Chapter IX: Freight Classification

Importance and nature of classification
described, 300.--Classifications and tariffs
distinguished, as a means of changing rates, 301.--The
three classification committees, 304.--Wide
differences between them illustrated, 305.--Historical
development, 306.--Increase in items
enumerated, 309.--Growing distinction between carload
and less-than-carload rates, 310.--Great volume of
elaborate rules and descriptions, 312.--Theoretical basis
of classification, 314.--Cost of service v. value of
service, 315.--Practically, classification based upon
rule of thumb, 319.--The "spread" in classification
between commodities, 319.--Similarly as between
places, 320.--Commodity rates described, 322.--Natural in
undeveloped conditions, 323.--Various sorts of commodity
rates, 324.--The problem of carload ratings, 325.--Carloads
theoretically considered, 326.--Effect upon commercial
competition, 327.--New England milk rates, 329.--Mixed
carloads, 331.--Minimum carload rates, 322.--Importance
of car capacity, 334.--Market capacity and minimum
carloads, 336.

Uniform classification for the United States, 337.--Revival
of interest since 1906, 339.--Overlapping and
conflicting jurisdictions, 340.--Confusion and
discrimination, 341.--Anomalies and conflicts
illustrated, 342.--Two main obstacles to
uniform classification, 345.--Reflection of
local trade conditions, 345.--Compromise not
satisfactory, 346.--Classifications and distance tariffs
interlock, 347.--General conclusions, 351.

CHAPTER X

THE TRUNK LINE RATE SYSTEM: A DISTANCE TARIFF

Conditions prevalent in 1875, 356.--Various elements
distinguished, 358.--The MacGraham percentage
plan, 360.--Bearing upon port differentials, 361.--The
final plan described, 363.--Competition at
junction points, 368.--Independent transverse
railways, 370.--Commercial competition, 372.--Limits of the
plan, 375.--Central Traffic Association rules, 376.