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IRANSPORTATION


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Am' "
The sub, "
- ~ W_asic material of a course in
Traffic Management. This course is especially designed to meet the constantly
growing demand for efficiently trained men in railway and industrial traffic work;
to assist members to pass the examinations for government service under the Inter-
state Commerce Commission; and to meet the demand for men competent to
direct the work of commercial organizations and traffic bureaus. With the excep-
tion of the Atlas of Railway Traffic Maps, the subjects listed below are covered
in an average of approximately 300 pages each.
Atlas of Railway Traffic Maps
Traffic Glossary
The Traffic Field; Transportation in the United States:
Some Ways of Reducing Freight Charges
Freight Classification; Bases for Freight Charges
Freight Rates: Official Classification Territory
and Eastern Canada
Freight Rates: Western Territory
Freight Rates: Southem- Territory
Routing Freight Shipments; Bill of Lading;
Primary Lesson in Transit; Demurrage;
Freight Claims; Investigation of Freight Claims _
Application of Agency Tariffs
Publication and Filing of Tariffs
Express Service and Rates
Ocean Traffic and Trade
Railway Organization and Management
Railway Accounting: Statistics of Freight Traffic
The Law of Carriers
Railway Regulation '
The Act to Regulate Commerce and Supplement Acts
Conference Rulings
Procedure Before the Interstate Commerce Commission and
Grounds of Proof in Rate Cases
LASALLE EXTENSION UNIVERSITY
Tnmomuon
Library
HE
1355
.wm
I9 9.1
ATLAS OF—
RAILWAY TRAFFIC MAPS
This Atlas of Railway Traffic Maps is one of a series
of texts on Interstate Commerce and Railway Traffic. The
grouping of traffic territories for rate adjustments shown in
this atlas is explained in the treatises devoted to freight
classification and rates and forming a part of the course in
Traffic Management.


CHARLES E. VlYMOND
CENTRAL FREIGHT . ASSOCIATION
Mmfigmsmn UNIVER§ITY
cmo AGO
1922
10—613
(7-12)

Copyright, 1922
Copyright, 1921
Copytllht. 1920
Copynght. 1919
00971181“. 1916
Copyright. 1915
Cowrllht. 1914
Copyright. 1918
LASALLE EXTENSION UNIVERSITY.
fl,»
IlNDEX®

Map No.
Associated Railways of Virginia and the Carolinas
Territory -- _- 1, 15
Atlanta Sub-Territory 15

Bases for Rates in Canadian Territory, 9, 10; in Central
Freight Association Territory, 3, 4, 13, 14 ,


















Canadian Classification Territory 1
Canadian Freight Association Territory -------- -----_----- 3
Canadian Percentage Territory, grouping 0f------. . ------- 5
Canadian Territory, grouping of eastern POIDtB .......... -- 7
Carolina Territory 15
Carolina Territory South of Walhalla ------------------- -- 15
Central Freight Association Territory ---- ---- ---- -- -___ -_ 1, 2
Classification Territories L 1
Colorado Common Points -- -. 1
Common Point! 1
Freight Association Territories ---------------- -_1, 3, 15, 12, 2
Freight Routes in Southern Classification Territory ______ __ 16
From Central Freight Association Territory to Points in
a ‘L ‘ 9
Grain Rates, grouping for - ___ 8
Green Line Territory 15
Grouping of
Canadian Percentage Territory -------- -- -___ -_-- _---- 5
Central Freight Association Territory, eastbound, 6; for
grain rates, 8; to 519- P8111, 11; to Texas and
Arkansas, 13; westbound, 4
New England Freight Association Territory, eastbound,
7; westbound, 5
Trunk Line Territory, eastbound, 7; Westbound, 5
Western Trunk Line Territory 1'0 Missouri River and
from New York, 10; to Texasi 13
Industrial Map of the United State! -- ---- ----_.- ---- ---- 19
Mexican Classification Territory 1
Mississippi Valley Territory 15





I Map No.
Missouri River ('L ' , ----- 1, 10
Montana Common Points 1
Montgomery Sub-Territory 15
New England Freight Association Territory, boundaries
of, 1, 3; grouping of, 5, 7

New York-Chicago Percentage Territ0ry-_-- _----- ------4, 6, 5
Oflicial Classification Territory ---- 1
Parcel Post Rate Map 17

Percentage bases and grouping of Central Freight Associ-
ation Territory, eastbound, 6; westbound, 4




Percentage Territory in Canada ‘ 5
Percentage Territory in the United States 4, 6
Prorating Points---. 1
Railway Maps (following Map 19)
Rio Grande Crossings 1
Routes, freight, in Southern Classification Territory ---..--- 16
Southeastern Freight Association Territory -- -_ ---- ------ 1, 15
Southeastern Mississippi Valley Association Territory ----1, 15
Southeastern Territory J 15
Southern Classification Territory, 1; freight routes in, 16
Southwestern Tarifi Committee Territory --------------_-1, 12



Steamship Routes of the World 18
Texas Common Point Territory 12
Trans-Continental Rate Groups 14

Trunk Line Association Territory, boundaries of, 1, 3;
grouping of, 5, 7
United States, Industrial Map of
Utah Common Points
Virginia Common Points
Western Classification Territory
Western Termini of trunk lines
Western Trunk Line Territory, boundaries of, 1; grouping
of, 10, 11, 13 ’




H H
Obit-IMO

(D The numbers refer to maps, not pages
PREFACE
a
The freight rate structures of the United States are largely a product of rate agreements between
railways. A rate adjustment always involves a territory of origin and a territory of destination. So
many rate adjustments have been made throughout the United States that the freight adjustment
territories are numerous. These territories are technically described in territorial directories, informa-
tion circulars, other territorial circulars, and freight tarifi's.
However, this atlas of railway traffic maps is the first attempt to present comprehensive and
accurate information concerning the freight rate territories throughout the country on maps prepared
for that purpose. The freight adjustment territories are graphically portrayed on colored maps. The
cost of producing these maps has been great, not only for engraving, printing, and editing, but also for
the cooperation of a number of rate experts and railway traffic men. Moreover, the author has made
for a number of years collections of the sources for the grouping.
These maps were prepared primarily to be used in connection with the LaSalle course in Traffic
Management, and if applied in connection with the texts of this course the greatest benefit will be
received from them. Independent of this course, however, the maps will furnish to traffic men and
others a valuableireferenoe work. The information contained on these maps is not to be found else—
where in any one publication for the sources are of widely varying character. Even where circulars,
tariffs, etc., are available for looking up certain information, the maps will be found much more con-
venient and satisfactory for general purposes. But it is always necessary to consult current traffic
publications for actual rating of shipments.
Where rates are shown on the maps, it should be thoroughly understood that they are given to
indicate the general line of rates applying, and that there may often be changes in individual rates
that are not shown on the map. Those familiar with the use of rates will thoroughly appreciate the
impossibility of changing these maps in every case where individual rates are changed.
The grouping of territories for freight rates is subject to frequent minor changes and occasional
material ones. For this reason it is impossible to show the exact current grouping of freight territories
in a set of traffic maps. However, these maps are drawn with care and with as much accuracy as
possible from traflic publications, and the general grouping does not often change materially. More-
over, every efiort is made to correct the plates for material changes. For this reason the maps form a
basis for the consideration of freight rate adjustments throughout the country. In order that a mem-
ber may obtain vivid mental pictures that will aid him in understanding the rate structure, the colored
maps are a necessity.
In addition to the value of the maps individually, several of them are complementary. For
example, Map No. 4 shows percentage groups for rates from groups shown on Map No. ,5, and Map
No. 6 presents the percentage groups for rates to groups shown on Map No. 7. The complementary
nature of certain of the maps is briefly set forth on the maps, and a more complete explanation is
made in the treatises on freight classification and rates.
MAP NO. 1
CLASSIFICATION
TERRITORIES, CERTAIN
FREIGHT ASSOCIATION
TERRITORIES, AND
CERTAIN COMMON
POINTS. @
ByC.E.WYMOND
Central Freight Motion
Western Classification Territory is shown as
that part of the United States lying west of Lake
Illinois junction points, and the~Mis-
srssrppi River from St. Louis, Mo., to the Gulf“
However, the entire state of Illinois and points on
the west bank of the Mississippi River from St.
Louis, Mo., to Dubuque, 1a., inclusive, and certain
pornts on the west shore of Lake Michigan are
commonly considered a part of Oflicial Classifica-
uon Territory. The application of classifications is
explained in the treatise on “Freight Classification,”
In that work a discussion of the boundary line
between the Official and the Western classifications
1s gun.
The territories of the freight associations that
have jurisdiction in the different classification terri-
tories are shown on this map. Freight association
territories are shown in greater detail on Maps 2,
37 :2, ‘15.
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I MAP NO. 1
inlaid-7.0.
I. A?“ I v, V, A" I» ‘ H i CLASSIFICATION
M i TERRITORIES, CERTAIN
‘ a».- W -I . A . FREIGHT ASSOCIATION
= TERRITORIES. AND
W ‘ W p 1 , CERTAIN COMMON
I ~ 7 , _ I POINTS
' ~ aLbiJI 77 I “Mo _ ' I Western Classification Territory is shown as
. “15'2" '1 \ I“1:‘1 _ ‘5, I ‘ I ‘I'I'IWI‘W‘ that part of the United States lying west of Lake
5}; P \II" ; I . 9"" I II-IIIIII Michigan, Illinois junction points, and the Mis—
('0 .
: ;I,II II.IIIII.I
I LI ' \I '
.7 (\j i, T “unad-
> Bunwa° lucky finsmnilIr-l River ITOIII St. Louis) Mo" to the Gulf'
v :1: ' mm 7 T V V 7
’8 A 1) ° l’rutdiodri ‘ ’I......I.I
I‘III‘II‘ 1" M ‘I However, the entire state of Illinois and points on
The red dots show the most important Western i i ‘ ., ‘ i ‘ ‘ 'I ‘ ° ‘7 firm,“ He»-
a
Termini of Trunk Lines, Virginia Gateways, Rio 7





Rwmi'iwl nmIII- Aug"-
the west bank of the Mississippi River from St.

9A
,4. I 7 ,4X 3 i . ‘ I Louis, Mo., to Dubuque, 1a., inclusive, and certain
‘ V .7; V . . ER I ‘ ‘ ' , ‘ points on the west shore of Lake Michigan are
Ilstruze m i I V V , . . -
I I ' .. I , . . I commonly considered a part of Oflicral Classrfica-
. - . W A ' -»
v 5" ‘ I ' ' WI" .I I ‘ I ~ ~ . - . . ~
crude crossings, Colorado Common Points, Utah I V a r , 1 V} r 7751? N ha ‘ A I II ' . . \ \I; _I tron Terntory. The application of classficatwns Is
I . O ‘
Common Points, and Montana Common Points. The U l' L/IA ‘ . .I ' V. ' 1 I 3 H A III-II I1 . explained in the treatise on “Freight Classification.”
Vir inia Gatewa s are those shown from Norfolk ' ' “ J/WIi/I‘I-“I‘ i ' ' ' .= - I a I Z was r ' if , I .' i I ' ' III}..- In that work a discussion 0f the bound"? line
to goanoke and galem The western Temlini are P j I I-II 1 ' " ‘ . . “"100! 1 WWW“ III-WI “’I ' -. . ‘ ' . . I ,.‘,. “ I m: ‘ between the Oflicral and the Western classifications
\\& - I , . , IX» ‘
I I . OLSON E MAP/Ml Aura .- I V. ._ I . . _
' \ ' I-
‘ ' \B "we I I . I I I... III... ,- -I IS given
those from Niagara Falls and Bufialo to Charleston, I V i .i V ‘ V I H a v r ,3 a“ ' HAITI...“ I I , The territories of the height associations that
w' va" and AShland’ Ky‘ The Ohio River cross- ‘ I ‘ I l . , / m .I‘i‘ if . ‘ . have jurisdiction in the difierent classification terri-
i‘ngs are those from Cinema! 0-1 to Thebes, 1"" ‘1 I ‘ ‘ “ i, v in 4 i i A ' “I, , ‘ I ‘ V ' > _ tofigs are shown on Freight association
(on the Mississippi River immediately northwest of , ‘ temtonecsl are Shown m greater dead on Maps 2’
Cairo). , u . “To 3, r2, an 15.

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~ 1 m— ' 7 15 "o" 16 1'1








.IVIAP No. 2
Boundary Lines of
the C. F. A. Territory
By C. E. WYMOND
Central Freight Association
On the east by a line drawn from and including Buffalo,
N. Y., via the Erie Railroad through Dayton to Salamanca,
N. Y.; thence via the Western, New York & Pennsylvania
Railway (Pennsylvania Railroad) through Corydon and Warren
to Oil City and Franklin, Pa.; thence via the Allegheny Valley
Railway (Pennsylvania Railroad) to Parker, Pal”; thence via
Pittsburgh & Western Railway through Butler to Pittsburgh,
Pa.; thence via the Baltimore & Ohio Railroad through Wash-
ington, Pa., and Wheeling, W. Va., to Bellaire, Ohio; thence
via the Ohio River Railroad to and including Kenova, W. Va.;
thence via the Chesapeake & Ohio =Railway to Ashland, Ky.,
Charleston and Gauley, W. Va., including all points thereon.
*‘ On the north by the north route of the Grand Trunk Rail-
way System from and including Toronto, Ont., to Ft. Gratiot,
Mich.; thence via the north and west shores of Lake Huron
and Lake Michigan to Chicago, including all points located
thereon.
On the west by a line from Chicago through Joliet and
Streator to Peoria, 111.; thence via the Toledo, Peoria 8: West-
ern Railway to East Burlington, 11L} thence via the east bank
of the Mississippi River to its junction with the Ohio River,
including all points on the above-described line.
On the south by and including points on the north bank
of tlie Ohio River from Cairo, lll., (including Louisville, Ky.) ‘
to Coal Grove, Ohio, inclusive.
iCr-S‘D 9
M 0"“










































































































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‘- »- - » Cop r' I '
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1011 niver '
my ~Chi
' cago

Description of Territory as Shown by Red Line on Map.
Canada.
Illinois.
Indiana.
lowa.
Kentucky.
Michigan, Lower
Peninsula.
Michigan, Upper
Peninsula.
Missouri.
New York.
Ohio.
Pennsylvania.
West Virginia.
Wisconsin.
_ Stations locatedasfollowst‘ 0n, west, and south of a line drawn from N" Falls On
vra N ara River and south shore of Like Ontario to Hamilton Ont., moifi‘oifi thence
Grand runk Ry. System through Harrisburg, Woodstock, and London to Sarnia and Point
ward, inclusive.
All stations except Buena V'mta Da ' Dakota, Days Sidin , Durand Galena o C. &
N. w. Ry.), Latham Park,_Lawrence, M nnell, Millb ' ,omgovino, Red Oak, ago: City,
Roc‘lintonsafioscoe, Roscoe Siding, Ruby, Rufus, Scioto Mil s, Shirland, Winslow.
ons.
Stations located on and east of a line drawn from Dubuque, Iowa, via Chica 0, Milwaukee
&_ St. Paul Rfi, to Muscatine,_inclusive; on and east of a bus drawn from Burlington, Iowa,
via Chicago, urhngton & Quincy R. R. to Keokuk and Mom, Iowa, inclusive.
Henderson, Louisville, Owensborc, and Paducah, Ky.
Chesapeake dz Ohio Ry., all stations. .
dC‘i'nalcinnatm i New Orleans 8: Texas Pacific Ry. stations, Fayette, Georgetown, Lexington,
m y 0
Louisville g Nashville R. R. stationvs‘,_Ccgvington, Latonia, Iexington, Louisville, Mays-
ester.
ville, Newport, Owensboro, Paris, and in
All stations.
“3.:
Arbor R. R., Manistique and Menominee, Mich.
and North Western Menominee, Mich.
Milwaukee d: St. P Ry. Menominee, Mich.
't 00., Escanaba and. Menominee, Mich. _
dz Northern R. R., Manistique, Manistique Wharf, South Manistique, and
Michigan Transportation Co., St. Ignace, Mich.
St. Louis, Mo.
Stations on and east (1 a line drawn via Chicago, Burlington dz Quincy R. R. from Louisiana
to Alexandria, Mo., inclusive.
_ Stations located on, north, and west of a line drawn from and includin Onoville, N. Y.
nns lvania R. R. to Salamanca, N. Y.; thence via Eric R. R. thro Dayton to and
including ufl'alo, N. Y. _ g _
to IPOB‘WN'O Iyackawanna 6: Western R. R. stations west of and including Lancaster, Ni‘Y,
Eric R. R. stations west of and including Lancaster and Lock rt, N. Y., to Bufl'alo, N. .
Lehigh Vall R. R. stations west of and including Depew, N. iii, to Bufialo, N. Y.
New York trall dz Hudson River RR. stations west of and including Lan d
Lockport, N.>Y.; south of and including Lewisto .N. Y., to Bufl'alo N. o .
Pennsylvania R. R. stations west of and incl g Ebenezer, N . Y., to Bufi‘alo, N. Y.
All stations.
Stations on and west of a line drawn via Baltimore dz Ohio R. R. from Watson, Pa. (near
Maryland-Pennsylvania state line), through Confluence to Come ' ; thence via Pennsyl-
vania R. R., Pittsburgh Division, to Blairsville Intersection, including lateral branches; thence
via Pennsylvania 18.. R., Conemaugh division, in_Kiskiminetas Jct., including lateral branches;
i’henoelria. Pennsylvania R. R. through Kittanmng, Foxburg, Oil City, Warren,
a. mo usive.
_ Baltimore & Ohio R. Rotations, Confluence_ through Rockwood to Johnstcwn, Pa., inclu~
sive, and from Confluence to Unainis, Pa., inclusive.
Bufl'alo Rochester dz Pittsburg)Ry. stations, Indiana to Jose hinefinclusivegi
Pennsylvania RoR. stations, nemaugh division and branches; Pittsburgh division and
branches west of and including Conemaugh, PM
Stations on north, and west of a line drawn via Baltimore & Ohio R. R. from Kenova through


E
Q





$arkersburg, (mam, IFairmOnt, Morgantown to Hoard, w. Vo. Pennsylvania-West
. . . m“ . . .
ll.glliigapeake dz Ohgclgmhm west of and including Kanawha City and lateral branches.
Kanawha dz Michigan Ry, all stations.
A om Kewaun Manitowvoc, Marinette, Milwaukee. _
Stlgtion‘s’ located oene’and east of a line drawn from and including Rugb‘ Jct Wis, v'ia Minne-
apolis, St. Paul a Sault so. Marie Ry. _(l'ormerly Wisconsin central Ry: to £11109]! State Line.
Chicago and North Western Ry. stations, Green Bay to Marinette, Wis. inclusive; De Pere to
Green Ba ., Wis. inclusive; Two Rivers to Milwaukee, Wis, inclusive; li‘ox River to Pleasant
e is., me usive. . _ _ 0
Chicago, Milwaukee 8; St. Paul Ry. stations, De Pere to Green Bay, Wis, inclusive; Oconto
and Marinet , is.
Almapee on Western R. R. stations, Casco Jot, Clyde, Green Bay, Kcwaunee, Luxemburg,
and New Franken, Wis. r,
Goodrich Transit 00., all stations.
Stations on west bank of Lake Michigan.
MAP N0. 3
CANADIAN FREIGHT 'ASSOCIATION
TERRITORY
By C. E. WYMOND
Control Freight Association
All points in Canada east Of but not including Port Arthur, Ontario, and east of and
including Sault Ste. Marie, Sarnia, and Windsor, Ontario.
NEW ENGLAND FREIGHT ASSOCIATION
TERRITORY
All stations in the six New England States, viz., Connecticut, Maine, Massachusetts,
New Hampshire, Rhode Island, and Vermont; and, in addition thereto, points on the Bos-.
ten 8: Albany R. R. and Boston &_ Maine R. R. in New York east of the Hudson River;
also points on New York, New Haven 8: Hartford R. R. in New York east of the Hudson
River, except New Rochelle, N. Y., and points on the New York division west thereof.
TRUNK LINE ASSOCIATION TERRITORY
(Middle States Freight Association Territory covers approximately
the same territory as Trunk Line Association Territory) ‘
On and West of the eastern boundary line of the state of New York; thence On and south
of the northern boundary line of New York to Niagara River; thence east of Niagara River
through Niagara Falls, N. Y., to Bufialo, N. Y. ; thence on and east of a line through Dayton
to Salamanca, N. Y.; thence on and east of a line via Pennsylvania R. R. through Warren,
Pa., to Parker, Pa. ; thence 0n and east of a line via Baltimore dz Ohio R. R. through Butler,
Pa., to Pittsburgh, Pa.; thence on and east of a line via Baltimore & Ohio R. R. through
Washington, Pa., Wheeling and Parkersburg, W. Va., to Kenova, W. Va.; thence on and -
north of the Norfolk and Western Ry. through Roanoke, Lynchburg, and Petersburg to '
and including Norfolk, Va. '
As to traffic originating at points in' Trunk Line Association Territory or east thereof,
said territory also includesDunkirk, N. Y., and Erie, Pa., and points south and east thereof
located on Erie R. R. and Pennsylvania R. R. '
COMMON TERRITORY
Within the borders of why-his designated as “Common Territory” the New England
Freight Association has Jurisdiction over the lines of the Boston & Albany, the Boston &
Maine, and the New York, New Haven & Hartford railroads, except the New York division
of the last-named ,line. The Trunk Line Association has jurisdiction over other lines.
i
I'DC—5 n


MAP No. 3 Canadian, New England, Trunk Line and Common Territories






In new,“ L.
" ’Trooii.
I'll .
D-
,\ ~,
In \ \ v
I ii
a; ‘ h ¢ ' 4 “ . ‘
~ i i f * it
v
i

9
.1 Y“ '
.i \m “
o,.- . 'iey'nib - 425.231" i w n l
i, la... 3-30
' v fly mhwilea Ida.

Scale: 73 miles -1 Inch.
alle Extension University. Chicano.

‘ " Ii'nda- v.1
\“Jummfi \‘
Q, Ono-U
I ‘ i
l

EASTERN
CONTINUATIO

CqiyngM, by Rand N°Nauy AC4, Chicago.


h-
MAP No. 4
NEW YORK-CHICAGO PERCENT-
AGE TERRITORY IN THE
UNITED STATES
(WESTBOUND)
By c. E. WYMOND
Central Freight Association
Rates between New England and Trunk Line territories on the one hand
and Central Freight Association Territory on the other are based on the New
York-Chicago rates. These rates are percentages of the New York-Chicago
rates. The red lines mark the percentage groups and the red figures show the
percentage of the New York-Chicago rates applicable to and from the groups.
The eastbound and the westbound rates, being different in some cases. are
shown on separate maps (4 and 6).
Map No. 4 is to be studied in connection with Map NO. 5 and westbound
rates from New England and Trunk Line territories _ to percentage groups
shown on Map No. 4. Map NO. 6 should be studied in connection with Map
NO. 7 and rates from groups shown on Map No. 6 to groups shown on Map
No. 7. The rate basis is set forth in the treatise on “Freight- Rates: Official
Classification Territory and Eastern Canada.” The significance of the shaded
red line from Sandusky to Pomeroy, Ohio, on Map No. 6, is explained in that
treatise. In brief, however, from points on and west of the line to certain groups
east of Pittsburgh, arbitraries over the Pittsburgh rates apply, while from points
in percentage territory east of the line to the same eastern groups, specific rates
are published from the several groups. The territory shown in white on these
maps is designated, in the treatise on rates in Ofiicial Territory, as “percentage
territory” or “percentage territory in the United States.” The latter term is
used to distinguish percentage territory in the United States from percentage
territory in Canada shown on Map No. 5.
NOTE—There are no through rates westbound on the Louisville & N ash-
ville R. R. nor the Mobile & Ohio R. R.
IC-—5D















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Westbound Rates













































































































MAP No. 5 ~
GROUPING OF TRUNK LINEAND NEW ENGLAND
TERRITORIES AND CANADIAN PERCENTAGE
TERRITORY FOR WESTBOUND
FREIGHT RATES
By C. E. WYMOND
Central Freight Association
IO—SD



























































































































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[ME/"3- "1% 3% 1..“ 4'4"” L '"s %a v “' - . 21'; F GROUPING OF TRUNK LINE AND NEW ENGLAND 1
4/ [a I r 8“ e [no A ‘ "um. e I 4 Sb er ‘ 5 Q l
l web“ ° "wane? tater. +' “ "~- : 5:: rest... ' TERRITORIES AND CANADIAN PERCENTAGE l
’ ‘ - I»; enn! r )‘ I‘d“. _ ,4 ' ‘7
r o' u l m. 1; ~ m Q' .. r o ‘ ‘ ill "in l
I » , - 5, 0.,_ r... TER RITORY FOR WESTBOU N D I
. __ . _ v
" Vhhcflrlan “utu 0,1 g I 0. l o
remotes/.3 A " n, ; ; , . "who. .' FREIGHT RATES
-\ , . ‘ _ _ _ a, ‘ s ; . r . ‘ v . -
(hlntnlIIa _ “If ‘ ‘ or;v J - 5 I For? a 3- ' ' " . pact; ' - - '
“.“mm , pf ~' " < - ' ‘ Fm“ c. To be studied in connection with Map No. 4 and the treatise on “Frerght Rates: Official
\ \ " YI‘ -‘ n05! _ lef'ao Classification Territory and Eastern Canada.” The names of the basing groups are written within
‘ I 'II ‘E- ' ' ' '
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‘ - D ‘ \r . u r _ . , . . .
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v\. . . . ’J‘ M ‘ I” . ‘ . u l
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' 3° ‘ 111 ‘ . 'c ‘ 't i; ‘ - ‘ my
2‘ to" 0 ° ullnl 1 1 , -) l
. 7 .fi c 15,0 . ,_ ‘ T; if ABBREVIATIONS
' 4 A“: z ‘3' ' Swmflml' \i In"? as 7’ Tu ‘ ‘ in») q
r . \ ° ' w l ~ f - < 9 . .
é‘ " Til-Q“) “RAW-Rn. Su mlt Km?“ ‘80 l l 17 ' QT, "'3 M "f A. WAlbany, N. Y. P. —Phrladelphra, Pa.
" ‘ ‘ v _' sx‘l‘l-l' ' _ “is”! 4, . mm“! 61mm“; w; “I” VVEFQEW ‘ B, fiBaltimore, Md. R. ~Richwood, W. Va.
‘ I '. " ~1I' M $1 fieiéne 6' I: 9"“ w"; O 3 “ C, r—Cumberland, Md. S. wSyracuse, N. Y.
17 B '"s' 9‘“; >EE+¢JA§§\& T'I;p‘h“““k w'fimmmg ‘ L_ 'Lexington, Va, V. C.—Virginia Cities.
1 a“) - D Q '08 A5“ \“no‘ King “'IIIIauI w __ __ ' '
l ' k . n y.» ’4 o U _ . Y. New York, N. Y. W. rlhamsport, a.
’ \'\u\ > 0 . r l
, In J‘ J l‘ g lnterlor 'IQIQ ‘I‘Icr‘ , (V e um. Keck u I 1 ii“ Queens °\ ‘i "ii! a _ _ 7
l R 'f? \ Q, L " and?“ Q0» up; 45: ' ~ ,\ ltone Buff, ' A » u _ a ° The basis for the rates is set forth in the treatise on “Freight Rates: Official Classnicatlon
l i ‘ ' ‘ ‘ ' es l. ,
I : Mélii My. Mkcw" ' 191' I, w ' 3,2533%“ c“ v A “1'5 ' "u c- ‘ uoest . “Al? Territory and Eastern Canada.” However, it may be stated here that the rates from the New York
‘ _ “no r v > to ;3 ~' . a- "; ‘ me 6 ' '
! r‘Z,'§‘ rink 3!“ Bhzhbggz‘g‘l 'Ilfton v hm“ " be" “’ fl ' group to the Canadian percentage belts are percentages of the rates from New York to Chicago. ,
r .' F e, \H' E ' H I 77 if I“ Mg“ “iii RI"; R“%, o r \ 1 m ' o" ""11 0m- Tlglax: ‘ “'k“ m (WWW ' I! "I For example, the rates from New York to London, Ont., are 76 per cent of the rates from New York
.,I ._~;> ‘ - -. . _ - - --
I -. x. ‘0.» w, "I (at: .1 ”'-, 1 m' "mm" W“ s "<1 a to Chrcago. ThlS is indicated by the figures (76) wntten m the group. Similarly rates from
‘ . _ . , \e e ‘9 ~
I V t ' “In. .1 £42 , Hm ‘ "L "m '5“; "““ 4, a v WI m New York to percentage belts shown on Map No.4 are percentages of the rates from New York
A3‘%12_Q§106g~7 ? Mk, ML 5 Elba 0°. 5$\ L. VI". '7. v.Jnl. ““kdl g to Chicago.
I I " fi\ ‘1‘ 06% 3 601%"; cm" a g 1- g'M' ran ‘3"? b "‘ II‘ '3" . . _ llosfil Int-h
\ “m #9 “Wimp... w,” '0' s "u; “'1 c as cu, “. "We ’1 I N1"- 3‘ m - '
.- ln‘fin 'I'”' Del, "11, “"6”, 8""w, 50 no“ sou. ‘ 5°“ ‘t'h
l-‘~."ll110‘U0~'|.\u0-lahlIdbmlllpdtboVllhlBl-u_ ‘ g :7], 05°“: _ 5?". “the '5 3min?“ by \r “N . ‘ _ _ _ _
‘b__ mm». toward-mom - , e . nun-no no“ Hitchcock rm,- 80 k . h n l Oopynght by We‘Extemon Umvenlty. Lineage





MAP No. 6
NEW YORK-CHICAGO PERCENT-
AGE TERRITORY IN THE
UNITED STATES
(EASTBOUND)
By C. E. WYMOND
Central Freight Association
Rates between New England and Trunk Line territories on the one hand
and Central Freight Association Territory on the other are based on the New
York-Chicago rates. These rates are percentages of the New York-Chicago
rates. The red lines mark the percentage groups and the red figures show the
percentage of the New York-Chicago rates applicable to and from the groups.
The eastbound and the westbound rates, being different in some cases, are
shown on separate maps (4 and 6).
Map No. 4 is to be studied in connection with Map No. 5 and westbound
rates from New England and Trunk Line territories to percentage groups
shown on Map No. 4. Map No. 6 should be studied in connection with Map
No. 7 and rates from groups shown on Map No.6 to groups shown on Map
No. 7. The rate basis is set forth in the treatise on “Freight Rates: Official
Classification Territory and Eastern Canada." The significance of the shaded
red line from Sandusky to Pomeroy, Ohio, on Map No. 6, is explained in that
treatise. In brief, however, from points on and west of the line to certain groups
east of Pittsburgh, arbitraries over the Pittsburgh rates apply, while from points
in percentage territory east of the line to the same eastern groups, specific rates
are published from the several groups. The territory shown in white on these
maps is designated, in the treatise on rates in Oflicial Territory, as “percentage
territory” or “percentage territory in the United States.” The latter term is used
to distinguish percentage territory in the United States from percentage territory
in Canada shown on Map No. 5. ‘ I
NOTE-There are no through rates eastbound on the Mobile & Ohio R. R.
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MAP No. 7
GROUPING OF TRUNK LINE AND NEW ENGLAND
TERRITORIES FOR EASTBOUND FREIGHT
RATES FROM CENTRAL FREIGHT
ASSOCIATION TERRITORY
By c. E. WYMOND
Contra! Freight Association
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MAP No. '7
GROUPING OF TRUNK LINE AND NEW ENGLAND ‘
TERRITORIES FOR EASTBOUND FREIGHT '
RATES FROM CENTRAL FREIGHT
- ASSOCIATION TERRITORY
“Freight Rates: Otficial


To be studied in connection with Map No. 6 and the treatise on _ _
Classification Territory and Eastern Canada.” The red borders show the territorial £01195-
1 the oints within the belt enclosin New York take the same rates as New Yofk-
For examp 6, P g based, The plus sign






'I‘hiham‘éy \ f th th f the oints on which the rates are
- i " ~ \‘5 The names 0 e groups are ose o p . . .
“shegai‘ridpzfp - placed after the We of the base point indicates that the rates of the base p0u it plus arbltrarles
V L or locals apply-
ABBREVIATIONS
A. -—Albany, N. Y. P. ~Pittsburgh, Pa.
B. ——Baltirn01'e or Bufialo. Ph. ——Philadelphia, Pa. ‘1‘
R. ——Richmond, Va. _
B-E.-Belington-Elkins, W. Va.
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Iipnu . I
WW“: ‘ Con.—~Connellsville, Pa. St. ~Strasburg, Va. 1
v 7 'TJ“. G. --Grafton, W. V. Sta.——Stanstead, Que. I
2% A” J, ~johnstown, Pa. U. —-Utica, N. Y. _
\\-~>"" *
p 00 . i - .
b ‘s for the rates is set forth in the treatise on “Freight Rates: OffiClal Classification
The as‘ Canada.” The map was drawn from the EASTBOUND RATE GROUP
Territory and Eastern ' I l
' b the a ent of the Central Freight
MAP of Trunk Line and New England territories prepared y g _d of the eastbound {:1
A ciation except that the grouping of the Virginia Cities was made by the an
gjisge books of the various carriers, and the grouping of the Canadian pomts was drawn from
Canadian Freight Association Basis No. 3 and supplements thereto.






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l


MAP N0. 8
Grouping of
Central Freight Association Territory
for Eastbound Rates on Grain
and Grain Pro ducts
By c. n. wmouo
Control Freight M800
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0 '1 ‘ \iu \ - ' - ' o ' ‘ ~ 0- | - _ r, \ \\ _ i ‘ u no oexcee
Q 0a,, "vs," \ l-‘ll-JL . ,m ' is r n .6 “M 1“- ° . .1 'v' '- “are. ‘ " “’6‘; ‘ e ,, ' v “a! o '- “v—h-n ~- 'u‘“ q "R up A I, ' it ~ 1 °> , {as ‘3 5, oh. - ' i a 5 M c P" 100 ""-
- 1 M M I, ; Call _ r 4"" r ‘ i i
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'— ‘ V a 7 o l 0 - c- l“. | 1 g Q - \Q“ Q' 9' on. “ya , ' \ o —.p m Ruin ', ' - Ber-cw i Ihrnqgfl § \, I
Q. i Ii“ A Q ' “ a L“ d .‘m' . And- “ ‘ ‘ d _' . .h“ L q \ C 0 .5“ ii". a" Q 0 u w . .n I. uholl‘ um I L, "Q ; Mlbn‘w 8 h‘ ‘ i i ‘ ‘ I , .
. - In , _ ' v - \ i q _ _ e L' _ ' w a" in nu an r“
‘0 Hulls" __ “haul '3 . t I o 1 o _ .0 1 07‘!"- g'ibé v ‘4, r . . ‘P .0 if: \ \- \.$"" ‘ I. w l‘ Am: 0 . I . o ‘ > _‘ , v ' A “:L" “ \w r. 1"”...- n ‘ .5" °_ ‘_ h ‘ y “q ’ i i “l ‘i G lllnl '- A l a ' ' I - o - F q 0 Q 0. i \u- n I ‘I- ‘ 4 0 I' ' ‘ g. Q ' . I w h 7. ~ ' Q 'fl 0' q "'10" .‘I
' w: u I! ~ ' I , “I. “ II "I l - _ o e - \ , i - ’1 .1 x q o . v I, I vllu V _ . . q .‘ i - , _
-~~»'-- w " 5 71,-
"“ ' 'I 5 ° ""‘ . - ~11. i m 2 ~ "< 45'1"“ - ml'i‘éfi‘i " ' ~ ' "ovil‘fi °~ ‘ -> m. - -'*'"'°“"- . {"511- s - ’ ' °' a :1 ti ' M- M FI‘BIQM Association
‘ I. O . h f . e 'l i . B g‘ M Icy-I " ’ A l' QHC ' 0' o v - mim-
.
cu“, O “I \. "I Not ‘ . \ z . 4, one. o In. I ‘ in, DIIIT‘ "i ‘ g u . I" Q6 . s l,- 4 _ q 1‘ ‘ y Y I} i T
o " ' - 1, '19. s " 1 v e on 7",“, 'n-um “A lillhbov ‘ - t m " o. 0 ' , .° * , ‘ #' sun . w ' ,i QI'I‘ItOI'y for Eastbo
. .‘Mu. p ,. v I l \ ( ¢ q 5‘ . a \ _ _ In'I- ‘ @ .v - If? 1 i y J {. [I c hum . I J “I I N \- ~ . I _ _ >Q _ _.¢' 7 > my c“, ' .
‘dh'llh ' ’ I. 6 1‘ . l “ ‘~ 0; m ‘ 'Q II".I lhuvh _ p “ ., l0 ‘ ‘- , O M Q n '5‘ , _- , Q t , I- _ ‘ -
W,- i; t y , ~ ‘ v ~ , 1 I, 4» i . hr , “My. . A t p any-“3 , I. . ,. m... a, 3...... _ .. _ _-
r . 1 -.,_L_ w _ ~ ‘ . ,/ Rates on Grain and
c Tr “Q,” v” i \ ""° II I II , ‘- a \ WIMP! 0“" r‘“ i ‘v: Q i x e 2 ‘ ' J ‘ + fid‘ng@iill ~' _, “,u' 9"" w ‘II l ‘ " Ic‘l“, .
l“ "J ‘Q l “um ‘wh “- XI! M . q .l .‘p ‘ , 5. I 5' ‘ Cu“ 9.“ “'9‘- t h - "A "I" w R. Q-I ll 4 O \ \Q’ , i H. , *7” g 1 v ‘ m 1 G p d
on“ 0,“. b“ v» “- Y) vi 1 u pip-M 4-. d - ‘2’ HM!" Mn“ i . " $0 ‘I . uni-Mid , uws'm. I ~ A (r I ‘ You scum“ “ To . Q . ' rh/J e g u... _ , v“ p u \ 0 .p , Rlphv ortsmoutl ‘ "I t ASHIYF ’ I
.i l | ‘n_ i (a c y w“. i _ net i ~ f i V - ~ I | V ‘ ‘ I Y o , Q "r - - v
\ v a“? ,_ i ‘ (:1 .v *3 .5. ~w u m ‘ o ‘ “HM Mum :m i _ O A“; ‘ aym Dru-M , . ~ Tea: cm... 0- d “i at The rate on domestic grain from each group to New
- i UI .- - v r _ - - . ‘ ‘ .
" Q \~ IIIIIIII‘I‘ ' .5" 0| I AILouIh II. p I. I“ ‘ III“ F ’5 u0 1"“ \r‘“ :v I‘ I- p II I. I: ' l'llmooth c\d‘"\1“ \u“ a,“ I ‘LIII n on ‘I III ' I. ~ Q .I I " e I ls bhowili'glthln the group. The rates on grain
“MW -- - u m“ in"... = (-1,, e“ - ’ ' ~ \\ * _ - 1., ~ . u .n o .. V _ - W» A v on... "I n‘ ' " )ro ucts are l erent r '
Lnbudl' Th - noun “0“ or" F.‘ v 4/, I‘ ' ’pIIIIm'a u“ D; 0'0 ’vonh . “or III II? “IIII ‘mflo‘n Jive-via Jo c cull. »" i ; I" on Qua-tho“ .I I .1 . I I h f om those 9n graln, Unto. \wflv V0 ' ‘ v. .i a g “a,” 0 “Y.,, 0:0? ~ sou’ Jnp'rx Jefleno t, p 3* vgww \ .wfl _, f “TM.” flaw-M" w ‘ 0 singhu'ggi \_ o. ‘_ In. ,- ,0 i ' v,. afirou 3 are! 9 same. The fOI‘ CXPOI't rates
' \3 | t ‘ u ‘ ‘ p ‘ I I / L, s Q 3 U“ v . ‘ "noun 9.) u q ' h- an .
r on“... 6 M, a; , cm ‘ . “.533” w» w A , ca M‘W;,\o,_\\ . Q. , . . Wm “WM “when? a 52$: F mm Po . l H M“, or omestic rates to eastern groups other than
“II IIIIII‘III‘Q . Imam" II I I ' 'I I 'III " IIm'IIIgI IIII-IIIZIIIIIII w Ak. W“ ‘ ~ '->\“\\II §IIIT I" IIIIKIIIIIII I24" ‘IIII CI (Mr " " ‘ 'sbu ' I New York’ 18 exflalned 1n the treatise on I‘ 5t \ c (- em - "'1' . ' v o \\ ‘_ ii." J .' K' - ‘ . ' ~ - -
m. ' u,- o. a..." i in. inf-T. "’ ~ '~- . i " l f1 "In .3 _‘n'.- \CM “’“ a. ,0 o,s . ‘l . 9 w \(\$‘y“\ 0'",- -, ‘ - 4» o mew-ho . “I ° . ‘ gatfis- Officml C "ification Territory.”
\ i ‘ ""r.’ 5". , “""W' e s" o i‘ “h n I ° “I ‘ I ’ 1 I‘ I I '1‘ II
_ I- - u... or“: . . \ b L m @0— , '- w ~ ' "in I’m-h , i . ~ e rates from Lirou 4-A . i . .
nuni‘iam-“w,” ._. mum. ’ . I q“! l {Trot-Mm. m "s I > '4‘ 3/ r 2:13:11“ quark“: ( but I w (c . bongo“.q n mu“ 6 l I I . km" 0 c. u I}. ohm-0: o i] shown on Ma No 6 of tlfio rat/858'}? Ptrcentagos
‘ ’ .i '1 ’ ‘ '~ I o' i i n . ,,_ o “pg-W ' ~ ’ _ 4 i _ _ , , . - .
“I “"‘"'"i' '> ‘ :I'I')" m” M‘ "'I I.r\\\" I I oJ- e!" I. u "'““' “ "mm" 5'3"“ ( I a will in. IOCZIUIIIOA W ‘ Mel ' ‘ - , . '1’ Tu macaw :""III:\; 4 u“ V q ‘ I IS the rat fp CI 1 t0 N rom roup 1’ that
MII" Binmarrk ’ I l“— . r "’0'" ' c II FM,“ urn rI ~¢I~4 n. - 'U“;"WI II‘IfIu'b‘q e IL. "in" ' t e": II Q , hut-lawn : 7 JJ give '6‘“ on“? 4;“) ° W o g ’ I . es rom roup ew York are USCd 3,8
sup in. mm.“ - Inn-mi.“ a“ 15"\v ‘ u “an "- :8. 0" v _ eq. ob c n; :' get-nu.“ r nub hmmw Airgun”: |c mond o o c ‘ *gom‘o I 1 o“ Ankh-I n "I 1% the baslS, and the general percentage bases are applied
Pflijvfnf: '. <8 m Q. 0 Q ‘1“; . ~ '- u- . Q 4'“. , vii-hymn Him. Qunvlllc y ‘ .w I Robb, mum. .. T , v, ,3" i W A. . v‘ 4 e. in -Q U We \1 If . from Group 4-A,
' 4- , ° 9 . ' r I :— Q»' a I I I \ J I“. . m \ m7 ‘ i - - . . i
7W: ' '1 A Jw;.)9$’ ~II ,, III-'00 u". 00“”“ a“?! CID O . . o :0" huh-libel whom“ JMV‘CM WC; 145(- BII". Ibo/0 qfcho. n‘ Mb- ?" {I Er R ‘ I o" I" V “:I W, rum“ C?!» D ° ' 8" O‘vulg to the “Ilde varlatlon In the BPCCIficS t0
- ,pq {1 .,\ _ ~ a - § . x, I, ' I. ‘. . _ _ ‘ _
new", "M, 5 In ‘ "a . iii". Z W J1. ‘Pbvuum, '; ' ‘ I ' 5' ‘I‘ ' "S1 T e 20m": ' " . w ° W ] Chlcagoi It has been 1m oeSlble to Show the actual
ruv-c'n c 0 h ‘ r ‘ -‘ ‘ ‘\’ 6 h,“ k l > u, (.020) 5 . 8 ‘ ~\ _ a . Win. *1 M 7 h o J of t f I i . . b I _ i
q! ‘ ll *“'" "' v‘” \ e“ a - “ . ' | - 'J /,\/\-I ' - ri- “Q, I " Md” 6’)“- c"- ’l/ p g c i a e 0 non.“ ut the BPQCIfiCS have
0 m “"" N“ v ‘ * 0" ‘ “- ° Y " 6'“ “mi-Tm Mel-c" " W . .. ‘ ‘ een shown f m be ‘ -
c“\n ’ n hfl‘ ‘ Cd" Q 06 I'll“. "hr Mud “Mel a O“ “ ‘ I“. h. I J a, a r 0 t , ' t . _ ,
“1w ' ., v. " ~ “ w M- ; Hum! ~ 2 . OW“ ¢ . ~, ’ m, r _ )1 "do ' ‘ "‘ The rates shown west of Grou ' I
-l g 1"?" \ 1 c a “\L“\ 0 q \Q. I\“ ' L. G ‘ -||.||. ‘ A“. A pup . 0 . _ y and i are
“hm, ' “ 1-5 m _ n7!" ,0 q 0.; 09v Mm -. Wu" . he“ "an, . . -_ “It I“. , .a a , I i .> 99, “a, 8peClfi?s, wljgch are to be added to specific of 19 5
~-- --- "In!" w r - I \ 3 ‘ *- 1- - - it . ° "I" v“ - - a" ' or ' -- . 1 \ / cents rom icago ' - '
Mr‘lhthy lad Iel‘diylih. . ~ 1""!!! ' r. V . 1“ me "I‘m" Jo (R CuDbIQrIlIld Fl“. _‘ . ' 0 - g I," CI"- ‘ § In ' I i i V ,v ‘ t . I'~ H p - \ \ h h to I Q a” 0" V ' ' ‘ III' "* < 2 V ‘1 ‘,‘ “I Q- R J I' \ g 8' SMIQ: 61 "files =1 Inch .


Copyright, by the La 5; enl'iion University, Chicago.
MAP No. 9
GROUPS IN CENTRAL FREIGHT ASSOCIATION
TERRITORY AND ADJACENT POINTS
TO MEMPHIS, TENN., NEW ORLEANS, LA., PENSACOLA
FLA., MOBILE, ALA., GULFPORT, MISS., AND
POINTS TAKING SAME RATES
As described in E. Morris’ Freight Tariff No. 15 Series and E. Morrin’
(formerly C. E. Fulton) Freight Tariff No. 108 Series
By C. E. WYMOND
Central Freight Auochtion
I O-—5 D
3'
Mo?“
MAP No. 9 Showing C. F, A. Terrlorial Grouping for Southbound Rates



























































































































' o





















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e o + \\ h'lundufie. \\ . . - . V . i
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- l I. R“, wp~ law: 3 Flfield w , Eagle River, 1| . ec ‘Rapl Riv r .o\,-. l .Uryd» f 91.2' S M r . ~ cam, [ea kc
» at r 11 . “ .. Florence 0“ - 95 I V . Y_\ n l. ."f“\ r‘ ‘rQ QC). M . V . .
.Q I. aw I _ Q l o . M‘nocqua T nlmn'k oThree I \( ‘\\‘1<\§w$yn.w~chbds'F e {3' \‘ I; LI I v 2 ‘ .- ’ l /
l- Y'F‘xeland e Wallace Hazlilhulfl CT uh Lakes 0 Consul") 7‘ c" w" y '7‘. 1 ~‘3:“"\ Mn I/U/W A l" 7"" Stony Lake " hue irmu‘7"; .
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5‘ E _ u_ um“:- WST :10 p_., VIVIW W a V7 .7 lrlilwllr-"m 'JAM x v l V Burks Falls bland
9“ a" 'a. "d l. . ~ ¢ “5 - / - ""V' MA \ . . V r . V' . “M 1&1 ' W“ 31")!” 4" "1“ 1““ I 0 Lake Lillle
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“mm Post 1h (3mm Jc' “‘6‘” ‘ I‘ 11):?) '7) / ’1‘ ."n‘y X \ l I l g. . <0 av) vvJv J
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4, ll-nlil‘zl" WM-h . “l I" " mm“ ‘0‘ r x 9 Ellis .10. c "t, ' 1i. t l i ' 1’33}; I /M Lake$
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9 GM Ml \w‘“ 31"“ ' $a' ;, ‘n‘mmh' Q'“ l‘rcll ‘ Q' J . ~~ ' -. '.'!VI'.-i§i4‘73.~ . “r;
“new. if“ Q' ‘9' 2' ‘° V m "T V‘ E. w Red Oak ,0 '(2, $175!» Kinmoum Jc. ‘ GOO
Aug“! a c G , _ .p w r I l0 :- N ,7- . ~ ‘ E Au 0 8,,6 Ql" ‘ £2.52-\’( Ram Sgvcrn L b k!
8» ‘0. ' '. . '1 ‘ c, r. 1 ~ 1, ~ w '0 x‘y" ' ~ ~ . . ‘7 l _ ‘ l ‘ ocou
u Ntlll ' l‘ 0m!“ 5 - 1r 3 '. {3...} ‘°- 0° * ‘ \. a ‘ '--_ ‘ > . l. - Lu (Ilill l G .
P' HIM-H “L. M H...“ b J" "’1" o 5’1“ 1.1: \\“°100\'\\\e Q! .< Elof'l’i“ (j ‘é/en B ‘ l' \l' ‘ " ‘rlm . 1&7" n he '8 Cpl 0m Jpmeoaouu' /')/’/"\ “ “ Ulla, o 'Hig‘k “\ ' Dobca '
Mmlmu ' .fi‘ x- Pluml lo c- '\'= w”- G a. 0'5}: 960%,. 1“ , QJ m “ ‘wrml ° _, ‘1‘“ . scommon "m, Fllllllw)" ‘ ,V, I ’ w“ ‘ , K r. ,
Whllelnll z: \ Dmrr- ‘ I" - w‘ °°° “"1"?” row-4' W. “t”- m'" ‘w'm‘J‘ L S “' S</)u’tl-"" 1° COHingwood ' “ M “m”? I H‘ 0 6*“ <0
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\ . . ‘ . - ' ' . I . ‘ v . ~ 1 V
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MAP No. 11
ESTABLISHED GROUPING OF TERRITORY
FOR RATES TO ST. PAUL, MINN-
Similar groupings, with slightly difierent boundary lines, are also established for
rates to Winona, Minn.
)if/
\Vl/i i %/ /= i'alo




Winona
“g This territory also grouped
\\ for St. Paul and Winona


__-—_.—-












/
)/ Detroit / i
. ~\ , \
Chicago l\\\/// 114 55% 76-7 50y ' T°led° 1// ' -
.‘/ _ 2_ ,_ _ 7
CHICAGO RATES ’ O Va1p araiso 39% 2 2 ° Cleveland \
c 75-62y-50-3M-25 " 7 1 , 5 . . _
g 2 l ,79'99/2 ' 76/2 '54” '40 i This territory also grouped 0 Pittsburgh
53’ Gilmafl o ' ' Blum‘m . for St. Paul and Winona. .
('3' \ Lafayette |
Q I O o Re‘dkey
_ - — § Danville ' I I ,_..---—'-"
122yz-703-78-56y2- ' -"
Bement . ' ll 40% O
sprmgfield S u. ’ 104% il Indianap01is -
. an /'
Hannibal ' * u w ' I . Cincinnati
* The percentages shown U f ’ 710%,
are per cents of St‘ Louis 79-65Z— 52%—32%- ill/l; RIVER
to St. Paul first class rates. 26%
Other than (he first class '
rates are not the specified ///_.2<\ .
percentages in every case. _ _
st- L° ‘423/11 "


Reproduced in part from a blue print
prepared by Edward E. Gates for his
brief as attorney for the indianapolia
Freight Bureau.

Copyright by‘IlaSalle Extension University, Chicago,


Mad No. 12
TERRITORY OF THE SOUTHWESTERN
TARIFF COMMITTEE
By C. E. WYMOND. '
Central Freight Association
The rates of this territory are explained in the treatise on “Freight Rates:
Western Territory”—Part 2. The Texas Common Point rates are largely a prod-
not of competition but have been modified by the intrastate rates of Texas. The
Texas distance rates and their relation to interstate rates in Southwestern Teri
ritory are explained in the treatise referred to above. The jurisdiction of the .
Southwestern Tarifi Committee is stated in brief below and in full in the
treatise on rates in Western Territory. I ‘
The Southwestern Tarifi Committee has jurisdiction over freight traffic
originating at or destined to points in the states of Arkansas, Louisiana (west -
of the west bank of the Mississippi River) ," Oklahoma, and Texas, except traffic
from points in “Seaboard Territory” to points in TeXas via Gulf routes. The
committee also has jurisdiction over freight trafic to common points in the
Repnblic of Mexico, except to Tampico and Vera Cruz. It issues more traffic
publications than any other freight association in the United States.
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HAP No. 13
Grouping of Points in Defined Territories on Traffic
Destined to Southwestern Tariff Committee
Territory, viz.: Louisiana and Texas, also
Texarkana, Ark—Texas Points.
By C. E. WYMOND
Central Freight Association
The various territories shown on this map are defined in
the treatise 0" Fmagl'rt Rates: Western Territory, Part 2.
The groups shown here are as described in Agent F. A.
Leland’s Territorial Directory, No. 1 Series.
NOTE—Th”. Follpillfl also apply with certain variations to points in Arkansas
and Oklahoma. ‘
The methods of construction of rates from these groups
to points in Southwestern Tarifi Committee Territory, as
shown on Map No. 12, are explained in the text and should
be studied in connection with the map.
“IO—SD
\> Ml {/0
OF
4'1 PM'
MAP N0. 14
TERRITORIAL GROUPS
SHOWN IN
WESTBOUND
Trans-Continental Tariff No.1 Series
TO ILLUSTRATE TRANS-CONTINENTAL
GROUPING IN GENERAL
By c. E. WYMOND
Central Freight Association


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MAP No. 15
GREEN LINE TERRITORY, FREIGHT
ASSOCIATION TERRITORIES, AND
RATE ADJUSTMENT TERRI-
TORIES OF SOUTHERN
TERRITORY
By C. E. WYMOND
Central Freight Association
The rates of Southern Territory are explained in the treatise on- “Freight
Rates: Southern Territory”; the use of the rate adjustment territories in rate—
making is also explained in that treatise.
Green Line Territory is shown by the green line on the map. This terri-
tory lies s0uth of a line via the main line of the Norfolk and Western Railway
from Portsmouth, Va., to Bristol, Tennessee, thence south of the northern bound-
ary line of the state of Tennessee to a point where the Illinois Central Railroad
crosses the Kentucky-Tennessee state line near Fulton, Ky. South of Fulton
the line is situated east of a line via the Illinois Central Railroad from the said
crossing of the Kentucky-Tennessee state line to Jackson, Tenn, thence east
of a line via the Mobile & Ohio Railroad to (but not including) Mobile, Ala., (not
including Aberdeen and Columbus, Miss, Jackson, Team, or’ Pensacola, Fla.).
The boundaries of other territories are described on the last page of the map,
and the legend at the top of the map aids a ready distinction of the territories
shown in colors on the map. t
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ASSOCIATION TERRITORIES
b0 SOUTHEASTERN MISSISSIPPI VALLEY ASSOCIATION TERRITORY includes territory within the iollowing described
un es:
om (sis).i On and south oi the Ohio River irom Cincinnati to Cairo (but not including rates between points both oi which are on the
o ver).
(:lnkOn and east oi the east bank oi the Mississippi River south 0! Cairo (but including Helena, Ark., and Yidalia, La., on the
west ).
(c) On and west oi a line Wat Middiesboro, Ky., thence via an imaginary line thro h Iellico and Harrimaa to Harri-
inan Junction, enn_.; thence via e . . O. a T. P. Ry. to Chattanooga; thence via the A. G. . R. B. to Attalia; thence via the
Alabama Mineral Division oi the L. sh N. R. R. to Calera; thence via the L. 8 N. R. B. through Montgomery to Pensacola, Fla. (See
Note 1 in regard to line between Attaila and Calera.)
II. SOUTHEASTERN FREIGHT ASSOCIATION TERRITORY includes territory within the iollowing described boundaries:
(a) South oi the Potomac River irom its mouth to the Virginia-' ' West Virginia' state line.
(b) On, south, and east oi the Virginia-West Virginia state line irom point oi crossing oi Potomac River to Bristol, Tenn.
(c) On, south, and east oi an imaginary line irom Bristol through Middlesboro, Ky., Jellieo, Tenn., Harriman, Tenn., to Harri-
man Junction, Tenn.
(d) On, south, and east oi a line irom Harriman Junction, Tenn., via the C. . O.& T. P. Ry. to Chattanooga; thence via the
A. G. S. R. R. irom Chattanooga through Attalla to Birmingham; thence via the L. h N. R. R. irom Birmingham through Calera and
Montgomery to Pensacola, I'la. (See Note 1 in regard to line between Attalla and Calera.)
III. ASSOCIATED RAILWAYS Ol' VIRGINIA AND THE CAROLINAS TERRITORY includes territory within the iollow--
lug described boundaries:
(a) South oi a line drawn irom Portsmouth Va., thro h Pinners Point to Richmond, Va: theme with the line oi the Chess-
peake & Ohio 3;. to Lynchburg, Va.; thence with the line 0 the Noriolk and Western Ry. to Roanoke, Va.; thence via an imagi-
Paint Rock and Murphy, N. C., to Atlanta. Ga.
(b) North and east oi a line irom Atlanta via the Georgia B- B. to lulu“; thence via the Charleston Division oi the Southern
Ry. to Charleston.
NOTE l.—'The line as described from Middlesboro, Ky-. to Pensacola. Fla., dividing the SOUTHEASTERN MISSISSIPPI
VALLEY ASSOCIATION from the SOUTHEASTERN FREIGHT ASSOCIATION is gracticaily neutral territory. Rates between
points of this line and points within the boundaries of the SOUTHEASTERN MISSI SIPPI VALLEY ASSOCIATION are con-
sidered local to that association; so, also, rates between pomts on this line and points within the boundaries of the SOUTHEASTERN
FREIGHT ASSOCIATION are considered local to that association.
Rates between points in the S. E. M. V. A. and points in the S. E. F. A. are in all cases subject to inter-association
consideration.
It will be noted that the boundary line of the S. E. M. V. A. between Attalla and Gale“ follows the line of the Alabama Mine"!
Division of the L. 6: N. R. R., while the line of the S. E. F. between these two points follows the A. G. S. R. R. to Birmingham and
L. a N. R. R. south of that point. This indicates that the intervening territory is neutral ground and practically in both associations.
RATE ADJUSTMENT TERRITORIES
I. MISSISSIPPI VALLEY TERRITORY includes territory within the iullowing described Mum”;
(lalnkOn and east oi the east bank oi the Mississippi River south oi Cairo (but including Helena, Arh., and Vidalia, La., on the
west ).
(b) South oi the Ohio River irom Cairo to Paducah (not includin: Cairo or my point on the Ohio River). -
(c) On and west oi the line irom Paducah, K -. (not inclu ' Padnfilh), Via the Memphis & Paducah Division oi the N. C. &
St. L. Ry. to Paris, Tenn.; thence via the L. a N. . B. through cRensie to Miles, Tenn.; thence via the Illinois Cum 3, 3, go
.Lafizlkson, Tenn.; thence via the Mobile a Ohio R. B. through Meridian, Miss., to Mobile, Ala. (including Aberdeen “(1 Calm u,
s. .
II. SOUTHEASTERN TERRITORY includes territory within the iollowing demm Mum”:
(a) East oi the line oi the Mobile dz Ohio R. R. irom Mobile to Corinth (not including Columbus or Aberdeen, Miss.).
(b) On and south oi the line oi the Memphis Division oi the Southern Ry., comm go cum“ (includin. chm“,
but excluding Corinth).
(0) South and west oi the “Walhalia Line.” (See description under Carolina Territory.)
Southeastern Territory is divided into two sub-territories as ioilows:
(1) MONTGOMERY SUB-TERRITORY includes that part oi Southeastern Territory 0 yes and loath oi the an. from
Decatur, Ala.,viathe L. & N. R. R. to Birmingham, Ala.; thence via the Central oi Geor ' R . to _: ‘h . t
banks oi the Chattahoochee and Appalachicola rivers to the Guli 8“ , néohm 0" G. on“ m a" on
includel M 0‘ “1° southmtom "in: .m “d m o! Montlom aub-
Territori-
NOTE.—That portion of Atlanta Sub-Territory lyin east of Atlanta and Augusta and north of the line of the Georgia R. Rp
and Charleston Division of the Southern Ry., Augusta to h_arleston_(n0_t includin: Augusta or Charleston. but including that portion
of Atlantic Coast line, Denmark to and including Robbins) is sometimes. for conyemence in rate adjustment, designated as Carolina
Territory South of the Walhalla Line. This is done not because the Carohna difl'erential adjustment exist; from the Ohio River as
it does to points in Carolina Territory proper. but because proportional rates to Virginia Cities and Paint Rock are used in constructing
rates to local points within this boun .
III. CAROLINA TERRITORY includes territory within the iollowing described boundaries (see Note in paragraph 2 under
Atlanta Sub-Territory): [a w
(a) On, north, and east oi the e irom Wilmington, N. C. {including ilmington), via w. C. & A. Division oi the Atlantic Coast
Line to Columbia, S. C.; thence via the Southern Ry. and Blue Ridge B. . through Alston, Nowberry, Greenwood, Abbeviile, Belton,
Anderson, and Seneca to Walha S. C. ; thence via an line irom Walhalis through Murphy, N. C., to Cleveland, Tenn.
(including Cleveland) ; thence vi a Southern Ry. irom Cleveland to Chattanoon, Tenn. (not including Chattanooga
(b) On, east, and south oi a line drawn irom Cleveland, Tenn., via the Southern Ry. thro h Athem and Knoxville to Bristol
(including Bristol and includi% iso points on the K. & 0. Division oi the Southern Ry. between osville and Jeliico (not including
1:111:32! ; ltii'evnco via a line dra gust south oi the main line oi the Noriolk and Western Ry. irom Bristol, Tenn., to a point just south
0 o a.
DIVIDIN G LINKS.
last Line:-—0n or wesi bi a line drawn irom Chattanooga, Tenn., fllrolllh “boll, Augusta, and Macon, 0a., to Live Oak, l'ia.
In West Linez—Bast M a line drawn irom Chattanooga, Tenn., through Bifmillhlm, Selma, and Montgomery, Ala., to Pensacola.
e
I
MAP N0. 16
FREIGHT ROUTES
IN SOUTHERN TERRITORY
This map was in part reproduced from the original furnished
the Interstate Commerce Commission by the Southern Railway;
hence it is an official traflic map of the highest authority. It is
to be used Primarily in connection with the treatise on “Freight
vRaw“.Soulihel‘n Territory,” but may be used in routing freight
or for other trafio purposes. Frequent reference is made to the
map to show how rates are based over the various routes.
IC—5D















































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{4,3,0 \*00 a ‘ to be used primarily in connection with the treatise on “Freight
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\‘74' Copyright by LaSalle Extension Unlverslty, Chicago.
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I649 .. 1";- '* —‘ 'W “‘










89 “QZV w 51’ |
‘9 With this scale the zones from any city from which parcels are to be mailed may be determined
FIFTH ZONE SIXTH zone SEVENTH zone PAM“ P“? - - - - - I -
EIGHTH ZONE lo" RULE" by placing the line marked 0 on the rule at the center of the unit of area in which that city [8 located.
All cities, towns, or villages falling within a unit area, or quadrangle. crossed by a zone circle take the
rate of the lesser zone.

MAP N0. 18
La Salle Extension University
MAP OF STEAMSHIP ROUTES OF
THE WORLD
SHOWING TRACKS FOR FULL-POWERQED STEAM VESSELS, WITH SHORTEST
NAVIGABLE DISTANCES IN NAUTICAL MILES, FROM ANCHORAGE
TO ANCHORAGE
This map is primarily to be used in connection with the treatise on
Ocean Traffic and Trade published by La Salle Extension University.
It will also be found of great value for general reference purposes
to those engaged in handling traflic by water.
IO—5D _

l80' 150' I [0'
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MAP No. 19
INDUSTRIAL MAP
OF
UNITED STATES
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: >1
RAILWAY MAPS
The following maps show the territory traversed by some of
the more important railway lines of the country. These maps
will be found of especial value in locating points that are not of
sufficient general importance to warrant their appearing on the
traffic maps.
A frequent use of these maps to locate points not to be found
elsewhere is recommended, as it will be found of material
assistance in studying the course to be able to locate definitely
the various localities to which reference is made in the text
matter elsewhere.
I C—5D




















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PACIFIC TIMEI West of Olden. Stlleman and nnicr.
The Atchison and Topeka Railroad Company received its charter
Nearly ten years afterwards
l863 the
name was changed to the Atchison, Topeka and Santa Fe Railroad
from the legislature of Kansas in 1859.
work was begun on the line from Topeka westward. In
Company.
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l896 a new company (The Atchison, Topeka and Santa Fe Railway Com—
pany) began business with outstanding common stock of $|0I,955,500,
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Double mu I n n u n u I Lines Unw" ' *‘wdhi
$|60.848,ZB5. On December 3|, I92], the total capitalization of the company
was $639,459,469.
The property taken over by the new company in l896 comprised 6,435
miles of track with lands, coal mines, other properties and the stocks and
certain bonds of several other railroad companies.
At that time the company possessed 962 locomotives. 64] passenger cars,
Z7.7|9 freight cars and 269 miscellaneous cars. Today, December 3 | . I92 I, the
equipment is as follows: locomotives. 2.]59; passenger cars, l.580; freight
cars, 73,464; miscellaneous cars, 4.383; steam vessels, IZ.
===== um
MOUNTAIN TIYIE: East of Oldflh Stlizmau “a Parker—West of 004:: cm and Clovis. and nointS Great Bend In Garden City via Scou City.
I.“ Insular sum llinl Ilnn nhr 1. min I'llrl time III train: m IIv'n.
CENTRAL TIME: East of Dude: City and Clovis-

The total operated mileage of the system is 17,702 miles—l l,707 miles of
main lines and branches and 5,995 miles of yard and side tracks and second,
third. and fourth main tracks.
During the year ending December 3 l. I92 I, the revenue freight carried one
mile was 10.375.037.870 tons.
1,547,073,702.
ln round numbers the freight business earned one hundred and sixty
The passengers carried one mile numbered
million dollars, and the passenger business fifty-two and a half million dollars.
during the year ending December 3i, |9Zl.







































































































































































































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INTERESTING FACTS CONCERNING THE BALTIMORE & OHIO RAILROAD
FlRST RAILROAD IN AMERICA
It was the first railroad to obtain a charter (l_827) and is the only
existing railroad bearing without change its original charter
name.
Construction commenced July 4, 1828, at Baltimore, with pa-
triotic ceremonies and laying of cornerstone, which is still
in position.
FIRST TO BE OPERATED FOR PASSENGERS AND FRElGHT
FIRST TO UTlLlZE LO(‘OMOTIVE POWER
FIRST TO CROSS THE ALLEGHENY MOUNTAINS
The through line from Baltimore to the Ohio River was com-
pleted to Wheeling in 1853.
FIRST TO ISSUE A TIME-TABLE
FIRST TO EMPLOY ELECTRICITY AS A MEANS OF COM-
MUNICATION
The first telegraph line in the world, and over which Professor
S. F. B. Morse sent_ his first message “What hath God
wrought ” from Washington to Baltimore in 1844.
FIRST TO EMPLOY ELECTRICITY AS A MOTIYE POWER
The building of the Belt Line and tunnels under the City of
Baltimore and operating same by motors, set the pace for all
similar construction.
MOST HISTORICAL RAILROAD IN AMERICA
The territory through which it passes is most peculiarly asso-
ciated with all the wars of the Republic.
I)urinr the French and Indian War, the entire territory from
Fre crick through Cumberland to Pittsburgh, then Fort Du-
quesne, was the route taken by Washington and Braddock in
their campaigns of 1753. _
During the _War of the Revolution, the territory between New
York, Philadelphia, Wilmington, Baltimore and Washington
was debatable ground between the Continental and British
troops.
During the War of 1812, Baltimore and Washington were the
pivotal points. At Harper’s Ferry was an arsenal and armory.
“The Star-Spangled Banner” was iven to America by Key
during the bombardment of Fort cHenry, Baltimore.
During the Civil War, the railroad was the bone of contention
between the Union and Confederate Armies and the entire line
from the Ohio River to Maryland became one continual battle
round. Harper’s Ferry, at the head of the Shenandoah val-
ey, came into prominence as the scene of the John Brown in-
surrection in 1859, and later the center of a four-years’ war.
MOST SCENIC ROUTE IN EASTERN AMERICA
The two routes of the Baltimore & ()liio through the Allegheny
Mountains afford the most beautiful scenic views of Eastern
America. The most conspicuous of these are the Cheat River
region, the Savage River _orge, the Potomac River Valley
of one hundred and fifty mi es; the Youghiogheny and Cassell-
man River Valleys, the Shenandoah Valley and the Susque-
hanna River Valley.
THE BALTIMORE & OHO SYSTEM .
Embraces 5 153 miles of track connectin the great Cities of New
York, Philadelphia, Baltimore, ashirigton, Pittsburgh,
Wheeling, Parkersburg, Cincinnati, Louiswlle, St. Louis,
Columbus, Cleveland, Sandusky and Chicago.
The passen er equi )ment is of modern design, and solid steel
Vestibule electric-lighted trains connect all of the cities
named.
All through trains east and west run via Washington.
Liberal stop-overs are granted.
The fast freight service between all points is one of the most im-
portant traffic features of the System.
TERRITORY
The Baltimore & Ohio System penetrates all of the great indus-
trial centers of the Middle and Eastern Atlantic States, in-
cludin New York, New Jersey, Delaware, Pennfiylvania,
Virginia, West Virginia, Ohio, Indiana, Illinois, entucky
and Missouri. All portions of the great bituminous coal
fields, oil lands and lumber regions of these States are reached
by its many branch lines.
o
- a“ u»:
The Pennsylvania Railroad System and its direct connections provide convenient and through service between New York, Philadelphia,
Baltimore, Washington and practically every important commercial center south of the Great Lakes and east of the Mississippi River,
including the various New Jersey Seashore resorts; also through New York City via the Hell Gate Bridge Route to New England points.


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AS A DISTRIBUTING FACTOR THE PENNSYLVANIA


YSTEM
SERVES FORTY-NINE AND NINE-TENTHS PER CENT. OF THE POPULATION OF THE UNITED STATES.
The Pennsylvania System with its 11,643 miles of line, and
its 27,341 miles of track; its 218,859 employes, 7,781 locomotives,
8,225 passenger cars, 276,475 freight cars, and 480 steamers, ferry
boats, tug boats, lighters, barges and floats, directly serves thirteen
of the forty-eight states of the Union and the District of Columbia,
WHOSE COMBINED POPULATION 15 $2,808,528, or 49.9 per cent.
of the entire population of the United States. All but two of
the ten largest cities in the Union are directly on its lines,
and its 4,500 stations are in direct touch with twenty cities,
each with a population of over 100,000; one hundred and fifty
cities, each with a population of over 10,000, and two hundred
and sixty-three with a population of over 5,000 each.
The Pennsylvania System has terminals and maintains
adequate shipping and transferring facilities at the principal
ports of the Middle Atlantic Seaboard. At Philadelphia and
Baltimore its lines are in direct connection with the docks of
the principal steamer lines, and grain is transferred from its
elevators direct to boats. At New York, Philadelphia and
Baltimore many of the ocean steamers use the railroad's docks.
Every facility is utilized for the prompt handling of freight of
every description.
The Pennsylvania System has direct track connections at
Washington, Norfolk, Hagerstown, Cincinnati and St. Louis with
the southern and southwestern railroads, at Chicago with those of
the west and northwest, at Buffalo, Erie, Cleveland, Toledo and
Detroit with rail lines and lake steamers, and at New York, Jersey
City and Wilkes-Barre with roads leading to New England.
THE NEW YUHK BEHTHAI llNES, BUMPHISINB 12,000 MILES 0F HAllWAY, lllHEllTlY SEHVE llNE-HAlF THE PUPULATIHH BE THE UNITED STATES




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Draw a line on this map from Boston through New York, Pittsburgh, Cincinnati, Louisville, St. Louis, Chicago, Grand
Rapids, Bay City, Toronto, Montreal and back to Boston.
In the territory thus bounded is located more than one-half the
duction and distribution and large consuming markets.
This bee-hive of commerce is gridironed by the 12,000 miles of track of THE NEW YORK CENTRAL LINES and is adequately
served by its ample siding facilities, classification yards and strategically located terminals.
Commerce naturally follows this east and west artery~the route of the 20th Century Limited—because it is the water
level route from the Mississippi Valley to the Atlantic Seaboard through the heart of industrial America.
A great fleet of passenger trains unsurpassed by any in the world travel back and forth every day between the cities in this
region, serving not only the demands of local travel but meeting the needs of the great caravans between the East and the West.
NEW YORK CENTRAL traffic is nation-wide and world-wide in origin and destination.
Over its rails are carried day after day one-tenth of all the railborne commerce of the country.
handle one-fourth of the foreign commerce at the port of New York.
Through fast freight trains are operated between all commercial centers. Less-than-carload freight is carried in through
cars from important cities to hundreds of destinations, providing prompt deliveries ranging from overnight service to nearby
points to a 14-day schedule across the Continent.
Prompt and accurate information as to movement of cars available through “Passing Reports" which are prepared daily
at principal terminals and classification yards and transmitted promptly to all Freight Traffic Offices of THE NEW YORK
CENTRAL LINES.
For the convenience of shippers and travelers THE NEW YORK CENTRAL LINES maintain offices throughout the
World. In United States and Canada representatives of the Freight and Passenger Departments are located in a majority of
the principal cities, while the American Express Company represents THE NEW YORK CENTRAL LINES in forty-four of
the principal capitals and ports of Europe, South America and Asia. Back of each of these traffic representatives are the re
sources of a great railroad system, constantly seeking to maintain the highest standard of public service. -
Its waterfront terminals
population of North America as well as great centres of pro-



















































































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Burlington Route (C. B.& Q. R. R.) and Western Connections
The 11 great states (Illinois, Iowa, Missouri, Wis- lington comprise 30%10f the area and contain 22% of of the alfalfa and contain about 41% of the cattle, Illinois and north of the Ohio and Potomac Rivers,
45% of the hogs and 31% of the sheep in the entire and might well be called “The Storehouse of the.
consin, Minnesota, Nebraska, Kansas, South Dakota, the population of the 48 United States.
United States; have an area more than twice that of Nation.‘
Colorado, Wyoming and Montana) served by the Bur- These states produce about 50% of the wheat, 52 o
of the corn, 60'Il of the oats, 46% of the hay and 50% the 14 states and District of Columbia, situated east of


WHAT “THE BEST OF EVERYTHING” MEANS IN
RAILWAY TRAVEL WEST AND NORTHWEST
VIA CHICAGO & NORTH WESTERN RAILWAY
All trains arrive at and depart from the magnificent Chicago Passenger Termi-
nal—one of the most modern railway stations in the world.
You travel over a heavily rock ballasted double tracked roadbed equipped
with extra heavy steel rails, insuring smooth even riding and a restful trip.
The latest type of automatic electric signals guard your safety all the way.
You have a wide choice of frequent fast trains with schedules providing con-
vcnient hours of arrival and departure.
The route lies through the best developed and richest industrial and agri-
cultural districts in the West—often referred to as the granary of the world.
Deliciously cooked meals served by efficient attendants in Dining Cars of the
most modern type.
All-steel equipment of the highest grade is included in the service.







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h mun-ed over anyone or more 0! me System nulwayn Duniud below: I
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(Imago. m. Pun. Mlnnenpolis a Omnhb Ry ,l 752 $1 _ _ l _ _ _ urn-n. IkDICAYEI DOUBLE vucx '
To.“ I _ I ' ' A ' ‘ I _ ‘ I _ I _ I _ v V _'_J oil 5609 I K _ A _N s A "we “OE “law I I I mmcnz: mu mm aounucvmu

THE CHICAGO & NORTH WESTERN LINE
REACHES WITH ITS OWN RAIB THE FAMOUS
WATER POWER, COAL AND OIL FIELDS, IRON ORE RANGES, HARD AND SOFT LUMBER FORESTS, RICI-I AGRICULTURAL
AND LIVE STOCK DISTRICTS
Located in Illinois, Wisconsin, Michigan, Iowa, Minnesota, North and South Dakota, Nebraska, Wyoming, and reaches with its 10,155 miles of road (including
200 miles of side track in the City of Chicago) and by traffic arrangements with other railways, 9,500 stations located on 62,000 miles of railroad (one-eighth of
the railroad mileage of the world, one-fourth of the railroad mileage of the United States). It, has on its line more industries than any other Western railroad.







ILLINOIS CENTRAL RAILROAD
THE YAZOO 81. MISSISSIPPI VALLEY RAILROAD
CENTRAL OF GEORGIA RAILWAY
OCEAN STEAMSHIP CO. OF SAVANNAH

Unexcelled freight service via New Orleans, the second port in the country in value of exports and imports.
The Illinois Central owns and operates two large export elevators at Stuyvesant Docks, New Orleans, total
capacity 2,500,000 bushels; also serves Public Elevator, New Orleans, capacity 2,600,000 bushels. _
Fast merchandise and perishable freight train service between Great Lakes and Gulf and between Missouri
River, Twin Cities and Chicago. 5'
~ $184,000,000 spent from June, 1911 to August, 1922 in new freight and passenger cars and engines and
additional facilities.

The Central of Georgia is among the leading railways in handling perishable freight, particularly peaches and
watermelons, the success of which is due to the reliable 0n~time record of its fast freight service.
Ocean Steamship Co. of Savannah operates eight steamships carrying freight {and passengers between Savannah
and New York and between Savannah and Boston. Fast merchandise trains leave the spacious waterfront terminals
of the C. of Ga. Ry. at Savannah upon arrival of steamships.

The passenger on the Illinois Central System is assured of a safe, comfortable trip in a car of good construction
and modem convenience, hauled by a powerful, well-conditioned locomotive over a smooth-riding track of hea
rails and ties, fully ballasted, carefully maintained, and protected by automatic safety signals. ‘ ‘
The average Illinois Central record of on-time passenger train arrivals is 98.6%; Central of Georgia, 98.7%.
i The Illinois Central has a safety record of more than 31/; billion passengers carried one mile without a fatal
injury to a passenger riding in a proper position. For more than five years, no passenger riding in a Central of
Georgia coach has received a fatal injury 4
60% of Illinois Central passenger cars are of all-steskor steel7underframe constnbCtion, as compared with
an average of less than 39% for all lines in the United States. ‘
The famous "Panama Limited" between Chicago, St. Louis and New Orleans represents the topmost standard
of railway equipment in safety, comfort and speed. It has been designated by patrons as the _"fi‘nest trainin the
world." During a recent 36-day period, the northbound train was on time 361 days, the southbound train
every day; both having traveleda distance equivalent 4:026 times around the equator.
The Ocean Steamship Company operates excellent coastwise passenger seryice, with three sailings each week
between Savannah and New York and two sailings between Savannah and Boston.-

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