Fort Worth gazette. [volume] (Fort Worth, Tex.) 1891-1898, 1891-11-26

| connecting lines on 200-mile haul our reVe-
| nue. for l0D-mile haul would be 80 per cent
| less than the commissioners tariff to any
| one line for a corresponding haul; on q 300
mile haul, for our $50 miles we would re-
| celve 81 cents as against commissioners
| tariff of Is cents, equal to 3615 per cent OF
| the commissioners straight mileage rate
| for $50 miles. On 500mile haul we would
| receive for our go miles 10 cents against
| the commissioners straight mileage rate of
| l519 cents for 250-mile haul, a reduction of
| 81 cents per 100 pounds, and for our $50
mile haul we would receive "a cents less
| than the commission considers an equitable
rate for a 100-mile haul on any one line.
A corresponding result is equally appli-
| cable on cotton meal, ETC., and cotton
seed hulls.
Under the commissioners wood tariff, it
would be impossible to Interchange any of
this traffic with connecting lines without
loss of revenue resulting to the company
Three dollars day demurrage on car
| would be blessing in disguise against the
transportation of this traffic interchanged
with connecting lines under commissions
rates.
The commissions lumber tariff affects
our revenue west of Harold very ruin
ously, in that it is built up on short hauls
on high basis entirely disproportionate to
the advance allowed on long haulS. The
maximum rate of 81 cents is only reached
thereby allowing 10 cents, or less for 600
miles additional service than is allowed foTs
the first 100 miles, IA cents. All our bust
ness west of Harold, and on that portion
OF our line where we can least afford to
stand reduction, being long hauls on lum-
Der, must, as the commission can readily
perceive, most seriously affect our revenue.
Every pound of our lumber comes from
connecting lines. As an illustration of the
effect the commissions tariff has upon our
rates, l will take jefferson, on the Texas
and Pacific railway, 1875 miles from Fort
Worth, as an average haul on lumber from
Texas and Pacific points to our line. The
old rate, jefferson to Vernon, was 26l
cents; new rate. 81 cents; reduction, 81
cents. Old rate, Jefferson to Quanah, 1885
cents; new rate, q cents; reduction, "a
cents; 6SI cents of this reduction has to be
borne by the Fort Worth and Denver City
railway. Old rate, jefferson to Childress,
29$ cents; new rate, % cents: every cent
of this reduction has to be borne by the
Fort Worth and Denver City railway.
Jefferson to Cary, Newlin, Salisbury and
Memphis, old rate, 2SS4 cents; new rate,
% cents; ~ cents reduction to each point,
borne by the Fort Worth and Denver City
railway. jefferson to Giles, Rowe, Leila,
Clarendon, old rate, 1854 cents; new
ard and Goodnight, old rate, 80
cents, new rate, % cents; reduction borne
b. the Fort Worth and Denver City rail
way of cents per 100 pounds. Jefferson
to Claude, Washburn, Panhandle City,
Pullman, Amarillo and Sanborn, old rate,
30 cents, new rate, "a cents; reduction OF
cents per 100 pounds. g cents of which is
borne by the Fort Worth and Denver City
railway. jefferson to Field, Ady. Tascosa,
Cheyenne. Charming and Duncan, old rate,
81 cents, new rate, % cents; reduction OF Z
cents per 100 pounds, cents borne by the
Fort Worth and Denver City railway. JEFF
ferson to Hartley and TeXline, inclusive, old
rate, 30 cents, new rate, 26 cents; reduction
Of 6 cents per 100 pounds, cents borne by
tue Fort Worth and Denver City railway.
Under the commissions tariff the maxi
mum revenue which we derive on any of
our business for 100-mile haul, using Jeffer-
son as the average station from Texas and
Pacific mills, would be 9 cents per 100
pounds, against the commissions tariff of
IA cents. For $50 miles, applying same ba-
SIS, our maximum revenue would be 10
cents per 100 pounds, against the commits
siOn's mileage rate of IA cents for 100
miles; for 200 miles, applying same basis
II cents per 100 pounds, against the COM
missions tariff of II cents for 100 miles
$50 miles, IA cents per 100 pounds, against
the commissions tariff of IA cents for 100
miles; 800 miles, Is cents, against the COM
missions tariff of II cents for 100 miles;
$50 miles, 16 cents, against the commits
sion s IdrlH VI IA Genus LOT lUV HllleS, 4UD
miles. II cents, against the commissions
tariff of IA cents, for 100 miles; 452 miles,
our maximum haul, Fort Worth to TeXline, |
l6 cents. against the commissions tariff of |
II cents for II niles. In other words, we |
derive for 452 miles cents per 100 pounds
more than the commits sion's tariff considers |
an equitable charge for 100-mile haul. |
! merely cite the foregoing to demonstrate |
to the commission the effect the construc- |
tion of their tariff has on our line. both as |
regards the application of straight mileage |
rates on business interchanged with our
connections, and the extreme mileage al |
lowed before reaching the maximum rate, |
building up to this maximum rate on very
slight advances after reaching compare
lively long hauls. The commission has not |
even allowed US in their tariffs Nos. 3 to 5 |
the 10 per cent allowed west of Childress,
and the construction by the commission |
that this 10 per cent snail not apply to the
through rate, but only to the local tariff of |
the line to which it applies for its haul,
makes even this concession, when granted,
a very small one, but by no means on this
account to be despised.
The Fort Worth and Denver City railway
is bonded for $4,000 per mile; its stock,
$50, 900 per mile. 1t has never paid cent
of dividend on its stock since the road was
built. | do not think the commission will
claim that less than over $50, 600 per mile has
been expended on the road, it equipment,
etc, nor that any causes exist why fair and
equitable return on the investment should |
not be Allowed to the investors, nor should
the commission fail to take into considera-
ton the nature and conditioner the country
Us generally understood at the time it was !