box car surplus of 2,731 cars. The increase is most apparent in groups 1 (as above) 3 (Ohio, Indiana, Michigan and Western Pennsylvania), 6 (Iowa, Illinois, Wisconsin, Minnesota and the Dakotas) and 10 as above). There is a decrease in flat car surplus of 881 cars and an increase in miscellaneous car surplus of 630 cars general throughout the country.

"The total shortage on July 18, 1912, was 6,467 cars; on July 4, 1912, was 6,707 cars, and on July 19, 1911, was 1,361 cars. Compared with the preceding period there is a small decrease in the total shortage of 240 cars. There is an increase in the total coal car shortage of 1,038 cars, chiefly in groups 1 and 3 (as above), 4 (Virginias and Carolinas) and 5 (as above). There is a decrease in box car shortage of 965 cars, chiefly in groups 1 and 3 (as above) and 11 (Canadian Lines). There is also a decreased shortage of 225 flat cars and 88 miscellaneous cars. "Compared with the same date of 1911; there is a decrease in the total surplus of 75,044 cars, of which 14,282 is in box,

Compared with May, 1911, the total operating revenues of these railways show an increase of $6,129,746. These total operating revenues per mile of line amounted to $1,032 in May, 1912, and $1,025 in May, 1911, an increase for 1912 of $7, or 0.7 per cent. This increase was the resultant of an increase of 0.4 per cent. in the freight revenue, together with increases in other transportation and non-transportation revenue on the one hand, and a decrease of 1.2 per cent. in passenger revenue on the other hand.

Operating expenses amounted to $161,368,677. This was $8,506,004 more than for May, 1911. These operating expenses per mile of line amounted to $736 in May, 1912, and $712 in May, 1911, an increase for 1912 of $24 per mile, or 3.4 per cent. Each of the five primary operating expense accounts showed an increase for 1912. In the cost per mile of maintaining way and structures, there was an increase compared with May, 1911, of 1.8 per cent.; in the cost per mile of maintaining equipment

an increase of 2.5 per cent.; in traffic expenses per mile an increase of 3.9 per cent.; in the transportation expenses per mile an increase of 4.7 per cent.; and in general expenses per mile an increase of 0.4 per cent.

Net operating revenue amounted to $64,740,585. This was $2,376,258 less than for May, 1911. Net operating revenue per mile of line amounted to $295 in May, 1912, and $313 in May, 1911, a decrease for 1912 of $17.23 per mile, or 5.5 per cent. The net operating revenue for each mile of line for each day in May, 1912, averaged $9.53, and for May, 1911, $10.09. Taxes for the month of May amounted to $9,897,301, or $45 per mile, an increase of 9.2 per cent. over May, 1911. The operating ratio for May was 71.4 per cent., which is comparable with 73.7 per cent. in April, 1912, and 69.5 in May, 1911. The eastern group of railways shows a decrease in total operating revenues per mile of line as compared with May, 1911, of

1.1 per cent.; the southern group shows an increase of 6.1 per cent., and the western group an increase of 1.1 per cent. Operating expenses per mile increased 3.8 per cent. on the eastern railways as compared with May, 1911, 8.4 per cent. In the eastern group net operating revenue per mile decreased 11.9 per cent. as compared with May, 1911, in the southern group it increased 0.4 per cent., and in the western group there was an increase of less than one month of 1 per cent. The increase in taxes per mile, compared with May, 1911, was 10.3 per cent. in the eastern group, 0.7 per cent. in the southern group, and 11.3 per cent. in the western group.

Comparison of the returns for the eleven months of the fiscal year 1912 with those of the corresponding months of the fiscal year 1911 shows a decrease in total operating revenues per mile of 0.2 per cent., an increase in operating expenses per mile of 0.6 per cent., and a decrease in net operating revenue per mile of 2.1 per cent. This net operating revenue per mile of the eastern group of railways increased 2.6 per cent. as compared with the corresponding period for 1911, that of the southern group decreased 6.2 per cent., and that of the western group decreased 4.7 per cent.

When the returns for the five months of the calendar year

INTERSTATE COMMERCE COMMISSION.

The commission has suspended from August 1 to November 29, the proposed advances in the lumber rates from the southwestern lumber-producing territory to Des Moines, Iowa, and other points.

Chairman Prouty has begun an investigation of the refusal by the steamship companies at Galveston to pay demurrage charges on cars left on the wharves at Galveston waiting to have their loads transferred to vessels.

The commission has suspended until November 29 proposed increases in rates on potatoes c. 1. from South Dakota, Nebraska and other states to St. Louis, Peoria, Chicago and other points. These rates were to have become effective August 1.

Wood dealers in Denver, Colo., have filed complaints with the commission against the Denver & Rio Grande, claiming that the rate of $2.35 per hundred lbs. on "wool in grease" from Garland, Colo., to Boston, Mass., should not exceed $1.78.

The Baltimore Chamber of Commerce has filed with the commission a protest against the change of the differentials to

Baltimore as compared with New York and Boston, applying on grain, asking the commission to make a further investigation and to consider the relation of these rates.

Rates on Excelsior Reduced.

John W. Keogh v. Chicago, Burlington & Quincy. Opinion by the commission:

Rates on excelsior in carloads from St. Paul, Minn., to Chicago and other points exceed the rates on flax tow between those points although excelsior is a less valuable commodity and the volume of traffic is much greater than that of flax tow. The complainant contends that the rates on excelsior should not exceed the rates on flax tow. The commission found that the present rates on excelsior are unreasonable to the extent that they exceed the rates on flax tow. Reparation was awarded. (24 I. C. C., 606.)

Complaint Dismissed.

Virginia-Carolina Chemical Company v. Southern Railway et al. Opinion by the commission:

The complainant contends that the rate of $3.40 per ton charged on shipments of acid phosphate from Charleston, S. C., to Durham, N. C., were unreasonable and that the rate of $1.75

per ton should have been charged because the defendant's tariff stated that for transportation between these points the rate of $1.75 per ton should apply on acidulated rock which was synonymous with acid phosphate. The commission found that the defendant's tariff stated that the rate of $3.40 per ton should apply on acid phosphate and the insertion of the rate on acidulated rock was in error. It also found that the complainant invariably described its shipment as acid phosphate, and therefore the charges were correctly assessed. (24 I. C. C., 600.)

Battle Creek, Mich., Discrimination Against. Kellogg Toasted Corn Flake Company v. Michigan Central et al. Opinion by the commission:

The complainant contends that the rate of 27 cents per 100 lbs. charged it on shipments of sugar from New Orleans, La., to Battle Creek, Mich., are unreasonable. Reparation is sought. The rate on sugar from New Orleans to Detroit, Mich., is 23 cents per 100 lbs. The commission found that the rates on sugar to other points show that the present rate of 27 cents per 100 lbs. from New Orleans to Battle Creek is not unreasonable, but that the rate of 23 cents to Detroit results in a discrimination against Battle Creek, and ordered that this lower rate to Detroit be discontinued. No reparation was awarded. (24 I. C. C., 604.)

Coal Cars for Through Traffic Ordered.

Colorado Coal Traffic Association v. Colorado & Southern. Opinion by the commission:

The complaint contends that the refusal of the defendant to transport coal, loaded in defendant's cars, to interstate points on connecting lines resulted in loss to the shippers. The defendant claimed that this rule was necessary to make the most equitable distribution of its equipment among the shippers. The commis sion found that the facts were similar to those which were considered in Missouri & Illinois Coal Company v. Illinois Central. 22 I. C. C., 39 [in which it was found that railways are required to serve the through routes which they have established with other carriers without respect to the fact that in rendering such service their equipment may be carried beyond their own lines]. No order was made, but the carriers were relied on to make such regulations for car interchange and for the maintenance of the through routes involved as are required by law. (24 I. C. C., 618.)

Memphis Given Reshipping Rates.

Memphis Grain & Hay Association et al. v. St. Louis & San Francisco et al. Opinion by Commissioner Harlan:

The general transit rules and regulations of the defendants not shown to be arbitrary and unreasonable as alleged by the grain dealers of Memphis. The disadvantages under which Memphis labors found to result largely from the loose rules and practices in force at other and competing grain markets.

The defendants required to give Memphis the benefit of reshipping rates such as are in effect from St. Louis and other competing markets reached by the defendants.

A mixed feed containing nontransit commodities in excess of 20 per cent. of its total weight is not properly to be regarded as a grain product, but is a new commodity which is entitled to move from the transit point only on the specific rates in effect from that point. (24 I. C. C., 609.)

STATE COMMISSIONS.

The Texas Railway Commission, in approval of an application submitted by the International & Great Northern, has decided to permit two reconsignments to points in Texas on carload shipments of bananas. No charges will be made for the first reconsignment except where the back-haul or out-ofroute penalty is involved.

COURT NEWS.

Judge Hutton of the Faulkner county circuit court at Little Rock, Ark., has rendered a decision that the act passed by the last legislature defining baggage is void, for the reason that the enacting clause reads "be it enacted by the people of Arkansas," instead of "be it enacted by the General Assembly of the State of Arkansas."

Railway Officers.

ELECTIONS AND APPOINTMENTS.

C. J. Millis.

born April 20, 1858, at Covington, Ind. He was educated at Cook Academy, Havana, N. Y., and in 1878 began railwork with way the Tioga & Elmira Short Line, now the Erie, at Elmira, N. Y. He was in station service on the Rio Grande Western from 1883 to 1891, and during the next

seven

years was joint agent of the Oregon Short Line and the Oregon Railroad & Navigation Company at Huntington, Ore. He was promoted to general agent of the latter company in 1898, and for eight years from 1899 was livestock agent at Portland. In 1907 Mr.

Millis was appointed vice-president and general manager of the Harriman Coos Bay Lines, including the Coos Bay, Roseburg & Eastern Railroad & Navigation Company, the Portland & Coos Bay Steamship Line and the Beaver Hill Coal Company, with office at Marshfield, Ore. He was appointed assistant to the president of the Southern Pacific Company on July 15, 1912.

Edgar Eugene Calvin, whose election as vice-president of the Southern Pacific Company in general charge of operation and construction, with office at San Francisco, Cal., has been an

nounced in these columns, was born October 16, 1858, near Indianapolis, Ind. He received a common school education and began railway work in 1874 as a telegraph operator for the Indianapolis, Cincinnati & Lafayette, now part of the Cleveland, Cincinnati, Chicago & St. Louis. He was in school from 1876 to 1877, and in the latter year went with the Union Pacific, where, until 1886, he was consecutively agent and operator, assistant superintendent and superintendent of coal mines, train despatcher, conductor and trainmaster. In June, 1887, he was made division superintendent of the Missouri Pacific, and held that position until February, 1891, when he returned to the Union Pacific as superintendent of the Idaho division. In 1895 he was made general superintendent of the International & Great Northern. For six years from 1897 he was with the Oregon Short Line,

E. E. Calvin.

first as general superintendent and later as assistant general In 1904 he was elected vice-president and general manager. manager of the Oregon Railroad & Navigation Company, and from February, 1905, to July 15, 1912, the date of his recent promotion, he was vice-president and general manager of the Southern Pacific Company, Pacific System.

Frank W. Morse, vice-president and general manager of the Chicago & Alton, with office at Chicago, resigned on August 1, and the duties of his office have been assumed by President B. A. Worthington.

Robert E. Strahorn, vice-president of the Oregon-Washington Railroad & Navigation Company, with office at Portland, Ore., has been elected also president of the Portland, Eugene & Eastern, with jurisdiction over the Southern Pacific electric lines in Oregon.

Edward T. Glennon, general attorney of the Lake Shore & Michigan Southern at Chicago, has been appointed assistant vice-president of that road, the Cleveland, Cincinnati, Chicago & St. Louis, the Chicago, Indiana & Southern and subsidiary companies, with office at Chicago.

C. R. Meekin, who has been in the service of the Kentucky & Indiana Terminal Railroad for 15 years, has been elected secretary, succeeding H. W. Heazlitt, deceased. He will also have charge of the terminal company's accounts. Henry Ormsby has been elected acting treasurer, both with offices at Louisville, Ky.

Morris McDonald, vice-president and general manager of the Maine Central, has been elected president also of the Bridgton & Saco River; George S. Hobbs, second vice-president and comptroller of the Maine Central, and George W. York, treasurer, have been elected to similar positions also on the Bridgton & Saco River, all with offices at Portland, Maine.

Operating Officers.

Andrew Esse has been appointed trainmaster of the Chicago Milwaukee & St. Paul, with office at Sioux City, Iowa, succeeding M. J. Larson, promoted.

W. W. McCormick has been appointed assistant superintendent of the St. Louis, Brownville & Mexico, with headquarters at Kingsville, Tex., succeeding John D. Finnegan, resigned.

E. E. Shackford, superintendent of Morgan's Louisiana & Texas Railroad & Steamship Company and the Louisiana Western, with office at Lafayette, La., has resigned. G. C. Scarlette, assistant superintendent of the same roads at Lafayette, also has resigned.

John L. East has been appointed agent of the loss and damage bureau of the Illinois Central and the Yazoo & Mississippi Valley; Charles G. Richmond, William Calohan and George L. Perry have been appointed assistant agents of the same bureau, all with office at Chicago.

A. H. Ehlers, assistant superintendent of the Copper Range, at Houghton, Mich., has been appointed superintendent, with office at Houghton, succeeding C. S. Fales, general superintendent, resigned, and the offices of assistant superintendent and general superintendent have been abolished.

J. G. Code, superintendent of the Toledo division of the Wheeling & Lake Erie, at Canton, Ohio, has been appointed general superintendent, with headquarters at Cleveland. A. P. Titus, assistant superintendent at Canton, succeeds Mr. Code; F. E. Barber, trainmaster at Brewster, succeeds Mr. Titus; D. R. Webner, trainmaster at Toledo, succeeds Mr. Barber, and C. A. Bates succeeds Mr. Webner.

Effective August 10, the Fort Wayne division of the New York, Chicago & St. Louis will be divided into two operating divisions as follows: Fort Wayne division, from the west end of Bellevue yard to the west end of West Fort Wayne yard, and the Chicago division, from the west end of West Fort Wayne yard to Chicago. S. K. Blair, superintendent, and E. S. Kirby, trainmaster of the Fort Wayne division at Fort Wayne, Ind., remain in the same positions on the new Fort Wayne division; H. N. Williams, trainmaster at Fort Wayne, has been appointed superintendent, and C. L. Titus has been appointed trainmaster of the Chicago division, both with offices at Fort Wayne.

Traffic Officers.

J. H. McKinnon has been appointed general agent of the Canadian Northern, with office at Duluth, Minn.

T. L. Peeler, industrial agent of the Missouri, Kansas & Texas of Texas at Dallas, Tex., has been appointed industrial commissioner of that company and the Texas Central, with office at Dallas.

H. C. McVean has been appointed traffic manager of the Denver, Laramie & Northwestern at Denver, Colo., and not general freight and passenger agent, as was announced in these columns last week.

F. F. Backus, general freight and passenger agent of the Toronto, Hamilton & Buffalo, at Hamilton, Ont., has been appointed traffic manager, and George C. Martin, assistant general freight and passenger agent, at Hamilton, succeeds Mr. Backus.

Clarence L. Chapman, who has been for some time in the general traffic manager's office cf the Erie Railroad, has been appointed assistant to the general traffic manager, and Gordon M. Craig, chief clerk to general passenger agent R. H. Wallace, at New York, has been appointed assistant general passenger agent, both with offices at New York.

Thomas Agnew Graham, who has been appointed assistant freight traffic manager of the Southern Pacific Company, with office at San Francisco, Cal., as has been announced in these

columns, was born at San Francisco, September 11, 1864. He received a common school education, and began railway work July 10, 1878, with the North Pacific Coast Railway, now the Northwestern Pacific. About three and

a half years later he went with the Southern Pacific, with which road he has been ever since. He was clerk and chief rate clerk in the general passenger department at San Francisco to December, 1889; was then for twelve years district freight and passenger agent, first at Tacoma, Wash., and later at San Jose, Cal., and from October, 1901, to April 1, 1906, he was assistant general freight agent at San Francisco. On the latter date he was promoted to assistant general freight and passenger agent at Los Angeles, and from March 1, 1911, to July 15, 1912, the date of his recent promotion, he was general freight agent at San Francisco.

T. A. Graham.

Appointments have been made in the traffic department of the Western Maryland as follows: T. H. McKoy, division freight agent, Maryland division, Hagerstown, Md.; J. F. Getty, division freight agent, West Virginia division at Cumberland; J. S. Talbot, general western agent, Chicago; O. M. Brown, general eastern agent. New York; M. H. Jacobs, general agent, Pittsburgh, Pa.; Brent Arnold, Jr., general agent, Cincinnati, Ohio; J. S. Lamereaux, general agent, Cleveland; Charles H. Todd, general agent, Indianapolis, Ind.

W. E. Renneker, whose appointment as assistant general freight agent of the Atlantic Coast Line, with headquarters at Charleston, S. C., has been announced in these columns, was born on October 4, 1871, at Charleston, and was educated in private schools. He began railway work on January 1, 1887, with the Atlantic Coast Line, as a messenger to the superintendent, and in 1889 he was made telegraph operator and clerk. From 1894 to September, 1897, he was soliciting agent, and then for over one year was city ticket agent of the Atlantic Coast Line and the Plant System. He was then soliciting agent until September, 1902, and for about eight years was commercial