Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1925-02-05

should be understood that all ship
pers In the territory in question did
not Join in the request. but there
was meeting Of q number Of rep
resentative shippers including rep
resentatives of Chicago, New York,
Boston and numerous other i'm
portant centers who did Join in the
request as being the most practical
method of handling the situation.
The investigation called by the
Commission was In response to that
joint request, because Of the neces-
sity of working out the provisions of
the fourth section and because of
numerous other discrepancies, par
ticularly in the percentages which
one class bears to another in the
existing rates In official classical
ton territory, especially trunk line
territory. While the necessity Of a
revision in New England is not near
ly as great rs with respect to trunk
line territory and with respect to
some or the rates applying between
the three respective sections Of Of
fetal classification territory, never
theless 1t was deemed necessary to
include the New England rates in
this investigation because of their
intimate relation to the rates be-
tween New England, on the one
hand. and points in the territory i'm
mediately east thereof, on the other,
and in order to bring about q con-
sistent and harmonious rate adjust
ment throughout eastern territory.
For example, the scale of rates in
New England should not be greatly
different from that which applies
between points in New England,
on the one hand, and points
in eastern New York, New Jersey,
and eastern Pennsylvania, on the
other, or between points in those
states.
Except as indicated above, the
principal departures from the fourth
section applicable over direct routes
in New England are in the rates on
coal to water competitive points
such as Boston, Mass. Providence,
r. l., Portland. Me-, and Fall River,
Mass. The departures existing in
these rates are brought about by the
attempt Of the New England rail
lines to compete with water carriers
at water competitive points in this
territory. At the present time there
are 81 points reached by the New
York, New Haven & Hartford Rail-
road in Massachusetts. Connecticut,
ana Rhode Island that are located on
navigable waters to which rates on
coal from Pennsylvania are lower
than to intermediate" points. There
are IL stations on the Boston &
Albany. all in the vicinity of Boston,
and the Boston G. Maine has sub
mitted list of 1O5 stations in
Massachusetts, New Hampshire,
Vermont, and Maine to which they
desire to continue rates on coal
lower than to intermediate points to
meet water competitive conditions.
Bituminous coal moving to these
points by water originates prin-
cipally at mines in Virginia and
West Virginia and is moved by rail
to Hampton Roads, Va. and thence
by vessel to New England. Coal in
competition with the water-b borne
coal originates principally in Penn
sylvania and Maryland. The follow
ing table shows the rates to Boston
esta blished from the Clearfield dis
trict in Pennsylvania over tho New
Haven Railroad to meet the compe-
tition Of water-borne coal and also
rates in effect to higher rated inter-
mediate points:
pJTJIMJNOJ-a GOAT