Committee of the Chicago & North Western was chairman Mr. Richards opened the session with a discussion of the safety movement, which was first introduced on the Chicago & North Western. He said that 32,000 men were killed and 2,000,000 injured each year in peaceful industries in the United States, or during the four days the Safety Congress was in session 384 workmen would be killed and 23,000 injured. While the railways are severely criticised for their accident records it is because they are forced to make their records public. As a matter of fact they are responsible for only one-tenth of the number of workmen killed in this country, and of only one-sixteenth of those injured. The safety movement in the railways is rapidly extending and safety committees are now at work on 144,000 miles of railway. A paper was presented by A. Hunter Boyd, Jr., chairman of the General Safety Committee of the Baltimore & Ohio Railroad, on "Accidents Attributable to the Carelessness of Employees and How Best to Prevent Them." In discussing it A. A. Krause, general claim attorney of the Missouri, Kansas & Texas, and G. F. Baker, assistant general adjuster of the Chicago, Milwaukee & St. Paul, urged that more attention be given to moral characteristics in selecting employees. Mr. Baker announced that his road is now organizing safety committees. George Bradshaw, general safety agent of the New York Central Lines, presented a paper on the "Prevention of Accidents in Railway Shops and Roundhouses," in which he described several methods of safeguarding machinery as a necessary means of promoting safety in railway shops. S. M. Braden, general superintendent of the Chicago & North Western, read a paper on the "Prevention of Accidents to Trainmen". He emphasized the necessity of arousing and sustaining interest among employees and said that the tendency of unions was to interfere with discipline. The men co-operate heartily. In nineteen months to June 30, 1912, there was a reduction of 27.8 per cent. in killed, and 31.2 per cent. in injured on the North Western system. Railways are waiting for the automatic train control to be made fool proof and practical. E. F. Potter, assistant to general manager of the Soo Line, urged a more uniform discipline as in the army. Automatic devices do not remove the human element, but transfer responsibility from the engineman to the less paid maintainer. J. W. Coon, assistant general manager, Baltimore & Ohio, said men should be tested as strictly as materials. Ninety-one per cent. of the accidents in the past year on the Baltimore & Ohio were due to causes over which the company had no control. H. W. Belnap said he was greatly interested in the safety movement and commended the cooperation of roads with his inspectors. Abstracts of the papers of Messrs. Boyd, Bradshaw and Braden will be published in the Railway Age Gazette of October 11. On Thursday morning was held the Manufacturers' Session, presided over by John Kirby, Jr., president of the National Association of Manufacturers, and the Thursday afternoon session, which was called the Allied Association Session, was presided over by F. C. Schwedtman, president of the Citizens' Industrial Association. This session included a demonstration of safety methods by moving pictures. The programme for Friday provided for an Iron and Steel Session and safety exhibit representing the safety work of the United States Steel Corporation. Government Report on Derailment at West Lebanon. The Interstate Commerce Commission has this week issued a report, dated August 19, on the derailment of a westbound passenger train which occurred on the Wabash Railroad near West Lebanon, Ind., March 7, last. The report is by Chief Inspector Belnap and by James E. Howard, engineer of the Bureau of Standards. In this derailment the entire train except the locomotive and the tender fell down a bank, and two passengers were killed. It was due to a broken rail. The train was running about 35 miles an hour and the rails were A. S. C. E. 80-lb., 33 ft. long, laid on hard wood ties about 18 ties to the rail. The rail which broke was on the outside of a curve of 2 deg., and it was much worn, the flanges of the wheels having worn off about 27 per cent. of the head. About a month before the accident tie plates had been put under the rails because of the worn condition of the ties and of the spikes on the outside. Testimony given at a coroner's inquest is cited to the effect that many of the ties in the vicinity were decayed and that none were changed when the tie plates were put in. The ground was then frozen hard and continued frozen until the day of the accident. There was irregularity in the surface of the track, which, "no doubt contributed to the failure of the rail." The rail was made by the Illinois Steel Company in 1903 and is supposed to have been laid in August, 1904, the record not being exact in this feature. About 7 ft. in the middle of the rail was broken into six pieces. The report of Mr. Howard says that the weight of the engine was 180,700 lbs. and the weight on the drivers (Atlantic type) was 96,700 lbs. The immediate cause of the failure of the rail is attributed to the seaminess of the metal in the base, which induced a fracture. The rail was weakened by reason of the presence of the seam, and yielded under a load which sound metal would have sustained without fracture. After discussing the appearance and condition of the several fragments of the rail, which are illustrated by photographic cuts, Mr. Howard concluded as follows: "Such fractures are numbered by the thousands. From statistics it appears that not less than 80 per cent. of broken rails reported, covering certain periods, were of the type here encountered. "Herein is exhibited a structural defect which is prevalent, to a marked degree, in many rails. It is a defect the presence of which is well recognized and admitted. It has been the cause of occasional wrecks and a large number of renewals of rails. Notwithstanding these circumstances, rails are accepted under specifications and tests in which this, the most common cause for breakage, is not guarded against. Revisions of specifications have gone on still omitting reference to this prolific cause of rail failures. "An overwhelming majority of rail failures is reported as due to base fractures, fractures which disclose the presence of streaks and seams in the steel. This seaminess of the metal can be revealed by crosswise bending of the flanges, and such a test for structural soundness is easily made. In fact such a method of examination has been employed in the past by the undersigned to show the prevalence of streaks in rails which had or had not displayed seamy fractures in the track. Tests governing the acceptance of a finished product should undoubtedly be directed to show the fitness of that product against its most common manner of failure in service." The Proposed Union Station in Toronto. The long pending arrangements for the construction of a union station at Toronto, Ont., seem destined to further delay. Following a conference last week the railway commission has called on the Grand Trunk and the Canadian Pacific to present within three weeks a joint statement showing the exact status of the negotiations between the two companies regarding the project. In the meantime the railways announce that they will have entered an appeal to the Governor-General in Council against the viaduct order, thereby reopening the whole viaduct and union station issue. The Canadian Pacific declares that it is not party to any order respecting the union station yet made by the commission and therefore is not subject to the present order. The road's counsel declared that the determination of the plans for the union station depended entirely on whether or not the viaduct scheme was to be carried out, and reiterated the unalterable opposition of his company to that scheme. The plans could not be decided until the track level was fixed. It is expected that the railways will ask for the appointment of a board of three independent engineers of acknowledged eminence to prepare a joint recommendation. Such a board could report in time for work to be begun in the Spring. President Fowler's Adieu. T. P. Fowler, late president of the New York, Ontario & Western, has sent to General Superintendent Edward Canfield a letter conveying his good wishes to the faithful and loyal employees of the road; and he says, in part: "There are no doubt young men now in our service who were not born when I was first elected president, twenty-six years ago. My association with you and other old friends for so long a period is indeed a precious memory. I have been treated by all, from those holding the highest to the lowest positions, during all "Mr. Mellen began railway work in the lower ranks, and there "Although no longer associated with you, I shall continue to take a deep interest in the prosperity of the company, and in the personal welfare of its officials and employees in all departments." Dynamometer Car for the Japanese Government Railway. Professor E. C. Schmidt, in charge of the department of railway engineering of the University of Illinois, has been commissioned by the Japanese government to design a railway dynamometer car for the Imperial Government Railways. The car will be built in this country under the supervision of Professor Schmidt, and is expected to be delivered next spring to the representative of the Japanese government. The car is to be 48 ft. long, 8 ft. 6 in. wide, adapted at present for 3 ft. 6 in. gage, with provision for changing later to 4 ft. 81⁄2 in. gage. It is to be equipped with vacuum brakes, and the design of such details as drawbar, buffers, journal boxes, etc., is to conform to Japanese railway standards. The car is to be of the hydraulic dynamometer type, such as has been developed at the University of Illinois. The recording apparatus will permit the measurement of tractive efforts up to 80,000 lbs., and will provide also for the measurement of speed, time, distance, vibration, buffer thrust, etc. The car and the apparatus will be designed for a maximum speed of 85 m. p. h. An axle generator and storage battery will be provided to supply current for operating the recording apparatus and for lighting purposes. The work has been undertaken at the instance of S. Matsuno, chief of the motive power section of the central division of the Japanese Imperial Government Railways, who has supplied the general specifications for the design. Non-Residents Taxed for Highways. Thrasher & Gunter of Knoxville, the contractors who are double tracking the Louisville & Nashville have applied to the federal court for an injunction to prevent their non-resident laborers from working on the public roads of Blount county. The contractors claim they have lost $3,000 by reason of the road law and its resultant practice of arresting non-residents and making them do road duty. The petition further recites that the road law of Alabama is in conflict with the United States constitution. Judge W. I. Grubb granted a temporary injunction. The Alabama road law assesses a road tax of $4 upon nonresidents, which upon refusal means that non-residents are forced to work on the county roads for four days.-Birmingham Age Herald. More Laws Being Made. Revision of the compensation and the standard caboose acts and legislation on a "full crew" bill will be asked by the Brotherhood of Railway Trainmen as the result of a three-day which adof forty-five delegates legislative conference journed yesterday (at Springfield, Ill). The brotherhood will also ask for a semi-monthly pay day and for the abolishment of bulletins which require brakemen to go in the rear of a train when it stops. This bulletin has been recently issued on some railways, and it is thought will be taken up by others. The "full crew" bill will apply to yard and road service. The “standard caboose" bill will be revised, if the brotherhood is sucThe brothercessful, so that it will call for larger cabooses. hood would revise the compensation act.-Illinois State Journal. Utah Society of Engineers. At the meeting of the Utah Society of Engineers at Salt Lake City, Utah, to be held on November 15, the general subject for consideration will be Electric Power Supply for Utah. The following papers will be submitted: Hydro-Electro Power Resources Tributary to Salt Lake City, by D. H. Randall, of the General Electric Company; Factors Determining Cost of HydroElectro Service, by Markham Cheever, of the Telluride Power Company; Continuity of Hydro-Electro Power Service, by Leonard Wilson, consulting engineer; Modern Steam Relay Station, by C. A. Cohn, of the Utah Light & Railway Company, and Modern Transmission Practice, by G. W. Riter, of the Utah Light & Railway Company. At the meeting of the society to be held on December 20, the subject will be the Principal Metal Mining District of Utah, Geology, Statistics and Future. American Society of Mechanical Engineers. At a meeting of the American Society of Mechanical Engineers, to be held on October 8, at New York, there will be a discussion on Smoke Abatement, to be opened by George H. Perkins, of the engineering department of the Lowell Textile School, who attended the International Smoke Abatement Exhibition and Conference held in London in March, as the representative of the society and of the city of Lowell. American Society of Civil Engineers. At the meeting of the American Society of Civil Engineers, held on October 2, 1912, a paper by H. G. Burrowes, M. Am. Soc. C. E., on The Sixth Avenue Subway of the Hudson & Manhattan, was presented for discussion, and was illustrated with lantern slides. This paper was printed in Proceedings for August, 1912. MEETINGS AND CONVENTIONS. The following list gives names of secretaries, dates of next or regular meetings, and places of meeting. AIR BRAKE ASSOCIATION.-F. M. Nellis, 53 State St., Boston, Mass. vention, May, 1913, St. Louis, Mo. Con AMERICAN ASSOCIATION OF DEMURRAGE OFFICERS.-A. G. Thomason, Bos- AMERICAN ASSOCIATION OF GENERAL PASSENGER AND TICKET AGENTS.-W. C. AMERICAN ASSOCIATION OF FREIGHT AGENTS.-R. O. Wells, East St. Louis, AMERICAN ASSOCIATION OF RAILROAD SUPERINTENDENTS.-E. H. Harman, AMERICAN RAILWAY BRIDGE AND BUILDING ASSOCIATION.-C. A. Lichty, C. & AMERICAN RAILWAY TOOL FOREMEN'S ASSOCIATION.-M. H. Bray, N. Y. AMERICAN SOCIETY FOR TESTING MATERIALS.-Prof. E. Marburg, University cago. CAR FOREMEN'S ASSOCIATION OF CHICAGO.-Aaron Kline, 841 North 50th Court, Chicago; 2d Monday in month, Chicago. CENTRAL RAILWAY CLUB.-H. D. Vought, 95 Liberty St., New York; 2d Thurs. in Jan. and 2d Fri. in March, May, Sept., Nov., Buffalo, N. Y. CIVIL ENGINEERS' SOCIETY OF ST. PAUL.-L. S. Pomeroy, Old State Capitol building, St. Paul, Minn.; 2d Monday, except June, July, August and September, St. Paul. ENGINEERS' SOCIETY OF PENNSYLVANIA.-E. R. Dasher, Box 704, Harrisburg, Pa.; 1st Monday after 2d Saturday, Harrisburg, Pa. ENGINEERS' SOCIETY OF WESTERN PENNSYLVANIA.-E. K. Hiles, 803 Fulton building, Pittsburgh; 1st and 3d Tuesday, Pittsburgh, Pa. FREIGHT CLAIM ASSOCIATION.-Warren P. Taylor, Richmond, Va. GENERAL SUPERINTENDENTS' ASSOCIATION OF CHICAGO.-E. S. Koller, 226 W. Adams St., Chicago; Wed, preceding 3d Thurs., Chicago. INTERNATIONAL RAILWAY CONGRESS.-Executive Committee, 11, rue de Louvain, Brussels, Belgium. Convention, 1915, Berlin. INTERNATIONAL RAILWAY FUEL ASSOCIATION.-C. G. Hall, 922 McCormick building, Chicago. INTERNATIONAL RAILWAY GENERAL FOREMEN'S ASSOCIATION.-L. H. Bryan, Brown Marx building, Birmingham, Ala. INTERNATIONAL RAILROAD MASTER BLACKSMITHS' ASSOCIATION.-A. L. Woodworth, Lima, Ohio. MAINTENANCE OF WAY MASTER PAINTERS' ASSOCIATION OF THE UNITED STATES AND CANADA.-W. G. Wilson, Lehigh Valley, Easton, Pa. Convention, November 19-21, Chicago. MASTER BOILER MAKERS' ASSOCIATION.-Harry D. Vought, 95 Liberty St., New York. Convention, May, 1913, Chicago. MASTER CAR BUILDERS' ASSOCIATION.-J. W. Taylor, Old Colony building, Chicago. MASTER CAR AND LOCOMOTIVE PAINTERS' ASSOC. OF U. S. AND CANADA,A. P. Dane, B. & M., Reading, Mass. NATIONAL RAILWAY APPLIANCES ASSOC.-Bruce V. Crandall, 537 So. Dearborn St., Chicago. Meetings with Am. Ry. Eng. Assoc. NEW ENGLAND RAILROAD CLUB.-G. H. Frazier, 10 Oliver St., Boston, Mass.: 2d Tuesday in month, except June, July, Aug. and Sept., Boston. NEW YORK RAILROAD CLUB.-H. D. Vought, 95 Liberty St., New York; 3d Friday in month, except June, July and August, New York. NORTHERN RAILROAD CLUB.-C. L. Kennedy, C. M. & St. P., Duluth, Minn.; 4th Saturday, Duluth, PEORIA ASSOCIATION OF RAILROAD OFFICERS.-M. W. Rotchford, Union Station, Peoria, Ill.; 2d Tuesday. RAILROAD CLUB OF KANSAS CITY.-C. Manlove, 1008 Walnut St., Kansas Ohio. RAILWAY STOREKEEPERS' ASSOCIATION.-J. P. Murphy, Box C, Collinwood, ROADMASTERS' AND MAINTENANCE OF WAY ASSOCIATION.--L. C. Ryan, C. & ST. LOUIS RAILWAY CLUB.-B. W. Frauenthal, Union Station, St. Louis, TRAFFIC CLUB OF CHICAGO.-Guy S. McCabe, La Salle Hotel, Chicago; meetings monthly, Chicago. TRAFFIC CLUB OF NEW YORK.-C. A. Swope, 290 Broadway, New York; last Tuesday in month, except June, July and August, New York. TRAFFIC CLUB OF PITTSBURGH.-D. L. Wells, Erie, Pittsburgh, Pa.; meetings monthly, Pittsburgh. TRAFFIC CLUB OF ST. LOUIS.-A. F. Versen, Mercantile Library building, St. Louis, Mo. Annual meeting in November. Noonday meetings October to May. TRAIN DESPATCHERS' ASSOCIATION OF AMERICA.-J. F. Mackie, 7042 Stewart Ave., Chicago. TRANSPORTATION CLUB OF BUFFALO.-J. M. Sells, Buffalo; first Saturday after first Wednesday. TRANSPORTATION CLUB OF DETROIT.-W. R. Hurley, L. S. & M. S., Detroit, Mich.; meetings monthly. TRAVELING ENGINEERS' ASSOCIATION.-W. O. Thompson, N. Y. C. & H. R., East Buffalo, N. Y. UTAH SOCIETY OF ENGINEERS.-R. B. Ketchum, University of Utah, Salt Lake City, Utah; 3d Friday of each month, except July and August. WESTERN CANADA RAILWAY CLUB.-W. H. Rosevear, P. O. Box 1707, Winnipeg, Man.; 2d Monday, except June, July and August, Winnipeg. WESTERN RAILWAY CLUB.-J. W. Taylor, Old Colony building, Chicago; 3d Tuesday of each month, except June, July and August. WESTERN SOCIETY OF ENGINEERS.-J. H. Warder, 1735 Monadnock Block, Chicago; 1st Monday in month, except July and August, Chicago. Traffic News, The California terminal railways have decided to offer the same homeseekers' fares to points in California during 1913 as have been in effect this year. The Chicago, Indiana & Southern, in connection with the Big Four, Louisville & Nashville and connections, restored its through package car service via Evansville, Ind., to Memphis and Nashville, Tenn., on October 1. The Texas Midland announces that a passenger motor car is to be run regularly between Paris and Dallas, 117 miles, a contract having been made with the Texas & Pacific for running the car over that company's line between Terrell and Dallas, 30 miles. The Canadian government reports that new settlers arriving in that country from the United States this year have numbered 73,209, which is 10 per cent. greater than the number who came last year. It is said that these immigrants took with them into Canada money and property aggregating a hundred and ten millions. The "American Chain of Warehouses" is the title which has been adopted by public warehouses in fifty of the principal cities of the country for the purpose of accommodating shippers who may desire uniform rates and treatment in all parts of the country. The headquarters of the combination is with The F. C. Linde Company, New York. A farewell luncheon will be tendered by the Traffic Club of Chicago on October 15 to B. C. Stevenson, who has been elected vice-president of the Toledo, St. Louis & Western, with office at Toledo, Ohio, and J. A. Tapee, who will leave Chicago to become assistant traffic manager of the western plants of Nelson Morris & Company, with office at Kansas City. It is announced that the Sunset Limited, the Southern Pacific's fast train between New Orleans and San Francisco which was put into service during the winter of 1911 and 1912, running twice a week, will be reinstated this winter on a schedule of one train each way a week. The first westbound train will leave New Orleans on January 2, and the first eastbound train will leave San Francisco on January 7. An extra fare will be charged. The Pennsylvania, like all other roads, is urging shippers and consignees to economize cars; and it is also doing something itself. It has 27,000 employees engaged on the rush orders to put all cars and locomotives in first class condition, and to get them out on the road. In the company's shops 11,500 men are repairing freight cars and 1,225 are building new ones; more than 10,000 are repairing locomotives, while 1,350 are constructing new ones. Some 2,800 men are now working on passenger cars. William L. Divine, general forwarding freight agent of the Chesapeake & Ohio, has been fined by Judge Mayer, in the criminal branch of the federal district court, $15,000 on a plea of guilty to the charge of granting rebates through an agreement with a forwarding firm, which firm, it was charged, were paid a commission on business which they secured and shipped over the C. & O. During the last few years the Ontario government, with the co-operation of the Grand Trunk Railway, has planted in the lakes in the highlands of Ontario thousands of parent fish for the purpose of increasing the supply in these waters. A special fish car was built a few years ago by the Grand Trunk for the transportation of these fish. The government has recently been operating fish hatcheries with very successful results, and in the last season for re-stocking has put 74,000 black bass fingerlings in Muskoka Lakes, Gull Lake, Sturgeon, Cameron, Balsam, Fair, Vernon, Peninsula and Mary lakes, and the laes reached by the Temiskaming & Northern Ontario. The seventh annual convention of the Lakes-to-the-Gulf Deep Waterways Association, which has been held at Little Rock, Ark., adjourned on September 26 to meet at Peoria, Ill., next fall. Resolutions were adopted in part as follows: "We re < iterate our demand on the legislative and executive branches of The Illinois Traction System has filed a tariff with the Inter- city. The company has previously handled coal shipments on a The tours department of the Chicago & North Western and and a bath. The traveling farmers' instruction train, run for the purpose of lecturing on specialties, is now superseded by the "Mixed Farming Special," devoted to all sorts of work. This is the name of a train to be run throughout western Canada during the month of November over the lines of the Canadian Pacific. The enterprise is being managed by the government under the direction of the minister of agriculture for Alberta. The need of the wheat farmers of the west is believed to be an incentive to more diversified farming. The lecture train will have two carloads of animals, two passenger cars fitted up for lecture rooms, a baggage car for the display of grains, grasses, weeds and other things, and a car of poultry; and a sleeping car, a dining car and a baggage car. It is proposed to stop about three hours at each town that is visited. The display of noxious weeds is to be called to the attention not only of the farmer, but of the railway section foremen, with a view to promoting the maintenance of a cleaner and better looking right of way. The Parcel Post Traffic. The establishment of a limited parcel post system is announced for inauguration in this country about the first of January. The first zone distance is 50 miles, and in this zone, an 11 lb. package will be carried for thirty-five cents. A study of the plan makes it appear that the express companies have little to fear provided the Bourne rates [named in the law] remain in effect. It seems likely that while the post office will collect a large number of packages weighing from 1 to 5 lbs., transport them about 50 miles and then deliver them, the express companies will be the sole operators in the large field of commercial express, the transporting of large packages and of reasonably small packages for long distances. In a report of the Interstate Commerce Commission, the average distance a package of any size is now hauled by the express company is given as about 200 miles, and the average rate paid, 50 cents. The greater volume of express traffic is for short distances, and one-half of the business moved consists of packages under 20 lbs. in weight. It is safe to assume that the parcel post will not make material inroads upon the present business of the express companies.-Express Gazette. REVENUES AND EXPENSES OF EXPRESS COMPANIES AS REPORTED TO THE INTERSTATE COMMERCE COMMISSION. MONTH OF FEBRUARY, 1912. Operating expenses. Miles of line covered. Gross privileges. Net Traffic. Trans- General. Total. operating revenue (or deficit -). comp. with 55,1312 $1,185,129 $59,993 1,840 $9,606 $1,058,920 $82,377 Canadian Express Co..... 2,935,524 3,065,473 $1,210,896 1,436,209 -$25,767 6,12212 1,629,264 $20,018 22,763 -$45,785 6,729 31,506 830 Canadian Northern Express Co. 176,526 1,451,937 128,925 1,635,131 180,754 80,864 -5,867 33,688 99.890 -39,555 7,862 4,0223 1,332 91,183 -29,484 22 39,736 7,705 108,082 41,260 -8,192 15,894 25,366 160 391 12,522 2,015 15,088 10,278 540 2,250 -10,442 -8,317 9,738 5,103 2,9041 46,578 47,573 23,298 24,275 619 8,4975 1,683 399 22,897 179,120 181,456 3,746 28,945 -4,670 650 117,111 64,345 -5,320 1,767 1,822 1,4098 2,041 70 65,277 4,071 Northern Express Co. 80,548 80,920 7,3107 37,395 73,156 -8,811 2,278 -11,089 43,525 315 180,066 46,650 2,995 3,582 50,798 182,796 -7,273 497 92,906 89,890 4,022 3,317 70,680 6,119 84,138 5,752 4,500 Southern Express Co...... 31,9918 821 United States Express Co. 1,227,256 1,250,947 635,702 615,245 29,1049 18,778 9,853 3,954 425,743 74,627 Wells, Fargo & Co.. 1,469,124 529,001 86,244 1,492,926 12,756 715,733 777.193 63,76510 17,339 30,166 22,056 2,402,816 792,127 55,966 Western Express Co. 2,444,393 898,315 1,163,081 4,89211 1,281,312 36,772 28,640 1,006,027 4 70,070 93,125 71,538 38,880 32,658 1,265 2,448 31,312 3,205 1,164,564 EIGHT MONTHS OF FISCAL YEAR, 1912. 4,843 $22,148,320 $22,419,694 $11,443,336 $10,976,358 $571.949 352,905 239,415 $68,491 904,808 992,660 13,372,065 1,036,742 48,786 9,676 758,943 57,440 874,845 161,897 150,880 18,000 238,514 143,897 -28,617 1,462 3,351 112,050 12,196 129,059 Globe Express Co...... 109,455 2,351 107,104 26,623 2.904* Great Northern Express Co. 8,4975 399 National Express Co.. 1,4098 70 Northern Express Co.. 7,3107 315 522,071 Southern Express Co.. 31.9918 821 United States Express Co. 9.919,298 Wells, Fargo & Co..... 29,1049 3,954 63,76510 17,339 Western Express Co.. 4,89211 4 8,517 Operated in previous period: Steam Roads-132,717; 2 54,158: 126,964; 3,369; 2,843; 58,270; 1,422; 76,601; w 4,492. 527,816 1,884,771 840.286 1,958,090 10,110,161 14,033,908 744,472 20,776,002 21,151,015 10,004,687 13,821,040 731,142 262,636 265,180 5,174 13,184 197,397 33,537 249,292 15,888 1,156,786 6,250 9,638 --21,553 727,985 13,255 11,624 555,436 31,613 611,928 116,057 328,210 24,831 91,226 512,076 7,227 392,837 24,510 424,581 87.495 995,638 962,452 14,616 26,728 623,299 47,830 712,473 249,979 3,882 83,613 -41,427 213,979 -166,879 4,859,458 5,250,703 162,349 74,758 3,433,995 487,075 4,158,177 6,482,606 387,373 7,551,302 266,487 132,037 6,600,867 381,085 7,380,476 11,146,328 357,099 357,286 208,329 8,151,374 686,581 9,403,570 1,742,758 197,949 23,618 278,859 27,200 338,194 18,905 6,156 1,544,809 12,749 -282.722 -95,658 40,163 31,648; 28,854; 10 46,861; 11 4,765. Other Lines-13,727; 21,643; 360; 261; 8816; 93,866: INTERSTATE COMMERCE COMMISSION. The commission has suspended until March 28 certain freight tariffs naming increased rates from points in Pennsylvania and New York to St. Paul. The commission has suspended until January 20 notices filed by the New York Central canceling the free lighterage privilege on hay and straw at New York. The Interstate Commerce Commission has further suspended from September 28, until March 28, the proposed advances in class rates from points in Pennsylvania and New York to St. Paul, Minn. The Interstate Commerce Commission has further suspended, from September 28 until March 28, advances in rates on flaxseed from Minneapolis, Minn., and other points, to Chicago and other destinations. The commission has suspended from October 1 until January 29 advances in rates on cartridge shells, carload lots, to Missouri river points and points in Kansas. The proposed advances were five cents per 100 lbs. The commission has suspended until January 28 certain tariffs on lumber and shingles, from north Pacific coast points eastward, in which the storage and reconsignment privileges heretofore allowed at St. Paul does not appear. The commission has suspended from September 30 to January 28 tariffs which eliminate the present reconsignment and storage privileges on lumber and shingles shipped from north Pacific coast territory to Minnesota points and states east. The Chicago Board of Trade has filed a complaint with the Interstate Commerce Commission against the Illinois Central, alleging that the grain rates of that carrier from Missouri river points on grain originating beyond are unjust and unreasonable per se, and unduly discriminatory in favor of New Orleans and other markets. The Decision in the Dispute on the Differential on Colorado Traffic. Commissioner E. E. Clark, who was selected to arbitrate the dispute between the rail and water lines operating from the Atlantic Seaboard via the South Atlantic and Gulf ports to Colorado common points has handed down his decision in part as follows: "I do not think that the facts and conditions are shown to be such as to warrant awarding the Gulf Lines differentials under the Atlantic port lines on Atlantic Seaboard-Colorado traffic. The existing adjustment is of long standing. Proposals to change it have from time to time been made by interested carriers, but it has remained unchanged or has been returned to after temporary disturbances. I am convinced that it should not be changed as proposed except upon affirmative showing that it is inequitable and that the change would not create more inequity than can be found in the present situation. "While the through rates are the same via the several ports, the steamship lines that originate the traffic make arrangements Iwith their several rail connections for division of the rates and in arrangements each carrier makes the best bargain it can for itself. Taking into consideration the extent of the Atlantic Seaboard territory and the competitive conditions under which the traffic is secured, the only question in this issue is that of rates via ocean and rail lines from the Atlantic Seaboard territory. "It can hardly be said that a railroad located in a particular section of the country has any claim of right to be given any part of the tonnage originating in a territory which it does not serve and which can reach its destination via lines that do serve the territory of origin. A railroad like any other enterprise is entitled to the advantages and must bear the disadvantages of its location. When we consider the strategic positions of the lines operating through the Virginia cities, with terminal at Norfolk and Newport News and with their own lines into and through the heart of Central Freight Association territory, the argument that the Gulf lines should have the same differential under the Atlantic port lines that the Atlantic port lines have under the standard all-rail lines in Central Freight Association traffic does not seem forceful." For the past twenty years, rates which should rule on traffic moving water and rail has been a fertile source of dispute between the lines operating through the south Atlantic ports and the lines operating through Gulf ports. Many times in this period has one or the other of the group of lines in question reduced rates, in the hope of securing a greater share of the traffic, only to be met with a reduction by the others. Rate wars have been precipitated, and been adjusted by re-establishment of the old rates. These two groups of lines finally determined to submit the matter to arbitration, before Commissioner Clark. The stated object of the Gulf port lines in seeking a differential rate which would favor them over the rates in force through the Virginia gateway, was to attract to the Gulf a more equitable proportion of the traffic from the seaboard to Colorado moving water and rail. Further, that the superior service possible over the Atlantic port routes, by reason of the shorter water haul prevented an equitable share of the traffic going via the Gulf under equal rates; that in determining what was an equitable share of the traffic, consideration must be given to the relative volume of that traffic in contrast with the total traffic from originating territory, and that the differential via the Gulf under rates via the Atlantic ports, should be sufficient to offset superior service to the extent necessary to attract to the Gulf an equitable proportion of the total tonnage. They demanded a differential rate 10 cents per 100 pounds under the rate via the Atlantic port routes, and 20 cents under the all-rail routes. The Atlantic port lines were able to demonstrate to the satisfaction of Commissioner Clark that the Gulf lines, under equal rates, were getting all the traffic of this character to which their service and route entitled them; that it was possible to make as quick delivery over one route as over another, and that an equitable division of traffic can only be reached by placing all lines affording a similar service upon an equality of rates, aiding none and interfering with none, thereby permitting an equitable distribution of traffic to be worked out through the efforts of each of the lines. Differentials, it was held, are not arranged for the sole purpose of a division of tonnage. This would be in violation of the Sherman law. Each line should be permitted to develop its traffic by legitimate means, without interference and without the aid of artificial adjustments. All lines concerned in the controversy have obligated themselves to abide by this decision for one year. These are the Baltimore Steam Packet Co., the Clyde Steamship Co., Merchants & Miners Transportation Co., Ocean Steamship Co., Old Dominion Steamship Co., Southern Pacific Co., Atlantic Steamship Lines, and the Mallory Steamship Lines, together with their rail connections. STATE COMMISSIONS. The Illinois railway commission has rendered a decision, holding that it has authority under the act of 1911 to compel railways to establish depot and shipping facilities wherever the business demands. The Texas Railway Commission has announced a hearing in November on a motion presented by Chairman Mayfield, providing for a rule requiring the absorption of all switching charges of $2.50 or under, regardless of local or competitive conditions, and that all switching charges in excess of $2.50 be paid by the shippers, and under no circumstances be absorbed by the carriers. COURT NEWS. In a decision written by Judge Sanborn and concurred in by Judges Humphrey and Baker of the United States district court, the Illinois 2-cent passenger fare law is held unconstitutional and confiscatory as applied to the Chicago, Peoria & St. Louis. The opinion upholds the report of Master in Chancery Walter M. Allen of Springfield, and the court issued a permanent injunction restraining the attorney-general from enforcing the law as to the Chicago, Peoria & St. Louis. |