Chapter XXIV: Part II: Fine data

1905. Acworth, W, M.; Elements of Railway Economics, pp. 99-118.

1909. Dunn, S. O.; Uniform Classification, _Railway Age Gazette_, XLVII, pp. 413, 462, 497, 552.

1911. Hammond, M. B.; Railway Rate Theories of the Interstate Commerce Commission.

1912. Strombeck, J. F.; Freight Classification. (Limited to classified schedules.)

[316] 10 I.C.C. Rep., 281; 13 _Idem_, 111; 4 _Idem_, 32; 9 _Idem_, 264; 17 _Idem_, 511; 23 _Idem_, 242; 2 _Idem_, 1.

[317] Railways in the United States in 1902, by the Interstate Commerce Commission, 1903. Part II, p. 24, gives much data on changes of classification of specific articles since 1886.

[318] For the rate advances of 1900, mainly effected by this means; U. S. Industrial Commission, IX, p. 859, and XIX, p. 282.

[319] _Cf._ underclassification as a means of rebating; p. 190, _supra_.

[320] The Official Railway Guide of the United States gives the personnel of scores of these associations annually, with a definition of the territory of each.

[321] 3 I.C.C. Rep., 473.

[322] Acworth's Elements of Railroad Economics, p. 104, is best on England. _Cf._ McPherson's Railroad Freight Rates, p. 148.

[323] _Op. cit._, p. 149.

[324] Cullom Committee, Testimony, p. 759.

[325] _Railway Age Gazette_, September 8, 1911, p. 458.

[326] P. 385, _infra_.

[327] 3 I.C.C. Rep., 473.

[328] Railways in the United States in 1902, I.C.C., 1903, Part II, p. 39; In the South in 1876 only 6 per cent. of items had carload ratings; while in 1902, 65 per cent. were so favored, as compared with 82 per cent. in trunk line territory and 81 per cent. in the West.

[329] The Intermountain Rate cases are fully discussed at p. 610, _infra_.

[330] Samuel O. Dunn, _Railway Age Gazette_, September 10, 1909, p. 462, is best on this. Cf. 8 I.C.C. Rep., 368.

[331] Proposed rate advances November 29, 1910.

[332] 22 I.C.C. Rep., 565.

[333] 22 I.C.C. Rep., 585. Cf. also 23 _Idem_, 395, on articles too large to be loaded through the side door or too long to be loaded through the end window.

[334] Hammond, Railway Rate Theories, etc., 1911, p. 42, analyzes interstate commerce decisions as to these. Strombeck, Freight Classification, 1912, pp. 35-60, also discusses the various factors entering into cost.

[335] 6 I.C.C. Rep., 295; 10 _Idem_, 255.

[336] 4 I.C.C. Rep., 611; 9 _Idem_, 382. But compare 23 _Idem_, 663, fixing the rate on stock cattle at 75 per cent. of that for beef or fat cattle. How about cost of service here?

[337] 10 _Idem_, 327.

[338] _Cf._ revenue per ton mile by commodities, p. 421, _infra_.

[339] _Cf._ p. 412, _infra_, on the significance of revenue per ton mile.

[340] 6 I.C.C. Rep., 88; 9 _Idem_, 382; 4 _Idem_, 48. On freight rates and prices compare Rep. U. S. Industrial Commission, XIX, p. 366, and chap. X, _infra_.

[341] Hammond, Railway Rate Theories, p. 14 _et seq._

[342] _Ibid._, pp. 27 and 36.

[343] _Ibid._, p. 29.

[344] 14 I.C.C. Rep., 127.

[345] _Freight_, February, 1905, p. 61.

[346] 10 I.C.C. Rep., 281.

[347] 17 I.C.C. Rep., 197. But compare 23 _Idem_, 7, on stock and fat cattle; and 14 _Idem_, 127, on "big-vein" and "small-vein" coal, as above.

[348] 20 I.C.C. Rep., 426; 21 _Idem_, 41.

[349] 2 _Idem_, 1.

[350] Evidence before the Interstate Commerce Commission and the Industrial Commission as to freight rate advances in 1900 proves this point.

[351] Pp. 108, 118, etc., _supra_.

[352] Sixteenth Annual Report I.C.C., 32; 19 I.C.C. Rep., 244; 21 _Idem_, 349 and 418.

[353] 18 I.C.C. Rep., 459.

[354] _Cf._ Annual Report, I.C.C., 1909, p. 11.

[355] McPherson, Railroad Freight Rates, pp. 117-148, is good on this.

[356] Cotton pools in the South; _cf._ vol. II.

[357] 23 I.C.C. Rep., 151, investigating the transportation of wool affords a fine example.

[358] 3 I.C.C. Rep., 473.

[359] United States Industrial Commission, XIX, 1901, p. 281.

[360] P. 387, _infra_.

[361] _Cf._ testimony of Wicker before the Cullom Committee in 1886.

[362] 22 I.C.C. Rep., 303.

[363] 7 I.C.C. Rep., 92.

[364] Samuel O. Dunn, _Railway Age Gazette_, September 10, 1909, p. 463. Cf. 12 I.C.C. Rep., 510; 9 _Idem_, 440; and 23 _Idem_, 504.

[365] The following wide variations as between the different classifications appear in these excerpts alone, varying from 40,000 to 12,000 lbs. in the Southern Classification, for instance.

Official Classification--
Scrap zinc 36,000 lbs.
Acetic acid in carboys 24,000 lbs.

Western Classification--
Advertising matter 24,000 lbs.
Advertising racks, iron 30,000 lbs.

Southern Classification--
Zinc concentrates 40,000 lbs.
Fodder shredders 12,000 lbs.
Harvesters 15,000 lbs.

Search through the entire list would doubtless disclose a far wider range, with coal or iron at 90,000 lbs. or more, and feathers at the foot of the list.

[366] 23 I.C.C. Rep., 158.

[367] 11 I.C.C. Rep., 328.

[368] Changes in minimum carloads since 1887 by commodities are fully described in "Railways in the United States in 1902," I.C.C., 1903,