The daily telegram. [volume] (Clarksburg, W. Va.) 1901-1926, 1913-03-10

parallels the Plttsburg district. when
rates east and west are considered,
that a different basis seems inde-.
feasible Should the Baltimore and
Ohio for selfish reasons, decline to-
take this view. after all the facts are
presented, which give color to the
comparison, the facility is established
and is of ready access for determine
ing the correctness OF this presump-I
ton.
Errors in judgment that were made
long since, in determining the rates,
made by proper negotiation and dis,
play of the facts, and some patience,
be corrected, without INDUCING in
the last resort, that of Ming complaint
with the commission. All advocate
this method. yet as stated, a reluct-
ance on the part OF the Baltimore and
Ohio 70 make general changes might
deay the adjustment of all the rates
required TO be changed. The railroad
should accord its cooperation, 5ut the
policy set for the traffic officials by
the management may prevent it.
A few instances of the present I'M
equaliiies in the class rate schedules
shown at Grafton, Clarksburg and
Fairmont, when the rates from these
points to western trade centers, such.
as Chicago, ST. Louis, Cincinnati, Coll
umbus, ETC., are so arranged as to
pay rates ranging from FIVE per cent
for the first class and scaled down to
two per cent for the sixth class, high
er than the rates from Pittsburg and
this same basis applies on movements
in the reverse direction, that are from.
these trade centers to the West yir-
ginia points mentioned. The
rates from the latter to the eastern
trade centers, New York, Philadel-
phia, Baltimore, ETC., are on the fiat
Pittsburg rate in either direction SO
long as the business moves exclusive
ly over the rails of the Baltimore and
Ohio or their affiliated lines. In both
that is to the east and
west, the lower mileage obtains from
the West Virginia points. Now, in
general practice, if Pittsburg basis
is justified to the east, it must be
proper to the West, there is no pecu-
liar condition that justifes one and
not the other. When rates to and
from branch points in the vicinity of
clarksburg are re- iewed one finds that
the rates are 4 reased when from
the east, as distance, for Weston
from six cents for the first class to,b
four for the sixth class above the
Clarksburg rates, whereas, on ship-il
ments in the reverse direction the in
crease is from thirteen cents for the
first class to four cents for the sixth
class and this same point, weston. I
when shipping to western centers
must pay an advance over Clarksburg
Of seventeen cents for the first class
to five cents for the sixth class, and
in the reverce direction from ten'E
cents for the first class to three cents
Tor the sixth class. So it will be
readily seen that much confusion and.
no defensible basis of rates are at
present operative and while this con-
lition displays an erratic system for
class rates, the chaos of commodity
rates is equally apparent. The prop
osition of remedy seems to lie in the
of Pittsburg rates east
and west for points within radius
Of forty miles of Clarksburg, where
the haul exceeds say one hundred
miles, and a reasonable advance to
and from points located on the
branches south thereof.
With proper support OF all the in
terests affected a revision of the rates
at present assessed can be accom-
pllshed.