The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1909-07-08
RAILROAD NEWS.
All Lines Are Working for uni
form Classification.
To Harmonic Differences in
Different Sections.
COMMITTEES AT WORK
VIII Make Freight Rates Much
Easier to Diagnose.
Other Items OF Interest in
Railway Circles.
AT WORK

Substantial progress is being made
by the railroads toward agreement
upon a uniform Neutrality-suspicious.
fty of rules, minimum weights and de-
scr1ption of articles-upon which to
base rates upon freight moving in all
parts of the country.
At present the same articles are at
times differently classified. and, there
fore, pay different rates OF freight, &C
cording to which of the three classif1-
cation territories in which they move.
When articles are differently classified
considerable confusion is likely to arise
when they move from one classification
territory to the other. Railroad men,
however. recognize the evils of the sit
uation, and effective efforts are being
made to meet them.
Just how important this problem is
to the trade Of the country may be
partially realized by considering the
fact that practically all the commodi-
ties which move as freight over the
railroads are included within one of
less than a dozen Glasses" and that
the freight rate which is charged de-
ponds upon the class under which an
article is described. To change the
classification of an article, therefore, is
to change its freight rate between all
points. AS there are millions of rates
depending > upon the classification
the subject involves the fundamental
freight rate structure of the country.
Some commodities are now classified
differently in each of the three terri
tories. 1t must be obvious, however.
that uniform classification cannot be
produced by reducing all articles to the
lowest class under which they now
come in any of the three standard
classifcations.
At present there are three existing
systems Of classifying freight traffic in
this country. In these three territories
manufacturing industries and trade
centers have developed and become in
terwoven with the existing basis of
classification and rate schedules; but
the marked dissimilarity of conditions,
physical and commercial under which
transportation companies are operated
in these different sections, has created
differences in the fundamental prin-
ciples of freight classification and ter
ritorial rate adjustments.
For many years efforts have been
made TO harmonic the differences in
classification, but such attempts did
not amount to much until after a meet
ing, in 1907, of executive representatives
of the important railroads in all the
territories. A committee was appoint
ed consisting of representatives from
each of the three classification terri
tories, to undertake the preliminary
work looking toward one uniform
classification.
Some idea of the complications with
which the committee was confronted
may be found in the variation in ratings
for carload and 1ess-than- carload ship
ments, as presented by the three CLASH
fications, as shown in these figures:
In the Southern classification there
were 3,503 less-than-carload and 773
carload ratings, the carload ratings be-
ing 221 per cent Of the less-than-car-
load ratings.
In the Official classification 1852 less
than-carload and 1926 carload ratings
were made, the carload ratings being
72.4 per cent of the Iess-than-carload
ratings.
In the Western classification 5.729
less-than-carload and 1850 carload rat
ings were made, the carload ratings be-
ing 1913 per cent Of the less-than-car-
load ratings.
In the Southern classification So 90
per cent of the Iess-than-carload rat
ings are in the fifth, sixth and lettered
GLASSES.
In the Official classification only 125
per cent of the less-than-carload rat
ings are below fourth class.
In the Western classification no less
than-carIoad ratings are below fourth
class.
To reconcile such ratings, it was evil
dent that material advances and reduc-
lions IN rates would have to be made.
the effect of which either upon trade