EXHIBIT C.-Table showing the number of railway stations, terminal and junction points in the Southern States. GENTLEMEN: I beg to acknowledge receipt of circular from the Interstate Commerce Commission dated October 20, 1887, and in reply thereto would say, that there are points on the line of this company's railroad to and from which the rates on interstate freight traffic made by this company in combination with our western connection, the Boston and Maine Railroad, are greater than the rates to and from more distant points in same direction. The points so treated are Riverside, Vassalborough, Winslow, Waterville, Benton, Clinton, Burnham, Unity, Thorndike, Knox, Brooks, Waldo, Pittsfield, Detroit, Newport, East Newport, Etna, Carmel, Hermon Pond, and Hermon Centre. For classified rates on interstate traffic between these points and stations on Boston and Maine Railroad, I would respectfully refer you to accompanying freight schedule A. The more distant points to which less rates are made are Belfast, Bangor, Bucksport, and Ellsworth. For rates on interstate traffic between these points and Boston, I would respectfully refer you to accompanying freight schedule marked B. In combination with our eastern connection, the New Brunswick Railway, this company has made rates on interstate freight traffic between Portland, Bangor, and St. John, New Brunswick, St. Stephen, New Brunswick, and St. Andrews, New Brunswick, which are less than the rates between same points and our intermediate stations, though the distance to such intermediate stations is less. For rates between St. John, St. Stephen, and St. Andrews, New Brunswick, and Portland and Bangor, I would refer you to accompanying freight schedule marked C, and for rates between these three New Brunswick points and our intermediate stations, would refer you to accompanying freight schedule marked D. The more distant points named herein, to which less rates are made than for shorter distance in same direction, are towns located upon navigable waters, and to which regularly established lines of steamboats run, as well as an immense number of coasting vessels. The traffic of these towns, particularly Bangor and St. John, is exceedingly large and rates are dictated by the water lines, who are not subject to the provisions of the interstate-commerce law. The rates as established by this company in opposition to these water lines are based upon the decision of the Interstate Commerce Commission, published June 16, 1887, “that competition with carriers by water which are not subject to the provisions of the statute entitles the carriers to charge less for the longer than for the shorter haul over the same line in the same direction, the shorter being included in the longer." These rates are necessary to secure to us even a portion of the traffic; they are restricted to water competitive points, and can not be detrimental to the business interests of those points to which higher rates are charged, though the distance is less, since the traffic not taken by rail can and would go by water. In further connection with this matter I would say that this competition has been limited on our part, thus far, to freight traffic; that the passenger traffic is such that increased train service and quick time have seemed to offset the difference in rate of fare; and in explanation of our entering into competition with these water lines for the freight traffic at such extremely low rates will say that east of Bangor there are 117 miles of this company's railroad terminating at Vanceborough, the boundary line between the United States and the province of New Brunswick, and our point of junction with the New Brunswick Railway, running east to St. John, and north to Aroostook County, the most fertile portion of the State of Maine, which finds the chief market for its products in Boston, Mass. The movement of empty cars being from Boston east, this company and its connections have believed and do still believe that, in connection with their regular freight traffic, this competitive freight, considering its volume, can be transported in such returning cars without loss, even at the rates forced upon us by the water carriers. For the information of your commission I have attached to these papers a map of the Maine Central Railroad, and connections, showing our water competing points. I have the honor to be yours very truly, The INTERSTATE COMMERCE COMMISSION, PAYSON TUCKER, Vice-President and General Manager. Washington, D. C. FREIGHT SCHEDULE A.-Rates in force November 1, 1887, between Boston and all stations on Boston and Maine Railroad and stations named on Maine Central Railroad. FREIGHT SCHEDULE B.-Rates in force November 1, 1887, between Boston and East Boston and stations named on Maine Central Railroad. FREIGHT SCHEDULE C.—Rates in force November 1, 1887, between St. John, St. Stephen, FREIGHT SCHEDULE D.-Rates in force November 1, 1887, between St. John, St. Stephen, and St. Andrews, N. B., and stations on Maine Central Railroad east of Bangor and Portland. [Rates in cents per 100 pounds.] Class. First. Second Third. Fourth. All stations on main line between Bangor and Vanceborough...... 40 50 MEMPHIS AND LITTLE ROCK RAILROAD COMPANY. DEAR SIR Responding to your circular of October 20, I beg to state that the fourth section of the interstate commerce law is practically applied to all stations upon this line except at Devall's Bluff and Surrounded Hill, Ark., points on and near White River, upon which regular lines of steamboats running between Memphis, Tenn., and Newport, Ark., are in operation all the year round. In connection with other railroads, rates are made in opposition to the short-haul principle between Memphis, Tenn., and Marianna, Helena, Newport, Jacksonport, Ark.; Shreveport, La.; Houston and Galveston, Tex., in order to meet water competition. I inclose herewith a table of rates to the points named, in compliance with your request, and remain, Very truly, yours, C. C. MCCAIN, Esq., Auditor Interstate Commerce Commission, Washington, D. C. RUDOLPH FINK. MICHIGAN CENTRAL RAILROAD COMPANY. DEAR SIR: In reply to your circular of October 28, I would state that there is cersain traffic carried by this company, both on its own line and in connection with other railroad companies, where a higher rate is charged for a lesser distance included within a longer one. (1) Traffic to and from Buffalo, N. Y., and Goshen, Ind., carried by the Michigan Central and Cincinnati, Wabash and Michigan, via Niles. The direct line from Buffalo to Goshen is via the Lake Shore and Michigan Southern, distance 420 miles. are Class: First Third Fourth Fifth Sixth.. Its rates 39 36 26 18 16 13 In connection with the Cincinnati, Wabash and Michigan we quote the same rates as the Lake Shore and Michigan Southern, while our rates to and from Niles to and from Buffalo are Class: First Second. Third Fourth Fifth our distance being 428 miles, Niles to Buffalo; and 458 miles, Goshen to Buffalo. 41 363 261 13 17 14 (2) In connection with the Louisville, New Albany and Chicago Railway, we make the rates from Indianapolis to common eastern points 93 per cent. of the Chicago rate, which is the established tariff, which traffic passes through Michigan City, from which latter point the rates are the same as from Chicago. (3) From Toledo, Ohio, to Owosso, Mich., our rates are the same as those made by the Toledo, Ann Arbor and Northern Michigan Railway, viz: their distance being 110 miles, our distance 201 miles, while our rates to intermediate points are higher than to Owosso; for example, Toledo, Ohio, to Mason, Mich., distance 160 miles (4) From Detroit and Toledo to Missouri River points-Kansas City, Atchison, Leavenworth, Saint Joseph, Omaha, and Council Bluffs-the rates are― Class: made the same as the published tariff of the Wabash, Saint Louis and Pacific Railway, while from stations west of Detroit the rates are somewhat higher. As different classifications govern east and west of Chicago, it is difficult to give the exact through rates; but from Dearborn, for example, our rates to Chicago would be— to which would be added the published rates of the lines west of Chicago Class: governed by the western classification. The roads west of Chicago decline to prorate on this traffic; therefore our through rates are quoted to Chicago, plus the published tariff thence to destination. In all the above cases illustrated this company has been governed by what it believed to be the views of the Commission, as stated in the case of the Louisville and Nashville Railroad, where the Commission refers to the rates quoted by the Pittsburgh and Lake Erie from Pittsburgh, in competition with the Pennsylvania Railroad. (5) From Toledo, Ohio, and Chicago, Ill., to Mackinaw City and Cheboygan, Mich., this company was forced, on account of water competition, to make lower rates than obtain to intermediate points; for example, Chicago to Mackinaw City— Class: distance 391 miles, while to Mullet Lake, distance 369 miles, the rates are— Similarly, Toledo to Mackinaw City, distance, 347 miles It is believed by this company that the combating circumstance of water competition justifies the charging of the higher rate for the lesser distance. DEAR SIR: Your circular letter of October 20, addressed to J. C. Spencer, our vicepresident, has been referred to me for reply. I desire to call your attention to copies of correspondence which passed between Chairman Cooley and myself in April last, regarding the point in question. There is no point on our line excepting at Beaver, Ellis Junction, and Porterfield, where we charge more for a shorter than for a longer haul. We, as stated in our communication of April 5, believe we are justified in doing this, by reason of the fact that all of these stations are north of Menominee, and would have no claim for equal rate were it not for the fact that our line, as constructed, reaches Menominee in a roundabout manner, which line was constructed prior to the passage of the interstate bill. |