eries and delays was thoroly examined before the Interstate Commerce Commission. The complainant in this issue pointed out that for the most part, transportation experts have confined their activities to speeding up the line haulage or road performance, that "they have left the freight terminal with its gross imperfections severely alone." "The terminal is a dumping place. To reform a dumping place is not an heroic thing to do, however necessary it may be. There is no poetry in speeding up the movement of a humble package from the corner of a pier or of a freight house to the teamster's wagon. There may be no acclaim in store for him who discovers a method of so doing; but unless some means of speeding up the movement of freight thru the terminals is found, the rapidity of line haul is wasted effort." The amount of expensive time wasted by trucks at freight terminals is clearly shown by the record of one truckman at Pier 27, North River, New York, shown in Fig. 36. The solution proposed by the complainant was that the carriers should make inbound goods conveniently and readily accessible to the teamsters in one of two ways: (1) by promptly permitting them to back up their wagons and to bring the tailboard to the place where the goods ought to be; or (2) by bringing the goods to the tailboards of the wagons. Some of the delinquencies attributed to the prevailing practice in this proceeding were: 1. The carriers do not separate, segregate, or make conveniently accessible to all consignees, merchandise unshipped at their terminals. RECORDS OF ADAMS BAIST COMPILED FROM EXHIBIT NO. 41, SHOWING DISTRIBUTION OF TIME AT PIER 27. FROM MARCH 31, 1914, TO APRIL 4, 1914. TUESDAY, MARCH 31, 1914. Arrived at Penna. R. R. Co. Sta. 27 N. R........ ..... Started locating freight and loading same. Left dock How many packages-28. TIME 1:20 P. M. 2:03 P. M. 2:14 P. M. . 2:20 P. M. 3:35 P. M. Total time, 2 hours 15 minutes. WEDNESDAY, APRIL 1, 1914. Arrived at Penna. R. R. Co. Sta., Pier No. 27 N. R.... 2:20 P. M. 2:45 P. M. 3:10 P. M. 3:15 P.M. 4:10 P. M. ..... How many packages-18. Total time, 1 hour 50 minutes. THURSDAY, APRIL 2, 1914. Arrived at Penna. R. R. Sta., Pier 27 N. R....................... Applied at notice clerk's office for arrival notices... Paid charges at cashier's office...... Started locating freight and loading same. Left dock How mary packages-16. Total time, 1 hour 55 minutes. FRIDAY, APRIL 3, 1914. Arrived at Penna. R. R. Sta., Pier 27 N. R................. Applied at notice clerk's office for arrival notices. Paid charges at cashier's office..... Started locating freight and loading same. Left dock How many packages-20. General time, 2 hours 50 minutes. SATURDAY, APRIL 4, 1914. Arrived at Penna Sta., Pier 27 N. R........ Applied at notice clerk's office for arrival notices. Paid charges at cashier's office..... Started locating freight and loading same. FIG. 36.-A Summary of Truck Performance .12:35 P. M. .12:50 P. M. 3:05 P.M. .12:05 P. M. .12:15 P. M. .12:30 P. M. .12:35 P. M. 1:55 P. M. 2. The carriers compel consignee's representatives to go into their respective terminals and to search for, find, and remove merchandise from under and over piles of freight marked for other consignees. 3. The carriers do not furnish reasonable facilities and suitable and convenient appliances at their respective terminals to enable the shipping public to remove their goods. 4. The carriers frequently pile boxes, bales, and bundles without attention as to whether marks are visible or turned down. 5. The carriers frequently dump merchandise indiscriminately, intermingling in one pile the merchandise of various consignees, piling together inflammable articles and fragile materials with heavy iron pipe and castings, leaving the whole to lie in heterogeneous masses until the consignees' representatives themselves separate the same in their search for goods. 6. The carriers do not maintain sufficient aisles of proper access to merchandise. 7. The carriers do not employ a sufficient number of clerks, weighers, and checkers, to take care of incoming and outgoing freight adequately and to move the same with proper celerity. 8. The carriers permit the trucks of favored team owners to drive onto piers, pass waiting lines of other teams, and there to receive and discharge freight in advance of others. 9. Certain of the carriers discriminate between truckmen, to some of whom they give actual tailboard delivery, while they either wholly or partly deny it to others. 10. The delays at the terminals arising from present terminal conditions for both inbound and outbound are long, serious, and expensive alike for consignors, consignees, carriers, and truckmen. The foregoing sums up the problems that are encoun tered in questions of local transport; while many are beyond the control of the industry, the troubles can be minimized, if not entirely eliminated, by placing the superintendent of the service under the control of the traffic manager. ANALYZING AND CHARTING FACILITIES The transportation resources of the district should be analyzed to determine (1) available steam routes; (2) electric traction systems; (3) navigable waterways; (4) suburban express wagons or motor truck service; and (5) good highways for motor truck use. Charts may be prepared similar to the one indicated in Fig. 37, on which are indicated the more important towns and villages within a given radius of the local shipping point. This chart indicates the city of Chicago proper and the so-called "inner and outer Chicago switching district." By this means certain local transportation conditions are most effectively visualized. In the larger cities and towns, the regular interstate express companies maintain a pick-up and delivery service. In this case, the goods need not be delivered to the express companies' forwarding stations, but should be held in the shipping room awaiting the call of the express companies' wagons or trucks. For small shipments the cost of sending by freight is often greater than that by express. Tho the freight charge may be less than the express charge, the cost of the industry of making the delivery to the freight terminal is frequently greater than the saving, especially on account of the costly waste of time at the freight house. In the case previously mentioned a competent witness testified that the delay of an hour as applied |