Montgomery, Selma, or stations on these roads. Akron, to which we add local from such terminal to the local stations higher than the terminal beyond. Yours truly, CECIL GABBETT, Esq., General Manager, City. CHAS. H. CROMWELL, General Freight and Passenger Agent. CINCINNATI, WABASH AND MICHIGAN RAILWAY. DEAR SIR: Your circular of the 20th received. In answer to the first inquiry: Is there any point on our railway to or from which interstate rates for passengers or freight are made by our road alone or in combination with other roads which are greater than the rates to or from more distant points in the same direction over the same line? I answer that there are none. I would say, however, that the interstate commerce bill has quite seriously affected our revenue, compelling us to reduce rates from many points on our road on account of the roads which we cross being compelled by the law to reduce their rates, and as these crossings are so frequent, whatever reductions the different roads made compelled us to make a corresponding reduction from nearly all points on our line. The effect of this operation has been quite serious to us. We look upon the law as being unjust in its bearings, but are submitting to it as gracefully as possible, knowing that all legislation as well as everything else in this country is influenced by the leveling or communed sentiment that is so generally prevailing. Yours, truly, NORMAN BECKLEY, C. C. MCCAIN, Auditor of Statistics, Interstate Commerce Commission, Washington, D. C. CLEVELAND, COLUMBUS, CINCINNATI AND INDIANAPOLIS, AND INDIANAPOLIS AND ST. LOUIS RAILWAYS. DEAR SIR: Answering your circular letter of October 20, will say that there are no points on this company's line, or on lines leased and operated by it, from which interstate rates for passengers or freight are made which are greater than the rates to or from more distant points in the same direction over the same line. In this connection will say that the Dayton and Union Railroad, extending from Dayton, Ohio, to Union City, Ind., is owned jointly by the Cleveland, Columbus, Cincinnati and Indianapolis Railway and the Cincinnati, Hamilton and Dayton Railroad, and of which I am general manager, and it is run in connection at both terminals with the Cleveland, Columbus, Cincinnati and Indianapolis Railway as far as east-bound business is concerned, as our line of road connects with it by one branch at Union City and with another branch at Dayton, which two branches have their junction at Galion, thence to Cleveland. Greenville, a station on the Dayton and Union, takes 85 per cent. and Union City 86 per cent. and Dayton 84 per cent. of the Chicago rate to New York City, and we take seaboard business (perishable freight and live stock) via Union City or Dayton, as may be most convenient for us in forwarding I do not understand that this is a violation of the interstate act, but submit it as a matter of precaution. Very, truly, Mr. C. C. MCCAIN, Auditor Interstate Commerce Commission, Washington, D. C. G. M. BEACH, DENVER AND RIO GRANDE RAILROAD COMPANY. DEAR SIR: Answering your circular of October 20, I desire first to apologize for the delay in answering your inquiries, which was caused by the fact that our traffic manager has been almost constantly away from the State since your inquiries came. That portion of the Denver and Rio Grande Company's road which constitutes any portion of a through line lies wholly within the State of Colorado. There are no points upon the line of the company, so far as I am advised, which are affected by the interstatecommerce bill, where the rates are greater than the rates to or from more distant points in the same direction over the same line. In connection with the Central Pacific, the Denver and Rio Grande Western, and the Burlington and Missouri River in Nebraska Railroad Companies, this line forms a part of a through line between San Francisco and the Missouri River. The rates on this through business are not controlled by our company, which forms one of the smaller links in the through carriage. The rates from California terminal points to the Missouri River on freight passing over our line show an apparent discrimination in favor of Omaha, Saint Joseph, Kansas City, and other Missouri River points, and against points in Kansas and Nebraska lying west of the river, as per the table embodied in Traffic Manager Hughes's letter hereto attached, dated 10th instant. The reasons for this apparent discrimination are found in the competition of the Canadian Pacific and Union Pacific companies and water competition by way of Missouri River. With this exception I know of no other rates which apparently violate the letter of the long and short haul provision. Yours, respectfully, C. C. MCCAIN, Esq., Auditor Interstat Commerce Commission, Washington, D. C. S. T. SMITH, DENVER, COLO., December 10, 1887. DEAR SIR: Referring to the communication of the Interstate Commerce Commission dated October 20, would say: There are no interstate points upon the line of our own road where the intermediate rates are greater than the rates to or from more distant points in the same direction over the same line. In connection with the Central Pacific, Denver and Rio Grande, Western and Burlington, and Missouri River Railroad in Nebraska, this line forms a part of a through line between California terminals and Missouri River points. There are points upon this through line to and from which interstate rates are greater than the rates to and from more distant points in the same direction over the same line. I refer to rates in Kansas, Nebraska, and Colorado, lying west of Missouri River. The reason for this is the competition of the Canadian Pacific, Pacific Mail, and other water routes. We believe the circumstances justify the lines in so doing. Indeed, at one time the Commission permitted the lines to make such rates. There are now several cases before the Interstate Commerce Commission involving this question. To illustrate: Lower rates are made to Missouri River points than at such intermediate points as Denver, as follows: All other tariffs of this company involving interstate rates are made, as we understand, in respect to the long and short haul clause of the interstate-commerce act; that is to say, on traffic transported between points wholly on the line of this company comprising interstate points. Yours, very truly, Mr. S. T. SMITH, General Manager, Denver, Colo. A. S. HUGHES, EAST TENNESSEE, VIRGINIA AND GEORGIA RAILWAY. DEAR SIR: In reply to your circular of October 20, 1887, we have to say that we have in effect rates which are greater for the short than for the long haul, over the same line, in the same direction, the shorter being included within the longer distance; but that it is our desire to make our tariffs in conformity to the law, as we understand it, and we have already made some progress in this direction, as the tariffs which we have filed with you since the 5th day of last July will attest. The revision of our tariffs is attended with a great many difficulties, and we desire to point out some of the difficulties to you, in order that you may understand why it is that our tariffs are not strictly in accordance with the long and short haul clause of the law. To do this it will be necessary to call your attention to the geographical location of our system of road. The East Tennessee division extends from Bristol (on the Virginia and Tennessee States line) to Chattanooga, and includes the branch from Ooltewah Junction, Tenn., to Cohutta, Ga.; the North Carolina division extends from Paint Rock (on the North Carolina and Tennessee States line) to Morristown, Tenn.; the Knoxville and Ohio Railroad extends from Jellico (on the Kentucky and Tennessee States line) to Knoxville, Tenn.; the Alabama division extends from Cleveland, Tenn., to Selma., Ala.; the Alabama subdivision extends from Selma, Ala., to Meridian, Miss.; the Georgia division extends from Rome, Ga., to Macon, Ga.; the Brunswick division extends from Macon, Ga., to Brunswick, Ga., including the branch from Cochran, Ga., to Hawkinsville, Ga.; the Memphis and Charleston Railroad extends from Chattanooga, Tenn., to Memphis, Tenn., including branches from Tuscumbia, Ala., to Florence, Ala., and Moscow, Tenn., to Summerville, Tenn. The East Tennessee division is paralleled for more than half its length by the Holston and Tennessee Rivers, and has to compete with the water crafts which ply those streams, and with the various railroads which diverge from Chattanooga. The Alabama division comes into contact at Dalton, Ga., with the Western and Atlantic Railroad; at Rome, Ga., with the Rome Railroad; at Cross Plains, Ala., with the East and West Railroad; at Anniston, Ala., and Oxford, Ala., with the Georgia Pacific Railroad, and Anniston and Atlantic Railroad; at Barclays, Ala., with the Talledega and Coosa Valley Railroad; at Childersburgh, Ala., with the Central Railroad of Georgia; at Calera, Ala., with the Louisville and Nashville Railroad; at Selma, Ala., with Cincinnati, Selma and Mobile Railroad, Western Railroad of Alabama, Louisville and Nashville Railroad, and the Alabama River. The Alabama subdivision comes into contact with the Tombigbee River at Demopolis, Ala.; the Alabama and Great Southern Railroad at York, Ala. ; at Lauderdale, Miss., with the Mobile and Ohio Railroad, and at Meridian, Miss., with the Mobile and Ohio Railroad, Vicksburg and Meridian Railroad, Alabama and Great Southern Railroad, and the New Orleans and North Eastern Railroad. The Georgia division is paralleled with the Rome Railroad, Western and Atlantic Railroad, and Central Railroad of Georgia; it comes in close contact at Rome, Ga., with the Rome Railroad; at Atlanta, Ga., with the Western and Atlantic Railroad, Atlanta and West Point Railroad, Central Railroad of Georgia, Georgia Railroad and Banking Company, and Richmond and Danville Railroad; at Macon, Ga., with the Central Railroad of Georgia, Georgia Railroad and Banking Company, and Macon and Covington Railroad. The Brunswick division comes into contact with the Ocmulgee River at Hawkinsville; at Jessup with the Savannah, Florida and Western Railway, and at Brunswick with the Brunswick and Western Railroad, and the general shipping of an Atlantic port. The Memphis and Charleston Railroad comes into contact at Chattanooga with the Western and Atlantic Railroad, Alabama and Great Southern Railroad, Nashville, Chatta nooga and Saint Louis Railway, and the Cincinnati, New Orleans and Texas Pacific Railway, at Stevenson, Ala., and Huntsville, Ala., with the Nashville, Chattanooga and Saint Louis Railway; and at Decatur, Ala., with the Louisville and Nashville Railroad, and the Tennessee River; at Tuscumbia, Ala., and at Florence, Ala., with the Tennessee River; at Corinth, Miss., with the Mobile and Ohio Railroad; at Grand Junction with the Illinois Central Railroad, and at Memphis with the various railroads converging there, and all the water crafts on the Mississippi River. Paralleled and crossed as this company's system is by competing carriers by rail and water, its tariffs are controlled in a large measure by elements of competition beyond its control, and so varied is this competition in its character that it is quite impossible for it to adopt a uniform rule by which to make its tariffs. We will mention some instances where our rates are higher for the short than for the long haul, and also give the reasons for it. Nashville, Tenn., Chattanooga, Tenn., and Knoxville, Tenn., are large distributing points, and compete with each other for the same trade, say, in Georgia and Alabama. It is our rule to make the rates from Knoxville to such territory 5 cents per hundred pounds higher than the rates from Chattanooga, but in no case higher than the rates from Nashville. Thus we publish lower rates from Knoxville than we publish from the smaller places between Knoxville and Chattanooga to the points on the same line in the same direction, the shorter being included within the longer distance; but this adjustment does no injury to the smaller stations, because they do not distribute goods, and therefore there is no competition between them and Knoxville. We publish lower rates from Brunswick, Ga., to Selma, Ala., and Meridian, Miss., than we publish to some intermediate stations on the same line in the same direction, the shorter being included within the longer distance; but we do this in order to put the port of Brunswick upon an equitable basis at Selma and Meridian with the ports of Mobile, New Orleans, etc. We publish lower rates from Chattanooga to Meridian, Miss., than we publish to intermediate stations on the same line in same direction, the shorter being included within the longer distance, because the Alabama and Great Southern Railroad is the short line between Chattanooga and Meridian, and makes the rates, which we have to meet or go out of that business. In cases of this kind we think the circumstances and conditions sufficiently dissimilar to justify the greater charge for the short than for the long haul. There is one very serious matter which threatens us, and it is this: We have a good many miles of very poor road in the States of Georgia and Alabama upon which the railroad commissions of those States allow us higher rates than on other portions of the road, which runs through a better part of the country. Now, if the law should require us to reduce our local rates in strict conformity with the long and short haul clause, there would be such a disparity between the rates thus made and our present local rates wholly within the State as to cause, as we have reason to believe, a reduction of the latter rates to be made, and such a general reduction would be disastrous to this property. As already stated we are desirous of putting all of our interstate rates in line with the law, but in many cases where the circumstances and conditions are different in each, we are troubled by the uncertainty of what the law requires, and therefore, between the doubt concerning the law on the one hand and a probable loss of revenues on the other, we may conclude not to make the changes at present, preferring to depend upon your decisions in similar cases for guidance. DEAR SIR: Replying to your circular, October 20, both for Evansville and Terre Haute Railroad and Peoria, Decatur and Evansville Railway, wish to say that we have no rates in effect on or via either of our lines wherein a greater rate is charged for a short than for a longer haul, with the exception of business originating on our lines destined south of the Ohio River. To these points we charge the same rate on all classes from points of origin on our line to Evansville. The exception to which I refer is the rates made by the Southern railroads, wherein they make a less rate on all classes of property from Ohio River points to Atlantic and Gulf points, such as Charleston, Savannah and Mobile, and also Mississippi River points, such as Memphis, Vicksburg, and New Orleans, than they charge to intermediate points. Of this information the Commission has been fully advised. For example, the rates from Evansville to Savannah, Ga., and Charleston, S. C., are. per hundred pounds: FLINT AND PERE MARQUETTE RAILROAD. DEAR SIR: In reply to yours of the 20th instant, would say that there are no points upon the line of this company's road, or upon any line operated by this company by lease or otherwise, to or from which interstate rates for passengers or freight are made by this road alone, or in competition with other roads, which are greater than the rates to or from more distant points in the same direction over the same line. In the construction of all our tariffs we do not lose sight of the fourth section of the interstate commerce act, and in all cases intend to religiously observe the same. The only exception to the above is the application of the differential rates from Milwaukee on through traffic via our line owing to water competition, and which exception was granted by the Interstate Commission for ninety days on application of Commissioner Blanchard, and although the limit of the order has expired, we deem it perfectly safe and consistent with the act to continue to apply the difference, owing to circumstances and conditions applicable in the premises. Yours, very truly, Mr. C. C. MCCAIN, Auditor Interstate Commerce Commission, Washington, D. C. D. EDWARDS. FLORIDA RAILWAY AND NAVIGATION COMPANY. DEAR SIR: Your circular letter of October 20 to H. R. Duval, receiver. Permit me to reply, in behalf of the passenger department of this company, that the Jacksonville and Gainesville joint rate sheet, copy of which is herewith attached, published by the company and the Savannah, Florida and Western Railway, quoting rates to interstate points, was thoroughly revised soon after the law to regulate commerce went into effect, and all points were changed to conform to the fourth section, so that we do not sell at a greater rate for a short than a long haul. All interior points on this company's lines from which interstate rates are quoted are based on Jacksonville and Gainsville sheet, and are made in conformity to the law aforesaid. Very truly, C. C. MCCAIN, A. O. MACDONNELL, General Passenger and Ticket Agent. Auditor Interstate Commerce Commission, Washington, D. C. FLORIDA RAILWAY AND NAVIGATION COMPANY. DEAR SIR: Replying to your favor of the 20th ultimo, addressed to Mr. H. R. Duval, receiver, which has been delayed owing to absence, I beg to advise you that there are no points on the line of this road, except Jacksonville and Cedar Key, which receive lower rates of freight than nearer stations over the same line. These points, however, are competitive by water, and it was necessary to reduce our rates below what we would otherwise charge in consequence thereof. I inclose copy of our rates from Jacksonville to Cedar Key, which are the basing points for all rates to that city. To Jacksonville and Fernandina we accept prorate from connecting lines, and our proportion therefore differs in every case according to where the freight originates at. I have referred your letter to the general passenger agent, who will answer such inquiries as you make relating to his department. Should you desire any further information, I shall take pleasure in furnishing the same upon request. Your, respectfully, C. C. MCCAIN, Esq., Auditor Interstate Commission, Washington, D. C. JAMES MENZIES, Assistant General Freight Agent. THE GEORGIA PACIFIC RAILWAY COMPANY. Referring to a communication of DEAR SIR: "Rates of freight on interstate traffic." C. C. McCain, auditor, I beg to say that so far as rates from any one station on our line to any other station no rate is made higher for a short than for a longer distance. As |