TABLE VII.-Statement of tonnage, ton-mileage, etc., of anthracite coal and other freight transported by the roads named during the years ended [Based on answers to questions in Interstate Commerce Commission's orders dated December 23, 1912, and October 4, 1913, in Docket 4914, Anthracite Coal Investigation.] RATES FOR TRANSPORTATION OF ANTHRACITE COAL. New York, Ontario & Western Ry. Co.: 1913. 1912. 4,501,295 70.2 1,908, 522 63.8 2,150, 328 1910. 3,443, 130 60.6 2,237,651 513, 804, 224 73.9 181,528, 355 26.1 695,332,579 6.58 12.33 8.08 163.56 117.56 148.40 350,382, 302 72.0 136,060, 338 28.0 486, 442, 640 6.35 12.84 8.16 19, 409,558 18.7 84, 473, 795 81.3 103, 883,353 8.42 13.32 12.41 58.94 162.40 108.06 142.37 134.88 108.71 5.82 5.83 129.57 162.57 160.02 6.819, 127, 530,249 93.2 20,512,522,816 5. 64 5.811 5.80 128.95 166.03 162.86 7.4 18,904, 968, 296 92. 620, 405, 956, 757 5.49 5.83 5.80 140.69 171.11 168.43 1909. 9.4 102,301,334 22.9 15,947, 105 90.6112,862,185 1,491, 953, 469 74.0 23,797, 925 77.1 20,692, 436 835, 600, 161 461,904, 456 1Switching tons, mileage and revenue, included 1906 and prior years. Records not in existence from which details could be procured. Tonnage duplicated. This company had three grand divisions and if a ton of freight moved over all three divisions it was considered 3 tons in 1880. Switching tons, mileage, and revenue included 1906 and prior years. Records not in existence from which details could be procured. Company material carried free not Includes 1,348,082 tons moved over Delaware & Raritan Canal, of which no detail is available. included. 8.316, 461, 501,537 91.7 17, 953, 455, 006 5.49 5.92 5.88 141.27 160.91 159.07 15,007, 739, 721 6.05 149.80 11,491, 414, 817 5.04 6,908, 119, 896 6.61 143.69 3,292,991, 330 9.03 120.19 1,171,251, 294 5.18 65.36 6.05 70.22 8.94 48.82 INVESTIGATION AND SUSPENSION DOCKET No. 344. COAL RATES FROM OAK HILLS, COLO. Submitted May 5, 1915. Decided July 10, 1915. This proceeding is supplementary to that reported in 30 I. C. C., 505. The carriers having published the joint rates therein fixed by the Commission failed to agree upon the divisions thereof. The initial line thereupon petitioned the Commission to make an order prescribing the just and reasonable divisions of such joint rates to be received by each carrier party thereto. Divisions prescribed. A. L. Vogl, Carle Whitehead, T. S. Dines, and T. S. Dines, jr., for Denver & Salt Lake Railroad Company. W. T. Hughes and W. F. Dickinson for Chicago, Rock Island & Pacific Railway Company. SUPPLEMENTAL REPORT OF THE COMMISSION ON PETITION TO PRESCRIBE DIVISIONS. BY THE COMMISSION: Our original report herein, 30 I. C. C., 505, required the establishment, September 1, 1914, of joint rates on bituminous coal from Oak Hills, Colo., on the Denver & Salt Lake Railroad, hereinafter called the Moffat road, through Denver, to stations on the Chicago, Rock Island & Pacific Railway, hereinafter called the Rock Island, in Kansas, Nebraska, and Missouri. The rates prescribed were on the basis of the rates then in effect from the Walsenburg, Colo., coal district by way of Pueblo and the Rock Island to the same destinations. The report concluded as follows: It is the expectation of the Commission that the Moffat road and the Rock Island will be able to agree upon divisions of such rates. No opinion is expressed here as to the reasonableness of the divisions which the Rock Island asks east of Denver, nor of the divisions which the Moffat road offers to the Rock Island. The carriers concerned were unable to agree upon the divisions and the Moffat road instituted this proceeding to obtain a supplemental order prescribing the just and reasonable divisions of such joint rates. These joint rates are substantially the same as the rates from Walsenburg and Oak Hills to destinations on the lines of the Burlington and Union Pacific systems in adjacent territory. The points of destination are grouped and the rates range from $3 to $3.75 per ton, being on lump coal usually somewhat higher than on the lower grades. The Moffat road proposes divisions that will give it as much as $1.30 per ton on lump coal, $1.40 per ton on the lower grades, including slack, and not less than $1.213 per ton on any grade. Since the rates from the Walsenburg and Oak Hills districts are the same to stations on the Union Pacific, Burlington, and Rock Island roads, and the divisions received by the originating lines for their hauls from both districts to Denver are substantially the same to Union Pacific and Burlington stations, the Moffat road contends that it is unreasonable for the Rock Island to demand divisions that result in lower revenues to the Moffat road than accrue to it on coal which it delivers at Denver to other carriers. The Rock Island replies that the circumstances relative to the divisions of the joint rates on coal that moves from Denver via the Union Pacific and the Burlington differ from those which obtain on coal from Denver over the Rock Island in that the Union Pacific and the Burlington receive the coal from both districts only at Denver, whereas the Rock Island receives Oak Hills coal at Denver and Walsenburg coal at Pueblo, 118 miles south of Denver. Since the coals produced in the two fields named are alike, and may replace each other, the Rock Island demands divisions out of the Oak Hills rates based on the ton-mile revenue it receives on Walsenburg coal applied to its mileage from Denver. The Moffat road operates its own line from the Oak Hills district to Denver, where it has no direct track connections with the Rock Island, and absorbs a switching charge of 20 cents per ton for deliveries to the Rock Island. It formerly paid a similar charge for switching to the Union Pacific until a direct connection was established. The Rock Island extends eastward from Colorado Springs, crossing the Union Pacific at Limon, 79 miles distant. Formerly its route from Limon to Denver was via Colorado Springs and the Denver & Rio Grande, a haul of 154 miles. During recent years it has used the rails of the Union Pacific from Limon direct to Denver, 89 miles. The Rock Island, however, not only pays wheelage to the Union Pacific for the actual use of its tracks but also to the Denver & Rio Grande for the constructive use of its tracks between Denver and Colorado Springs, 75 miles, on all Denver traffic that it handles. Rock Island Railway v. Rio Grande Railroad, 143 U. S., 596. The Rock Island enters Pueblo over the rails of the Denver & Rio Grande, paying wheelage charges for the 44 miles from Colorado Springs. Coal from Walsenburg is received by the Rock Island at Pueblo after a haul of about 68 miles by the initial lines and is moved thence to Limon, 123 miles from Pueblo, 191 miles from Walsenburg. Coal from the Oak Hills district is carried by the Moffat road 197 miles to Denver, and by the Rock Island to Limon, 286 miles from Oak Hills, 95 miles more than from Walsenburg. The Rock Island's service eastward from Limon is the same whether the coals originate at Oak Hills or Walsenburg. Coal from the Oak Hills district begins to move over the Rock Island's own rails only at Limon. On such coal the Rock Island pays wheelage from Denver to Limon, 164 miles, including constructive mileage over the Denver & Rio Grande. On coal from Walsenburg it pays wheelage for only 44 miles from Pueblo to Colorado Springs. The Rock Island urges that because it has its own rails to Colorado Springs and receives Walsenburg traffic at Pueblo it occupies a strategic position relative to the Walsenburg field, and that its position and the revenues resulting from it should be considered. The Moffat road's local rates from Oak Hills to Denver are $1.60 per ton on lump coal, $1.40 on other kinds of coal. It has never demanded of the Rock Island more than $1.336 as its share of the joint rates on lump coal to interstate points, and now demands only $1.30 per ton, except on slack coal. In some instances the divisions demanded on slack coal are as high as the Moffat road's local rates. The divisions of the rates on lump published by the Moffat road in its I. C. C. No. 5, effective August 18, 1913, were entirely satisfactory to it. They were practically the same as the divisions now demanded, ranging from $1.336 to $1.201 per ton and averaging about $1.25 per ton. Some of the reductions effected by the present rates amounted to 43 cents per ton. The divisions demanded of the present rates therefore are relatively higher than the former divisions. The ratios of the former divisions to the rates divided, if applied to the present rates on lump coal to points as far east as the Missouri River and as far south as Dwight, Kans., would give the Moffat road from $1.21 to $1.11 per ton, or an average of $1.162 per ton, to 128 interstate points. The same basis would give the Moffat road from $1.18 to $1.03 per ton, or an average of $1.106 per ton, on run of mine and slack to such points. The average of the divisions so computed on all kinds of coal would amount to $1.134. The divisions voluntarily established by the Moffat road on coal to 54 destinations involved did not exceed $1.22 per ton. To one Colorado point the Moffat road's division was $1.154. To certain Colorado points served by the Union Pacific it was and still is $1.20. This $1.20 division specifically assumes 20 cents per ton for switching at Denver, which the Moffat road no longer pays on Union Pacific business. The $1.154 division described involved the absorption of a 20 cents per ton switching charge. The services performed by the Moffat road from Oak Hills to Denver are the same on all grades of coal and cost no more when delivery is made to the Rock Island at Denver than when delivery formerly was made to the Union Pacific. The $1.154, $1.20, and $1.22 divisions referred to represent revenues acceptable to the Moffat |