The Washington herald., 1914-08-02

VIII De very maIeTlaily anu AahOAADAy
affected by the increase granted In the
central freight association territory. as
in many cases more than 30 per cent Of
the mileage OF big system les In this
territory 49,.
Moreover, 1t finds. the aggregate mile
age Of roads in central freight associa-
ton territory is greater than all Of the
roads in New England and trunk line
territories combined Thus, more than
two-thirds OF the New York Central sys-
TEN lies in the central freight associa-
ton territory, while nearly one-hah of
the Pennsylvania and more than one
half Of the Baltimore and Ohio lies there.
Roads Are Prosperous.
The systems in trunk line territory
which have no mileage in central freight
association territory says the sum
mary. ARE in large part roads with large
anthracite coal traffic. and they are very
prosperous"
The report, which comprises seventy
seven printed pages, was written by
Commissioner Harlan and signed by
Commissioners Clements, Clark, Meyer,
and" Hall Commissioners McChord and
Daniels each filed a separate opinion,
differing from the majority as to q part
Of the findings.
The official summary, in part, follows:
The contention of the railroads that
their revenues under the present scale OF
rates are inadequate is sustained, the
commission saying that the operating
income Of the railroads in Official clas-
sihcation territory, taken as a whole, is
smaller than Is demanded in the interest
of both the general public and the rail-
roads
The present financial difficulties OF the
railroads are recognized by the commits
sion as a problem not only of the rail-
roads, but of the public, which it is the
duty Of the commission to help solve.
The commission points out that the
official classification territory embraces
three rate territories, known as the New
England territory. lying east Of the Hud-
son River: the trunk line territory, lying
between the New England territory ana
the BufIalo-Pittsburgh line, and the CEN
trail freight association territory. lying
between the Bunalo-Pittsburgh line and
the Mississippi River. and that the fnan-
cial and traffic conditions Of the rail-
roads operating in these three rate terri
tories differ widely. The commission
finds that the rates in centfaT freight as
sociation territory, as a whole, are notl
only lower than the rates in either trunk
line or New England territory, but that
they are lower than the rates in. any
OINeT part OF IAE I nlleu SldlSs IL
average freight rate had been as high
on the central freight association terri
tory lines as on the roads in trunk line
territory the former would have earned |
in 1913 ST. go, 900 more than they actually |
did, and that the twenty-eight represent |
ative roads in central freight association
territory, which are most in need, would
have earned $4,000. 900 more.
The Aggregate Mileage.
The aggregate mileage Of the roads in \
central 4reight association territory is
greater than that Of all the roads in the
New England and trunk line territories
combined. The increase IN revenues re-
sultihg from increases in rates in central
freight association territory will anord
some relief to practically all the lines in
oficial classification territory which are
in need of additional revenues. except the
New England lines, whose needs are be-
ing locally cared for.
The commission finds that the carriers
operating in central freight association
territory are entitled to an increase not
exceeding ) per cent on all class and
commodity rates on shipments wholly
within that territory, except the rates on
coal coke iron ore, cement, brick, tile,
CLAW. starch, and plaster, as to which the
carriers did not sustain their burden of
proof and any rates which are controlled
by specifc unexpired orders Of the COM
mission.
The proposed increases in Iake-and-rail
rates and in rates between central freight
association territory and other portions
of official classification territory. are dis
allowed The effect Of the findings Is
also to disaIlow the application Of the
proposed minimum increase Of 5 cents
a ton on those commodities for which a
charge is now made of less than 81 a
ton This minimum increase, in some
instances, would have resulted in in
creasinE rates as much as 3 to 50 per
cent.
The commission finds that the financial
conditions Of the carriers in trunk line
territory do not warrant a general in
crease Of feight rates and that the needs
Of the New England lines are being cared
for locally, and disallows the proposed
increases in those territories; but under
the title of How carriers may increase
their revenues" finds that great oppor-
tunity exists for increasing the net reve-
nue. of all carriers in official classification
territory otherwise than by resorting to
general advance in their freight rates.
and makes the following specific sugges-
tions:
The commission suggests that, follow
ing the plan adopted in New England,
conferences be held between the State
the carriers and represent
atives of the public with a view to ad-
vancing such passenger fares as may be
shown to be clearly unremunerative.
With respect to fares fixed by statutes
in certain States, the commission ex-
presses confidence that il these fares are
clearly shown to be unduly burdensome
TO the carriers the people of those States
will cheerfully acquiesce. the people
Of New England have done, in reasonable
increases. and that the necessary legis-
lative authority viii be promptly given.
As to Special Services.
The commission suggests that all rail-
roads in official classification territory
should ascertain TO what extent
speciaI services now being rendered by
the carriers to shippers for which no spe-
cial charge, or a noncompensatory charge,
is made constitute an unjust bur-
den upon the carriers or result in unjust
among the shippers In
this connection the commission calls at
tentton to compilations prepared by II
from the carriers answers to the COM
missions Inquiries showing the practice
of individual roads as to: "(aD allowance
of free time for loading or unloading
carload freight; Cb) collecting and deliv-
ering freight; (c) storing freight: I'D
Transporting containers; (e) furnishing
and transporting dunnage, preservatives,
etc; 90 furnishing or paying for wharf
age and dockage; (g) refrigeration serv-
ice; Ch) loading and unloading carload
freight: % reconsigning carload freight;
IL rTn.