lanta, Montgomery, Mobile, etc. These rates are made by other lines for causes which we do not control, and in the making of which rates we can not necessarily have a voice. We either adopt them as our rates, or withdraw from competition in case we find the rates unremunerative.

We have endeavored to so adjust our rates as to conform strictly to the requirements of the law, as we understand it, and in accordance with decisions rendered by your Commission from time to time. We find occasionally errors in our rates, which we correct whenever they appear, or when our attention is called to them.

Yours, respectfully,

C. C. MCCAIN, Esq.,

Auditor Interstate Commerce Commission, Washington, D. C.

SOL. HAAS,

T. M.

BALTIMORE AND OHIO RAILROAD COMPANY.

DEAR SIR: In reply to your circular-letter of the 20th ultimo, I beg to say: (1) That between points upon the railroads owned or operated by this company, under lease or otherwise, there is no interstate rate for passengers or freight greater for the shorter than for the longer distance.

(2) The "joint tariff rates on interstate passengers and freight made by this company, and in combination with other roads, are in no case greater for the shorter than for the longer distance.

This company, upon freight destined to points south of the Chesapeake and Ohio Railroad and the Ohio River, or to interior points on the Pacific roads, does name its regular rates from the point of shipment to the point of junction with the connecting lines, and the connecting lines name their rates from point of junction to destination, and the combined rate thus fixed is in some instances greater than the joint through rate to more distant points beyond, the lines lying south of the Ohio River and the Pacific roads claiming the right to thus name this greater rate, but this company itself in no case participates in the addition.

Very respectfully,

Mr. C. C. MCCAIN,

Auditor Interstate Commerce Commission, Washington, D. C.

S. SPENCER,
Vice-President.

BATESVILLE AND BRINKLEY RAILROAD COMPANY.

DEAR SIR: Replying to your circular dated October 20. Newport and Jacksonport on this line and White River are accorded lower rates in competition with steamboats from Memphis, Tenn., than intermediate stations. Below please find rates as requested.

BENTON TRANSPORTATION COMPANY.-MISSOURI RIVER STEAMERS. DEAR SIR: Respectfully replying to your communication of the 20th, I beg to state there are no points upon the line of this company to or from which interstate rates for freight or passengers are higher than rates to or from more distant points in the same direction on our line on the Upper Missouri River, or the country tributary thereto.

Referring to the long and short haul principle, I desire to commend the law as it now stands. In our opinion it conduces to the prosperity of river and lake navigation, and tends to build up that mode of transportation. It prevents railroads from conducting a war of extermination against water routes at terminal points, and points where railroads intersect the river, at the expense of railroad local traffic. It does not wholly prevent the railroads from making this war of extermination, (usually practiced against river routes), but in all such wars it gives the benefit of such competition to all intermediate local points on its line of road.

The entire Northwest, including Dakota and Montana, is particularly interested in the maintenance of the fourth section of the law as it now stands. I beg to call particular attention to the application of the law on the upper Missouri River, which is intersected at Fort Benton, several hundred miles above Bismarck, and at several other points by roads recently constructed. In past years steamboats have operated on this river, and have been a great factor in the opening up of the country; and during the past year, receiving the benefit of the fourth section of the law, they have been enabled to compete with railroads and carry on a very successful traffic. Permit the violation of the short-haul principle and you would justify the St. Paul, Minneapolis and Manitoba Railroad in making free rates to Fort Benton and a few river points at the expense of its local patrons, until they forced the retirement of steamboats, which are now operated in connection with eastern roads at Bismarck and points below, giving the entire Northwest the benefit of all rates made in competition between all-rail lines and rail and river lines.

It is a well-known fact that the great decrease and almost total destruction of commerce on all of the great rivers of the West during the past few years was not the result of honest competition between river and railroads, but rather by a rate war of extermination practiced at the principal points on the river where intersected by railroads, and during which wars of extermination against the river lines all local rates on the lines of railroads were maintained, and in some cases advanced, by railroads to afford their revenue to carry on the war against the river routes; in many instances the railroads refusing to furnish cars at their near local points for transportation of products to the river terminals, and compelling shippers to pay high rates for transportation to the river, and to eventually abandon the river lines and ship by "all-rail" at higher rates than could possibly be charged if the long and short haul law was in existence. In our experience the long and short haul clause is a benefit to the entire country, and should stand; for it compels railroads and water routes to give the benefit of legitimate competition to inland towns as well as to river centers.

Yours, truly,

I. P. BAKER, General Superintendent.

C. C. MCCAIN, Esq.,

Auditor Interstate Commerce Commission, Washington, D. C.

BOSTON AND ALBANY RAILR AD COMPANY.

DEAR SIR: Your circular of the 20th instant, addressed to Mr. Barnes, is received. There are no points on the railroad of this company or upon any railroad operated by this company, under lease or otherwise, to or from which interstate rates for passengers or freight made by this company alone are greater than the rates to or from more distant points in the same direction over the same line.

This is also the case with such tariffs as we have issued in combination with other roads, and to the best of my information, with such tariffs as other roads have issued in combination with us, except that in the case of freight rates in either direction between Boston (and points taking the Boston rates) and Pittsburgh, Pa., via Pittsburgh and Lake Erie, Lake Shore and Michigan Southern, and New York Central and Hudson River Railroads, a less charge is made than between the same stations and Youngstown, Pa. We make the following rates from Boston (and points taking the Boston rates): To Pittsburgh 51, 45, 33, 24, 21, 18; Youngstown and stations between Youngstown and Pittsburgh, 53, 46, 36, 25, 21, 18.

The Pittsburgh and Lake Erie Railroad has issued a tariff making the following rates to Boston (and points taking Boston rates): From Pittsburgh, 51, 45, 33, 24, 21, 18; while the Lake Shore and Michigan Southern Railway makes from Youngstown, 60, 53, 38, 28, 25, 21}.

We conceive that the traffic to and from Pittsburgh via Pittsburgh and Lake Erie Railroad, in competition with Pennsylvania Railroad is done under different circum9293-10

stances and conditions from those applicable to the Youngstown traffic, a belief whica the decision of your honorable Commission in the case of the Southern Railway and Steamship Association seems to warrant.

Yours, truly,

C. C. MCCAIN, Esq.,

ARTHUR MILLS, General Traffic Manager.

Auditor Interstate Commerce Commission, Washington, D. C,

BOSTON AND LOWELL RAILROAD.

DEAR SIR: In reply to your valued favor of the 20th, our passenger rates, I believe, are in all cases in conformity with section 4 of the interstate law, and since the decision at Rutland by the Commission on through freight rates against the Central Vermont and this company we have readjusted our rates. I now believe our whole system is in har

mony with the decision of the Commissioners, with the exception of the line between Portland, Maine, and the West, where I am bringing it in as fast as clerical work will do it; probably within a week.

Trusting that this information will be satisfactory, I remain,
Yours, very truly,

C. C. MCCAIN, Esq.,

H. N. TURNER, General Traffic Manager.

Auditor Interstate Commerce Commission, Washington, D. C.

BUFFALO, NEW YORK AND PHILADELPHIA RAILROAD COMPANY. DEAR SIR: Your circular of October 20, 1887, has been duly received. I have had the general freight agent go over the published tariff sheets to see at this time whether there are any cases where the local tariff is in excess of the through rate. As our through tariffs are mostly made by the connecting roads on competitive business, and no notice is necessary for decreasing tariffs, by the acceptance of our proportion we are often put into a position of accepting a rate lower than our local tariff, as in the case between Rochester and Pittsburgh, which are shipments via Oil City, the rate is lower than our local tariff from Oil City to Rochester, and vice versa. The rate also from Oil City to Buffalo division points is higher than the through rate to Rochester where portions of the same line are used, yet the instructions to agents, and also to the auditor of this company are to substitute the through tariff for the local tariff, wherever the local exceeds the through rate; hence the frequent issue of special tariff sheets.

In consequence of being compelled to accept the through rates made by other roads, or lose the business, our local tariffs have been undergoing a constant revision, and I hope the checking of our local tariffs will be completed shortly, and then they will be reprinted, correcting the rates where the same are in excess.

Very truly,

C. C. MCCAIN, Esq.,

G. CLINTON GARDNER,

Receiver.

Auditor Interstate Commerce Commission, Washington, D. C.

BURLINGTON AND MISSOURI RIVER RAILROAD IN NEBRASKA.

[C., B. & Q. R. R. Co., Owner.]

DEAR SIR: In reply to your circular letter of the 20th inst., in regard to rates on this road, I attach hereto our freight tariffs on California business, showing the only rates in effect which vary in the least respect from the fourth clause of the interstate bill. California business is the only business done by this company, directly or indirectly, where our through-freight rates are lower for the long than for the short hauls. We have no passenger rates in effect such as described in your circular. Yours, truly,

C. C. MCCAIN, Esq.,

Auditor Interstate Commerce Commission, Washington, D. C.

G. W. HOLDREGE,

General Manager.

BURLINGTON, CEDAR RAPIDS AND NORTHERN RAILWAY COMPANY.

DEAR SIR: In reply to your circular of the 20th would say, our lines run in the States Iowa and Minnesota and Territory of Dakota, and our local tariffs are therefore interstate and made strictly in accord with the law.

་་

This has been a very serious loss to us, in having to withdraw from competition business, which we have heretofore participated in, and debarred from uniting in competition on our own line, except by general reductions, have resulted in such losses that if continued (and I see no help unless the law is modified) will result in bankruptcy, not only for this road, but many others in the West.

Yours, truly,

C. C. MCCAIN, Esq.,

Auditor Railway Commissioners, Washington, D. O.

C. J. IVES,

President.

to me.

BURLINGTON AND NORTHWESTERN RAILWAY COMPANY.

DEAR SIR: Your circular letter to Mr. T. W. Barhydt, president, has been handed Replying thereto, would say: There are uo points upon the line of this railway, or any other railway operated by this company, under lease or otherwise, to or from which interstate rates for passengers or freight are made by this road, or in any connection with other roads, which are greater than the rates to or from more distant points in the same direction over the same line.

It may be in order to state here, that in maintaining this long and short haul provision of the interstate law this company has been obliged to surrender a considerable passenger business to western points outside the State of Iowa; while its patrons have either been obliged to pay increased fares, or suffer inconvenience from poor connections, transfer, etc., incident to the shorter line.

Yours, very truly,

JOHN T. GERRY, Supt. and G. F. and P. A.

Mr. C. C. MCCAIN,

Auditor Interstate Commerce Commission, Washington, D. C.

CAIRO, VINCENNES AND CHICAGO LINE.

DEAR SIR: In reply to your circular letter, October 20, would say that there is no point on our line to or from which interstate rates for passengers or freight are greater than the rates to or from more distant points, in the same direction, over the same line, to the best of my knowledge and belief. If any such rates occur in our tariffs, they are errors, and not intentional, and will be corrected as soon as ascertained. We are, however, purely as an intermediate line, parties to attached tariff which quotes higher rates to intermediate points on the Mobile and Ohio road, between Cairo and Mobile, than are made to Mobile. The lines north of the river are forced to this position by the roads south of the river. We, however, make no higher rate from the nearer stations than from the farther stations on our own line to points mentioned in the tariff. If anything further, pray command me.

Yours, most respectfully,

M. A. MCDONALD,

General Manager.

C. C. MCCAIN, Esq.,

Auditor Interstate Commerce Commission, Washington, D. C.

SANTA FÉ ROUTE.

CALIFORNIA SOUTHERN RAILROAD COMPANY. CALIFORNIA CENTRAL RAILWAY COMPANY.

DEAR SIR: I have your circular letter of October 20, addressed to me as traffic manager of the California Southern and California Central Railroad Companies.

So far as these lines are concerned, we have been accepting our proportions of rates which are less than the intermediate rates, on business between Los Angeles and San

Diego (on the west) and the Missouri River, and points east thereof (on the east), which rates were made necessary by the competition of water carriers and foreign railroads. With this exception, we have no knowledge of having deviated from the requirements of section 4 of the act to regulate commerce.

We have filed a complete set of our tariffs with Mr. Moseley, secretary of your Commission, and will take pleasure, if you so desire, in filing with you a duplicate set. This will give you the required information in better shape than could be done in a statement.

Very truly, yours,

C. C. MCCAIN, Esq.;

W. F. WHITE,

Traffic Manager C. S. and C. C. R, R's.

Auditor Interstate Commerce Commission, Washington, D. C.

CAPE FEAR AND YADKIN VALLEY RAILWAY COMPANY.

DEAR SIR: In my letter of November 1st I made a mistake in the wording. substitute this letter in the place of that one.

Please

There is only one point on our road to and from which the interstate rates are less than the rates to or from less distant points in the same direction over the same line. The place referred to is Fayetteville, N. C., and the rates are less to and from that point in order to compete with lines of steamboats on the Cape Fear River.

Yours, truly,

J. W. FRY, General Superintendent.

C. C. MCCAIN, Esq.,

Auditor Interstate Commerce Commission, Washington, D. C.

CHESAPEAKE AND OHIO RAILWAY.

DEAR SIR: Your letter of December 12, covering your circular of October 20, reached me this morning.

In reply thereto, I will say that the Newport News and Mississippi Valley Company (eastern division) was composed of the Chesapeake and Ohio Railway Company and the Elizabethtown, Lexington and Big Sandy Railroad Company; that for the past two months the Chesapeake and Ohio Railway Company has been withdrawn from its connection and placed in my hands as receiver; that so far as this road is concerned there are no points to or from which interstate rates for passengers or freights are made by our road alone which are greater than the rates to or from more distant points in the same direction over the same line; but in connection with the Newport News and Mississippi Valley Company (Elizabethtown, Lexington and Big Sandy division) there are a few points between Ashland, in Kentucky, and Mount Carbon, in West Virginia, both inclusive, to which are charged lower rates than are charged to certain points west of Ashland.

I inclose you joint tariff B 12, and have connected with it joint tariff B 191, and also joint tariffs B 18 and B 189, which will be a full answer to your inquiry, and will place it before you more clearly than I could in a letter.

The reason for this difference is that tariffs B 12 and B 18 are issued to meet water competition, which we believe to be allowable under the interstate commerce bill, and which I am advised is the construction placed upon it by all roads similarly situated. Hoping that this will be satisfactory, I am, very respectfully, your obedient servant, W. C. WICKHAM, Receiver.

Mr. C. C. McCAIN,

Auditor Interstate Commerce Commission, Washington, D. C.

CHICAGO AND ALTON RAILROAD COMPANY.

DEAR SIR: I am in receipt of your circular letter of the 20th instant, and in reply will say:

1. That there are no points upon the line of railroad owned, operated, leased, or controlled by the Chicago and Alton Railroad Company between 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 and on the same line.