiring flat or gondola car, min. weight 4,0001bs. each 7 Tanks, galvanized iron, N.O.S I 1 8 Tanks, sectional, iron or) steel, K. D. flat 3 9 Tanks, wooden, S. U. .load- ed in box cars Dl 10 Tanks, wooden, S. U.. re- quiring flat or gondola car. min. wt. 4,00" Ibs. each; 1 11 Tanks, water cooler, iron, enameled, boxed or se-i curely crated 1 12 Tanks, wooden, K. D., N.O.S 3 13 Tanks or cisterns, wooden, K. D., loaded in box cars, when shipped with wind mills and packed with parts of wind mills 3 14 Tank material, wooden, fit- ted or cut to dimensions, in bdls. .trimmings boxed 3 15 Tank material, wooden, in the rough, not fitted or cut to dimensions, same as lumber, N.O.S. 16 Tannin preserver, in bbls. or casks 3 17 Tape, in bales or cases j 1 18 Tape insulating, in pkgs..i 1 19 Tar, N.O.S., in cans pkd. in boxes or bbls 4 20 Tar, N.O.S., in buckets or kegs 2 21 Tar, N.O.S., in bbls 4 22 Tar, candle, in bbls 4 23 Tar, coke, in packages 4 24 Tar, coal 5 25 Tar, coal, in tank cars to be furnished by shippers, min.wt.24,00ulbs.; empty tanks returned free 26 Tar, gas. in bbls 4 27 Tar, gas. in tank cars to be furnished bv shipper, 1 m in. wt. 24,0001bs.; empty! tanks to be returned free . 28 Target balls, in bbls. or bxs.j 3 2i* Targets, shooting gallery, iron, in packages ! 3 30 Targets, sportsman's fly- ing, in bbls or boxes 3 31 Tarpaulins 1 32 Tartarine (acetic acid), in barrels 3 Telegraph and telephone: 35 Booths, S. U 36 Booths, K. D. flat, in bdls. 37 Brackets, in bags .38 Brackets, in boxes 39 Cable 40 Cross arms, wooden 41 Cross arms, iron 42 Instruments, boxed 43 Insulators, glass, in boxes or bbls. . 44 Insulator pins, in bsigs 45 Insulator pins, boxed 46 Poles, iron 47 Poles , wooden 48 Switch boards, boxed 49 Wire, iron 50 Material, N.O.S., boxed... 51 Telescope cases, travelers 1 , empty 52 Telescope cases, travelers', boxed or filled with goods, boxed, minimum weight, 12.000 Ibs 53 Telescope cases, travelers', filled with goods, not boxed, not taken 54 Tent poles, wooden, in bdls 5") Tents anc fixtures ' 56 Terne plate, boxed or in slatted boxes 57 Terra alba, in packages 58 Terra cotta, for building purposes, in pkgs 59 Terra cotta, fqr building purposes 60 Terra cotta drain pipe 61 Terra cotta images and fig- ures (not statuary), pckd. in boxes, bbls. or casks. . . 62 Terra cotta vases and orna- m ental work, boxed 63 Terra japonica , 64 Terrapins, packed in bbls.. 65 Thermometers, boxed 66 Thonarsalt 67 Thread, spool, boxed 68 Thread, spool, packed in thread cabinets, boxed... 69 Ties, railroad, wooden 70 Tie plugs, railroad, wood'n, in boxes 71 Ties, spring bed, wire, in boxes or bbls 72 Tile, building, hollow 73 Tile, decorated art, in bxs. or bbls 74 Tile, drain 75 Tile, fire, loose 76 Tile, fire, in packages 77 Tile, locomotive 78 Tile, roofing 1 Dl Dl 3 3 4 4 4 4 1 1)1 Lum- 4 ber rates 350 [65] Classification Continued . L.C.L. C. L. L.C.L. 1 Tiling, floor or facing, en- caustic or plain, glazed or unglazed, in packages . . 2 Tiling, marble and slate, boxed ! 3 Tiling, marble and slate. .. , 4 Tills, cash alarm and cash' railways, boxed or tied flat in bundles j 5 Timber, N. O. S ' 6 Tin, phosphor 7 Tin, pig, bar or slab 8 Tin, scrap, in boxts, barrels or casks 9 Tin, scrap 10 Tin, sheet, japanned, boxed 11 Tin cork fasteners, in pack- ages 12 Tin covers or tops, for jelly j glasses or fruit jars, in box- es or barrels 13 Tin crystals I 14 Tin dairy pails, nested,) packed in crates or cases. 15 Tin dinner pails, in boxes or barrels j 16 Tfn discs or circles, in boxes: or barrels \ 17 Tin dross, in bbls. or casks. 18 Tin flour barrels or boxes, j boxed or crated i 19 Tin for government stamp! protectors, in boxes or| barrels 20 Tin or lead foil, in boxes. . ! 21 Tin pails, jacketed, loose. .. 22 Tin pails, jacketed, nested,] in bundles : 23 Tin pails, jacketed, in crates or boxes ! 24 Tin pails, jacketed, min. wt. | 20,000 Ibs 25 Tin plate, N.O.S., boxed or in slatted boxes ; 26 Tin plate, crystallized, dec- 1 prated or marbleized, b'xd 27 Tin straps or fasteners, in boxes or barrels \ 28 Tin strips, in barrels orbox-j es 29 Tin trays or waiters, boxed . 30 Tinners' trimmings, N. O. 31 Tinware, loose ...."... 32 Tin ware, N. O. S.,in crates, boxes or barrels :i3 Tinware. N. O. S., nested, packed in boxes or bbls.. 34 Tinware. N. O. S 35 Tobacco, cut, smoking or chewing, i-i pails, loose.. 36 Tobacco, cut. smoking or chewing, in pails, two or mor^ strapped together.. 37 Tobacco, cut, smoking or chewing, in boxes, kegs or barrels 38 Tobacco, cut, smoking or chewing, in drums 39 Tobacco, leaf, unmanufac- tured, in bales 40 Tobacco, leaf, unmanufac- tured, in bundles or crates Lum- ber rates. 2 Dl Dl 1 1 41 Tobacco, leaf, unmanufac- tured, in cases or hhds. .. 42 Tobacco, plug, in butts,box- es, drums or kegs 43 Tobacco, plug, in caddies, loose 44 Tobacco, plug, in caddies, two or more strapped to- gether 45 Tobacco, plug, in caddies, packed in boxes 46 Tobacco, plug, in pails, two or more strapped or crat'd together 47 Tobacco, plug, in skins 48 Tobacco, smoking, in bales. 49 Tobacco scraps or siftings, N.O.S 50 Tobacco stems, in bales, cases or hhds 51 Tobacco stems compressed in bales 52 Toboggans, O. R . B. and C. 53 Toboggan slides, parlor, crated or boxed (C. L., min. wt. 16, 000 Ibs.) 54 Tomatoes, salted or in brine in wood 55 Tomato pulp, in barrels 56 Tool chests, empty 57 Tools, carpenters, in boxes or chests 58 Tools, edge, N. O. S., in boxes 59 Tools, ice, in bundles 60 Tools, ice, boxed 61 Tools, mechanics', in boxes or chests 62 Tooth picks, wooden, in boxes or barrels 63 Tops, peg, turned, boxed. 64 Torches, campaign, in pkgs. (C.L., min. weight 20,000 Ibs.) 65 Torches, painters' (for burning off paint), boxed. 66 Torpedoes, R. R., boxed.. 67 Torpedoes, toy, boxed 68 Tow, in boxes or bales 69 Toy banks, N. O. S., boxed. 70 Toy banks, earthenware, packed in crates, boxes, barrels or casks 71 Toy banks, iron, boxed .... 72 Toys, N. O. S., crated or boxed 73 Toys, iron. N. O. S., boxed. 74 Track cleaners, iron or steel (for street cars) 75 Track levels, wooden 76 Tracks, portable, railway. iron, wood, or iron and wood combined, in sec- tions, S. U 77 Track , portable, railway. iron, wood, or iron and wood combined, K. D. flat 78 Transformers or converters, electric 79 Traps, animal or bird, p'kd flat, in bundles 80 Traps, clay pigeon or glass ball, in bundles, crates or boxes Dl 1 ju Dl 4 1 4 ! 351 [66] Classification CoiitinueJ. L.C.L.' C. L. L.C.L.i C. L. 1 Traps, fly, boxed 2 Traps, gamr, in boxes or barrels 3 Traps, grease or sewer gas, N. (J. S., in boxes or bar- rels 4 Traps, sewer gas, iron 5 Traps, mouse or rat, in bun- dles, crates or boxes 6 Traps, steam, loose, under 100 Ibs 7 Traps, steam, 100 Ibs or over 8 Traps,steam, crated or b'x'd 9 Trays or waiters, tin or sheet iron, japanned, boxed 10 Treenails, wooden (ship bolts) 11 Tree pruners.in bundles. .. 12 Trees, Chri.-tmas, P. P. or guaranteed | 13 Trees, Christmas, P. P. or; guaranteed, min. weight 20, 000 Ibs 14 Trees, shrubbery and dor- mant plants in bundles P. P. or guaranteed 15 Trees, shrubbery and dor- mant plants, in bales, P. P. or guaranteed j 16 Trees, shrubbery and dor- mant plants, in boxes. P. P. or guaranteed 17 Trees, shrubbery and dor- mant plants, roots boxed and tops tied, P. P. or guaranteed 18 Trees, shrubbery and dor- mant plants, boxed, P. P. or guaranteed, min. wt. 20.000 Ibs 19 Trees, shrubbery and dor- mant plants, in bulk, P. P. or guaranteed, minimum weight 20, 000 Ibs 20 Trellis, wooden 21 Trip hammers 22 Tripoli, ground, in barrels or casks 23 Tripoli, lump, in bags, bar-: rels or casks 24 Tripoli, lump, in bags or in bulk . 25 Tripoli filter plates or disks packed in boxes or bar-j rels I 26 Tripoli filter tubes or cylin- ders, packed in boxes or barrels 27 Tripoline. in tin, packed in cases 28 Trolley poles and trolley stands or bases (for elec- tric railway cars) j 29 Troughs, watering, iron or steel 30 Troughs, watering, stone or earthenware ! 31 Trucks, basket, warehouse, not nested j 32 Trucks, basket, warehouse, nested in bundles ' 33 Trucks, car, S. U.. min. wt.j 5 000 Ibs. each . . . 5 H 3 4 1 3tl Dl 34 Trucks, car, K.D 35 Trucks, car, ele< trie motor, min. wt. 5,000 Ibs each... 36 Trucks, car, electric motor, K. D 37 Trucks, hand, two-wheeled. 38 Trucks, hand, four wheeled, S. U., with sides, stakes or hand rails 39 Trucks, hand, four wheeled, without sides, stakes or hand rails 40 Trunk boxes, N. O. S., in the white 41 Trunk boxes, in the white, nested 42 Trunk covering, iron or tin, boxed 43 Trunk slats, wooden 44 Trunk straps, metal, in packages 45 Trunk tops, nested, in bun- dles 46 Trunk tops, nested, in crates or boxes 47 Trunk trimmings, iron or tin, N. O. S., in boxes, barrels or casks 48 Trunks, empty, released. min. wt. 20,000 Ibs 49 Trunks, flat top, empty, without tinys, nested, re- leased 50 Trunks, filled with goods, boxed, released 51 Trunks, filled with goods, not boxed, not taken. 52 Trunks, containing valises, strapped or securely wrapped with btirlap or paper (C. L., minimum wt. 12,000 Ibs ) 53 Trunks, containing wearing apparel, boxed 54 Trunks containing wearing apparel will not be taken unless boxed (except as part of a shipment of h'se- hold goods). When they are offered for shipment, agents will refer shipper to express companies. 55 Trunks, toy 56 Tubes, paper, boxed or crated 57 Tubes, speaking, tin, box- ed ,",8 Tubes, steel : 59 Tubes, umbrella, steel, boxed 60 Tubing, brass 61 Tubing, copper 62 Tubing, iron 63 Tubing, tin, boxed 64 Tubing, wooden 65 Tubs, bath, iron 66 Tubs, bath, stone or earth- enware 67 Tubs, metal, or metal and wood combined 68 Tubs, metal, or metal and wood combined nested ... I 352 [67] ( 'Idssijication Continued. T L.C.L. C. L. 1 V L.C.L. C. L. 1 Tubs, sinking 2 Tubs, 'vash, galvanized iron j 36 Vacuum pans, fixtures and parts 2 6 not nested 3 Tubs, wash, galvenized iron, nested- 4 Tubs, wash or laundry, iron, stone o r earthenware, 1 2 5 5 37 Valises, satchels or travel- ing bags, empty 38 Valises, satchels or travel- ing bags, filled with goods, boxed D 1 1 legs off 3 5 39 Valises, satchels or travel- 5 Tubs, wooden, N. O S., C. L.,min. wt. 12,0001bs 6 Turned stuff, wooden, N. O. S ... . 2 4 6 7 ing bags, filled with goods, not boxed, not taken. 40 Valises, satchels or travel- 7 Turpentine, in cans, glass or jugs, packed in boxes, jackets or kegs, corks se- cured by metal caps, cement or wire 1 3 ing bags, packed in boxes (C. L.,min wt. 12,000 Ibs. 41 Valises or traveling bags. packed in trunks, strap- ped or securely wrapped 1 2 8 NOTE. Turpentine, i n cans, glass or jugs, not packed in boxes, iackets or kegs, not taken. 9 Turpentine, in wood 3 with burlaps or paper (C. L.,min. wt. 12,0001bd 42 Valves, N. (J. S 43 Vanilla bean refuse or sift- ings, in boxes or bbls 1 2 1 2 6 10 Turpentine, in tank cars to be furnished by shippers empty tanks to be re- turned free 6 44 Varnish, in sheet iron cans. 45 Varnish, in cans, jacked .... 16 Varnish, in cans, boxed 47 Varnish, in wood 2 2 2 3 3 3 4 4 11 Turtles, pached in bbls 12 Tuyeres and coolers.bronze 13 Tuyeres, clay 2 4 .. .. 7 48 Vaseline, in glass, boxed.. 49 Vaseline, in cans, boxed.. . 50 Vaseline, in bbls 2 3 3 14 Tuyres. iron 15 Twine, N. O. S. 4 1 5 4 51 Vats, K. D.,iri bundles 52 Vats, S. U., loaded in box 3 9 16 Twine, in bales, boxes or cars D 1 6 bbls 3 4 53 Vats, empty, N. U.S., re- 17 Twine, waxed, in boxes or bbls 3 4 quiring flat or gondola car min wt 4 000 Ibs each j 6 18 Type, boxed 19 Type, set up in forms, bxd 9 T 54 Vault or floor lights, glass or glass and iron .. .. 4 5 20 Type cases, racked 21 'Type dross 4 55 Vaults, grave, cement 56 Vaults, grave, iron or steel 2 '> 5 5 22 T^-pe metal, old. in bbls.... 3 23 Type metal. in pigs 24 Typewriters and c a 1 i- graphs, carted or boxed . . 25 Type writer stands, S. U., crated or boxed (C. L., min. wt. 16,000 Ibs 3 1 5 3 3 57 Vegetables and Garden Roots: 58 Vegetables, 0. R.,P. P., or guaranteed, N. O. S 59 Vegetables, straight o r mixed car loads of aspara- 4 26 Type writer stands, iron, completely K. D.. in packages o 4 gus, beans,' beets, cab- bage, cauliflower, carrots, celery, corn, cucumbers, 27 Type writer or caligraph covers, crated or boxed \y z egg plant, garlic, kale, lettuce, melons, mustard, L T 28 Ultramarine blue, in paper lined boxes, pkd. in cases 29 Ultramarine blue, in bbls or casks 2 4 5 mushrooms, onions, okra, parsley, peas, peppers, pumpkins, p i e plant, parsnips, potatoes, rad- ishes, salsify, spinich, squash, tomatoes or tur- nips, min. wt. 20,000 Ibs.. 60 Potatoes, in sacks or bbls., Wheat Tariff Rates 30 Umbrellas, incases 1 O. R 4 31 Umbrella handles, finished, in pkgs 1 61 Potatoes, in bulk or pack- ages, (J. R., min. wt. 20. - Wheat Tariff 32 Umbrella ribs and stretch- ers, boxed 2 000 Ibs 62 Potatoes, sweet, in bozes or Rates 33 Urinals, iron, loose 34 Urinals, iron, in crates, boxes, bbls. or casks 35 Urns. coffee, tin, boxed. .. I 3 1 5 K bbls..O. R 63 Vegetables. N. O. S., in glass, packed 4 4 8 5 353 [68] Classification Continued. V L.C.L. C. L. V L.C.L. C. L. 1 Vegetables, N. O. S., dried or evaporated, in glass, packed 1 3 t VEHICLES. Continued. 11 ^Vehicles, set up o i knocked down loaded 2 Vegetables, dessicated, in cans 4 5 in ordinary box cars with sliding side doors L C 4 | Vehicles, and parts of, except bicycles, tricycles, velocipedes, and chil- dren's vehicles, at O. R., L., O. R., B. C., fire and weather or released, as follows : 12 Automobiles, S. U., min. wt. 5,000 Ibs. each 1 B., C.. fire and weather, or released : 5 Buggies, carriages, hearses, sleighs, wagonnetts and other light vehicles (pas- senger vehicles only, ex- clusive of freight wagons, trucks. sleighs and sleds), also parts thereof, min. wt. 12, (XX) Ibs. for cars not ex- ceeding 45 feet in length outside measurement. A deduction of 5 per cent per foot to be made in minimum weight for ench 13 Automobiles, taken apart (wheels detached) 14 Vehicles, N.O.S.: 15 Vehicles, S. U., min. wt. 5,000 Ibs each 16 Vehicles, taken apart (wheels and shafts or tongues detached) 17 Velocipedes, railroad, S. U. 18 Velocipedes, railroad, K.D. FREIGHT VEHICLES. 19 Carts, dump, hand or min- ing, S U 3J4t 1 3J^t 1 IK 1^ 3 6 6 foot or fraction thereof less than 45 feet, and an 20 Carts, dump, hand or min- ing.K. D 1 - addition of 5 per cent per foot to be made in mini- mum weight for each foot or fraction thereof in excess of 45 feet in length; charges on any carload shipment not to 20^> Carts, lumber buggies (two-wheeled carts used in lumber yards) , S. U 21 Carts, lumber buggies (two-wheeled carts used in lumber yards), K. D., in pieces 1^ be less than for 5, 000 Ibs. at 1st class rate 3 22 Carts, peddlers 1 , hand carts, 1^ 6 Springling wagons, min. wt. 20,000 Ibs 6 23 Carts, peddlers', hand carts. K. D 1 7 Vehicles, freight, N. O. S., also parts thereof : 6 24 Carts, peddlers', hand carts, with fixed glass tops, 8 Vehicles, light and heavy (mixed carloads of freight and passenger vehicles only), exclusive of freight and passenger Automobiles, and parts dismounted 25 Drays, (two- wheeled, one- horse vehicles such as are used by pianoforte mov- ers and others), K. D 26 fSleds.bob S. U 3t 1 1 D 1 thereof, min. wt. 20,000 Ibs . . 6 27 Sleds, bob, tongue and reach taken out 9 Vehicles, also part" of vehi- cles, returned to manu- facturers (original con- 28 Sleds, bob, completely taken apart, with stakes tied together .. * 2 signors) for repairs, will be charged half tariff rates when returned by same railroad or ra Iroads 29 Sleds, logging, and loggers' snow plows, K. D., weighing 2,000 Ibs. or over . 3 as originally forwarded by; when returned by other railroad or railroads than originally forwarded by, full tariff rates will be charged. 10 Vehicles, loaded on open cars, or too long or bulky to be loaded through ordinary sliding side doors x>f cars, min. wt. 5, 000 Ibs. each 1 30 Trucks, combination farm and logging. without boxes, K. D.,in pieces.. .. 31 Trucks, logging and logging wagons, K. D., in pieces. 32 Wagons, advertising, frames and fixtures K. D., boxed an 1 crated 33 Wagons, beer, boxed or crated (except shafts or poles), actual weight 3 3 1^ 1^ \ Provision for crated vehicles will apply on shipments enclosed on all sides, including bottoms, with wood frame work so as to allow of their being taken in and out of the cars within the crates; all parts should be enclosed except shafts, poles or wheels; wheels must be racked or crated. t Provision for bob sleds will not apply on vehicles having wagon or sleigh bodies, they being ratable as sleighs. i Ratings will not apply on spring wagons with fixed or standing tops. -23 R W [69] Classification Continued. L.C.L. c. L. L.C.L. C. L. ^FREIGHT VEHICLES Con- 1 tinued 1 Wagons, common or farm, with or without boxes (see also agricultural im- plements), K. D., in pieces, actual weight minJ . 20,000 Ibs i 2 Wagons, one horse (includ- ing combination one and! two horse wagons, fitted for shafts or poles and weighing less than 1,500 Ibs.); viz: Beer, electric! railway repair, express, peddlers, platform spring drays, sewing machine, undertakers, and oil de-; livery, with square gal- vanized iron tanks, boxed or crated (except shafts or poles) . actual weight j 3 Same, taken apart, mini- mum w'ght 1.500 Ibs each 4 Wagons, sprinkling (one- horse or hand) taken apart; 5 Wagons, sprinkling, requir- ing open rar, minimum weight 4, 000 Ibs 6 Wagons, spring, with fixed or standing tops, crated .. 7 Wagons, spring, with fixed or standing tops, not cr'td 8 Wagons, tar tank, boxed or crated (except shafts or poles) 9 Wagons, tar tank, taken apart (wheels and shafts or poles taken off), mini- mum w'ght 2.000 Ibs. each 10 Wagons, two- horse, viz: Beer, electric railway re- pair, hose. ice. oil tank (cylinder) sprinkling, platform spring trucks. , express, peddlers 1 , trans- fer and undertakers', b'x'dj or crated (except shafts or poles) actual weight. . . ! 11 Wagons, two-horse, taken! apart (wheels and shafts' or poles taken off), mini- mum w'ght 2, 00011)8. each PASSENGER VEHICLES. 12 Ambulances, K. D., boxed! or crated (except shafts or poles) 13 Buggies, including buck boards, sufficiently K. I), to be loaded in box car, boxed or crated, crates over 50 inches in height! (except shafts or poles) . . ' 1 Dl Dl ^PASSENGER VEHICLES Continued. 14 When in crates 50 inches and under in height 16 Buggies, including buck- boards, sufficiently K. D. to be loaded in box car, not boxed or crated 17 Buggies, including buck- boards, sufficiently K. D. to be loaded in box car; in the white, ironed, en- tirely K. D., seats and} dash detached and packed in bodies, axels, reaches, side bars and springs de-i tached from bodies, and. all parts named separated from each other and crat-j ed or boxed, wheels or! shafts off and tied in bun- dles 18 Carriages. N. O. S., and wagonettes, boxed o r crated (except shafts or poles), sufficiently K. D. to be 1' >aded in box car . . . 19 Carriages, N. O. S., and wagonettes, boxed o r crated (except shafts or poles) with fixed or stand ing tops 20 Carts, road, boxed or crated (except shafts or poles), sufficiently K. D. to be loaded in box car 21 Carts, road, K. D., wrapped. 22 Carts, road, taken apart 23 Motocycles. set up, mini- mum w'ght 5, 000 Ibs. each! 24 Motocycles, taken apart (wheels detached) | 25 Skeleton racing wagons (4- wheel) K. D., and boxed 26 Skeleton racing wagons (4- wheel), K. D., crated.... | 27 Skeleton racing wagons (4-i wheel), S. U., estimated weight 750 Ibs. each j 28 Skeleton racing wagons (4- wheel), wheels off 29 Sleighs,set up, N. O. S.... 30 Sleighs, set up, boxed or crated (except shafts or poles) 31 Sleigh, K. D.. back, sides and front folded fiat on bottoms, with runners crated in same package, O. K. B.,C., fire and wet, or released 32 Sleighs. K. D. (bodies and shafts removed), all parts (except shafts or poles) crated or boxed 33 Sulkies, K. D. and boxed.. Dl Dl Dl DI 3tl 3tl 3tl Dl Dl t Provision for crated vehicles will apply on shipments enclosed on all sides, including bottoms, with wood trame work so as to allow of their being taken in and out of the cars with- in the crates; all parts should be enclosed except shafts, poles or wheels; wheels must be racked or crated. Sleighs, crated with the exception of the bowed part of the runner and the latter wrap- ped, are ratab 1 e ?is rrarcd. Ratings will not apply on spring wagons with fixed or standing tops. 355 [70] Classification Continued . V L.C.L. C. L. A r L.C.L C.L. ^PASSENGER VEHICLES 26 Carriage top braces, boxed. 3 Continued. 1 Sulkies, K. D., crated 2 Sulkies, K. D.,in the white, 3tl 27 Cushions, buggy, carriage or wagon, in bundles or bales 1 crated ... Dl 28 Dashboards (leather o r 3 Sulkies, S. U..N.O. S., est. weight 750 Ibf 3tl sheet metal lined with felt), boxed 1 4 Sulkies, S. U., ctd., mini- mum wt. 500 Ibs. each 1 29 Doubletrees, neckyokes, singletrees and whiffie- 5 Sulkies, wheels off Stl trees (for buggies, carts 6 Sulkeyettes, boxed or cr't'd m or carriages), finished.... 1 7 Wagons, spring, pass'ng'r, including Democrat sp'g wagons, boxed or cr-ted (except shafts or poles), sufficiently K. D. to be loaded in b'x car, actual wt \y z 30 Doubletrees, neckyokes, singletrees and w-hiffle- trees (for buggies, carts or carriages) in the white (not further finished than dipped, primed or .shel- 8 Wagons, spring, passeng'r, lacked) ironed 2 including Democrat sp'g wagons, taken apart, min. weight 1,500 Ibs. each 9 Vehicles, parts of. at O. R., i 31 Doubletrees, equalizers, neckyokes, singletrees, and whiffletre's, for trucks and wagons, finished 2 B. C., tire and weather, or released; 10 Adjustable sleigh runner attachments (for wheeled vehicles), S. U Dl 32 Doubletrees, equalizers, neckyokes, singletrees, and whiffietre's.for trucks and wagons, dipped, not painted, ironed 3 11 Adjustable sleigh runner attachments (for wheeled vehicles). K. D., packed in bundles 1 33 Doubletrees, equalizers, neckyokes, singletrees, and whiffletre's, for trucks and wagons in the white 12 Axle couplings or clips 2 (not further finished than 13 Axles, steel, combined with bolsters and stakes 3 5 primed or shellacked), ironed 3 14 Axles, wagon or carriage, roller bearings attached . . 15 Axles, wooden and reaches, 2 5 34 Doubletrees, singletrees, and whiffletrees (iron or steel) . 3 n the white (not further finished than primed or shellacked) 3 35 Forged wagon irons, furth'r finished than being drill'd with bolt holes in boxes 16 Beer wag'n or beer roll b'dis 1 or casks 2 17 Buggy, carriage and cart bodies, bottoms and seats, N. O. S., finished or un- finished, with or without 36 Gears, buggy, cart or carri- age (including wheels, N. O. S.), K. D., in crates, boxes or bundles VA springs and axles, boxed or crated \y z 37 Gears, buggy, cart or carri- aere (including wheels N. 18 Buggy, carriage and cart bodies, bottoms and seats, N. O. S., fini-hed or un- finished, with or without springs and axels, in the white, not boxed orcrat'd 19 Buggy, carriage or Wagon tops, and wagon bodies 2^tl Cl S.),K. D, steel, in c'rts 38 Gears, platform, in the white, without springs or axles 39 Gears, sleigh, tubular, b'x'd or crated 40 Gears, sleigh, tubular, N.O. i 2 2J&1 3tl with tops attached, set up, boxed or crated 20 Buggy, carriage or wagon 3tl 41 Gears, sleigh, steel, in bdls. 42 Gears, wagon, iron or steel. 43 Gears, wagon, N . O. S 2 Dl 5 5 tops, and wagon bodies with tops attached, folded flat, wrapped Dl 44 Glass cases for peddlers' hand carts, boxed, bot- toms crated Dl 21 Bnggy, carriage or wagon tops, and wagon bodies with tops attached, flat, 45 Iron caps and shaft ends, for poles and shafts, in bundles 1 boxed or crated 22 Buggy and carriage steps, in bundles or boxes 1H i 46 Iron caps and shaft ends, for poles and shafts, in boxes or bbls. 3 23 Buggy, carriage or cart seat backs, cushioned, in bdls., bales or crates . . . 1 47 Iron frames for road cart bodies, bent in shape, with holes drilled for 24 Carriage bow sockets, b'x'd bolts, in bundles 3 25 Carriage steps (cast-iron), nnfinish'd.in b'x'sorc'sks 4 5 48 Neckyoke centers, boxed or in bbls... 2 $ Provision for crated vehicles will apply on shipments enclosed on all sides, including bottoms, with wood frame work so as to allow of their being taken in and out of the cars with- in the crates; all parts should be enclosed except shafts, poles or wheels; wheels must be racked or crated. !' Ratings will not apply on spring wagons with fixed or standing tops. 356 [71] Classification Continued . V L.C. L. C. L. V L.C.L. C. L. VEHICLES, PARTS OF Con'd. 1 Poles, buggy, cart or car- riage, finished Ifce VEHICLES, PARTS OF Con'd. 33 Wagon skeins and axle boxes, in boxes, bbls. and 2 Poles, buggy and carriage, casks 4 5 not further finished than primed or shellacked, ironed 3 34 Wagon umbrellas and sun- s hades, for protecting wagon seats, in boxes or 3 Poles truck or wagon in bales. 1 the white (not rurther fin- 35 Wagon tires, loose. . . 2 5 ished than primed or shel- lacked) ironed 3 36 Wagon tires, in bundles.. .. 37 Wagon tongue supports.. 3 2 5 4 Poles, wagon, finished 5 Poles, wagon (iron), unrin- ished 1 3 38 Wagons, finished parts of, 39 Wheels, bicycle sulky , bxd m 6 Hacks for lumber wagons.. 1 or crated Dl 7 Rods (for wagon gates), in bundles 8 Rods (for wagon gates), in 3 5 40 Wheels, carriage, boxed or crated, with pneumatic tires Dl boxes, bbls. or casks 4 5 41 Wheels, carriage, boxed or 9 Shafts, buggy, carriage, cart or wagon, finished, S. U.. 10 Shafts, buggy, carriage, cart wagon, tak'n apart, ironed 11 Shafts, wagon and carriage. IK 1 crated, with solid rubber tires 42 Wheels, carriage, cart, sprg. wagon or buggy, N.O.S., boxed or crated V/2 l 1 ^ in the white (not further finished than primed or shellacked), S. U 12 Seats, buggy or carriage l 1 ^ 43 Wheels, dummy, wagon. .. 44 Wheels, iron, wagon 45 Wheels, solid wood, iron tired 2 2 7 5 5 (iron backed), nested, in boxes or crates 13 Seats, wagon, wood, crated or boxed 14 Seats, wagon, wood, nested and boxed or crated 15 Shoveling boards and wag- on box end gates . 2 1 3 3 7 46 Wheels, wagon and car- riage, ironed, in the white, or not further fini-het than primed 47 Wheels, wagon, carriage or buggy, in the white, (not further finished ihan primed or shellacked) 1 1 16 Sled runners (wooden or iron), in bundles 3 48 Wheels, wagon, N. O. S.... 1 6 17 Sleigh bobs 1 49 V chicles, children's, and 18 Sleigh bodies (see rule 17), N. U. S 3tl parts of, O. R. B. and C., or released as follows 19 Sleigh bodies (see rule 17), boxed or crated Dl 50 Axles (iron), for children's vehicles 4 6 20 Sleigh bodies (see rule 17). nested, boxed or crated. \V Z 51 Bottoms for children's car- riages, in bdls., crates or 21 Sleigh runners (wooden or iron), in bdls. (see rule 17) 2? Spokes, in the white (not further finished than primed or shellacked) 9 3 boxes, cane 52 Bottoms for children's car- riages, in bdls., crates or boxes, wooden 53 Boys' toy hook and ladder 1 2 23 Springs, carriage or wagon. 24 Spring's, wagon seat 3 3 trucks, K. D., boxed or crated.. _ 25 Storm aprons and leather panel protectors, for car- riages, in packages ...... 1 54 Children's vehicles and parts of, viz: Carriages, carts, combined baby 26 Wagon beds (ordinary farm or ex. wagon bodies!, S.U. Dl walkers and rockers, doll carriages sleds, sleighs, 27 Wagon beds (ordinary farm orexpr's wagon bodies), K. D., in bundles.. 1 velocipedes, bicycles (wheels not exceeding twenty-four (24) inches in 28 Wagon brakes and locks, boxed or crated 3 diameter), tricycles, wag- ons, wheelbarrows, boys' 29 Wagon dumps. K.D.,box'd 3 toy hook and ladder 30 W'g'n panels, in the white, in packages 3 trucks and hobby hor-es. inin. weight, 12, 000 Ibs . 3 31 Wagon reaches or coupling poles, finished 1 55 Carriages, baby or child'ns. set up, wrapped 3tl 32 Wagon skeins and axle boxes, O. R. B... 3 5 56 Carriages, babv or child'ns, set up, crated... 2J/ 2 tl 357 [72] Classification Continued. V L.C.L. C.L. VT L.C.L. C.L. VEHICLES, CHILDREN'S AND PARTS OF Concluded. IfCarriages.baby or child'ns. K. D., boxed or crated 2fChildren's carriages, ship- ped without wheels, K. Ifca 22 Rough sawed felloes, hounds and spoke bolts .. 23 Wagon wood, in the rough, sawed to dimensions (not further finished) 4 4 Hard lumber rates L'mb'r tariff rates D boxed or ciated . Dl 3 Carriages, baby or child'ns. parts of, N. (_). S., packed in boxes or crates ifc 24 Wagon, carriage and plow material: 25 Axles (iron, steel or wood\ 6 4 Dolls' carriages, boxed, re- 26 Bows, brakes . g leased j 27 Doubletrees. g 5 Iron rods for children's ve- 28 Felloes, gearing g hicles, boxed or crated 4 6 29 Hubs . g 6 Jumpers, baby, boxed 1 30 Neck yokes g 7 Self-propelling wagons, 31 Plow beams and handles. g children's, b'x'd or crated j 32 Shafts, singletrees, spokes g 8 Sleds and sleighs, child'ns, 33 Springs g S. U.. Dl g 9 Sleds and sleighs, child'ns. K. D., flat, b'x'd or crated. 1 35 Wagon and plow malleable castings.. g 10 Sleds, clipper,nested,crated or securely cleated 1 36 Wagon, sled and sleigh wood . . g 11 Springs, for children's ve- 37 Wheels. g hicles, boxed or crated. . . 12 Top braces for children's vehicles boxed 4 4 6 g 13 Velocipedes (iron) child'ns, boxed.. 1 V 14 Wagons, carts and wheel- 38 Vellum, in uackages \y z barrows, children's, set up Dl 39 Veneered, built-up or com- 15 Wagons, carts and wheel- barrows, children's, box'd or crated.'. 1^ pound wood, in bundles. 40 Veneered, built-up or com- pound wood, in crates or 2 16 Wagons, carts and wheel- boxes . 3 barrows, children's, K.D., in bundles 1 41 Veneered, built-up or com- pound WOOL 5 17 Wagons, carts and wheel- barrows, children's, K.D., boxed or crated . .. 2 42 Veneering, in bundles 43 Veneering, in crates or bxs. 44 Ventilators caps or cowls 3 5 8 18 Wheels, rubber tired, for children's vehicles 19 Wagon, carriage or sleigh, 1 5 galvanized or sheet iron.. 45 Ventilators, \\indow (not wire screens), boxed 46 Vermicelli, in boxes Dl 1 3 3 3 5 wood, in the white, bent 47 Vinegar, in wood 4 5 not irond. 2 7 48 Vinegar in tank cars to be 20 In the white, sawed or turn'd (not b'nt) to shape, not ironed (including tenoned spokes, hubs, not furnished by shippers min. weight 24.000 Ibs., empty tanks returned free . . . 5 further finished than mor- tised and primed, and wooden road scraper sides) .. 4 49 Vinegar, in glass, packed. .. 50 Violin cases, crated or bxd, (C. L., min. weight 12,000 Ibs) 4 1)4 5 9 21 Lumber, plow beams and handles (in the rough) 51 Vitrol,blue,in boxes, kegs, bbls. or casks 4 6 and rough sawed felloes and hounds, mixed C. L. only (exc'ption to rule 21) 7 52 Vitriol, oil of, in carboys.. .. 53 Vitriol, oil of, in iron drums.. .. 1 1 i 6 6 tChildren's carriages, to be entitled to the K. D. rating, should have wheels and canopies detached, the springs removed or unfastened, and the bodies brought flat on the reaches. Where bodies are mounted on springs, shipments are ratable as set up. Wagon, carriage and sleigh wood and wagon, plow and carriage material may be loaded with "vehicles and parts of" in mixed car loads at the rate provided for the latter. 358 [73] Classification Continued. w L.C.L. C. L. W L.C.L. C. L. 1 Wadding 1 30 Water closet hoppers and 2 Wainscoating, paneleng and other inside house- finishing wood or house trimmings (wood) N. O. S. in bundles, crates or boxes 4 7 fixtures, iron , porcelain lined, loose 31 Water closet hoppers and fixtures, iron, porcelain lined, in crates, boxes, bbls. or casks 2 3 5 5 3 Wainscoating, paneling and other inside house finishing wood, or house trimmings ^wood) N.O.S. 4 Wainscoating boards, base 7 32 Water closet ranges, iron, same as water closets iron 33 Water closet range parti- tions, wood or iron, K. D. flat 3 5 boards, paneling boards, window casing boards, 34 Water closet tanks, iron, loose 2 4 and flooring boards, in full lumber lengths 4 Lumb'r rates. 35 Water closet tanks, iron, in packages 3 4 5 Wall cleaning compound, in packages 6 Wall protectors, boxed 7 Warehouse cars, chemical 4 1 5 36 Water closet tanks, wooden not crated or boxed 37 Water closet tanks, wooden crated or boxed 1H 1 5 fiber, in crates or boxes.. 8 Warehouse cars, leatheroid Dl 6 38 Water coolers, boxed or se- curely crated . ... 1 in crates or boxes Dl 6 39 Wax, N. O. S. 1 9 Warp N. O. S ... 1 4 40 Wax, bees' 1 3 10 Wash benches, K. D flat 41 Wax, Japan 4 5 or folded flat, in bundles, 42 Wax, mineral, crude 4 6 crates or boxes 3 5 43 Wax, pararine 4 5 11 Wash benches and clothes wringers, combined, K.D. flat or folded flat, crated boxed 2 4 44 Wax, sealing, N. O. S 45 Wax, sealing, fruit can or fruit jar, in boxes or bbls, 46 Wax, shoe or harness mak- 1 4 5 12 Wash boards, combined wood and earthen ware and glass (C. L. min. wt. ers' in boxes or bbls 47 Wax, vegetable, N . O. S. . . . 48 Wax figures, boxed 3 4 Dl '"5" 1 12 000 Ibs 2 6 49 Wax show outfit P P re- 13 Wash boards, combined leased .. Dl 4 wood and glass (C. L. min. wt. 12, 000 Ibs 2 6 50 Wax tapers or gas lighters, boxed 3 5 14 Wash boards self acting, 51 Weather vanes K. L). boxed S. U. (C. L.min. wt. 12,- 52 Webbing. N. O. S . .. 000 Ibs 1 6 53 Webbing bnr'ap or jute 15 Wash boards, self acting, 54 Webbing, elastic ... . K. D. boxed or crated (C 55 Whalebone L. min. wt. 12.000 Ibs).... 16 Wash boards, N. O. S. (C. 2 6 56 Wheat, C. L Wheat tariff L. min. wt. 12, 000 Ibs 17 Washing compound, dry in packages 2 5 6 6 57 Wheelbarrows, iron or wood, S. U. 1 rates. 18 Washing compound, liquid in bottles, packed 2 4 58 Wheelbarrows, iron or wood, with legs and 19 Washing compound, liquid in bbls 5 6 wheels packed separately or in trays 3 20 Washing crystals 21 Washing extracts or liquids in bottles, packed 5 2 6 4 59 Wheelbarrows, iron or wood. K. D. flat, legs, wheels and handles de- 22 Washing fluid in carboys. 23 Water closets, N. O. S. in 1 4 tached and fastened to barrows. 3 packages 2 60 Wheelbarrows, iron or 24 Water closets, crockery or earth era ware, packed 25 Water closets, iron loose.. 26 Water closets, iron, in crates 4 2 5 5 wood. K. D. trays nested and strapped, leers, wheels and handles packed sep- arately 3 boxes, bbls. or casks 27 Water closets, iron, porce- lain lined, same as wate closets iron 3 5 61 Wheelbarrows. iron or wood, K. D. flat, trays nested and strapped, rack- ed or boxed 3 28 Water closet cases or seats, wooden, S. U. wrapped 62 Wheelbarrows. iron or wood in in wt 20 000 Ibs 6 crated or boxed 29 Water closet cases or seats wooden, K. D. flat, wrap 3 7 63 Wheel guards or fenders, (for street cirs) K. D. fla or folded flat 3 6 ped, crated or boxed 3 7 359 [74] Classification Continued . w L.C.L. C. L. W ,.C.L. C. L. 1 Wheels, iron or wood, for children's bicycles or tri- cycles, in bundles .. 2 Wheels, iron or wood, for chilnren's bicycles or tri- cycles, crated or boxed,. 3 Wheels, iron or wood, for children's bicycles or tri- cycles 4 Wheels, iron or wood, for children's carriages, in bundles 5 Wheels, iron or wood, for children's carriages, crat- ed or boxed 6 Wheels, iron or wood, for children's carriages 7 Wheels, iron or steel, in the rough, unfinished, N .O.S. 8 Wheels, iron or wood re- quiring flat or gondola car, min . wt. 4, 000 each .... 9 Wheels, iron or wood, re- quiring flat or gondola car 10 Wheels, polishing, cloth, in boxes, bbls. or casks . . . 11 Wheels, turbine, water, 5. 000 Ibs. each or less 12 Wheels, turbine, water.over 5, 000 Ibs. each 13 Wheels, water, iron, N. O. S 14 Wheels, wheelbarrow, iron or wood, in bundles or crates 15 Wheels, wheelbarrow, iron or wood 16 Whiting 17 Wick 18 Willow cuttings in bundles 19 Willow cuttings 20 Willow ware, N. O. S 21 Windlasses 22 Window and curtain cor- nices, boxed 23 Window frame stock or stuff wooden, K. D 24 Window hollands.N. O. S. boxed 25 Window hollands, plain, uncut and undecorated . . . 26 Window shades, boxed.... 27 Window ventilators, (not wire screens) boxed 28 Wire, N. O. S 29 Wire, barb 30 W 7 ire binding or wire ties . . 31 Wire, brass 32 Wire, copper 33 Wire, copper, insulated on reels or in coils 34 Wire, coppered. galvanized or steeled 35 Wire, fence 36 Wire, insulated or covered 37 Wire, iron in boxes or casks 38 Wire maitress, in boxes, bbls or casks 39 Wire, steel, in boxes, bbls. casks or reels 40 Wire bonnets (spark arrest- ers) 41 Wire cracker or cake pans, flat or nested, solid crat- ed or boxed 4? Wire goods, N. O.S 3tl 3 4 4 3 4 4 4 Dl 3 Dl 5 Lumb rate. 43 Wire goods, N. O. S. flat or nested solid, boxed 44 Wire guards, for offices, stores, etc. .crated or bxd 45 Wire rods 46 Wire rods, per gross ton, 2.240 Ibs 47 Wire rope, iron or steel, in reels or coils 48 Wire staples, nails, spikes and hay bale ties (other than copper) in straight or mixed C. L. unless other- wise provided for fNOTE. Where special rates are provided, the C. L. rate for wire shall govern in the case of mixed car- loads, excepting that if lower rate is provided for plain than for barb wire, the latter rate will govern, 49 Wire lathing, in bdls., bxs. or crates 50 Wire netting, O. R. W. or rust 51 Wire rope, copper.on reels or in coils 52 Wood filler, in tin cans or pails, crated bxd. or pack- ed in bbls 53 Wood filler, in kegs, 1 ^ bbls or bbls 54 Wood flour, for hih ex- plosive, in bales 55 Wood (fuel) 56 Wood kindling, in bundles or crates 57 Wood, petrified 58 Wood preservatives, N. O. S., same as paints, N. O. S. 59 Wood pulp board, in bdls.. 60 Wood pulp board 61 Woodeu bridge material.. . 62 Wooden images and fig- ures, well packed in bxs., bbls or casks 63 Woods of value (cocobolo, ebony, lignum-vita;, ma- hogany, rosewood and other valuable foreign woods) in boards or planks 64 Woods of value (as above) logs 65 Wood, articles n anufactur- edof: 66 Balusters, stair rail and newel posts, in bdls 67 Balusters, stair rails and newel posts, in boxes 68 Balusters, stair rails and oth- er turned work, N. O. S.. - 69 Barrel covers, wooden, nested 70 Barrel covers, wooden, min wt.20,000 Ibs 71 Blinds, N. O. S 72 Blinds, ventian, boxed or crnted 73 Blind orshutterslats, wood- en, in bdls., crates or bxs. 5 5 4 5 5 5 Soft coal rates. 7 Lumbr rateal 360 [75] Classification Continued. L.C.L. C. L. L.C.L. C. L. WOOD ARTICLES Con- tinued. 1 Bowls, wooden, boxed or racked 2 Bowls, wooden . -. 3 Brackets, carpenters',! wooden, K. D. flat or folded 4 Brackets, wooden, N. O S., finished and boxed... 3 5 Brick trays, wooden j 4 6 Buckets, in bundles or racks (C.L., minimum weight 20,000 Ibs.) 7 Bungs, or plugs, wooden, in packages, (C. L., min- imum weight 12,000 Ibs.) . 3 8 Butter carriers, wooden 3 9 Butter ladles, wooden, in packages 3 10 Butter ladles, wooden, (C. L., minimum weight 12.000 Ibs.) | 11 Butter moulds, wooden, in! packages, C. L., mini- mum weight 12,000 Ibs.) .. 3 12 Butter packers, wooden, in crates, in boxes 3 13 Butter plates, wooden, ; nested 3 14 Butter plates, wooden (C. L., minimum weight 12, - 000 Ibs.) ! 15 Butter and lard tubs, pails and firkens (C. L., mini- mum weight 12.COO Ibs.) .. 1 16 Butter and lard tubs, nested; covers in bundles (C. L., | minimum weight 20,000 Ibs.) 2 17 Butter workers, S.U i 1 18 Butter workers, K. D 2 19 Pie plates, wooden, nested. 3 20 Pie plates, wooden (C. L., minimum weight 12,000 Ibs.) i 21 Churns, loose i \ 22 Churns, frames, K. D., ini bundles a n d cvlinders or boxes, O.R.C 2 23 Churns, completely, K.D. boxed 3 24 Churns, (minimum weight 12,000 Ib.s) | 25 Cisterns, wooden ! D 1, 26 Cisterns, wooden, requir- ing flat or gondola car. minimum weight 4,000 Ibs. each 1 27 Cisterns, wooden, K. D , in bundles 28 Clothes pins, boxed (C. L., minimum weight 12, 000 Ibs.) 29 Clothes pounders, wooden, in crates or boxes .-.. 30 Cl thes racks. K. D. or folded flat, in bundles,! crates or boxes 31 Clothes reels, K. D..box'd or crated 32 Club?, Indian, wooden, in packages 33 Cogs, wooden, in bbls. or! boxes Wpoo ARTICLES Con- tinued. 34 Cornices, window, wooden. in boxes 35 Cornices, window, wooden 36 Counters and shelving, for offices and stores, loaded in boxcars, (C. L., mini- mum weight 20,000 Ibs.) . . 37 Cpvers, wooden, N. O. S. in bundles, boxes or racks 38 Covers, wooden, N. O. S. (minimum weight 20,000 39 Dairy spades, wooden, in crates or boxes 40 Dowel pins, wooden, in packages 41 Dowel pins, wooden 42 Dumb bells, wooden, in crates, boxes or bbls 43 Firkins and kits, empty (C. L., minimum weight 12, - 000 Ibs.) 44 Firkins, empty, in nests, (C. L., minimum weight 12.000 Ibs.) 45 Flooring, fancy or com- pound wood, in bundles. 46 Flooring, fancy or com- pound wood, in crates or boxes 47 Gas trays, wooden, in packages (C. L.. mini- mum weight 15. 000 Ibs ). 48 Grilles, wooden, K. D.. or folded flat, crated or b'xd 49 Gun stocks, in the rough, in bundles, crates or b'xs. 50 Gun stocks in the rough. .. 51 Handles, wooden, in bun- dles or boxes 52 Handles, wooden 53 Handle wood bolts 54 Headlinings, wooden, in bundles or crates. 55 Head linings, wooden 56 Hitching posts, wooden... 57 Hosiery boards, wooden, in boxes 58 Ironing tables. K. D. flat or folded flat, in bundles, crates or boxe.-s 59 Knives, wooden, in boxes 60 Ladders, stei> (C. L', mini- mum weight 12,000 Ibs.) . . 61 Ladders, wooden, N. O. S. (C. L.. m in i mum weight 12,000 Ibs.) 62 Ladder stock or stuff, wooden, in the rough, K. D.. in bundles or crates. 63 Last blocks, wooden, in the rough 64 Mallets, wooden, in boxes 65 Measures, wooden, crated or boxed 66 Measures, wooden, mini- mum weight 12,000 Ibs... 67 Mill dogs, wood 68 M. Hidings, wood, N.O.S. in bundles 69 Mouldings, wood, finished and unfinished, boxed... 361 [76] Classification Concluded. w L.C.L C. L. Y L.C.L. C. L. WOOD ARTICLES Con- cluded. 32 Wrenches, monkey or screw, boxed 3 1 Mouldings, wood, common 33 Wringers, centrifugal 1 building- or carpenter 2 Pails, wooden, (C. L., 4 7 34 Wringers, clothes, not boxed . D 1 *4 minimum weight 20,000 Ibs.) 2 6 35 Wringers, clothes, crated 9 3 Partitions, rolling or fold- ing, wooden, crated or boxed 3 5 36 Clothes wringer frames, crated or boxed 2 4 4 Pickets, wood 4 { L'mb'r crated or boxed .' Dl 4 5 Picture backing, in bundles or boxes. 1 4 rates Y 6 Picture backing 7 7 Porch columns, wooden, ir. bundles 4 7 38 Yacht knees 39 Yard sticks wooden crat'd 4 5 8 Potato mashers, wooden, or boxed 2 5 in packages 3 40 Yarn, N O S 9 Potato mashers, wooden... 6 41 Yarn, asbestos, in packag's 1 10 Rolling pins, wooden, in packages 3 6 42 Yarn, coir, in rolls or pressed in bales 3 4 11 Saw bucks, wooden, in 43 Yarn cotton, in bags 1 bundles 3 5 44 Yarn, cotton in bales m 12 Saw bucks, wooden, K. D. in crates or boxes 13 Scoops or shovels, flour, 3 5 45 Yarn, flax, in bales or cases 46 Yarn, hair, in compressed bales 3 wooden, boxed or crated 3 47 Yarn, jute, in bales 3 14 Scoops or shovels, floi.r, wooden 5 48 Yarn, lath, in coils or packages 3 4 15 Shutters, wooden 4 7 49 Yarn, linen, in bales 1 16 Steak pounders, wooden, 50 Yarn, woolen 1 in packages 3 51 Yeast 3 4 17 Steak pounders, wooden 5 52 Yeast cakes, P. P 3 4 18 Sticks, wooden in the 53 Yeast powder 3 4 white, for canes or um- brella handles, in b'ndles 2 4 54 Yellow metal (copper or zinc) 3 4 19 Sticks, wooden, in the 55 Yokes, ox, and bows. . . 9 6 rough, for canes or um- brella handles 3 5 20 Ten pins, b'xd or crated . . . 21 Ten pins, in the white 22 Wooden ware, N. O. S., (C. L., minimum wt. 1 2 5 5 z 56 Zinc, in cases, casks, pigs, or slabs 4 6 12,000 Ibs.) 1 6 57 Zinc, in rolls or sheets 1 4 23 Wool, in sacks or bales. . . 2 58 Zinc, chloride of, in car- 24 Wool, in sacks or bales, boys 1 r minim-urn weight 20, OCO Ibs. (Rule 7 not to ap- 59 Zinc, chloride of, liquid, in bbls . . . 3 5 ply) 6 60 Zinc, chloride of dry in 25 Wool cards 1 cans, boxed ... . 9 5 26 Wool stock and wool waste, in sacks or bales 4 61 Zinc, chloride of, dry, in bbls 3 5 27 Wool stock and wool waste, in sacks or bales, 62 Zinc, scrap, in packages... 63 Zinc, scrap 4 '9 minimum weight 20,000 Ibs. (Rule 7 not to apply) 28 Woolen mill sweepings, in bags, sacks or crates 4 6 64 Zinc, sheet, in cases or casks 65 Zinc, sheet, loaded in ends f cars, completely en- 4 6 29 Woolen mill sweepings, in bags or sacks, minimum enclose J or boxed 66 Zinc, sulphate of 4 4 6 6 weight 20, 000 Ibs... . 6 67 Zinc dross, in bbls. or casks 4 30 Woolen mill sweepings 68 Zinc dross 9 and wool flocks, pressed in bales, or in casks or in hhds 5 fi9 Zinc flue dust, in packages. 70 Zinc nails, in boxes or k'gs 71 Zinc skimmings in p'kgs 4 3 4 6 5 6 31 Woolen mill sweepings, in 72 Zinc stove boards 3 bulk, not taken . 73 Zylonite goods, in pk'gs. .. 1 WM. KlLPATRICK, Secretary. CHAS. J. SMITH. As st. Secretary. JAMES S. NEVILLE, Chairman. ARTHUR L FRENCH, I. L. ELLW OOD, C'omm is s toners . 362 [77] STATE OF ILLINOIS RAILROAD AND WAREHOUSE COMMISSION SUPPLEMENT No. 1 TO Illinois Commissioners'' Classification No. 10, in Effect July 1, 1906 L.C. L. C.L. L.C.L. C.L. A Couches, metal- Folding, S.U V/2 Animal foods (not condition powders), in bags . .. 4 _ Backs folded flat on seats or against sides 1 Alumina, sulphate of, boxes, Folded flat 2 barrels or bags 6 Completely K D boxed 3 Automobiles, min. weight 10,000 Ibs 1 Axle grease, in buckets, pails or tubs. 3 5 F Axle grease, in boxes, barrels, kegs or kits. 4 5 Fruit, green, N.O.S., P. P. or Axle grease, in tin cans, bxd . . 4 5 20,000 Ibs 1 5 B Fruits, green, in straight or mixed. C. L. of grapes, peaches, pears or plums, min. wt. 20 000 Ibs 5 Beds, folding, min. C. L. wt. 10,000 Ibs 4 Beds, mantle folding, min. C. L. wt. 10, 000 Ibs 4 IVI Berries, all kinds, except cran- berries, green P. P. or guar- Marbleine, grave vaults, crated or boxed 2 5 anteed, min.wt. 20.0COlbs... Hottle carriers, empty 1 3 4 Milk, in glass, boxed Mop handles, with metallic 1 Broom corn, pressed in bales, min. wt. 12, 000 Ibs. 4 heads, in bundles Mop handles with metallic 2 heads, crated or boxed 3 C Carbon, bi-sulphide of, in cans hermetically sealed, each weighing 5 Ibs. or less, bxd 1 O Ovens, bake, sectional steel and tile, including tire brick Casein, in sacks or barrels 2 5 K. D., boxed 3 5 Chautauqna outfits, consisting of tents, poles, camp chairs, circus seats,torches. bedding, etc.. C.L. min.wt. 20. 000 Ibs. (Rule 7 not to apply i .... 7 p Pads, hoof, leather or rubber 1 Corn, seed on the ear, in crts. i Paste, powder, in boxes ... 3 363 [78] Supplement No. 1 Continued. L.C.L. C. L. L.C.L. C. L. Pianos and organs, boxed, min. C. L. wt. 10,000 . 2 K Pipe steel culvert 4 5 Records phonograph, boxed 1 Pipe, wrought iron, in coils requiring flat or gondola car, min. wt. of each coil 4,0001bs. 1 s Pipe, covering, magnesia .... 3 5 Salts, Epsom or Glauber, in bags . 4 6 and bone or grain screen- ings), in bags Pretzels, in boxes or barrels, min. wt. 20,000 Props min^ 4 4 7 5 Soft coal Stoneware, in crates, casks or hhds. weigh 'gl.OOOlbs. or less Stoneware, in crates, casks or hhds.weighing over 1,000 Ibs. 4 3 5 5 Punch and shear, combined, K. D., small parts boxed.. 3 rates W . Wagons, children's, self pro- Pumping jacks K.. D. 2 pelling, C.L. m. wt. 12,0001bs. 3 WILLIAM KILPATRICK. Secretary. CHAS. J. SMITH, Assistant Secretary. JAMES S. NEVILLE, ARTHUR L. FRENCH, ISAAC L. ELLWOOD, Commissioners . 364 [79] SUPPLEMENT No. 2 TO ILLINOIS COMMISSIONERS' CLASSIFICATION No. 10. Effective July 1, 1906. Distance in miles. In cents per 100 Ibs. 2 miles and under. . . 4 miles and over 6 do 2 4 2.8 3.6 4 10 do 6 4 5 15 do 10 4 9 20 ..do... 15 5.1 25 . do 20 5.4 30 do 25 5 7 35 ..do 30 5.9 40 do 35 6 2 45 do 40 6 5 50 . .do .... 55 . .do 45 50 6.8 7. 60 . .do 55 7.3 65 do 60 7 6 70 ..do 75 do 65 70 7.9 8 1 80 . .do ... 75 8.3 85 ..do 90 do 80 85 8.4 8 6 Apples green P P or guaranteed, C. L 95 . .do 100 do 90 95 8.7 8 9 105 . .do 100 9. Apple waste green or dried in sacks, boxes or 110 do . . 105 9 2 barrels C L 115 do 110 9 3 120 . .do 115 9 4 Melons in bulk or packages C L 125 do 120 9 6 130 . .do 125 9.7 Pears in baskets boxes or barrels C. L. 135 do 130 9 8 Potatoes in bulk or packages, O. R., minimum 140 ..do 145 ..do 135 140 10. 10 1 weight 20 000 Ibs C L 1 150 do 145 10 2 155 . .do 150 10 4 Vegetables straight or mixed' car loads of aspara- 160 do 155 10 5 gus, beans, beets, cabbage, cauliflower, carrots, celery corn cucumbers eggplant garlic kale, 165 ..do... 170 do 160 165 10.6 10 8 lettuce, melons, mustard, mushrooms, onions, 175 ..do 170 10.9 okra parsley peas peppers pumpkins pie- 180 .do 175 11 plant, parsnips, potatoes, radishes, salsify, spinach, squash tomatoes or turnips* minimum 185 ..do iyo . do 180 185 11.2 11.3 weight 20,000 Ibs. . . . 195 . .do 190 11.5 200 . .do 195 11 6 210 do 200 11 7 220 . .do 230 .do 210 220 11.9 12 1 240 . .do 250 . .do 230 240 12.3 12 5 260 do 250 12 6 270 ..do 280 .do 260 270 12-.8 13 %; 90 do 280 13 2 3(jO ..do 290 13 4 320 . .do ... 340 . .do 300 420 13.6 13 9 36o do 340 14 2 380 ..do 400 . .do 420 ..do... 360 380 400 14.4 14.7 14.9 440 ..do/. 460 do 420 440 15. 15 2 . 480 . .do 460 15.4 500 ..do... 480 15.6 365 [80] Supplement No. 2 Concluded. L. C. L. SHIPMENTS. Bran, ship stuff and shorts, in sacks, 2,000 Ibs. or over 30 per cent higher than car load rate Feed, chopped or ground in sacks, 2,000 Ibs. or over, 30 per cent higher than car load rate Flour, in barrels or sacks, 2,000 Ibs. or over, 30 per Attest: WM. KlLPATRICK, Secretary. CHAS. J. SMITH, Ass't Secretary. JAMES S. NEVILLE, Chairman. ARTHUR L. FRENCH, ISAAC L. ELLWOOD, Commissioners. 866 [81] SUPPLEMENT No. 3. ILLINOIS COMMISSIONERS' CLASSIFICATION No. 10. Effective July 1, 1906. READS L.C.L. C. L. SHOULD READ L.C.L. C. L. Item 48, page 9 Bluing, liquid in glass packed 3 7 Item 48. page 9 Bluing liouid in glassed packed .... 3 4 Item 49, page 9 Bluing liquid in bbls 4 7 Item 49, page 9 Bluing liquid in bbls 4 5 Item 23, page 10 Books, blank in boxes 4 7 Item 23, page 10 Books, blank in boxes 4 5 Item 17, page 11 Boxes, wooden, turned by lathe, C. L. min. weight 20,0001bs 2 8 Item 17, page 11 Boxes, wooden , turned by lathe, C. L. min. weight 20, 000 Ibs 2 5 Item 44, page 19 Corn cookers, steam, K.D.. 3 6 Item 44, page 19 Corn cookers, steam, K. D. 2 6 Item 6, page 22 Eave troughs, wooden 3 Item 6, page 22 Eave troughs, wooden 2 Item 54, page 32 Grape cuttings or grape vines in bundles, boxed. 3 Item 54, page 32 Grape cuttings or grape vines, in bundles, boxed. 1 3 Item 69, page 33 Harness hardware 4 Item 69, page 33 Harness hardware 3 Item 73. page 33 Saddles in bales or boxes . . 3 Item 73, page 33 Saddles in bales or boxes.. 2 Item 62, page 50 Oatmeal in lots of 2, 000 Ibs. or over 20 per cent above C. L. rate O. R. W. & W. Item 62, page 50 Oatmeal in lots of 2, 000 Ibs. or over 30 per cent over C. L. rateO. R. Wet and waste. - Pianos and organs wrapped and immovably braced in car.C.L. minimum 10,000 Ibs 2 Unboxed uprightpianos ship- ped in carloads must meet the following require- ments in regard to load- ing: 1st Each piano to be com- pletely covered (except bottom) with paper hood and tarpaulin or rubber cover. 2nd Each piano placed on wooden shoes not less than two inches thick freeing castors from car floor. 3H7 [82] Supplement No. 3 Continued. READS L.C.L. C. L. SHOULD READ L.C.L. C. L. 3d To the back ot each piano there must be attached 2 cleats, not less than one inch thick and six inches wide, extending not less than four inches beyond either end of piano one at top and one at bottom each fastened with not less than 2% inch screws, ends of cleats to be firmly secured to horizontal braces screwed to sides and ends of car, the whole forming a frame work running full length and width of car and so secured as to absolutely prevent any end or side motion of pianos. 4th A sufficient space must be left between pianos to prevent rubbing or chaf- ing. 5th All cleats and bracing to be of hardwood lumber not less than one inch thick nor less than six in- ches wide. Unboxed organs to be secure- ly braced in car in similar manner except that it will not be required that cleats be fastened to in- struments, and if castors are removed it will not be required that the or- gans be set on shoes. One empty box for return of wrapping, and harness to be included with C. L. shipments of upright pi- anos and organs. Item U, page 52 Item 14. page 52 Portraits (not paintings) Portraits (not paintings) boxed.net invoice value boxed, net invoice value not to exceed $10.00 per not to exceed $10.00 per package and so expr'ss'd in shipping receipt by package and so expr'ss'd in shipping receipt by shipper 2 shipper 1 Item 32, page 58 Sash N. O. S L'mb'r rate. Item 32, page 58 Sash.N. O. S 7 Item 18, page 66 Item 18, page 66 Trees, shrubbery and dor- Trees, shrubbery and dor- mant plants boxed P. P. mant plants boxed P. P. or guaranteed min. wt. or guaranteed min. wt. 20,0001bs. 20,0001bs 7 Item 3. page 67 Tubs, wash, galvanized Item 3, page 67 Tubs, wash, galvanized iron , nested. iron nested 2 5 Stoves, N. O.S. , crated or b'x'd 2 5 Item 6, page 67 Turned stuff , wooden, N. Item 6, page 67 Turned stuff .wooden, N. O.S... 4 7 O.S. .. 3 6 [83] Supplement No. 3 Concluded. READS^ L.C.L. C. L. SHOULD READ L.C.L. C. L. Item 15, page 71 Shoveling boards and wagon box end gates Item 50, page 71 Axles (ironi for childrens' vehicles 4 7 6 Item 15, page 71 Shoveling boards and wag- on box end gates Item 50, page 71 Axles (iron) for childrens' vehicles. . . .. 3 6 5 Item 5, page 72 Iron rods for childrens' ve- hicles, boxed or crated. . . Item 11, page 72 Springs for childrens' ve- hicles, boxed or crated . . Item 12, page 72 Top braces for childrens' vehicles, boxed 4 4 4 6 6 6 Item 5, page 72 Iron rods for childrens' ve- hicles, boxed or crated . . Item 11, page 72 Springs for childrens' ve- hicles, boxed or crated. Item 12, page 72 Top braces for childrens' vehicles, boxed 3 3 3 5 5 5 Item 48, page 72 Vinegar in tank cars to be furnished by shippers, minimum wt 24 000 Ibs. Item 48, page 72 Vinegar in tank cars to be furnished by shippers, min weight 24 000 Ibs 5 empty tanks return 'd free 5 Item;26, page 76 Wool stock and wool waste in sacks or bales. . . Item 28, page 76 Woolen mill sweepings,in bags, sacks or crates Bran, ship stuff and shorts in sacks 2,000 Ibs. or over, 30 per cent higher than car load rate. 4 4 Item 26, page 76 Wool stock or wool waste in sacks or bales Item 28, page 76 Woolen mill sweepings, in bags, sacks or crates . . Wire fencing in rolls Bran, ship stuff and shorts in sacks 2, 000 Ibs. or over, 30 per cent higher than C. L. wheat rate. 3 3 ^ 8 Horses and Mules Correct 500 mile rate to read 20.1. Correct last word in second paragraph of Article ''A" Rule 9 to read 'weight' instead or -'rate." Correct error on page 111, Mobile & Ohio R. R. Co., should be erased from this page and appear on page 4, as a road of CJass "B." ATTEST: ,T. S. NEVILLE, Chairman. WM. KILPATBICK, Secretary. ARTHUR L. FRENCH. Commissioner. CHAS. J. SMITH. Asst. Secretary. I. L. ELLWOOD, Commissioner. 369 INDEX. Page Item Acid, acetic, in bbls. or iron drums. 1 1 Carbolic 1 2 Dry 1 7 Hydrofluoric 1 4 Liquid carbonic 1 3 Lactic 1 6 Acids, N. O.S 'l 9 Acorns 1 14 Actinolite 51 34 Adding machines 45 31 Adamant wall plaster 1 15 Adzes 1 17 Advertising boards 9 51 Matter. 1 16 Agalite 1 19 Agate 1 18 Agricultural implements 1 20 Hand 4 29 Parts of 3 33 and parts of returned 1 21 Agricultural implements, N. O.S. . 1 27 Alabastine wall finish 5 10 Albums 54 3 Albo carbon 5 11 Albumen 5 12 Alcohol, wood 43 52 Ale 43 55 Ginger 49 1 Ginger and mineral water pack- ages returned 14 50 Allspice 61 43 Almanacs 5 13 Altars 28 33 Alum 5 14 Alumina 5 16 Sulphate of 5 17 Aluminum 5 19 Bronze 5 21 Ware 5 24 Ambulances 69 12 Ammonia 5 25 Anhydrous liquid 5 25 Aqua 5 26 Cylinders returned 14 53 Drums returned 14 53 Nitrate 5 36 Sulphate of.. 5 37 Ammunition n 39 Cartridge shells 59 41 Andirons 5 40 Anchor building , 36 42 Anchors, N. O.S. 1 36 41 Building 36 42 Angle iron 36 43 Animal food 25 39 Heads 35 48 Heads unmounted 35 49 Pokes 54 73 Animals, alive 5 41 Domestic, horned 44 16 Stuffed 5 42 1 -24 R W Page Item Annealing boxes 10 50 Anti incrustator 5 49 Anthracine 5 48 Annunciators 5 47 Annato 5 44 Antimony metal 5 50 Crocus of 5 52 Anvils 36 44 and vises combined with oil well supplies 51 27 Apple chops 5 59 Butter 5 63 Driers 5 60 Parers 5 61 Waste 5 62 Apples 5 56 Cider 5 54 Dried 5 55 with cider 5 58 Apron slats 3 41 Aprons, storm 71 25 Aquariums 5 66 Archery goods 6 1 Architectural iron 39 36 Arc light globes 31 51 Lamps 42 7 Argols 6 2 Armatures 6 3 Armor plate 36 45 Arms, electric light 39 37 Telegraph 64 40 Telegraph, iron 64 41 Arsenic 6 4 Artists' materials 6 5 N.O.S 52 32 Stretchers 6 6 Asbestos 6 8 Cement and boiler covering.. 6 9 Cloth 6 10 Crude ore 51 37 Mill. board 6 11 Ash, pearl or pot 6 16 Soda 61 9 Zinc 6 17 Ashes, brass 6 12 Cottonseed hull 6 14 Wood 6 14 Lead 6 15 Asparagus 67 58 Asphalt plants 6 21 Asphaltum 6 18 Substitute 6 21 Auger stems with oil well supplies 51 27 Auger bits 6 Augers post 6 Automatic machines 45 Automobiles 68 Awnings Awning fixtures 6 2o Axes.. 6 26 Axe polls, iron Axle boxes 71 32 370 Index Continued. Axle clips Page 70 Item 12 Barrel, beer, old Page Item 34 Couplings' 70 12 Cider, returned 15 14 Grease 32 63 Flour, tin 65 18 Axles, combined 70 13 Glycerine, returned 15 25 Iron or steel 36 47 Iron, oil returned . . 15 28 Iron, for children's vehicles . . . Wagon or carriage 71 71 50 25 Oil, returned Paper 15 7 35 23 Wagon roller bearing 79 14 R eturned . 14 49 Wood, with wagon material. 70 15 Tar, returned Vinegar returned 15 15 45 48 Barrows, baggage 7 41 H Kurr.ace, charging 7 43 Bars, cutter 3 51 Babbitt metal 6 30 Grate .. ........ 38 24 Baby carriages 71 54 Muck or puddle 38 68 72 6 Sweep. 3 52 Walkers 71 54 Barytes 7 44 Baby walkers and rockers com Base knobs 21 18 bined, with children's ve Basins and bowls . 7 45 hides 71 54 Basket covers S 1 Backing, picture . .. 76 5 Material 8 4 Bag holders 6 44 Trucks 66 31 Racks, postal 56 68 Baskets 7 48 Baggers, grain 4 8 Brass 7 46 Bagging 6 31 Fruit 7 52 Bags 6 33 Canvas 7 51 Cement, returned 14 54 Steel or iron 7 54 Cotton 6 36 Over-handled 7 55 Grain or salt 6 37 Fruit, returned 15 21 P'eeding 6 39 Splint . 8 2 Game 6 41 Stave 8 2 Mail 6 40 Willow 8 2 Paper 52 42 Wire 7 47 Rush 6 42 Bate, tanners 8 6 Moth paper 6 43 Bath tubs 66 65 Returned N. O. S Baking powder 15 55 1 53 Baths, blotter Bats, baseball 9 8 46 7 Balusters 74 66 Cricket 8 g Balers, broom corn 11 70 Batteries, electric 8 9 Ball bearings 6 45 Battery cups 8 12 Ballast unloaders 6 46 Element 8 10 Balloons 6 47 Fluid 31 5 Paper . . 52 43 Jars, glass 31 5 Balls, base 6 48 Plates 8 13 ( ilass 6 50 /Cine and jars 8 11 Billiard or pool . . 6 49 Zincs 8 14 Iron 39 29 Batting cotton 19 51 Rubber 6 51 Bayonets. 8 15 Ten pin 10 49 Beads 8 16 Target 64 28 Beams, brake 37 9 Barilla 6 55 Iron 36 53 Bandages . surgical '. ... 6 54 Plow 4 9 Bananas. 6 52 Plow, rough 72 31 Band cutters 3 35 Plow, with plow material. . 72 ?,\ Instruments. . 49 52 Returned 15 2 Iron 36 51 Scale 58 57 Banks, toy 65 69 Warp 8 17 Bar. iron 36 52 Beans, green 67 58 Barium chloride 6 56 Baked 13 35 Sulphate of 6 57 Castor 8 19 Peroxide of 6 58 Dried 16 55 Barks 6 59 Ground 16 55 Tan 6 65 Cocoa 8 20 Tan refuse 6 64 Honey 8 ?,} Tanners 6 67 Tonka. 8 22 Barlev. . . . 6 68 Vanilla 8 23 Pearl . 16 55 Bed rail fastenings 8 25 Rolled 16 55 Slats, L. C. L 27 27 Sprouts H 37 Slats C L 26 23 Sprouted .... 6 69 Bedding 8 24 Barometers . 6 72 Beds feather 8 26 Barrel carts 1 22 Folding, C. L 26 ?4 Covers, wood and glass 6 73 Folding, L. C. L 27 24 Covers, wood. 74 69 Mantel folding C L 26 25 Racks 6 74 Mantel, folding, L. C. L... 27 26 Barrels . 6 75 Spring L. C. L 29 58 N. O. S 32 Spring, C. L 27 10 Beer, new. .. 75 Wagon . . 71 26 371 Index Continued. Bedsteads, iron, C. L . pa( S' 27 tern 26 30 28 26 29 26 31 48 48 3 31 13 48 3 53 27 27 28 30 57 32 50 52 58 33 35 59 24 41 36 37 40 38 41 55 44 77 27 42 44 . 45 45 10 46 76 12 12 50 48 18 53 52 54 55 4 53 54 54 49 58 60 62 52 66 37 56 24 30 32 25 25 40 27 27 5 67 68 69 Bismuth. 3 age Item 8 70 21 27 44 7 21 30 9 4 9 10 9 13 9 15 9 17 42 36 9 19 32 46 9 23 11 25 12 34 18 70 41 54 40 7 9 26 9 25 74 73 9 30 9 29 74 71 74 72 9 32 9 33 9 34 9 35 16 54 23 44 40 43 75 63 9 36 9 37 52 44 9 39 9 41 62 35 9 38 9 43 9 44 9 45 36 54 9 46 25 51 37 1 59 16 9 47 9 50 9 51 9 53 9 54 9 55 9 56 9 57 9 58 75 57 9 60 30 43 43 22 9 61 9 59 74 59 58 58 71 15 52 40 9 62 9 63 10 1 10 2 15 2 71 17 68 13 70 16 70 18 10 4 16 48 Iron, L. C. L Bits drill Bamboo 27 Bitters. Brass, C. L Brass, L. C. L 26 27 Black drop. Blackboards Wooden, C. L... Wooden, L. C. L 26 27 Blacking, Curriers. Harness Beef 47 Shoe Dressed 47 48 Stove. Dried Black lead Powdered 8 23 47 Bladders Beef extract. . . Blades, scraper... Blankets Fresh . Pickled 48 47 Blanks, brass Trimmings.. . Button Bee-comb foundation Combs 8 8 8 Copper . . Key Hives Shovel Smokers Beer 8 43 Bleaching fluid... ... Powder Coolers 8 Blind slats Packages returned 14 Blinds and porch shades Root 57 Weiss 43 8 N. O. S Bees Venetian Beeswax 8 67 Block shells Beets, green Blocks brush Harvesters . . . Burr Pulp 56 8 8 8 Butchers' Bellows Cement, building Bellows, folding, coupling. . Bells . . Faucet Iron swage |*C Electric 8 Last Belting g Paving cement Belting, cotton 19 Belts, cartridge 8 Paper Electric 24 51 Ribbon Oil well Shuttle Fasteners 8 8 8 Stone Shifters Tackle Benches, cabinet makers' Toy Carpenters' 8 73 8 58 51 Blood, dried Wash Liquid Work Blooms iron Bench screws Blotter, baths Benzine Blowers , portable forge Benzole 51 Berries, fresh. . . 8 Blue grass seed Dried 8 11 8 Bluing Berry box material Boards, artists'. Bicycle air pumps Advertising Bread.. Attachments Forks Stands 8 8 8 42 8 71 36 Cigar makers' Drapery Step ladders Kngraving Bicycles Filter Childrens' Follow Billets, steel... Hosiery Billiard balls .... 6 8 8 8 9 8 3 19 -,1 Ironing Cues Game . Tables Letter file clip Tables, slates and slabs.. . Binders' board Meat Binding or tape (Wood pulp) Binding attachments Cotton Scale Oil cloth N O S Twine.... Wire 3 3 25 25 25 58 58 :>9 8 8 8 Boats. . .. Row Bins, flour Sectional Flour, with tinware... Bird food Bobbins Returned (Travel . . Sand .. Bobs, sleigh Bodies, automobile Seed. Birds, milliners... Vehicle Stuffed Biscuit Covering . . 372 Indea Continued. Boiler felting Page Item 58 Boxes, bail . . . Page 10 Item 51 Flue scrapers 10 Ballot . 10 52 Flues 37 9 Band 10 53 Iron 37 3 Berry 20 3 Plates 37 o ' Butter 10 54 Stands, range. 10 10 Candy 52 58 Tubes 40 65 Car journal 38 50 Boilers and engines 22 42 Car seal returned 15 12 Copper 10 8 Cash ... ... . 16 18 N O S 10 11 Cheese 17 14 Range 10 9 Cheese returned 15 13 Sectional 10 13 Chemical fiber 10 56 Wash 10 14 Cigar 10 57 Bolster rar bearings 37 17 Coffin . .. 12 18 Bolts, brass 11 25 Cooling 10 60 Copper 18 70 Cracker, returned 15 16 Stave and hoop 62 13 Deposit vault 39 70 Iron 37 4 Document 10 61 Bone black 10 16 Druggists 10 71 Black screening 58 67 Electrotype 64 Cuttlefish 56 Feed, iron 10 65 Dust 10 19 Fibre, N. O. S... 10 66 Meal 10 22 Fig 10 51 10 20 Fire alarm 24 50 with junk 41 38 Fish 10 67 Bonnets wire 74 40 Fish, returned 15 20 Book cases 7 32 Flour, tin 65 18 and desks combined 97 34 Fruit, returned 15 Racks . '7 36 Fruit tree returned 15 23 Books blank 10 23 Hat or band . . 10 53 N.O.S 10 24 Icecream 52 58 School, copy 10 25 Jewelry ... 10 55 Students' note 10 23 Jewelers' . 10 71 Boot crimps 10 26 Lamp returned 15 30 Trees 10 27 Journal . 38 50 Booths, election 10 28 Journal and covers 38 50 Telephone 64 35 Leatheroid 10 68 Boots and shoes 10 29 Letter. .. 11 8 Old leather in bulk 10 31 Mail 11 8 Borax ... . . ' . 10 33 Machinery . . 10 69 Boralumine 10 32 Meat . ... 10 70 Bottle capy 10 39 Meat, returned 15 32 Carriers 14 45 Oyster 52 58 Cases returned 15 5 Patrol 11 Covers, straw . 63 19 Paper, N.O.S 11 1 Bottle molds iron 49 40 Paper, nested 10 79 Stoppers 10 42 Piano, returned . 15 38 AV rappers or covers 10 46 Pill 10 71 Bottles, cut glass 10 36 Post office 11 8 Glass 10 37 Powder ... 10 ',1 Liquor, returned . . 14 51 Salt 10 51 N. O. S. and jugs returned . . . Paper 15 10 4 35 Seed, returned Spice. 15 10 24 51 Returned, N. OS 15 4 Telephone, returned... 15 46 Soda water returned 15 3 Tin 11 9 Wine, returned . 14 51 Thread trays 11 6 Bottoms, basket 8 4 Toilet 11 10 Children's carriage 71 51 Toilet paper.. . 11 Copper .. . 18 71 Tool 11 14 Plow 4 14 Trunk 66 40 Powder keg 41 61 Water meter .. . 11 15 Bowling alleys 10 48 \Vooden, returned 15 47 Balls 10 49 Wooden 11 16 Bowls, plumbers 7 45 Boxing gloves 32 21 Watf r closet 73 23 Braces, bit 11 20 Wooden 75 1 Carriage top 70 26 Bow sockets, carriage Bows, ox 70 76 24 55 Extension Iron 37 37 7 7 Wagon 72 26 Top for children's carriages. . 72 12 Box lids, journal 38 50 Brackets, telegraph and telephone 64 37 Lumber 11 18 Wooden 75 3 Material 11 18 Braid, straw 63 20 Straps. 37 6 Brake, beams 37 9 Stuff 11 18 Rod or shafts 37 10 Boxes N. O. S wooden 11 16 Shoes 37 11 Annealing 10 50 Brakes and fixtures, car 37 10 Axle 71 32 Air or steam 45 20 Grease . . 10 51 Vehicle. C. L.. 72 26 373 Index Continued. Brakes vehicle L. C. L Page 71 Item 28 Bureaus , age Item 37 Bran 11 21 Burial cases and trimmings 12 17 C.L 11 22 Burlap cloth 23 Dusters 45 21 W T ebblng 73 53 Brass articles .. 11 24 Burners, gas 12 24 Ingots 11 25 Burning fluid 51 15 Scrap 11 28 Bustles 12 26 Vessels 11 30 Butchers' blocks . . 9 35 Biead 11 33 Butter.C.L 12 29 Liquid . 11 35 L.C.L 12 28 Meal 11 36 Boxes, wooden 10 54 St. John's 61 66 Carriers 75 8 Brewers refuse . . 11 37 Color 18 40 Brie a-brac 11 38 Crocks 31 Brick, bath 11 39 Crocks, returned 15 g Cinder. 11 41 Dishes, paper 52 45 11 44 Display cases 1H 12 11 43 Firkins returned 15 8 Fire. 11 44 Jars, returned 15 Q Enameled Hods 11 35 47 7 Ladles Molds 75 9 11 Hollow . 11 48 Olive 12 28 Molds 49 38 Plates, paper .... 52 45 Paving . .. 11 52 Plates, wooden 13 Pressed .... 11 52 Packers 12 Stove lining 11 49 Refrigerators . 16 Bridge builders' outfit . .. 11 53 Stands, returned . . . 15 r- Bridge iron 37 12 Tubs. . .. 15 Material Material, iron 11 37 54 12 Tubs, returned Workers 15 8 17 Bridges, hose 24 61 Butterine 1? 28 Brimstone . . li 55 Buttons 12 33 Bristles - 11 58 Button blanks ^ e > 34 Britannia metal . .. . .. 11 59 Hooks S3 28 Ware 11 60 Butts, iron , plain 37 16 Broadcast seeders 2 17 jute 41 40 Sowers 2 17 Bromide 11 61 Bromide . . 11 62 Bronze, liquid 11 64 Powders 18 72 Cabbage 67 59 Ware 11 66 Cabinets 60 2 Broom corn 11 71 Bamboo 40 Balers 11 70 Bath 12 3tf Holders 12 1 Cracker . 12 39 Waste 11 75 Coffee 1? 37 Brooms 11 67 Chewing gum .. .. 13 9 Brush blocks 9 33 Dental 41 Brushes 12 8 Drug 12 42 Carbon 14 14 Filing . . J2 43 Buckboards 69 17 Fishing tackle 12 45 Buckets 12 5 Fruit. . . 12 46 Elevator 12 6 Glove 12 47 Galvanized . 12 8 Hardware. .. 13 8 Coal dumping 18 9 Hat . 12 48 Paper . 53 1 Kitchen, L C. L 27 42 Wooden or fibre 12 11 Music '9 30 Buckles 12 12 Oil . 1? 49 Turn . 12 13 Pie 12 52 Buckwheat 12 14 Parlor 27 44 Flour 25 17 Phonograph , 12 51 Buffalo robes 34 40 Pneumatic, iron 12 54 Buffing compounds 12 15 Printers 1 12 55 Buggies 69 13 Ribbon 13 4 Lu mber 68 R. R. ticket 12 56 Buggy bodies 69 17 Seed . 1C 16 Buhr blocks q 34 Sewing machine . .. 13 6 Built up woods 72 39 Shoe 57 Bulbs 12 16 Sportsman ' 13 7 Glass electric light 31 51 Spice 12 58 Bulls 44 19 Surgical instrument 13 3 Bull wheels 3 44 Thread 1? 59 51 97 Tobacco 13 9 Bumpers, iron 37 13 Typewriter 13 1 Bundle carriers. . 3 38 Cable chain, iron 37 32 Bungs 75 7 Aluminum jj 22 37 14 57 62 Bureau erlass frames . . . 27 39 Telephone . . 61 39 374 Index Continued. Cable telegraph . .. Pa ^ Item 39 Car, journal bearings Page 38 Item 51 Cabs, locomotive Cages, bird . .. 44 13 36 13 Journal boxes and covers Journal dust guards 38 21 50 46 Kor mining hoists 13 15 Pushers 16 3 Caissons, ammunition 13 37 Replacers, iron 16 5 Cakes 13 18 Seals . 59 Linseed 13 17 Seats 27 45 Corn . 19 40 Steps 37 9J Yeast 76 52 Springs, rubber 57 76 Calcimine 13 20 Springs, steel 40 28 Calcium, chloride of 13 21 Stake pockets 40 32 Phosphate of 13 22 Trucks . ... 66 33 Solutior 13 23 Trucks, electric motor 66 35 Calenders 13 19 Wheels 37 90 Caldron kettles 41 48 Carbon 14 5 Calfweaners 13 24 Bi-s;ilphide of . .. 14 7 Calves t 44 20 Black. 14 11 Cameras 54 5 Crushed 14 10 Camphene 51 15 Brushes 14 14 Camphor flowers 13 25 Klectric light 14 15 Gum . 33 11 Carboy frames, returned 15 2 Camphorine 13 26 Tilting frames 57 18 Canaigre roots .. 57 45 Carboys 14 16 Canary seed 59 7 Returned . 14 19 Candles 13 27 Carburetors 14 22 Candv 18 54 Cardboard 14 23 Cane fishing poles .. 55 2 Card clothing .. 14 24 Mills 46 25 Cards, N. O. S 14 25 Sugar 63 40 Cattle or horse 14 26 Canes 13 28 Cotton or wool. 14 27 Canned goods 13 35 Playing 14 28 Cannon . 13 37 Show or advertising 14 29 Canopy supports carriage 70 26 Carpet beaters % 14 33 Can jackets 13 30 Binding, metallic 14 36 Openers . 13 33 Carpet chain 14 37 Stock tin 13 36 Paper 53 9 Tops 13 34 Sampl- s. . .. 14 42 Cans 13 39 Stretchers 63 22 Ash. 13 39 Sweepers 14 43 Cartridge . 13 41 Mill sweepings 14 38 Cracker, returned 15 17 Carpets and carpeting 14 30 Fruit 13 43 Wooden 14 32 Galvanized iron 13 47 Carpeting jute or hemp 14 31 Iron 13 48 Carriage bodies. 70 18 Jacketed returned 15 10 Top braces. 70 26 Lard, returned 15 27 Wood 72 19 Leatheroid 13 49 Carriages, L. C L 69 18 15 33 C L 68 4 Mineral water returned 15 34 Children's C. L. 71 54 Milk 13 54 C hildren's L. C. L ... 71 55 Oil glass 13 50 Dolls' C. L. 71 54 Oil, iron 13 47 Dolls' L.C.L 72 4 Paper 52 46 Hose 24 31 Ice 49 39 Parts of 70 9 Returned, C. L 13 46 Carriers, returned .. 14 49 Returned L C L. 15 9 N.O.S 14 44 Tin, N. O. S .. 13 44 Bags or sacks, N . O. S . . . 15 1 Canteens 13 29 Bottle . 14 45 Cant hooks 35 25 Bundle 14 48 Canvas 13 55 Butter 75 8 Capers 54 11 Egg 14 46 Caps 34 9 Egg, returned 15 19 Bottle 10 39 Hay 2 28 16 54 Lead returned 15 44 Kur 34 11 Meat, returned 15 32 Hay M 17 Package. 14 48 Iron, for poles and shafts 70 45 Refrigerator 15 22 Percussion. 13 59 Returned 14 49 Window 16 54 Spool 15 9 Capstans 14 Stove. 62 59 Capstan bars 14 3 Carrots 67 59 Capsules 14 4 Cars 15 49 Car axles 36 47 Baggage 15 50 Brakes and fixtures 37 9 Box 15 5'' Couplers 37 19 Brick 15 54 Bolster bearings 37 17 Caboose 15 51 Bolster caps . . . 37 18 Cane 15 54 Heaters ... 34 26 Chair... 15 55 375 Index Continued. Cars. coal. Page 15 Item 52 Casing sausage . .. Page 16 Item 21 Dining' 15 55 Casks. 7 7 Dump 15 57 Iron 37 59 Elevator . .. 46 41 Cassia 1(5 22 Electric 15 63 Castor bean pomace 16 29 Express 15 50 Casters or caster wheels 27 48 Fish, returned 15 20 C. L 26 29 Flat . . 15 52 Castings, aluminum 5 23 Hand 15 54 Brass 16 24 Inspection 15 58 Bronze 16 26 Logging 15 59 Beer table. 16 23 Mail 15 50 For range boiler stands 10 10 Mining. 15 54 Furnace. 16 27 Narrow guage 15 59 Grate 62 51 15 55 Iron ( >r steel 37 23 Passenger 15 56 Iron Agl. Implts 3 45 15 54 School desk 29 42 Sleeping 1 15 55 School desk, C. L 27 5 Standard guage Stock 15 15 60 51 Sewing machine Sheave or pulley 46 39 2 42 Street 15 63 Stove 62 51 Tank . .. 15 65 Test weight 40 51 \Varehouse 73 7 Catstail. . .... 16 30 and motors combined 16 1 Catsup 16 31 Cartridge belts 8 44 Cattle dehorners. '. . . . 16 35 Shells 59 41 Cattle guards iron 37 28 Cartridges, blank 5 39 Guards, clay 37 28^ Fuel or stove 26 11 Stanchions 61 79 Carts 68 19 Cauliflower 67 59 Barrel 1 22 Pickled 16 36 Children's C L 71 54 13 35 Children's, L. C. L 72 14 Ceiling. 16 37 Dump. .. 68 19 Iron 37 29 Hand. 68 19 Celery 6T 59 Hose 24 32 Celluloid goods 16 40 Mining 68 19 Cellulose , 16 42, Peddlers' ... 68 22 Cement . . . 16 43 Road 69 20 Articles for building purposes 16 54 Cases, blacking 16 6 Asbestos ... 16 47 Bolt and screw, metallic 16 13 Boiler covering. 16 48 Book .... 27 32 Building 16 49 Bottle 15 5 Kruit can. 16 50 Burial 12 22 Gas fitters. 16 51 Cheese and refrigerators 16 12 16 45 Chewing gum 13 2 and lime mixed, C. L 16 52 Cases, cracker 12 39 Paving 16 53 Display, cracker Display, butter and cheese . 13 . . 16 11 12 Stove and furnace Center plates, car 63 37 12 31 Dressing 28 49 Centers, neckyoke 70 48 Egg 14 46 Cereals and cereal products. 16 56 Eger, returned '. 15 19 Cereal products, N. U. S 16 55 Filing 12 43 Chaff rice 57 10 Fishing 12 45 Chain, belting 37 35 Glass, peddlers' 70 44 Cable 37 32 Hat 12 48 Hemp or woolen 16 57 Jewelry 10 55 Iron 37 32 Mailing liquid... 16 8 Harness 33 69 Map.. ... 16 7 Chair bases iron.L. C. L,. 28 15 Physicians' medicine 13 3 Stock L C L. 28 25 Metallic .. 16 13 Seat frames. L. C. L 28 24 Mug 16 9 Frames, C. L. 26 37 Oil. returned 15 36 Frames Iron L C L 28 16 Piano and organ 49 63 Iron.L. C. L . 28 15 Printers' 16 15 Seats L. C. L 28 20 R'y folder ]O 56 Seats C L 26 34 Ribbon. 13 5 9 8 21 Screw or bolt 16 14 Seats' perforated, C. L 26 36 Seed 16 16 Seats, perf orated, L. C. L. .. 28 23 Shot metallic . .. 16 13 Stock, C. L 26 38 Shot.N. O. S. 16 17 Chairs L. C. L. 27 50 Show 60 2 C. L 26 30 Ticket 12 56 and step ladder 28 5 Type 67 20 Barber. 97 53 Typewriter . 13 Camp and theatre 26 32 Cash boxes 16 18 Camp and theatre, L. C. L 28 3 Drawers and railways 16 19 Cane seat 28 3 Railways. 14 48 Iron R R 37 36 Registeis . .. 16 20 Dental . 27 53 370 Index Continued. p age Item 28 7 28 9 26 30 28 10 27 52 27 53 28 12 28 11 28 3 27 53 28 18 28 13 16 58 17 3 17 2 60 46 17 4 17 5 17 6 7 43 17 9 56 28 3 40 3 39 17 12 17 10 17 14 17 13 18 40 16 12 56 6 17 15 17 19 17 20 27 49 29 10 65 56 33 12 18 69 25 39 17 21 28 27 28 28 71 54 71 50 54 11 17 22 42 14 22 3 16 54 22 3 31 9 17 23 59 34 17 28 17 27 17 29 17 26 59 36 17 30 48 22 66 12 51 40 17 32 26 41 28 33 75 21 18 7 17 35 17 34 17 36 17 39 17 37 17 40 45 10 17 42 65 49 17 43 Cigar lighters Page 17 9 49 17 17 Item 44 54 41 46 40 47 48 49 45 61 50 25 51 53 35 48 49 37 38 14 54 55 56 21 39 58 50 12 59 60 64 31 32 35 64 35 23 10 66 67 68 70 27 71 30 31 72 74 73 28 76 77 29 10 2 40 3 8 7 9 57 57 12 85 14 36 11 15 27 41 16 54 40 17 18 20 19 Leather seat N. O. S..C. L M akers' boards Moulds Shapers Office Rattan or willow .. .. Cigars Reclining. Cinders 17 Rocking Mill 17 Busrerie c 17 Splint and wood seat Surgical Circular saws 58 Saw frames .' 25 17 75 Wooden frame Veneer or wood seat ... Cisterns, slate Wooden Chalk Citrons 17 17 Crude. C. L .French Peel Clam broth and juice Shells : 13 59 Chamois skins Chandeliers, glass Shells ground 59 Metal Charcoal .. Clamps 37 Clasps, flexible iron Claviers. 37 50 17 Charging barrows Charts Clav. Chases, printers' Fire with brick 17 17 33 87 R owers Cleaning material for fire arms.. Clevises. Cheese C L Cheese Clippers, hair Clippings, fur. 17 34 Boxes Box stuff. . . Clips, axle 70 Color Letter file. 17 17 Display cases and refrigerators Presses Clocks and weights Closets . 17 Vats China.. 28 Chemical apparatus N. O. S. China and sideboards Clothes drying 28 21 Chests bolting Cedar Earth 17 21 Hall Tool. 1 aundry dr3 r ing .... Water Cloth, asbestos. 73 6 Chewing gum Chicken coops Food Brattice 17 Emery . . 17 Chicory Filtering 17 Chiffoniers Hair 17 and folding beds combined Children's carriages R r.bber. 17 Shade Wire 59 17 Vehicles and parts of Clothes Racks 75 75 Chimney caps, iron Cleaners . Reels. Lifters 17 17 Tops, earthenware. Line props Chimneys, cement Earthenware Line, wire 17 Clothespins ' 75 Lamp Clothing . . 17 China ware Oiled. 17 1 Chips, brewers' Meerschaum. Clover hullers Seed 59 Poker Cloves * 18 56 18 18 Quassia Clutches pulley Saratoga Coal Vinegar Chute irons Chocolate Chutes 18 Choppers, meat Chiistmas trees. Dumping buckets 18 Hods.... 62 62 18 58 18 45 Chrome ore. Hods with stoveboards, etc. Saving compounds. Chromos Church furniture, C. L . . . Scuttles L. C. L Churns . . .; Vases Washers Chutes, coal Coaline.. 18 Mail Oat cleaninor. i Cobalt oxide. . . . 18 Cob mills Cobs, corn 46 19 Cider. and apples mixed Syrup Cochineal Coco Cola syrup 18 63 37 18 Cigarettes Cigar box lumber Cases Clippings ... Cocks, iron. .. N.O. S Cocoa 18 Reans Butter 8 18 Cutters... Index Continued. Cocoa, fibre Shells Cocoanut, concentrated or desic cated ........................ Husks Cocoanuts Coffee Cabinets Condensed Essence or extract Green Ground or roasted Mills Substitutes ...................... Coffin boxes. Stock Trimmings Braces Cogs, wooden Coils, iron pipe Field dynamos Transformer Steam and fixtures. . . Coke ............................... Tar Petroleum Dust Collars, horse Paper .............. Color, butter and cheese ......... Colts ................................ Columns, iron Common wood Combs, curry .......... N.O.S Comforts Commodes Compound, welding Cote liquid ........... Compounds, polishing Compresses, cotton and gin'g ma chinery Compressors Computing machines Condensers, steam Condition powders Conduits Wooden Cones, pasteboard or paper Confectionary Contractor's outfit Controllers Converters Conveyor flights Conveyors ............. Grain and dump Cookers, feed Steam , corn Coolers, beer ........... Meat. Tuyere .......... Water Cooperage Coopers' flags Coops, chicken Returned Copper articles ....... Bars ................ Cakes .............. Matte ........ N. O. S.... Page Item 24 10 59 43 . Scrap ........... Vessels .................. '.... Copperas .......................... Coppering pad bath ................ Copy press stands .................. Cordage ............................ 19 22 Cord bed ........................... Core'compound, liquid ........... Cores, iron ......................... Returned ..................... Cores, armature, returned... . Corks ........................... ... Fasteners, tin. ................. Granulated or ground. . . . Pullers ........................ Shavings .................... Split.... Waste ........... '.'.'.'.'.'..'.'.'.'.'.'.'. Seine ........................... Corn cobs ......... ; ................ Corn drills ...................... .. . Germ feed .................... Green .......................... Harvesters ..................... Harvester and shocker com bined ........... Hooks ......................... Huskers ........................ Knives M eal ....... Planters ....... Planters, hand Pop ........... Popped ....... Poppers ........................ Shellers ........................ Shelters and cleaner, hand . . . Stalk pith ...................... Corner irons ...................... Cornice moldings, iron ........... Ornaments ..................... Cornices, metal ................... Window ........................ Window curtain .......... . ____ Wooden ....................... Corset steels ....................... Corsets ............................. Corundum ......................... Cosmoline ......................... Cot frame material, C. L .......... Frames, L. C. L. . cots, c. L .................. .._.;. L.C.L .................. Cotters ............................. Cotton ............................. Bale ties ............ Belting ...................... ... Batting ........................ Binding ....................... Ginning machinery .............. Gins ................................ Linters ............................. Pads ............................ Picking machines ............. Planters ........................ . Presses ........................ Seed ............................ Seed ashes ..................... Seed hulls .................... Seed meal ..................... Seed oil Page 19 18 37 15 15 19 19 19 19 19 19 19 9 19 2 11 67 2 Seed pulp ks Seed stal Spool Waste ............ Couches ............. Coulter plates ....... Coulters, rolling ____ Counter tops, slate . . Counters ............. Display, grocery Counters, leather ... Coupling pins ....... Poles ____ Item 23 45 42 2 2 34 27 24 30 32 26 25 31 41 13 37 59 1 2 32 30 32 55 4 30 36 39 45 7 6 46 43 46 47 44 34 22 34 7*6 47 49 51 43 20 42 36 30 52 50 55 54 56 25 23 57 378 Index Continued. Couplings, axle Rubber Covers, barrel, wooden Barrel, glass and wood Basket... Glass Journal box Tin Typewriter Wooden, N. O. S C ow peas Cow and calf Crackers Cracker meal Cracklings Cradles, grain Cranberries Cranes Mail Wrecking Crates, Banana Crockery Patent crockery Fruit Fruit returned N. O S Returned Wooden, N. O. S Crayons, school Cremators Cream coolers Creamery jars . Cream tarter Creosote Cresting, iron Cribs, C.L Cribs or cradles, L. C. L Crimps, boot Crockery Crocks, butter, returned Butter Milk Cromos Croquet sets Cr.oss arms, iron Woo'ien Crow bars Crucibles Crushers, ore Rock Crutches Cryolite Crystal harden ing Crystals, tin Cucumbers Pickled Cues, billiard Cultivator teeth Cultivators Hand Cupboards, C. L Cupboards, L. C. L Cupola furnaces Curding, stone Slate Curbs, pump Curling irons Stones Currants Curry combs Curtain cornices Exhibitors Rods and poles Rollers and slats Stretchers Curtains, Bamboo Window.. . q Item 12 Cushions Pag Item 44 57 69 Vehicle.. 20 43 74 70 Cuspidors 20 45 6 73 Cutch.. 20 49 8 1 Cut glass ware 31 49 B 73 Cutlerv .... ... 20 50 ?s 50 Cutter bars 3 51 us 12 Cutters, band 3 35 117 27 Cigar. 17 43 75 53 37 42 Ensilage Cutters, hand. 1 29 5 11 22 Feed 5 1 ( > 69 Kraut 20 55 1 C 68 M eat 48 22 19 70 Paper 20 52 5 7 Sod. 61 7 19 71 Stalk 3 23 20 2 Tobacco plant 20 54 20 I Cuttings, grape... 32 54 19 74 Willow 74 18 Cuttlefish bone. 20 56 20 5 Cylinders, brass Dental .. .. 56 20 56 58 20 3 Gas, railway car supply Locomotive castings. 20 44 59 38 20 7 Pump, brass Pump, iron 56 56 56 51 20 16 20 20 31 7 58 12 10 10 D Dairy spades . . . 75 39 20 20 11 13 Dashboards, leather Dates 70 20 28 61 31 52 Decovs, wooden 20 63 2t.i 44 Deer, horns and heads 20 64 28 10 20 15 37 26 14 6 Skins Demijohns Densoline Dental goods 34 31 20 20 37 11 65 68 3J 32 8 8 Instruments Derricks. 20 20 68 68 n 32 Desk castings 29 42 20 64 22 41 Desks, C. L L. C. L 26 28 46 44 64 : J ,T 20 40 56 23 and book cases com bined.. . School, L. C L C. L 27 29 27 34 39 3 (5 28 Dextrine 20 71 4-> 20 28 25 Diaphxams, rubber Dies 20 20 73 74 20 26 Diggers, posthole 20 76 20 r,r, 61 54 28 13 59 11 Potato Tree Disks, button Discs, harrow. 3 3 21 4 12 28 8 3 S 4 58 25 Sharpeners Tin. 2 65 49 16 2 4 11 31 Dish washing machines... S U. ...... 45 45 37 41 2fi "8 45 43 Dishes, butter, paper Wooden 52 75 45 13 >6 15 Disinfectants, dry 21 62 60 50 20 62 35 51 55 29 38 Fluid Display cases, butter and che and refrigerators . Cracker and cookie Figures 21 2se J6 13 36 4 12 11 16 20 18 74 20 20 30 43 22 38 34 Forms, wire Racks Document boxes Files Dog kennels. 21 56 10 43 21 22 69 61 19 9 20 gg 39 25 Skins, green 34 75 48 67 20 42 ^Mill . 38 67 20 33 Dolomite , 21 13 379 In ( le,r Continued . Dolls Carriages, L. C. L Door checks Frames, common wood Frames, iron Hanger rail Hangers Knobs Door mats, wire or steel Rails, barn Screen frames Stops Doors, glazed, N. 4 and wood 23 72 Lightning rod 43 30 Fencing, expansive 38 6 Soda fountain 25 Iron 38 3 64 42 Railing.. . Wire 38 23 5 69 Telephone instruments Flagging stone 64 62 42 35 Wooden 23 70 Flag sticks 25 4 Fenders, iron 23 73 Flags 25 9 Pickup '>3 74 25 1 Fenugreek seed Meal 59 25 14 37 Flakes, breakfast Flanges wheel 16 38 55 14 Ferro Manganese 24 1 Flasks, foundry 25 54 Silicon .... 24 3 Iron 38 15 Ferrules. . . 24 4 55 66 Fertilizer spreaders 2 44 Flax 25 5 Fertilizers .. .. 24 5 Moss ; 5 Fibre, bamboo . .. 24 8 Seed 59 11 Bass Cocoa 24 24 9 10 Flax , straw Fleshing-; 25 25 7 9 Grass 24 12 Flexible clasps, iron 37 38 Palm . . . 24 13 Flights, conveyor... 18 63 381 Index Continued . Flint Paper Floats, seine Floral designs Floor lights Flooring, fancy Wood with house trimmings.. Floors, bowling alley Flour. and feed bins Buckwheat Mill machinery Pancake Potato Rice Sago Self-rising Self-rising in paper Sifters Tapioca Wood Flower pots Seeds Stands Flowers, artificial Flowers, dried Flue pipes Scrapers Linings Linings with fire brick Flues, brass Boiler. ?e Item 25 10 53 11 11 13 15 Copper. th Earthen Iron Fluid, washing Electro disolvent Fluor spar Fluters Fluxal .". Fly nets Paper Foil, brass or copper Foils, fencers Food, animal Beaters Bird : Dog... Milk N erve Poultry Prepared Preservatives Foot stools Warmers Foots, oil and molasses Forges Forgings Forks, barley Bicycle '. Hay Hay, horse Manure Fossil meal Specimens Foundation, bee comb Foundry facings Foundry flasks Fountains, iron Soda Founts, lamps, and chimneys and glassware Frames, awning Blind Buck saw Carboy, tilting Circular saw Clothes wringer 45 9 48 14 25 17 44 55 22 55 55 55 25 25 55 54 28 2 83 27 28 3 7 29 46 30 2 70 32 33 22 26 34 35 36 2 13 73 71 39 47 40 41 43 45 39 46 64 54 48 50 51 16 34 54 35 30 35 52 53 27 33 54 55 57 3 25 58 61 18 61 36 Frames, cot Door, com'n wood Grindstone Harrow Honeycomb Lantern Lounge Mirror Packing Parlor Paper Paper, returned Picture Plush K oad cart body Sash Screen, common wood Sewing machine Show case Skylight Soap Valise Window and door iron Window, common wood Window and door screen Freezers, ice cream . . . Fringe, N.O.S Froes coopers Frogs, R. R Fronts, galvanized iron Fruit Baskets Baskets, paper. Baskets, returned Barrels Boxes, returned Candied Canned Chests, returned Crates Returned Dried Driers Evaporators Green r Jars and tops Jars and glassware Jar rubber bands Presses Syrup Fuel,' cartridges Composition Fullerine Fuller's earth Furnace castings , Parts Pipe fittings Furnaces, cupola Furnaces, heating Furniture, C.L Bamboo, L.C.L Brass, L.C.L Church, C.L Church, L.C.L Frames, L.C . L Frames, C.L Iron N.O.S. N.O.S. Office School Second hand Stock, L.C.L Stock, C.L Stain Toy and hobby horses Trimmings.... Vault, C.L... Page 29 25 33 C.L L.C.L.. 42 2!) 25 25 29 2o 15 26 25 70 25 28 25 i;o 60 25 25 88 25 2(1 96 2(1 28 38 38 28 7 15 7 15 2fi 13 15 20 t5 26 2li 22 21 ; 31 31 51 58 86 26 2(1 22 1(1 2(1 2d 2(1 26 2(1 28 28 28 2* 29 2(1 29 26 "9 211 27 29 26 81 :*> Sfl 28 Item 20 58 3 25 63 21 20 66 64 34 64 2 66 68 47 58 2 69 40 48 70 72 18 58 1 12 3 4 19 20 8 52 52 26 21 5 35 21 10 61 8 i it; 70 12 .-,; 11 12 13 1 27 18 19 15 16 21 55 58 41 M 1 50 2 48 : J > 49 382 Index Continued. p Furniture, vault, L.C.L V "em 6 Glasses, beer Page I 31 tern 6 Fur waste or clipping's. 34 49 Looking . 31 9'i Furs. .. . 26 14 Tumblers . 32 18 Hatters 34 15 Looking, framed 31 47 and skins Fuse 34 30 36 37 Glass house pots Glauber's salts 55 58 31 99 Glazier's lead. 43 38 G Points 57 11 Globes arc light 31 51 Galls ox 30 39 Fish ... . .. 5 66 Galvanized iron . . 38 21 Geographical 32 9 Gambier 30 42 Glass 32 9 Game . 55 42 Lantern . .. 32 1 Boards . 30 43 Street lamp 32 9 Garlic 67 59 Gloves, boxing 32 9 1 Gas, carbonic acid 30 46 and mittens 32 99 Dental . 30 47 Husking . 32 9 T Black 30 45 Glucose 32 9 1 Burners 12 24 Feed . . . 32 95 Cylinders, R R car supply 20 59 Glue 32 > 7 Fixtures 9 4 78 Liquid. . 32 9q Generating machines Generators . 45 45 46 48 Pots Stock 55 32 33 y> Liquid carbonic acid 1 3 Glycerine 32 34 Logs . 45 3 Goat skins 34 51 Mantles 47 9 Goats 44 ?,5 Meters.. 48 38 Golf sticks . 32 37 Oxvgen 30 48 Governors .. . . 32 41 Pipe 38 22 Government supplies 32 38 Regulators 57 2 Grader blades 32 46 Gasoline 51 14 Graders, outfit 18 60 Gates, combination 30 49 Road 32 4 9 Fence 30 49 Grain. 32 47 and fencing 30 53 Baggers 4 8 Iron 30 50 Cleaning machines 45 49 Safety and attachments 30 54 Conveyors 18 65 Water 30 51 Dumps 18 65 Wire..., 30 49 Cradles 5 7 Wooden . 30 55 Heading machines 9 18 Gauges, steam 30 56 Scoops 4 36 Track.. 30 57 Screenings. ... 32 M Water 30 58 Granite 47 1?, Gears, vehicle 70 36 Iron ware 32 5? Geese, decoy. * 20 63 Granola 16 f>5 Gelatine ... 30 59 Grape cuttings 32 54 Generators, electric 30 61 Juice 41 31 Soda water 30 62 Pomace 32 55 Steam 30 64 Vines.. 32 54 Ginger 30 65 Graphite 32 56 Ale 30 66 32 58 Root 30 65 Grasses 3? 60 Gins, cotton, parts of and ginning Grass catchers 4 9 machiney 45 23 Sea or prairie.. 32 59 8inseng 31 3 Grate bars 38 ?4 lass 31 4 Grates . .. 38 28 Bent 31 41 Grave vaults 67 56 Broken 31 17 Gravel 32 6?, Broken, with junk 41 38 Bird 58 ?7 Chipped 31 19 and roofing outfits 57 3?, Colored 31 38 Grease.. 32 63 Cut 31 49 Butter 12 ?,8 Cylinder 31 41 Kxtractors 23 31 Decorated 31 22 Grenades, hand 24 56 Floor 31 15 Greenhouse material 56 78 Ground window 31 43 Griddles.. 32 71 Leaded cathedral Mirror p^ate 31 31 18 28 Grilles, wooden Grinders, mower knife 75 2 48 49 Pendants 32 10 Grindstone frames 33 3 Plate 31 33 Fixtures .. . . :iS Prism.. as 11 Grindstones 32 T:-! Reflectors Rough rolled or ribbed 32 31 13 38 and frames. Grits ... 33 16 3 55 Rough . 31 40 Groceries, N () S 33 Roofing 31 39 (jrulibers, brush 3 ?,0 Sheet. 31 41 Gauger track 40 61 Shock . 31 28 Guano 33 8 Tumblers. 32 18 Guards s>tay fence 40 37 Ware, N.O S. 31 50 Wire. 74 44 Window... 31 44 Wheel.. 73 t)'2 383 Ind< i .r Continued. p age 1 33 em 10 I Harvesters beet >age I ern 94 Camphor. .. ... 33 11 Com ' 9 Copal 33 15 Self-binding ,j 6 Chewing.. 33 12 Hasps . . 34 6 Chicle. 33 14 Hassocks 34 7 Cutch Damar 20 33 49 15 Hatchets Hats 34 34 8 9 Dextrine 33 16 Cases 12 1* Kowrie 33 15 Racks 29 13 Pontianac. . .. 33 17 Roundings 34 13 Shellac 33 15 Hats 34 1 Gums.. 33 18 with milliuery . 48 60 Gun Implements . .. 33 <>3 Hatters' furs 34 15 Cotton 43 99 Hay 34 16 Powder .. ... 55 57 Bands . . 38 16 Stocks 33 <>4 Hands with wire fence 74 48 Wads 33 27 Caps 34 17 Guns 33 19 Carriers and returners 9 99 Guns and rifles 33 19 Carrier track 9 ,9 Gutta percha .. . . 33 28 Forks (horse) 9 30 33 30 Knives . 4 37 Guts. 33 31 Loaders 9 31 Gymnastic apparatus 33 33 Presses . 3 15 33 33 Pulleys 2 V Racks- 2 33 Racks, iron 56 7?, Rtckers > 31 H Slings 9 34 Stackers 2 31 Hair 33 36 Tedders 9 35 Clippers 17 58 Heading and staves 62 IS Curled 33 42 Bolts . 34 18 Crimpers. 33 44 Machines, grain 2 18 Felt 3 58 Head lights 34 19 Felt, building 23 -60 Linings . .. 34 ?,1 Pins 33 45 20 64 Rope .. 57 59 Powder keg 41 61 Hall stands 29 Jl Hearths, L. C. L 29 15 Halters . ... 33 62 C. L 26 53 Hames 33 63 Heaters.. 34 ?1 Sticks 33 65 i Hot water 34 ?9 Hammers 33 46 Steam jacket 34 30 Trip 40 64 Street car 34 ?6 Hammock spreaders 33 49 Water, feed 34 ?,8 Stands 33 48 Heels, leather 42 66 Hammocks 33 47 Hektographs 34 31 Hampers . 33 50 Compound ... 34 32 Hams 47 52 Hemp. 34 3:1 Artificial 33 52 Carpeting 34 34 Hand grenades ''4 5*5 Seed. . ... 59 17 Implements agricultural 4 29 Herbs 34 35 Handles, iron or wire 33 53 Herring, dried or smoked 24 68 for bicycles and tricycles 19 29 Hickory nuts. .. 50 47 49 18 Hides 34 36 Plow . 4 12 High explosives 3: 6 Handles plow with wagon m't 1 ! 72 31 Hinges 38 30 "Wooden.. 75 52 Spring 38 33 Hangers door 33 55 Hitching posts 38 35 Clothing 33 54 Hives bee. 8 ?9 Iron 40 54 Hobby horses 35 52 Pulleys : Pipe 39 39 42 32 Hods, brick and mortar Coal 35 35 7 8 Shafting 40 2 H oe heads 4 39 Track 33 56 Hoes 4 39 Trough.. 2 9 7 Rotary (hand) 4 41 Wooden.. 33 54 Rotary (horse)... 9 38 Hardware '33 58 Wheel .. . . 4 40 Saddlery 33 69 Hog rings 57 13 Harmonicas 49 55 Skins 34 60 Harness 33 61 Hogs 44 23 33 69 Dressed . . . 47 49 Oil 9 14 H ogsheads 7 12 Safe returned 15 43 Hoisting tubs coal 18 9 9 95 Holders bag . .. 6 44 Plates and discs 4 3 Hook 35 10 Teeth 4 95 Coin. 35 9 Harrows ... . 2 19 Hollow ware *S 11 and seeders combined 9 20 Holly branches 35 12 384 Index Continued. p Hominy age I :em 55 I Page I tern Honey. 35 16 Ice 36 q Beans.. s 21 Cream freezers 36 1? Hoofs 35 28 Machines . 46 14 Hoof ointment 35 19 Shavers . 36 13 with junk Stuffing 41 35 38 21 Images Terra cotta 36 64 15 61 Hook and ladder trucks 24 44 Implements, agricultural. 1 ?0 Toy 71 53 'Returned 1 9 1 Hooks and eyes 35 30 Light and bulky. 1 ?8 Hooks, brush or ax 4 42 Incubators . . . ...'.". 36 17 Button.. 35 28 Indian clubs 75 3? Cant 35 25 Indicators, speed 36 19 Corn . . 4 32 Indigo. ..... 36 ?0 Fishing Iron 35 34 26 6 Infusorial earths Ingots, brass 22 11 2 25 Pipe 35 27 Aluminum . 5 ?3 Potato 4 43 Copper 19 2 Hoop iron 38 37 Ingots, iron or steel. 36 54 Poles. 35 37 Injectors, steam or water 36 ?4 Hoops, N. O. S 35 36 Ink pads . 36 3?, and hoop poles 35 37 Ink 36 95 Truss 35 34 Harness 36 31 Barrel . 35 31 Printing. 36 ?9 Wooden . 35 31 Stands 36 33 Hop extract 23 16 Wells 36 33 Tea Hoppers, water closet 35 73 43 30 Writing Insect destroyer . . .. 36 36 25 34 Hops 35 40 Powder.. 55 61 Horn pith 35 44 Insoles 36 36 Strips. 35 45 Instruments, dental 20 68 Tips 35 46 Electrical 36 37 Horns . . 35 50 iM usical 49 51 with junk. . 41 38 Optical 51 ?,9 Klk 35 48 Scientific ... 58 60 H orse collars 34 5 Surgical 36 38 Nails, iron 38 74 Telegraph 64 4? Powers. 2 39 Telephone. 64 4?, Parish roots 57 50 Insulating tape . ' 64 18 Radish, prepared.. 54 11 Insulators 36 39 Shoes, iron 38 38 Telegraphic 64 43 Shoes, iron and rubber com- Iron and steel articles 36 40 bined 38 44 Angle 36 43 Horses 44 18 Architectural 39 36 Carpenters' 35 51 A \e polls 36 46 Hobby . . .. 35 52 Band 36 51 Display.. 35 55 Bar 36 5? Stitching. 33 72 Roiler 37 3 Hose, canvas 35 56 Bridge.. 37 12 Leather Rubber 35 3o 56 56 Cocks Corugated . 37 37 40 48 Bridges >4 61 Knamelled 38 45 Carriages. 24 31 Galvanized. 38 ?,1 Carts 24 32 ( ialvanized sheet. 37 49 Reels 35 59 Hoop 38 37 Wagons. 69 10 Japanned 40 6 Hosiery 35 62 Liquor... 41 9 Hot water heating apparatus. 34 29 Mass 38 46 Hounds, wagon 72 21 Nitrate of 41 7 Household goods 35 63 Nut locks 39 4 House cleaning machines 46 14 Ore. 51 4?, Movers' outfits ... 36 6 Oxide of... 39 5 Houses, model 36 3 Pig 39 ?,0 Portable' 36 4 Plainished 39 33 Smoke 36 Plate or steel 39 35 Hubs 7 2n Railroad N. O. S 39 48 Hullers. clover 1 29 Rings 38 47 Pea. 2 51 Roll scale 39 60 Hulls, cotton seed. .. Ric". 19 57 60 10 Russia Rust 39 39 62 5 Hungarian seed 59 17 Scrap 39 75 Huskers, corn 1 30 Scrap and junk 41 38 Husking gloves 32 23 Sheet. 40 4 Husks, corn Hydrants . . 36 38 7 39 Sheet with stoves Skelp... 62 40 57 15 385 Index Continued. F Iron and steel articles '. Spiegel . 'age Item 36 40 40 23 38 48 40 49 9 60 41 10 41 12 41 14 41 13 41 11 41 19 13 30 44 26 41 15 41 17 41 21 41 22 41 23 31 5 15 6 31 10 31 16 31 16 32 7 62 48 5 63 41 28 41 2.') 41 27 51 27 51 27 38 51 38 50 38 50 38 50 14 21 62 48 41 29 41 30 41 31 72 6 41 38 41 39 41 40 41 42 13 57 67 59 41 45 41 44 7 14 6 76 14 50 41 46 15 29 41. 47 41 48 41 51 41 54 41 53 50 3 40 30 41 56 27 42 28 43 41 57 75 43 Knapsacks 3 age Item 41 58 59 54 76 38 4 22 41 59 45 55 4 32 4 37 48 64 46 45 3 49 41 62 75 59 21 18 41 63 37 20 58 37 20 55 42 1 52 52 42 2 42 3 75 62 75 60 42 4 42 5 75 60 28 5 75 9 38 52 42 11 15 30 31 9 42 14 42 15 32 3 32 3 32 2 31 51 38 53 42 16 42 19 42 <> 42 7 32 3 42 9 42 6 42 10 54 56 42 21 32 1 42 20 52 53 9 61 42 22 42 27 38 54 45 14 38 54 62 20 46 11 2 46 57 22 63 50 42 31 42 32 42 33 42 49 42 36 15 44 Knees, ship Sulphate of Yacht Tank Knife, sections, agl. imp't Knit goods Ironing boards Isinglass Knitting machines Ivory.. . . Knives, corn. . Black. Hay N uts . . . Mincing Machine . Istle J Jack screws Mower and reaper Tobacco Wooden . Knobs, base Door Jackets, can Knuckles, car coupler Jacks, live Kraut Iron Cutters .... .... Wagon. ... 1L Labels, wooden Japanned ware Jardinieres, N.O.S Stands Jars, battery Butter, returned Paper Jars creamery Lace, horse net Fruit or milk Fruit and glassware Meat, glass Laces, shoe Ladder stock ... Ladders Stoneware . Bicycle, step Iron Jellv Jettine Step Jellyine Step and chair combined Ladles, butter .. .. Jewelers' sweepings and tailings.. Joints, oil well Iron Lampblack Sucker rod . . Journal bearings Journal boxes Boxes returned Chimneys Boxes car Chimney cleaners ... Box lids Fixtures, N. O. S Founts, glass Jugs, returned Stoneware Juices fruit Founts and glassware Globes and chimneys Globes, electric Juice clam Grape Posts, iron Lam p shades Tin Jumpers, baby Junk Jute Lamps and fixtures Butts and fixtures, electric and glassware Waste Canvass Iron tank Metal .. . K Kale Kaolin . street Land, plaster Lantern frames Globes Lanterns Kalsomine Paper Kegs Lap boards Lar>l Beer Beer returned Lasts Powder Lath metal Powder, returned Wooden Lathing, iron and steel Launches Kennels, dog or poultry Kettles Pitch Laundry machinery Lawn mowers Rollers Key blanks Kevs, iron ( )rgan Spring Tennis sets Kinetoscopes Lead and lead articles Kitchen cabinets L C L Ba*es Kites, pa per or cloth Black Carriers, returned Kits, with woodenware . . . 25 K W 886 Index Continued . Lead, bar Page Item 33 Pf Lining flue Re 99 Item 3 Dross . 42 50 Stove 6? 61 Foil . 42 37^ 1 Links and pins 'iR 55 Gaskets 42 51 Linoleum 51 22 Glaziers' . ... 42 38 Linseed 59 12 Nitrate of 42 39 Cake 1S 17 Pig 42 41 19 57 Pipe 42 53 Liquor packages, returned 15 31 Pencil, wood 42 52 Liquids, N. O. S 43 50 Scrap 42 42 Liquors and liquids -n 51 Skimming's . 42 57 Litharge 41 15 Sheet, N. O. S 42 33 Lithographing stones 6? 41 Sheet in rolls 42 56 Live Stock 44 16 Sublimed 42 43 with contractors' and grader's Sulphate ... 42 44 Outfits . 18 60 Sugar of .. 42 47 Loaders, hay ? 31 Tea 42 46 Locks, iron and steel 38 56 White, dry 52 26 N. O. S 44 27 Leads, printers' 42 58 Locomotive axles 44 35 Leather, and articles of 42 59 Cabs 44 36 Artificial 4? 63 Cylinders 44 38 Board.. . 42 65 Pilots 44 42 Color 50 52 Smoke box "fronts 45 1 Dressing . 42 67 Spark cloth . . . 44 41 Goods, N. O. S. 43 1 Springs . 40 29 Leather, harness Belting 42 g 62 41 Tanks.... Tires 45 44 2 35 Pai_i cake 43 2 Wheels 44 35 Scraps 43 3 Locomotives and tenders 44 30 Sole 42 62 Logs 45 4 Straps 43 6 Logwood extract ?3 17 Tufts ... 43 8 Stick 45 5 Leatheroid 43 9 Ground 45 6 Leaves, palm 52 36 London purple 55 61 N. O. S 43 10 Looking glasses 31 23 Sumac 43 11 for furniture 31 47 Legs, piano : 50 6 Loom harness and reeds 45 7 Table 30 19 Spindles 45 g Lemon peel 43 15 Looms 15 29 Squeezers 43 17 Lou'ige frames C. L 9 6 55 Sugar 63 37 ?9 20 Lemons 43 14 Lounges 9q 17 Lenses, spectacle 32 6 Lubricators .. ... 45 9 Lentils 16 55 Lumber 15 11 Letter boxes 11 8 Drying apparatus 45 15 Letter files 43 19 Buggies 68 20^ Chips 43 21 Box cigar 45 10 Lettuce 67 59 Lumber, valuable woods 74 63 Levels, track 65 75 Lye concentrated 15 16 Licorice, mass Powder 43 43 23 24 Root 43 25 Stick 43 26 M Lids, journal box ., 38 50 Life preservers cork 43 27 Macaroni 16 55 Rafts 43 28 Machinery and machines 45 17 Lifters, clothes 17 72 N. O. S 46 14 Lighters, cigar .... 17 44 Madder 46 47 Gas and candle 43 29 Magazines, printed 46 51 Lightning rods and fixtures 43 30 Powder 46 49 Lights, floor 43 35 Powder, stationary 46 50 Heaa ' 34 9 Powder returned 15 39 Vault and sidewalk 31 40 Magnetic appliances, N.O.S 46 57 Lignumvitae . 74 63 Magnesia 46 52 Lime and cement mixed, C. L Limes 16 43 52 14 Magnesite Mahogany 46 74 54 63 Lime . . 43 36 Mail Bags 6 40 Mixed. C. L 43 40 Chutes 17 35 Acetate of 43 39 Cranes *'0 Mi-Sulphate of 43 41 Majolica ware 46 58 Carbonate of 43 42 Malleable castings 37 27 Chloride of 43 43 Mallets, wooden .. .. 75 64 Medicated 43 44 Malt .. 46 59 Phosphate of 43 45 Ale 43 55 Stone 43 46 Kx tract '3 19 Water 43 48 Sprouts . . . 47 Lincrusta- Walton 43 49 Maltoid 16 55 Lining, fire place. . ?8 10 Mandrels . . 38 57 387 Index Continued, Manganese Page 47 Item 9 Meters, electric Page 48 Item 37 Ferro 24 1 Gas 48 38 Ore 51 46 Water 48 42 Mangers 47 3 M ica 48 43 Mangles 47 5 Scrap 48 46 Manikins 47 7 Pulverized 48 44 Manila 47 8 Middlings purifiers 46 21 Mantel grate frames .38 58 Middlings . . 48 47 Tops 29 27 Milk . ... 48 53 Mantels, C. L 26 57 Can stock 13 36 Iron 38 59 Can, returned 15 33 Wooden, C. L 26 58 Can, shipping 13 54 L. C. L 29 25 Milk, condensed 48 51 Mantles, gas 47 9 Crocks glass 32 g Iron . 38 59 Jars 31 16 L. C. L 29 24 Shakers 48 54 Manure spreaders 9 44 Sugar of 48 Map, rollers 47 11 Milkweed pods 48 58 Maps 47 10 Millet seed 59 17 Marble . 47 12 Millinery goods . 48 59 Dust Slabs 47 47 19 14 Mill board, asbestos Dogs, iron 6 38 11 67 Slabs for furniture ... 47 13 Dogs, wood 75 67 Waste 47 20 Rollers 57 31 Marbles 47 21 Stones 62 4 Marl 47 22 Mills, bark 46 24 Marline 47 23 Burr stone 46 34 Masks, baseball 47 24 Cane 46 25 Cloth 47 25 Cider 46 26 Paper 47 26 Cob 46 27 Wire, N. O. S ... .. 47 28 Coffee 46 28 Mast arms and hangers 39 37 Feed 46 31 Match sticks 47 30 Drug or grocer 46 29 Matches 47 29 Fanning 5 3 Mats 47 33 Grain 46 32 Cocoa fibre 47 34 N. O.S 46 40 Door 47 35 Paint 46 33 Stove 63 1 Mills, portable . 46 34 Wooden 47 38 Wind 46 36 Matte, nickel 50 38 Sugar 46 35 Matting 47 40 Mimeographs 48 61 Picture 54 14 Mince meat . .. 48 62 Mattocks 38 60 Mineral water 49 1 Mattresses, N. O. S 29 28 Water packages, returned. 14 50 Wire, L. C L 29 29 Wool 49 9 Wire, C. L 26 60 Minerals 48 65 Mauls iron 38 63 Mining cages 13 15 Meal, bone. . . 10 22 Cars 15 54 Bread 11 36 Mint sweepings 49 10 Corn 16 55 Mirror, pllate glass .. 31 28 Cotton seed Cracker 19 19 62 68 M irrors Back bar 31 31 23 W Fenugreek 25 37 for furniture 31 47 Oat 16 55 49 11 Oil cake 51 26 Molasses 49 12 Rice 57 9 Mouldings 49 43 Wheat germ 16 55 Cornice 37 46 Measures, iron 38 65 Plaster of paris 49 36 "Wooden 75 65 Money drawers 49 15 48 2 76 32 Mixers 48 23 Monuments, bronze 49 16 Pots and jars 32 7 Metal 49 16 Sausage 48 14 Monuments 47 17 Smoked 4g 12 Mops 49 17 Meats dried 48 5 Morocco 49 22 Canned 18 35 M ortars, hand 49 23 Fresh 47 47 Druggists 49 23 Pickled 48 13 Moss 49 24 Potted 48 10 Flax . 49 29 Salted 48 11 Irish 49 30 Medicines 48 25 M otorcycles 69 23 Patent 48 27 Motors and cars, combined 16 1 Megaphones 48 28 and pumps, combined, electric 49 33 Melons 48 29 Mould-Boards 4 14 67 59 Moulds bottle 49 40 Melophene 48 32 Brick 49 38 Merry-go-rounds 48 33 Butter 75 11 Metal polish, gun. . 48 34 Cigar,. 49 41 388 Index Continued . Moulds, ice Ingot Page 49 36 Item 39 22 O Oakum Page 50 Item 53 Tobacco 49 42 Oars . . 50 54 Moulding composition 49 43 Oat meal 50 59 Ceiling 37 30 Hulls f>0 55 Wood 75 68 Oats, rolled 16 Mouldings, plaster 49 36 Ochre 52 97 Mower knife grinders Knife sections 2 4 49 22 Office chairs, parts of Furniture, iron 28 29 10 6 Knives X 49 Okra 67 ii9 Mowers .. 3 18 Oil, analine 50 63 Lawn 2 46 Board 53 21 Mucilage 49 44 Cake 51 20 Muck bars 38 68 Cake meal 51 26 Mug bases and cases 16 9 Cans, glass 13 50 Mule shoes 38 38 Cans, paper 52 46 Mules 44 16 Castor 50 64 Muraline wall finish 49 47 Cloth 51 99 Murescoe 49 48 Cottonseed 50 67 Museum outfits 73 49 Cocoanut 50 66 Mushroom spawn 49 49 Fish 50 69 Music cabinets 29 30 Fusel 50 70 Sheet .. ... 49 50 Gloss 50 71 Stands 29 31 Harness 50 72 Musical instruments 49 51 Lard 51 4 Mustard 50 Linseed 51 Cakes .. 50 19 Lubricating . . 51 8 Meal . . 50 18 N.O-S 50 74 Mustard prepared 54 11 of Vitriol 79 52 Seed . . .. 59 19 Oleo 51 9 Muzzles 50 20 Palm 51 10 Parrafine 50 11 Petroleum 51 12 Pine 51 16 Nail pullers 50 25 Rosin 51 18 Plate 38 70 Salad 54 11 Rods 38 71 Stones 62 44 Nails brass 50 21 Tanners 51 19 Copper . 50 22 Well supplies... 51 27 Horse 38 74 Oils . .. 50 74 Iron ' 38 73 Kssential 50 68 Picture oO 23 Ointment, hoof 35 19 Zinc .. 50 24 Oleomargarine 12 28 Wire 38 73 Olives 51 28 W^ire, with fencing 74 48 Onion pickles 54 17 Naphtha 14 12 ( )nions 67 58 Naphthalene 50 26 Green 67 59 Napkins paper 52 54 Onyx 47 1 Neck vokes 70 29 Openers, can 13 S3 Yokes with implements 4 5 Optical goods 51 29 Yokes with wagon mtl. . Yokes, centers 72 70 20 48 Orange peel Oranges 51 51 31 30 Needles 50 28 Ordnance stores ss 39 Neftiline 50 29 Ore 51 33 Nerve food 50 31 Chrome 51 40 Net 11 and netting 50 32 Crushers ... 45 28 Glue 50 33 Emery 51 41 Fly horse 4 9 2 Iron 51 42 Netting, N. O. S.".'. 50 34 Manganese. 51 46 Wire 74 50 Mica 51 48 Newspapers 50 36 Purple . :>i 50 Nickel 50 37 Washers 51 52 Matte 50 38 Zinc 51 51 Nipples, brass and lead Nitre cake 50 nO 40 41 Organa cses Keys 49 50 63 3 Note book, students' 10 23 Reeds 50 12 Notions 50 43 Springs 61 64 Numbering machines 45 57 Organs 49 56 Nursery stock '..... 66 15 Ornamental strip 23 69 Nut, galls 50 44 Ornaments 51 53 Kernels or meats 50 45 Cornice 37 47 Locks, iron 39 4 Pottery ... 55 36 Nutmegs 50 46 Stove 63 14 Nuts, pea 50 51 Osiers 51 54 Edible 50 47 Ovens 51 58 Kdible and cocoa nuts 18 21 Enameling Cl 56 Iron 39 3 Sheet Iron 63 2 Iron with bolts .. 37 5 Portable . . 51 58 389 Index Contin tied . Ox bows Page 76 Item 55 55 17 5 61 67 65 12 1 2 3 4 47 5 6 7 8 32 4 59 57 15 5 47 14 15 6 21 5 15 5 37 58 5 5 1 21 2 15 33 15 27 19 35 69 52 9 23 36 37 38 30 41 12 47 7 10 36 3 43 42 4 44 6 7 1 5 46 8 9 10 48 49 52 Paper, emery Enameled Page I 53 53 tem 11 12 40 11 13 64 2 50 51 52 53 25 15 21 55 54 23 37 58 45 35 14 73 7 11 16 38 18 25 56 59 19 19 20 21 9 25 22 26 27 43 61 28 59 59 3 30 31 32 33 34 35 5 36 27 7 37 38 32 37 36 35 52 51 44 51 16 40 41 42 ff 55 43 55 48 25 47 14 Yokes 76 Oxen .. .. 44 Felt for roofing 57 Oyster pails 11 Flint 53 53 O vsters 51 Fly Cove 51 r rames 95 Pickled 51 Frames returned 15 59 p Packers, Butter . . Packing 75 52 Hangfingfc Kites. .. Labels 52 52 Lanterns 52 Manila 53 News 53 53 Asbestos 52 Oiled FJax 52 Oil cans 59 Hemp 52' 59 House products J ute 47 ... 52 Parchment Patterns 53 53 Metallic .. 52 Pails 52 59 Rubber 52 Plates . Soapstone 52 Prints 50 Pads, Ink 36 Printing, N. O. S 53 Pads, collar .... 34 Racks 56 Cotton . 19 53 53 Paging machines .... 45 Sand Pails, butter, plain 75 Scrap 53 41 53 Candy 11 Scrap, with junk . . Shelf Chemical, fire 24 Dairy, tin 65 Straw ... '53 52 Dinner Galvanized iron 65 39 Tablets and tabs . Tags 52 53 Garbage Ice cream 65 11 Tissue .. . Toilet... 53 Lard 75 Wall 53 Oyster .. . 11 Waxed 53 Oyster, returned Paper 15 52 Weights, glass 32 Wood pulp Wrapping 53 53 Paper, candy 11 Paper, oyster 11 Writing 53 Paper, water 53 Papier mache 53 Tin 65 73 Wooden 76 Parers, apple Paint 52 Paris green 53 Drier . 52 Parsley 67 Dry 52 Parsnips 67 Earth 52 76 53 53 in oil 52 'Rollings Paste almond Mixers 52 Stain 61 74 Carpet cleaning Flour IS 53 53 Wood filler ... Paintings 52 Glucose Paints 52 Laundry . 53 Palm leaves 52 Wall cleaning Patent insides (newspapers) . Medicines 73 53 48 Trees, artificial Paneling 52 . . 52 Panels, wagon Panorama scenery Pans, or skillets 71 52 39 Patrol boxes . . 11 53 Patterns, paper Wood or metal 53 Dust . . 21 Paving and roofing material . Blocks, wood 57 9 Dripping 39 Iron 39 Concrete Stone .. . 9 62 7 2 53 50 Vacuum 67 Paper, N. O. S 53 Peach baskets Balloons . 52 Pea hullers Bags 52 Hulls Peanuts Blotting .. 53 Blocks 52 Pearl ash 6 Book 53 53 Pearl hardening 53 Building ... Pears ' 53 Buckets 53 Peas cow 53 67 16 Blue print 53 Green. .. Dry . . Cans ... 52 Card 53 Roasted 53 Carpet 53 Split 16 Cigarette 53 Peat 53 Collars . 52 Peavies 35 no 39 Cones 52 20 Pecans Pedestals . . Cutters... 390 Iddex Continued. Pedestals, store stool Page 53 Item 49 Pins, picket points Page 39 Item 17 Wood 53 50 Picket iron 39 15 \Vooden 53 50 Tuning 54 31 Pegs, shoe 53 51 Pipe , balls, iron 39 29 Pelts 34 36 Block tin 54 32 Sheep 34 67 Blow 54 33 Sheep, pickled 35 2 Cement 54 35 Peltries 34 49 Chimney or rlue 2 9 3 Pendents 32 10 Coils, iron 39 27 Pencil wood 42 52 Conductor . 54 35U Pencils, lead slate . . .. 53 53 52 53 Pipe, connections with wind mills Copper 46 19 39 6 Pens .. . 53 54 Pipe covering, asbestos 6 9 Pepper and pepper meal Green 53 67 55 59 Covering, cement Covering, felt 16 23 48 62 Sauce 54 11 Fittings, N. O. S 39 31 Percussion caps 13 59 Fitting brass . . 11 27 Perfumery 53 58 Fittings, nickle plated 54 40 Petrolatum 53 60 Furnace 28 19 Petroleum . 51 12 Hanger . 39 32 Tar or residue 53 63 Iron. .. 38 22 Pews, church 28 33 Wind mills 46 39 Phenyle (disinfectant) 53 68 Lead 42 53 Phonograph stands . . . 53 71 Porcelain lined 39 23 Phonographs . . . 53 70 Riveted sheet iron 39 25 Phosphate rock 53 72 Sewer 54 35 Phosphates, beverages 49 1 Spiral steel 39 24 Fertilizer 53 73 Stems 54 41 Phosphor, bronze .... 54 9 Stove 54 36 Phosphorus. 54 1 Terre cotta 64 60 Photo dry plates 54 6 Water, wooden 54 39 Photographic material 54 4 \Vater, iron 40 73 Piano actions 49 61 Tongs 54 4 Boxes, returned 15 38 Wrenches 54 42 Cases 49 63 Wrought iron 39 26 Legs . . .. 50 5 Pipes, smoking 54 43 Plates . 50 7 Organ 50 11 Sounding boards. .. 50 8 Pitch 54 46 Stools 50 9 Pith, corn stalk 19 46 Pianos 49 59 Plane bodies 54 48 Picker sticks 54 9 Planes, hand 54 47 Picket pins, iron 39 15 Planters, corn 2 4 Pickets, points Wooden 39 76 17 4 Hand Cotton . 4 2 30 9 Pickle or brine 54 10 Planters potato 3 14 Pickles 54 11 potato, hand . . . 4 44 Picks -. 39 19 Plants 54 51 Pickup fenders 23 74 Artificial 54 53 Picture backing 76 5 Plaster and wall finish 54 59 Frames 25 66 Plaster board 54 60 Matting 54 14 Land 54 56 Pictures 52 9 of paris 54 63 Pie cases 12 52 Wall . . . .. . . 54 54 Plant 67 59 Plasters, medicinal 54 61 Preparation 54 15 Plastico 54 64 Pigeons, alive 54 17 Plated ware 54 65 Clay 54 16 Plates, boiler 37 2 Pig copper 19 4 Brass ... 11 25 Iron 39 20 Butter paper 52 45 Lead . . 42 41 Butter, wooden 75 13 Tin 65 7 Center 37 31 Zinc 76 56 Copper 18 70 Pigs" feet . . . 54 18 Coulter 4 3 Pile drivers 54 Sterotype . 54 66 Piles, wood 54 23 Engravers'. 54 68 Pillow sham holders 54 24 Filter 66 25 Pillows, N. O. S... 54 25 Fish, iron 38 13 Fir 54 26 for cultivator shovel 4 24 Pilots, locomotive 44 42 for plow shares 4 ?4 Pimento 54 27 Harrow 4 3 Pineapple 54 29 Iron or steel 39 35 Pine, ground. . . Pins... 54 54 28 30 Photo dry Piano 54 50 6 7 Coupling 38 55 Pie, paper 54 69 Clothes 75 28 Pie, wooden 75 19 Dowel 75 40 Tack 40 47 Hair 33 45 Tie R R 40 53 Insulator... 64 44 Wooden. . . 75 19 391 Index Continued. Page Item 9 21 11 10 31 14 14 12 12 13 Plow beams, iron ....... Rough .......................... Wooden, N. O. S ......... ..... Wooden ......... . .............. with wagon material ........... Bottoms ........................ Castings ........................ Plow handles. L. C. L ............. Handles, C. L .................. Handles, rough ................ Handles, with wagon material in rough .................... Beams and handles with ve- hicles ....................... 72 31 Lays ............................ 4 14 Mouldboards ................... 4 14 Points .......................... 4 14 Points with plow handles ..... 4 7 Shares .......................... 4 14 Wings .......................... 4 14 Plows, gang ....................... 3 1 Listing ......................... 3 4 Rotary ........................ 3 1 Snow, street railway ........... 60 68 Snow, R.R ..................... 60 66 Sulky ........................... 3 1 Walking, wheeled ............. 3 1 Walking, N. O. S .............. 3 9 Plugs, fire .......................... 38 12 Plumbago ......................... 54 70 Plumbers' earthenware ............ 20 16 Materials ....................... 54 72 Plumes, teather .................... 48 60 Pockets, stake ...................... 40 32 Wall ........................... 30 26 Pec's, milkweed ............... 48 58 Points, glaziers' .................... 57 14 Plow ............................ 4 14 Plow and plow handles ........ 4 7 Pointers, blackboard .............. 9 3 Pokes, animal ...................... 54 73 Poles, for agricultural implem'ts.. 4 17 Bamboo ........................ 55 2 Barbers' ......................... 55 1 Coupling ....................... 71 31 Curtain ......................... 20 34 Electric light, iron. .. ..... 39 31 Fishing ......................... 24 73 Hoop .......................... 35 37 Iron, for electric railways ..... 39 37 Sucker rod ...................... 55 3 Telegraph, iron ................ 40 50 Telephone, iron ............... 64 46 Tent ............. ..... 64 54 Vehicle ......................... 71 1 Wooden ........................ 64 47 Polish, furniture ................... 55 8 Metal ........................... 48 34 Shoe ............................ 9 16 Stove ........................... 9 17 Polishing compounds ............ 55 6 Pool balls .......................... 6 49 Popcorn ............... 19 36 Balls ........................... 19 39 Popped corn ....................... 19 39 Poppers, corn ..................... 19 45 Porcelain ware .................... 55 11 Porch shades ....................... 9 30 Pork, salt ............ 48 5 Barrels .......................... 7 5 Loins ........................... 47 53 Spare ribs ....................... 47 53 Tenderloins .......... 47 53 Trimmings ..................... 47 53 Portable grain dumps ............. 18 65 Porter...-. ........................... 43 55 Packages, returned ............ 14 50 Portfolios, bamboo ..... 29 35 Page Item Postal bag racks 39 38 Post hole diggers 55 13 Office boxes 11 8 Office woodwork 55 14 Posts, fence 55 .16 Fence and fencing 23 68 Fence, sheet iron 39 39 Steel and wire fence 23 68 Hitching, iron ;8 35 Hitching, wooden 75 56 Lamp, iron 38 53 Newel 74 66 Potash 55 17 Balls 55 25 Bi-chromate of 55 20 Caustic 55 21 (. hlorate of 55 22 Cyanide of 55 23 Muriate of 55 24 Tablets 55 26 Potato diggers 3 12 Flour.. 16 55 Hooks 4 43 Mashers 76 8 Planters 3 14 Planters, hand 4 44 Scoops 58 63 Potatoes 67 59 Sweet 67 62 Pots, corrosive 55 27 Flower 55 28 Glasshouse 55 31 Glue 55 33 Meat, glass 32 7 Potters' pins and stilts 55 34 Pottery ornaments 55 35 Poultry 55 37 Kennels 55 51 tood 25 39 Pounders, clothes 75 29 Steak 76 16 Powder, baking 55 53 Blasting 55 57 Bleaching 9 ?5 Electric dissolvent 22 28 Gunpowder 55 57 Insect 55 61 Insect, N.O.S 55 62 Keg material 41 61 Magazines, stationary 46 49 Toilet 55 65 Washing 56 1 Powders, bronze 18 72 Condition .. 55 55 Jelly 55 63 Meat preserving 55 64 Metal 18 72 Soap 55 68 Yeast 76 53 Preservatives, wood 74 58 Preserves 5 63 Press screws, tobacco 56 23 Drillshoes 4 19 Presses, bookbinders' 56 2 Broom 56 4 Cheese 56 6 Cider 56 8 Copying 56 10 Cotton 56 . 11 Fruit or vegetable 56 12 Handseal 56 17 Harness 56 13 Hay 3 15 Lard 56 6 Printing 56 14 Tobacco 56 18 Veneer 56 20 Pretzels 56 24 392 Index Continued. F Primers age 11 56 em ?5 Racks, mea' ... Page I 56 :em 66 Printed matter 56 27 M usic . 99 31 Matter, advertising 1 16 Postal bag 56 68 Printers' elastic composition Printing presses 56 '56 29 14 Roll paper Shoe 56 56 73 75 Prism lights 32 11 Towel. . . 27 IS Props 56 31 L. C. L. 30 99 Protectors, wall 73 6 Wagon 71 6 Pruners, tree . 66 11 Radiators, gas 56 76 Pudding or puddine 56 33 Steam 56 77 Pulley clutches 56 40 Radishes 67 59 Pulleys, iron 39 41 Katts, life 56 79 Hay 2 3? Rafters, greenhouse . 56 78 Paper 56 36 Rags 56 HO Pulley castings, rough 39 4 9 with junk 41 38 Sash cord 56 37 Rail benders 39 =>0 Wood 56 38 Brace. 39 40 Pulp, beet 56 41 Stair 74 66 Board . . . 74 59 Tongs. . . 39 52 Cotton seed 19 60 Railing, altar 26 II Grinding stones 32 73 Iron, JN. O. S 39 45 Pulp, mineral 56 42 and fencing. 38 5 Straw. 56 43 N. O. S. 39 45 Wood 56 44 Rails, old 39 =i4 Pulpits 26 41 Steel or iron 39 53 Pumice stone .... .. ... 62 32 Railway cars.. 15 49 Pump, cylinders and wind mill. .. Curbs 46 56 39 55 Railway, cash Rake teeth 14 4 48 9 1 Tubing. . . 56 46 Rakes, hand 4 \*\ Pumpkins 67 59 Hay, horse 2 41 Pumps . 56 45 Horse, sulky 2 1 with wind mills. 46 39 Sweep. 2 31 Bicycle air 8 53 Stalk 3 17 Brass 56 48 Range bodies. 10 9 Chain 56 49 Boiler stands. 10 10 Copper. 56 50 Boilers . 10 H Elevator bucket 12 8 Ranges, water closet, iron. 73 3? Iron 56 51 Rasps 9 4 4> 1 Sand 51 27 Rattan 56 8 9 Steam . . 56 52 Razor strops ... 63 31 Tin. 56 53 Reaches, wagon. 71 31 Wooden 56 45 Reamers 51 97 Puncheons. 7 87 Reaper knife sections 4 99 Punk 56 57 Knives 3 49 Purifiers 56 58 Reapers and mowers 3 18 Purola. 1 9 8 Reeds, organ 50 I 9 Pushers car 16 3 N O S 56 83 Putty. 56 59 Reel, stock 56 85 Putty stove 63 12 Sticks for reapers 3 11 Pvrites . . 39 44 Reels. 56 84 Cable, returned . .. 15 41 Centrifugal 46 46 Q Clothes horse Hose . 75 35 31 ">9 Quassia, chip. 17 29 N. O. S. 56 84 Quartermasters' stores 32 40 N. O. S., returned 15 ? Queensware 20 14 Sand 51 9 7 Quicksilver 56 60 Stock. 56 85 Flasks 56 61 Reflectors 32 13 Qnills 56 6? H ef rigerator, stock 27 Quilts . !W 63 Refrigerators L C L 9 9 36 Quoins, printers' 56 65 C.L ' ;:::.: and display cases. . . . 26 16 61 1?, K Butter Cheese Fruit, returned 16 16 15 12 12 ??. Racks, bag postal . . 56 68 Refuse, brewers' 11 37 Barrel 6 74 Registers, hot air 57 Butchers 56 66 Cash . . 16 9 Book 27 36 Street car fare 16 18 Broom 12 2 Regulators. . 57 2 Clothes Display Feed./ 75 56 56 30 f9 71 Rennet Reservoirs, stove Residue, brass. 57 62 11 3 51 95 Furniture. . . 30 22 Copper. 19 9 Hat 29 13 Retorts, clay. 57 5 Hay 2 33 Gas, iron. * 57 6 Hay iron... 56 72 Glass. . . 57 7 393 Index Continued. Retorts plumbago Page Item 8 Root, horse radish Page 57 Item 50 Returners, hay carrier 9 28 Laurel 57 51 Ribs umbrella 67 32 Rice. 57 57 Rice 57 9 Licorice 43 95 Bran, chaffs and hulls. 57 10 Roots, N. O. S 54 Broken .. 57 9 Canaigre 57 45 Flour and meal. 57 9 Chicory. .. 57 47 Rickers, hay or straw . .. 2 31 Hop Riddles 60 9 Rope 57 58 Rigging Rings, hog . .. 57 57 11 13 Copper Dust. 74 57 51 60 Iron 38 47 Hair 57 59 Rivets, brass.. 11 25 Mill waste 57 63 Copper. 18 70 Old, with junk 41 38 Glaziers 57 14 Wire 74 47 Iron 39 56 Rosewood . 74 63 Iron, with bolts 37 5 Rosin 65 Road graders Scrapers. 32 23 42 1 Oil Rowers, check 57 3 66 39 Roasters, coffee Peanut 57 57 15 16 Rubber and articles of Band for fruit jars 57 57 72 70 Robes, buffalo 34 40 Crude . 57 68 Cloth . ... 57 17 Goods. N. O. S. 57 71 Cattle skin 34 36 Old, with junk 41 38 Goat. 34 40 Sheet. 67 Rochelle salts 58 24 Shoddy or scrap 75 Rock crushers 45 28 Substitute 57 78 Rockers for soda water drums. . . Rod iron, nail 57 38 18 71 Rubble stone Rugs 62 57 35 81 Rods, anchor 36 42 Grass 47 33 Brass . . 11 25 Rules 57 83 Copper. 18 70 Runners sleigh 71 21 Iron, for children's vehicles 72 5 Sled 71 16 Iron, for wagon gates 71 7 Runni g gear, vehicle. 70 42 Iron, steel covered Lightning . ... 57 43 19 30 Rushes Rus 1 ', iron ... 57 39 84 5 Nail 39 58 Rustic work. 57 85 Stair . . 57 20 Rye, roasted 57 87 Wire 74 45 Roller, bearings 57 21 Rollers, cloth. 51 25 S Field 57 23 Garden 57 9 2 Sacks returned 15 j Iron . 57 31 Mail . .. 6 40 for steam rollers 9g Saddle trees. 33 74 Land 57 24 Saddlery . . 33 75 Lawn. 57 22 N. O. S. 33 75 Printers' 57 30 Saddles 33 73 Road 57 25 Iron ... 39 63 Rubber. 57 73 Sad irons .. 57 88 Steam . 57 26 Safe doors 39 72 Wood 57 27 Harness, returned 15 43 Rolling pins 76 10 Safes, bread 58 Rolls 57 29 Cheese . . . 58 2 Copper. 19 8 Kitchen, C. L 27 9 Iron . 57 29 Kitchen, L. C. L 29 37 Mill . .. . 57 31 Iron 39 64 Rubber covered 57 30 Meat 58 9 Roofing N O S 57 38 Milk 58 9 A sbestos Canvas 57 57 41 33 Preserve Sage brush grubbers 58 3 3 Cement 57 34 Saggers 58 5 Composition 57 39 Sago 16 55 Felt. 57 40 Flour 16 55 Gravel 57 34 Sai Is. boat 58 9 Iron 57 35 Salad dressing and salad oil 54 11 Jute. . 41 41 Sal ammoniac 58 10 Material, mixed C L 32 Soda 58 12 Metal 57 37 Saleratus . ... 58 11 Outfits 57 32 Salsify .. 67 59 Paper or felt 57 40 Salt 58 13 Slate 57 42 Brick .. . ... . 58 17 Tile Tin 64 57 78 35 Bromide of Cake 58 5K 18 19 Root arrow. 57 44 Rollers 58 17 Beer 57 52 Saltpetre 58 26 J3eer extract 93 21 58 '^0 Ginger... 57 49 Epsom .. . 58 oo 394 Index Continued . Salts, Glauber's. Page 58 Item 22 Screen window Page 58 Item 73 Nickel 58 23 39 78 Rochelle 58 24 Bench 58 76 Samples, carpet 14 42 Brass . 58 79 Sand 58 28 Copper. 18 70 Bird 58 27 Tack 41 19 Sand, molding pig iron 39 22 Nickel plated 58 8 9 Paper 53 11 Press tobacco 56 23 Pumps . 51 27 Steel 58 83 Reels 51 27 Scythe snaths. 4 52 Saratoga chips 58 30 Stones. ' 62 46 Sash, common wood, unglazed.. 58 32 Scythes 4 49 containing leadeu glass 58 31 Rifles. 4 51 Glazed, C. L 58 34 Seals car 59 1 Glazed, L. C. L 58 33 Seat backs vehicle 70 23 Unglazed, N. O S 58 32 Springs, wagon 71 24 Weights, iron Satchel frames, iron 39 25 73 72 Seats, agricultural implement 3 9g 48 21 Sauce, celery 58 35 Car C. L t;> 6 27 Pepper 53 57 Car, L. C. L... 27 A" Tomato 58 36 Chair, L. C. L 9 8 20 Sauces, table 54 11 Chair, C. L... 26 34 Sausage, Bologna 48 14 School L C L 29 39 Canned 48 15 School C L 97 3 Casings 58 38 Vehicle ' 71 12 Fresh. 47 53 Water closet 73 28 Smoked 48 14 Sections mower knife 4 2 9 Saw bucks 76 11 Post office 55 14 Dust 58 39 Reaper knife 4 9 2 Saws 58 40 Seed alfalfa 59 3 Circular 58 45 Annato 59 4 Drag 58 47 Anise 59 9 Portable steel rail 58 48 Bird. 59 5 Scabbards. . 58 49 Broom corn 59 6 Scale beams 58 57 59 7 Boards Iron roll. 58 39 58 60 Cane 59 50 8 9 Testing weights . . . ; 40 51 Cases 59 24 Scales 58 50 Clover 59 10 Scenery, theatrical 61 67 Cotton 59 11 Scientific instruments. 58 60 Drills hand 5 1 Scoops . 58 61 59 9 Feed 58 62 59 14 Grain. . . 4 36 iq ax 59 11 Potato 58 63 Flower 59 2 Wooden, flour 76 13 Garden N O S 59 15 Scorifiers. 58 64 Grass N OS 59 16 Scouring compounds 55 6 Hemp 59 17 Scrap brass. 11 9 8 59 17 Copper. . . 19 10 Linseed 59 11 Iron or steel 39 75 59 18 Iron with junk 41 38 Millet . 59 17 Lead . . ... 42 42 Mustard N O S 59 19 Leather 43 3 59 20 Paper . 53 16 Orchard grass 59 16 Paper with junk 41 38 .'9 q Tin 65 8 Pumpkin. 59 21 Tin with junk. 41 38 Rape 59 8 Tobacco . . 65 49 Red top 59 10 Zinc .. 76 62 Sug;ir beet 59 23 Zinc with junk 41 38 Sunflower 59 22 Scraper blades 32 46 Timothy 10 Scrapers, boiler... 58 65 Seeders o 17 Broom corn 58 66 and harrows combined 9 20 Drag 23 3 Broadcast a 17 Road... 23 1 Seeds, N. O. S. 59 2 Wheeled 23 1 Seesaws 5V) 26 Screen material 58 75 Seine floats 19 gl Screenings, bone black . 58 67 Separators I 29 Grain.. 58 68 Settees L C L 29 43 Screens 58 69 Settees C L 27 7 Bamboo.. 58 70 Server pipe 54 35 Coal . ."8 71 Sewing machines stand castings 46 2 Screen, door 58 73 Woodwork 46 4 Foundry Revolving 58 58 71 72 Machines 45 46 58 Snnd 58 71 Shade cloth 59 28 Thresher... 4 27 Fixtures. N. O. S. . . 59 29 Index Continued. Page It Shade rollers .... 59 em. 30 32 15 14 30 26 81 2 2 g 32 54 33 67 24 14 49 34 35 36 37 60 25 39 39 67 53 3 25 70 4 64 7 6 38 32 41 48 49 43 44 54 45 48 46 48 42 51 52 53 14 54 55 2 60 63 64 66 51 15 67 69 11 38 19 71 13 29 72 77 13 17 81 15 2 7 83 1 Shovels, steam Page. Itt 62 :m 17 16 16 4 5 3 2 57 14 8 15 6 47 49 40 15 i 8 7 62 25 16 19 17 20 16 21 22 2-6 42 29 28 31 33 35 18 36 9 29 5 32 34 10 14 37 17 38 39 8 41 42 34 43 15 44 36 41 46 37 48 51 47 47 66 53 17 40 13 63 18 14 49 50 52 53 42 56 57 Slats 59 32 32 9 74 39 40 40 71 72 48 59 59 4 4 2 59 59 59 59 57 44 59 59 34 34 40 11 18 40 76 2 2 13 9 59 59 59 59 59 49 59 59 59 59 59 59 59 59 45 59 59 2 59 59 59 59 53 9 59 59 37 38 4 59 62 64 59 59 16 16 59 71 5 40 59 60 62 3? Shades, lamp Show cards, glass. Lamp, glass Show case frames 60 Porch Case material 60 Window Supports 60 Shafting Cases 60 40 66 Couplings Hangers Shrinkers, tire Shrubbery Shafts vehicle Shutters, iron Wooden Shuttles* iron or wood 40 76 60 4. with wagon material Shakers, milk Shale Sickles reaping Shanks, shoe Side boards . 29 Shapes foragricultural implements Shares, plow Sidewalk lights 31 Sieve material 60 Sharpeners, disc Sieves* 60 Shavings, brewers Tin 60 Gas purifying Sifters and flour bins Signs, cloth, wood 60 17 Vinegar. . . . Wood Cloth 60 Shear flocks Glass 32 Sheep Iron 60 Dip, liquid. N. O. S N. O. S 60 Dip, powdered Parafrine 60 60 Pelts Sheet iron, zinc or steel Skins Tin 60 60 Sheet bars, iron or steel Sheet brass .. .. Wire ... Wood . .. 60 Copper Silesias 21 60 60 60 60 60 38 60 Iron Silex Zinc Silesian white Shellers, corn Corn, hand Silica Silicate solution .. . Shells, with ordnance stores Silk, raw Block Sills, iron, door and windows , Sinews . Cartridge Clam Crushed Singletree irons 40 Singletrees .... 70 Cocoa . for implements 4 Conch D r um with wagon material . . . 72 Iron . 70 Egg Sinks iron 40 Mussel Steel . ... 40 Nut Stone or earthenware 60 Oyster Siphons , glass 32 Paper, empty. Iron . 60 Pearl oyster Mineral water 60 Sea Sisal 47 Shingles, metal Sizing 60 Wood Skates 60 72 Ship, knees Skeins, thimble . .. Shipstuff Skeletons . 60 Shocker and corn harv'st'rcomb'd. Shoddy Skelp, iron or steel Skewers 40 60 Shoe button staples Dressings Skins... 34 Calf 34 60 Findings Chamois Pegs Deer 34 Polish .. . Dog 34 34 Shanks Shoes . . Goat Kid 60 Brake Rabbit 34 34 - Horse and mule Seal . . . ... Press drill Sheep . 34 Shocks, barrel and tanks Skylight frames Glass 40 31 47 Shooks Shooting galleries Slabs for furniture Shorts Billiard table 8 Shot Iron, steel 40 Cases Marble 47 Slag 60 Chilled Slate . . 60 Shoveling boards Dust 60 Shovels 60 Blanks Roofing 57 Scoop School 60 Snow, wood... School .. 60 396 . Index Continued. Slate, silicate Slabs Page. It 60 ... 60 em. 58 55 62 41 73 16 21 26 54 8 10 29 55 17 18 39 10 21 19 29 54 8 17 34 33 60 63 61 30 52 66 29 69 1 68 72 73 2 70 3 68 1 5 6 24 79 8 7 17 9 10 11 16 13 14 57 19 20 21 18 12 22 23 27 53 52 28 30 31 33 66 34 37 35 17 82 39 53 Spark arrester apparatus Speaking tubes Page. Item. 61 38 61 39 Slates, billiard table .. Slats, apron Blind Sled runners Sledges 8 3 74 71 40 Spelter 61 61 61 40 41 42 43 44 23 25 73 48 59 45 30 47 22 22 32 27 48 54 53 2 49 50 51 56 57 59 44 30 31 58 10 (50 28 23 47 12 2 29 64 31 76 23 11 33 4 63 37 59 65 31 68 72 20 38 66 16 73 23 74 26 32 75 77 78 79 2 4 15 55 20 88 83 84 11 48 Spermaceti Sphagnum Spice . 61 61 M eal or mixtures . Sleds, bob Children's, C. L Children's L. C. L 68 71 72 Spiegel iron 40 40 38 74 67 Spikes, railroad. Iron Iron with wire Clipper Logging 72 68 Spinach Sleeping cars . *15 Spindles 61 47 Sleigh bobs ... 71 Splints match Bodies 71 Spokr drivers Holts Spokes 61 72 71 72 40 61 61 61 Oears 70 Runner attachments . .. Runners 70 71 with wagon material Sponge, iron Wood 72 Sleighs Children's, C L 69 Sponges Spool heads 71 Children's, L. C. L Slides, table, L. C. L. .. . 72 30 2 Carriers , Carriers, returned 15 Slings hay Spools, advertising Paper, wooden Paper, iron 61 61 61 61 61 61 2 40 Slot machines, automatic.. Smalts painters 45 60 60 60 Smoke stack iron Stacks Spoons, iron or tinned iron Wooden Smooker*, bee 8 Sprayers, knapsack Spreaders, manure and fertilizer Spring cotters Snaths 4 Snow plows Loggers' 60 68 60 Bed plates . .. 40 29 27 61 40 Street railway Beds Shovels Sweeping machines ... Snuff 60 60 60 Beds, C. L Springs Springs car steel Soap 60 Agricultural implements Car seat sections 4 27 Extract 61 Frames 25 61 Furniture, C. L Furniture, L. C. L 27 30 Liquid P< wder 55 40 61 40 57 71 72 72 Soft 61 ( )rgan / Stock, mineral 61 Plates, car Rubber Stone 61 SockeN carriage bow 70 Vehicle . Whip 33 61 Vehicle, children's with wagon material Sod Cutters 61 Sprinklers, street Street car 69 15 11 67 Soda 61 Ash 61 Sprouts, barley or malt Squash . Bi-carbonate of ... 61 Bichromate Carbonate of 61 61 61 Squibs 61 2 61 61 Stackers, hay or straw Stains Caustic Caustic solution .... Fountains and fixtures. N itrate of 61 25 61 Stair pads Rods 57 40 74 76 61 3 61 Work, iron Stairs, rails .. . Silicate of 61 61 61 Sulphate of Sulphide . Stake pounders Stakes, cane Stalk cutters Sulphite 61 Water Water drums 61 Stalks 61 Stallions Stamp pads 44 36 Sodium phosphates 61 Sofas 29 Stam ped ware Stamps, office and rubber or seals Stanchions, cattle Stand pipes Stands, bamboo Stands. N. (). S Bicycle Copying press Fruit Flower Flower, wire Hall (51 ry 61 61 20 30 30 8 19 61 61 61 29 33 Sofa bottoms 29 Solder 61 61 Soldering coppers Fluid Soles, cork Leather Solvent Soup powder Soups 61 19 42 61 61 61 Sowers, broadcast Spades and shovels 2 59 Dairy, wooden Spare ribs ... 75 47 Hammock .. 397 Index Continued. I Stands, jardiniers, metal Music . 'age Item 41 23 29 31 53 71 54 8 10 10 30 6 HO 26 40 46 67 26 61 81 62 1 30 32 40- 34 37 5 38 41 74 48 40 36 62 3 62 5 62 6 62 7 47 16 62 13 40 37 62 18 62 20 62 17 62 16 22 62 62 21 40 39 38 2 4 24 39 53 P2 24 19 47 62 23 51 27 54 41 75 60 28 5 70 22 37 21 62 25 54 66' 62 26 54 9 76 18 62 27 62 28 33 76 33 72 62 37 62 29 62 36 62 30 62 31 62 33 62 32 62 34 62 35 R2 48 62 38 62 39 62 40 62 41 62 42 62 44 53 39 32 73 62 46 62 45 27 50 50 9 50 9 30 8 27 50 40 42 Pag Stopper heads Store stool pedestals Storm aprons Stove blacking . Boards r e. It< 62 30 71 9 62 62 62 26 62 62 62 63 62 63 54 62 63 54 63 63 63 62 62 62 62 37 65 63 63 63 63 2 2 15 57 46 63 63 63 63 63 63 63 67 63 63 63 54 63 35 3 51 63 63 63 63 22 63 63 63 63 69 3 2 71 63 63 43 71 70 36 63 40 34 14 3 im. 50 10 25 17 58 57 59 11 51 60 51 12 61 1 36 57 5 38 9 10 14 51 55 55 56 6 27 15 17 19 21 31 31 64 26 6 26 22 25 23 24 27 24 29 31 58 32 21 25 27 39 34 40 35 63 36 37 38 41 33 1 42 39 45 48 11 34 26 38 49 43 4 43 52 Phonograph Photo Range boiler Rattan reed Sign Boards, with stoves Carriers. Switch Cartridges Castings Umbrella Gas in wood Umbrella, wooden... Furniture Wash Staples, iron Putty or cement Linings Iron, with bolts Ingot mould with wire Mats, asbestos . ., Pipe Pipe, with stoves Wire Starch Pipe elbows Stove pipe iron .... Starchose Stationery Statuary Pipe thimbles Polish Trimmings and ornaments Stoves, stove furniture, furnaces and parts of. Stone Staves Stays, fence wire Steam tables Launches . Camp Gas, gasoline and oil " Laundry Shovels and fixtures Shovels on trucks Steamers, feed Stearine Straps, box . . . Tin Strnw Board Steel articles Bottle covers . ! Fence picket Shapes, or plates Goods Rickers. .... Rails Stackers Waste Street car and motors combined . . Rollers Steels, corset or dress Steelyards Stems, auger Sweeping machines Stretchers Carpet Pipe Step ladders Curtain Clothesline Ladders and chairs combined. Steps. carriage or buggv Steel ..." Fence Stock Trousers Stereotype backing compound . . . . Plates Sterilizers Sticks, picker Umbrella or cane Stills Umbrella Wire Strips, weather Strops, razor Stucco . .. Stilts, wooden Stirrups Stuff ers sausage Stuffing, hoof Stump pullers Stitch horses Stone. Sucker rods Sugar . . Artificial Boats Crushed Dressed Burnt Sugar, Cane Crystal Stone, paving .... Evaporators Pumice Grape . . Rotten Lemon K ough .... Maple Stoneware Trains or wagons Sulkies Stones, curling R m ery Sulky plows Flattening Lithographic Rakes Wheels Mill Sulphur Oil Sumac ground. Peach Leaves . Pulp grinding Sunshades S^ the Whet Stools Organ Supports, canopy Surgical instruments . Suspender^ Swage blocks Piano Store Sweat pads Sweepers carpet ... N OS Stopcock bones... Index Commueu. Page Item . 46 6 Machines, snow 60 68 Sweeping machines. Sweepings, carpet mill 14 Jewelers Mint Rope mill Woolen mill Swings Switch points Stands Targets Switch boards , Switches Cattle Hair Iron Swords Syrup Cider Coca Cola Coloring Fruit Glucose Lemon , Maple Milk .. Table leaves Legs.C.L Legs, L.C.L Table sauces Slides, L.C.L Slides, C. L Table supports Stuff, C. L Stuff, L. C. L... Tables, L.C.L C. L , Billiard Ironing Steam Turn Tablets, chlorate of potash. . . Paper Tackle blocks Tacks Glaziers Taggers Tags, paper Tin Tailings, jewelers' Tailors' dummies , Tails, cattle Talc Tallow Tampico Tank, iron Stuff, wooden Wagons for farm engines Water evaporators Tankage, packing house Tanks with windmills Butchers' rendering Galvanized steel Iron.N.O.S Locomotive , Oil Water cooler Sectional Wagon Water closet Windmill Wooden Tanners' bark .. 65 Tanners' bark, spent Bate Extract Tanning preserver Tanning extracts Tapioca Flour Tape Tape, insulating Tapers, wax Tar ' Coke Petroleum Target balls Traps Targets, flying Iron, switch Targets, shooting gallery Tarpaulins Tartarine Tea Poys Teasels Tedders, hay Tees, iron Teeth, agricultural implements. . Rake, with implements Threshing machine Telegraph instruments Material, N. O. S Telephone booths . Instruments Telescopes Tenderloins, pork Tenders, engine Locomotive Ten pin balls Pins Tent poles Tents and fixtures Terra alba Cotta Japonica Terne plates Terrapins Test weight casting Tete-a-tetes Theatrical scenery Thermometers Thimbles, stove pipe Thread Thresher screens Threshers Threshing machine teeth Tie buckles Plugs Plates, iron, R. R Tierces Ties, bed spring Cotton bale Hay bale or bands , Hay bale, with nails Railroad, wood R ailroad, iron or steel Tile, building Decorated art Drain Encaustic Fire Locomotive Marble Roofing Tiling, floor Tills, cash alarm Timber.N. O. S Prepared for windmill towers Timothy seed Tin....! ... Page Item 6 64 8 6 23 64 23 16 16 64 154 73 64 64 58 (54 65 64 40 (54 64 64 (54 30 64 2 37 4 4 4 64 64 (54 64 64 47 22 45 10 76 (54 64 (54 64 !54 (54 (54 40 29 61 (54 (53 (54 4 1 4 64 40 7 (U 37 88 74 64 40 64 (54 (54 65 64 (54 (>:> 64 65 65 IV, 46 59 65 399 Index Continued. Tin articles . . Page 65 Item 11 Track hay carrier Item 9 9 Can stock Crystals 13 65 36 13 Guages Levels 40 65 61 75 Discs 6") 16 Tracks, portable 65 76 Phosphor . 65 6 Transform ers, electric 65 78 Dross 65 17 Transplanters, tobacco 3 26 Foil 65 20 Traps, animal 65 79 65 10 Hird . 65 79 ' Plate 65 25 Fly .... 66 1 Plate- bars 40 55 Game . 66 2 Scrap .. . . . 65 8 Grease 66 3 Scrap with junk 41 38 Rat .... .... 66 5 Straps 65 27 Sewer, gas 66 4 Ware 65 31 Steani 66 6 Tinners' trimmings 65 30 Target 65 80 Tire benders 40 56 Traveling bags empty 67 37 Shrinkers 40 57 Traveling bags filled with goods. . 67 38 U psetters 40 58 Trays, tin 65 29 Tires locomotive 44 35 Gas 75 47 Pneumatic 57 79 Jewelers' 10 55 Rubber 80 Sheet iron 66 9 Wagon 71 35 Thread 11 6 Tobacco 65 35 Wooden brick . .. 75 5 Axes . H 28 Treenails , wooden 66 10 Cut 65 35 Tree diggers 3 28 Cutters 20 54 Protectors 40 62 Knives . . .. 41 62 Pruners 66 11 Leaf .. 65 39 Trees and shrubbery 66 14 Plug 65 42 Christmas 66 12 Scrap 65 49 Saddle 33 74 Smoking 65 35 Trellises . .... 66 20. 65 50 Tricvcles 8 51 Transplanters 3 26 Childrens' 71 54 Toboggans. 65 52 Parts of 8 52 Toe calks 40 60 Trimmings, beef. 47 48 Toilet articles 11 11 Coffin .. .. 1? 21 Boxes or cases 11 10 Furniture 30 36 Paper boxes or holders 11 12 House, wooden . 5? 38 Sets and boxes 11 11 Trunk 66 47 Tools, carpenters. 65 Pork 47 48 Tomnto pickles 65 54 Stov e 63 14 Pulp 65 55 Tripe 48 19 Tomatoes 67 59 Tripods, C. L 27 20 Tongs pipe 54 42 L. C. L se 25 Pipe with oil well supplies... Track or rail 51 39 27 52 Tripoline Tripoli . .. 66 66 27 22 71 37 Trolley poles and stands 66 28 Tongues, pickled 48 17 Trough hangers 82 7 Smoked 48 18 Troughs, eave, galvanized iron 22 5 71 1 Watering 66 29 Tonic beer 43 58 Wooden 6 Hop tea Tonics 43 43 58 58 Trousers stretchers Trucks 63 66 28 31 Tonka beans Tool chests . 8 65 22 56 Baggage Basket 66 66 37 31 Tools 65 58 Binder li 36 Drilling 21 Car . . , 66 33 Edge 65 58 Farm ancl logging 68 30 Ice Mechanics' 65 65 59 61 Electric motor Hand 66 66 35 37 with roofing outfits 57 32 Hook and ladder 44 Toothpicks 65 62 Hook and ladder, toy 71 53 70 Logging 68 30 Braces for children's vehicles 72 12 Railway, returned 15 40 Tops, chimney 22 3 Soap frame ?,5 72 31 16 Streetcar 66 35 Mantel 29 94 Warehouse 66 37 Peg 65 63 Willow basket 66 31 Trunk. 66 45 Trunk boxes 66 40 Vehicle . 70 19 Covering, sheet metal 66 42 Torches, campaign 65 64 Slats 66 43 Painter,' 65 65 Straps, metal 66 44 38 Tops 66 45 Toy 65 67 Trimmings. 66 47 Tow 65 68 Trunks . 66 48 46 37 filled with goods 66 50 Toys 65 72 Toy - 66 55 Track cleaners... 65 74 Tubes, filter 66 26 400 Index Continued. Tubes, iron Page Item 59 Vat cream or cheese Page 17 Item 15 Paper Speaking 66 66 56 57 Wooden Vault and prison work . 17 40 18 70 Steel 40 65 Boxes or safes 39 70 Tubing, brass. 66 60 Fronts or doors 39 71 Copper 18 70 Light glass 31 40 Iron . 40 66 Lights 67 54 Pump, wooden . . . 56 47 Vaults, grave 67 55 Tin with pumps 66 56 63 46 Vegetables, N. O. S., L. C.L.... Canned ... 67 IS 58 35 Wooden 66 64 Desiccated 68 2 Tubs, bath 66 65 Dried 68 1 Tubs, butter Butter, returned 75 IS 15 8 in glass, N. O. S Green 67 67 63 59 Galvanized iron . 67 2 Mixed, C. L 67 59 Lard 75 15 Vehicles, C. L 68 5 Laundry, earthenware Laundry, iron . . .. . . 67 67 4 4 L.C.L Children's 68 71 15 54 Laundry, wooden Metal and wood 67 66 5 67 Returned repairs Harts of 68 70 9 9 Sinking , 67 1 Vellum 72 38 Steel, coal hoisting 18 9 Velocipedes, children's, C. L . 71 54 Wooden . . 67 5 Children's, L. C. L. 72 13 Tufts, leather 43 8 Railroad 68 17 Tumblers, glass 32 18 Veneered wood .. 72 39 Turn tables . 63 64 Veneering 72 42 Buckles, iron Turned woods 40 67 67 6 Ventilators Window . 72 72 44 45 Turnips 67 59 Vermicelli 72 46 Turpentine ... 67 7 Vessels, brass 11 30 Turtles 67 11 Copper 19 12 Tuyeres 67 12 Vinegar .. 72 47 Twine N. O. S 67 15 Vinegar chips or shavings 59 36 Binding 3 30 Vines, grape .. 32 54 Type .. .. 67 18 Violin cases 72 50 Cases 67 20 Vises 36 44 Metal 67 23 Vitriol, blue 72 51 Metal , scrap 67 22 Oil of 72 52 Rubber 57 77 Writers 67 24 Writers, covers 67 27 W Writers, stands 67 25 Wadding 73 1 u Wagon brakes or locks Beds 71 71 28 26 Ultra marine blue 67 28 Bodies, beer Bodies with tops 70 70 16 20 Umbrellas 67 30 Bows .. 72 26 Wagon 71 34 Brakes 71 28 Umbrella handles . . . kibs Stands 67 67 61 31 32 81 Carriage and plow casting Carriage and sleigh wood Dumps .. 72 72 35 36 29 Sticks 76 18 Gate rods 71 7 Stretchers 67 32 Gears 70 42 Tubes 66 59 Irons, forged 70 35 Uppers, shoe 42 66 Jacks, hand .... . .. . 41 17 Urinals, iron 67 33 Springs with wagon material 72 83 Urns, coffee 67 35 Wheels . . 72 37 Wood 72 19 Wagonettes 69 18 V Wagons ... . 69 1 Advertising .. 68 32 Vacuum pans .... 67 36 Beer 68 33 Valise frames 25 72 Children's, C. L 71 54 Valises 67 37 Children's, L. C. L 72 14 Valises filled with goods 67 38 Dump portable . .. 18 65 Valves, N. O. S 67 42 Farm 69 1 Brass . 11 27 Freight 69 10 Valves, iron 38 39 Hose . . 69 10 Vanilla bean refuse 67 43 Ice 69 10 Varnish . 67 44 Logging . . . 68 31 Vaseline . 67 48 Parts of, N. O. S 71 38 Vases, coal 18 14 Racing 69 25 Glass 32 19 Self-propelling 72 7 Iron 40 69 Spring 69 6 Terre cotta . 64 62 Spring, passenger 70 7 Vats 67 51 Sprinkling, C. L 68 6 Vat stuff... 67 51 Sprinkling. L. C. L.. 69 4 401 Index Continued. Wagon, tank, tar Page 9 Item 8 Wheel flanges ^ age 40 Item 78 Tank, for farm engines 3 31 Guards or fenders 78 63 Wainscoting and paneling 73 2 Wheels, rough iron 74 7 Walkers and rockers, combined Bicycle 8 52 with children's vehicles . .. 71 54 Bicycle sulky 71 39 Wall cleaning paste 73 5 Buggy . . . 71 4.9 .Finish . .. * 20 72 Bull 3 44 Paper 50 Bull oil well 51 27 Plaster 54 54 Car 37 9 2 Pockets 30 26 Carriage 71 49 Protectors .. 73 6 Cart . 71 42 Wardrobes, C. L 27 21 Children's vehicle 74 1 L.C. L 30 28 Dummy 71 43 Warp beams 8 17 Emery . 99 37 Carpet . . 14 37 Fifth 88 7 N. O. S 73 9 Gear electric motor 40 79 Wash benches 73 10 Implement agricultural im- Boards 73 1? plement 4 28 Boilers 10 14 Locomotive 44 35 Stands 32 Iron or steel machine finished 40 fcO Stands, iron 30 33 master for agricultural imple- Washers, coal .. .. 45 36 ments . 3 44 Iron 37 5 Polishing 74 10 Ore 51 52 Rubber tired. 71 40 Washing compound 73 17 Rubber tired for children's Crystals 73 20 vehicles 79 18 Extracts 73 21 Solid wood iron tire 71 45 Fluid.... 73 22 Spinning 61 46 Liquid 73 18 Spring wagon 71 42 Machines, hand 46 8 Steel or iron in the rough 41 1 Machines, steam 46 11 Sulky 71 39 Waste broom corn 11 75 Turbine 74 11 Waste jute 41 42 Vehicle in the white . 71 46 Water closet hoppers 73 30 Wagon 71 42 Closet ranges 73 32 Wagon, N. O. S 71 48 Seats ... . . 73 28 Iron wagon 71 44 Closet tanks 73 34 Water 41 4 Closets 73 23 Wheelbarrow 74 14 Water coolers 73 38 Wood or iron 74 8 Gates 30 51 62 45 Gangers 30 58 Whiffletrees 70 29 Heaters . 34 28 4 5 Pipe 40 73 Iron 70 34 Wax 73 9 Whip sockets 33 79 Figures 73 48 Whipstocks 81 1 Figures, museum outfits 73 49 Wooden ... 34 2 Fruit can 73 45 Whips 33 77 Harness ' 33 71 Whiskey -18 51 Japan . 73 41 White lead 52 23 Mineral 73 42 Whiting 71 16 Paraffine . 73 43 Wicking. 71 17 Sealing . . 73 44 WiJlow cuttings 74 18 Shoe 73 4(5 Ware 74 9 Tapers 73 50 Windlasses 74 21 Vegetable, N. O. S Weather strips 73 63 47 29 Windmills with implements . 46 36 21 Vanes 73 5l 1 21 Webbing, burlap or jute 73 53 Window caps cement 16 54 Klastic 73 54 Cleaners 17 57 N.O.S 73 52 Cornices . 74 22 Wedges 40 74 Frame wood 74 23 Weighing machines 45 38 Frame, iron 38 18 Weights, clock. 17 63 Glass 31 44 Iron, for folding beds.L. C. L. 30 35 Hollands 74 24 Iron, for folding beds, C. L 27 22 Shade cloth 59 27 for hoisting machines 40 76 Shades . 74 26 Paper 32 9 Sills cement 16 54 Sash . .. 39 73 Sills, iron ,88 18 Scale testing .. 40 51 Sills slate 60 54 Welding compound 18 46 Ventilators . . 74 27 Well augers 51 27 Wine 43 51 Boring machines 51 27 Wings plow . 4 14 Points 40 77 Wire N O S 74 28 Whalebone 73 55 and wood fence, combined ?,3 72 Wheat, cracked . . 19 67 Aluminum 5 22 Wheelbarrows 73 57 Harbed 74 29 Children's ... 72 14 Baskets . .... 7 47 Children's, C. L . . 71 5t Binding .. 3 32 26 R W 402 Index Concluded. Page Item Wire bonnets 74 40 Box straps 37 6 Brass 74 31 Checkrowers 3 40 Cloth, iron or steel 17 71 Copper 74 32 Coppered 74 34 Fence 74 35 Fence, board 23 69 Fence staples 74 48 Fencing, N. O. S 23 64 Fencing (ornamental strip) ... .23 69 Galvanized 74 34 Goods, N. O. S 74 42 Insulated 74 36 Insulated, copper 71 Iron 74 37 Lath 74 49 Mattress. ., 74 38 Nails 74 48 Netting 23 69 Panel 23 66 Pans 74 41 Rods 74 45 Rope 74 51 Springs 61 60 Steel 74 39 Stretchers 63 24 Telegraph 64 49 Ties 74 30 Work for interior finish 74 44 Woven for mattresses 74 38 Witchhazel 23 23 Wood alcohol 43 52 Wood and wire fence, combined.. 23 72 Carriage 72 19 Filler 74 52 Flour 74 54 Fuel 74 55 Kindling 74 56 Petrified 74 57 Pulp 9 57 Pulpboard 74 59 Sleigh 72 19 Wagon 72 19 Wooden ware 76 22 Wooden figures 74 62 Wooden pipe 54 39 Woods of value 74 63 Turned 74 68 Wool 76 23 Cards 76 25 Mineral 49 9 Waste 76 26 Woolen mill sweepings 76 28 Workbenches... 8 46 Workers, butter Worms for stills Wrappers, bottle Wrapping paper Wrenches, with oil well supplies Iron Monkey Pipe Screw Wringers and wash benches com- bined Clothes Centrifugal Page Item X-ray machines. Yachts Zinc Ashes Battery Chloride of Dross . . 46 13 62 20 Yardsticks 76 39 Yarn 76 40 Hair 76 46 Jute 76 47 Lath 76 48 Linen 76 49 Woolen 76 50 Yeast cakes 76 51 Powders 76 53 Yellow metal 76 54 Yolks, egg 22 15 Yokes, neckage implements 4 5 Xeck and wagon material 70 29 Ox .. 76 55 76 56 6 17 8 14 76 58 76 67 Flue dust 76 09 Nails.'. 76 70 Scrap 76 62 Scrap with junk 41 38 Sheet 76 64 Skimmings 76 71 Stove boards 76 72 Sulphate of 76 66 Zylonite goods 76 73 YC 89066 / c- UNIVERSITY OF CALIFORNIA LIBRARY