RAILROAD FARES AND FREIGHTS.
OF THE
enate omnmiiite on i    lroraltons
ON
SENATE BILLS NOS. 332, 319, AND 334,
AND
ASSEMBLY BILL NO. 182.








L.11 POR T.
Mr. PRESIDENT: Your Committee on Corporations, to whom were
referred Senate Bill No. 332, Assembly Bill No. 182, Senate Bill No.
319, and Senate Bill No. 134, have had the same under consideration,
and now return said bills to the Senate with the following report and
recommendations. Senator Lindsey, the author of Senate Bill No.
332, stated to the committee that the grounds covered by his measure
were practically the same as those embodied in the Assembly bill,
and requested the committee, in their deliberations, to allow the
Assembly bill to take the place of the one introduced by him. For
convenience throughout this report the Assembly bill will be designated as the "Archer bill," and Senate Bill No. 134 as the " O'Connor
bill:"
Your committee has given to the subject-matter involved in these
measures such consideration as its importance demands, and the
other senatorial duties required of us would permit. We are sensible of the great interests involved, and the agitation that the public
mind has undergone in respect to railroad management, and the
relations of the companies to the public interests. We have endeavored to give due consideration to the daily business intercourse
existing between transportation companies and the community. We
have realized the necessity for the enactment of a law more restrictive
in its character, calculated to foster the leading industries of the
State, to cripple none of them, and which, at the same time, would
not impair the usefulness and efficiency of the transportation companies. We have recognized the strong desire of communities, not
possessed of railroad conveniences, for the rapid construction of trunk
and branch lines, and of the same desire on the part of the leading
commercial centers to establish communication with the remote and
more inaccessible districts of the coast. We have not been in doubt
in respect to the right to readjust maximum rates, but the extent to
which it could be wisely and judiciously exercised, and the mode
and manner in which control should be enforced, we find full of
embarrassment. The necessity for doing something effective, and
that would realize the best public expectation, has been constantly
confronted by the apprehension that in the lack of technical knowledge of the subject, positive injuries to the prosperity of the State
might result from any law we might pass.
In view of the experience of other American States, in their efforts
to deal with this subject, we may well doubt the practical workings




4
of any law that seeks to classify roads and the business done by them.
In Europe, a constant struggle to legislate for the public interest in
respect to transportation companies has been going on for about
forty years. The English Parliament has brought into requisition
the services of her first statesmen, in the endeavor to solve the railroad problems. Charles Francis Adams, in the March number of
the Atlantic Monthly, after reference to the positions occupied by
the Duke of Wellington and Sir Robert Peel, says that a committee
was appointed in eighteen hundred and seventy-two, including
among its numbers, the Marquis of Salisbury, and the Earl of Derby,
"which gave to the whole subject an intelligent consideration.
Unlike its predecessors, that committee did not leave the railroad
problem where it found it. On the contrary, they advanced it by
one entire stage on the road to its solution. In the first place, after
taking a vast amount of evidence, they proceeded to review the forty
years of experience. The result of that review may be stated in a
few words. They show with grim precision how, during that period,
the English railroad legislation had never accomplished any thing
which it sought to bring about, nor prevented any thing which it.
sought to hinder." Further along Mr. Adams says: "Finally, the
committee examined all those various panaceas for railroad abuses
which are so regularly each year brought forward as novelties in the
Legislatures of this country. To one familiar with the subject, the
simple faith in which each law-maker brings forward as a new and
hitherto unthought of solution of the whole trouble, some old familiar expedient which has been tried and has broken down time and
again, would have in it something quite touching were it not so very
tedious. All these the English committee now passed in merciless
review.  Equal mileage rates they found inexpedient as well as
impossible; the favorite idea of a revision of rates and fares with a
view to establishing a legal tariff sufficient to afford a fair return,
and no more, on the actual cost of the railroads, they pronounced
utterly impracticable."
In the fifth annual report of the Board of Railroad Conmmissioners
of the State of Massachusetts it is said: "As regards fares and
freights    * *  the favorite subject for legislation, the framing of
a practical railroad tariff, one which will even fairly conform to local
and economical requirements, is the most difficult and perplexing
task to which the more enlightened and experienced railroad managers are called upon to address themselves. It continually, also,
becomes more perplexing and more difficult just as the system grows
complex. Yet, until very recently, the idea among legislators has
been almost universal that it required only the passage of some simple law, limited to a few sections, which almost any one could draw
up after one hour's consideration, to regulate the whole subject on a
wise, just, cheap, and permanent basis. Accordingly the statute
books of all the States contain examples of enactments passed in
this spirit of confident ignorance. Upon these this Board has had
frequent occasion to comment in its previous reports, and their futility is now generally conceded."
Each of the bills before us proposes changes in the existing law
and to re-adjust the basis on which business is to be conducted by
the railway companies in this State. The purpose sought to be
accomplished by each bill is the reduction of the present maxima,
with a provision in one of the bills for the appointment of a Board




5
of Commissioners, clothed with certain supervisory authority, and
especially in respect to extortion and unjust discrimination.
The Archer bill classifies roads according to their length, and then
fixes a different tariff of rates, intended to be applied to each class
respectively. To ascertain how far such a radical change would be
beneficial to the public; how it would affect the growth of the State;
how far the experience of other States would serve as a guide to the
committee in considering the question, became at once the duty of
the committee to examine and determine as wisely as possible.
The bill, as presented to us, evinced such a detailed consideration
of the minutia of railroad business, that before undertaking an
examination and decision, the representatives of the various railroads in this State, and others not connected therewith, were accorded
a full and patient hearing before the committee. Arguments pro
and con were presented, and carefully prepared sworn statements,
comparing the charges to be allowed under the Archer bill with
those now charged in this State, and also by various prominent
Eastern roads, for like services, were submitted. Statements illustrating the effect in the decrease of earnings of various roads and
portions of roads inl this State, together with the relative amount of
business now done on different portions of the Central Pacific road,
were also made. A tabulated comparison of the rates to be allowed
under this bill, and those which would have been allowed in the socalled "Freeman bill," were laid before us. Comparisons were also
presented of the rates to be allowed on the staple products of the
country, with the same classes of articles and for the same distances
which were allowed under the "Potter law" of Wisconsin, lately
repealed, on account of its unjust and objectionable character. All
these statements of facts and tables of comparisons are to be found in
the appendix to this report.
T'he line of inquiry, investigation, and argument, taken before the
committee, together with the examination of the question itself, has
convinced us that there are certain elements affecting the cost of
railroad carriage and operations, that cannot properly be ignored in
any attempt to fix a scale of rates to be charged for services performed.  For illustration: the increase in the cost of grades as
compared with level lines, an increase measured by the steepness of
grade to be overcome, also to the element of curvature; these two
elements necessarily demand increased motive power and extra weight
of rails, which are subjected to greater wear and tear. This bill
almost entirely ignores these two elements of cost, which, of necessity,
enter largely into any tariff of rates to govern transportation on
wheels, whether by rail or by the common roads of the country.
One might as well ask and expect a teamster to haul his goods into
the almost inaccessible cainons of our mountains for the same price
as he would haul and deliver an equal load for a like distance on the
plains.
The clause in the bill authorizing an advance of rates after reaching an elevation of fifteen hundred feet, does not affect the objection,
for the reason that the most excessive grades and curves may have
to be overcome before attaining that elevation.
For instance, the North Pacific Coast Railroad, as to which its
President, Mr. Moore testified, presents a constant succession of
maximum curves and grades; yet nowhere reaching such an elevation as to entitle it to charge the advance rates contemplated in this




6
bill. This road would be prohibited from charging any greater rates
than would be allowed to it, if the country through which it passes
was a dead level, instead of the mountainous, undulated and difficult
one as described by the President. Again, the rates prescribed in the
bill, for freight or passage, ignore an equally important consideration of justice, in being the same for a length of road lying on and
receiving support from a rich and populous country, as for a similar
length of road in a sparsely and scantily producing district. Such
inequalities cannot fail to arrest the attention of the Senate. It is
true that the short roads classed as A and B have rates allowed high
enough probably to compensate for any such contingency; but in the
roads in Class C the rates are applied to similar distances, alike
regardless of locality, or amount of business done over them.
In illustration, it was shown to the committee that the business
on all the stations of the Visalia division of the Central Pacific
Railroad was but one-twenty-first of the business done on the western
division of the same road, and but one-fifth of the business done on
the Oregon division.
This inequality in the volizre of business would seem to explain,
and in some measure justify, the difference in local rates existing at
present. A road doing one-twentieth or one-fifth the business of
another road ought not to be subjected to the same uniform and
unyielding maxima of rates.
There were many other reasons assigned before the committee
which were claimed to influence the cost of carriage between different stations, and urged in justification of the inequalities of rates
charged; but the committee has not sufficient technical knowledge
of the subject to present them to the Senate, nor to successfully
combat the effect claimed for them. The bill contains an extended
and detailed classification of all the articles that are usually carried
on railroads, prescribing for each class so enumerated a distinct rate
per ton per mile for all railroads over fifty miles in length. Your
committee cannot see how the interests of the public are to be subserved by the enactment of a law fixing distinct rates on specified
articles on all railroads of fifty miles in length, without regard to the
local circumstances which surround their operation; therefore, to
enumerate in detail over one thousand different articles, and to
prescribe that all railroads over fifty miles in length, without regard
to the amount of those articles which they nmay be called upon to
carry during the year, shall be limited to precisely the same rates
per ton per mile for their carriage, does not seem to this committee
to be either wise or expedient legislation.  Your committee are
unable to see why the North Pacific Coast Railroad, for instance,
from Saucelito to Tomales, operated through a broken, rugged country, sparsely settled, and with scant production, and with but a
limited business from which to derive income, shall not be allowed
to charge higher rates per ton per.mile than the San Francisco and
North Pacific Railroad, operating between Donahue and Cloverdale,
in one of the large valleys of the State, capable of sustaining a large
population from which to derive income.
The unequal operation of the bill under examination is rendered
prominent by the illustration just given; and the principle will
apply with equal force to other roads.
Again; the classification of railroads for the purpose of regulating
a tariff of charges for service, by the length of the road in miles, is,




7
in our judgment, unsound in principle, unwise and unstatesmanlike,
vicious in its tendencies and operation, and, as far as we know and
believe, is sought now, for the first time, to be tried as an experiment in legislation.
The operation of such classification in discriminating, by law,
between the carrying power of a road owned by one association of
citizens, and that owned by another, if not unconstitutional, is
at least unequal and unjust.  For the sake of illustration: the
earning power of a road twenty-five miles in length, owned by A. B.
and his associates, is made by this bill to be equal to the earning power
of another road two hundred and fifty miles in length, owned by
C. D. and his associates. In other words, A. B. hauls one ton of
grain over his road for the distance of twenty-five miles, and is
entitled to demand and receive for such service the sum of five
dollars. C. D., on the other hand, before he can earn and receive the
sum of five dollars, is obliged by this bill to haul a ton of grain
through the distance of two hundred and fifty miles; and if C. D.
happened to be called upon to haul the ton of grain only twenty-five
miles, he can demand and receive the sum of eighty-five cents; and
this is true likewise of the thousand different articles enumerated in
the classifications of the Archer bill.
Another objection, in the minds of the committee, to this experimental classification of railroads according to their lengths, is to be
found in the fact that such legislation must inevitably retard, if it
does not absolutely prohibit and prevent the completion of roads
already in course of construction. This objection was aptly illustrated to your committee by the testimony of Colonel Peter Donahue,
President of the San Francisco and North Pacific Railroad, and by
that of A. D. Moore, Esq., President of the North Pacific Coast Railroad.
Each of these gentlemen represents a road in Class C, each is
now constructing a present extension to his road, and each is desirous
of carrying out the original purpose of his company's incorporation,
by building many more miles than is now being operated by their
roads respectively.
Both of these gentlemen stated emphatically, and without hesitation, to your committee, that the enactment of the Archer bill must
necessarily stop all future road-building by.their companies. When
the distinguished author of the bill under consideration, himself
present during the examination, suggested to Mr. Moore that his
bill would probably be amended so that the provisions of Class B
would be extended, in a great measure, to roads not exceeding a hundred miles in length, and asked what effect it would have upon his
road, it was answered: "We could build to the Russian River, but
we could not carry out the purposes of our charter, which takes us
beyond and gradually up the coast for a longer distance." It was
also stated to the committee, by this gentleman, that this company
was seeking to borrow money in foreign markets for the purpose of
the continuous construction of their road, and that it would be absolutely impossible to make any loans for such purpose should this bill
become a law. It is within the recollection of several of your committee, and of many Senators upon this floor, that the Legislature of
this State was called upon at its session, two years ago, to pass a
special law extending the maximum of rates of fares and freights, in
order that a company desiring to build a railroad from Colfax to




8
Grass Valley and Nevada, might be enabled, under a more liberal
tariff of charges, to borrow money for the prosecution of their enterprise, which they could not borrow under the limitations of the general law. It will be recollected that such a bill, including in its beneficial provisions the road referred to, and perhaps one other on the
southern coast, in San Luis Obispo or Santa Barbara Counties, did
pass both houses of the Legislature, and became law by executive
sanction.
It may not be amiss, in illustration of the character of the North
Pacific Coast Railroad, and the nature of the country traversed by it,
to further state, that Mr. Moore said: " That the road as far as constructed had cost thirty thousand dollars per mile; that it is a narrowgauge; and that he believed such a road could be built over a level
surface for not exceeding ten thousand dollars per mile."
Your committee is therefore strongly fortified in the opinion that
the North Pacific Coast Railroad could not reasonably look for money
to prosecute its work, under the Archer bill, either at home or abroad.
Your committee is not insensible to that general public opinion,
which asserts the constitutional right to regulate fares and freights.
We are also well aware that the several political parties in this State,
have given expression to such public opinion, in the most emphatic
and unmistakable terms. In that public judgment your committee
is entirely in accord.  We cannot subscribe to the position that
corporations, of any class or kind, are beyond and above the reach of
legislative control. They are the creation of the law, in pursuance
with the fundemental law of the State which empowers us to bring
them into existence, and which most wisely reserves the right to
alter, amend, or repeal their charters. Any other construction would
be most dangerous to the public interest. A generous people, in the
infancy of the commonwealth, impressed with the importance of
inaugurating a railroad system, enact conditions which the march of
events, the increase of population, the interest of trade and commerce, the general good, may demonstrate to be pregnant with possible dangers to the very life of the community. It would be a dangerous doctrine to hold that such enactments cannot be remodelled and
moulded to meet new and changing public wants and exigencies.
The attitude of the railroad companies, which deny this right to
revise their relations with the public, and to prescribe new limits to
their power, is as unsound as its legal and judicial recognition would
be unsafe to the public weal. In our judgment it is a doctrine fraught
with mischief, and rests upon an unstable foundation. However, the
issue, arising in sister States, is pending in the Court of last resort,
whose decision will settle it probably forever.
How shall this desired new relation between the State and the
railroad companies be best brought about?  What course can be
pursued that will interpose an intelligent barrier between what may
be, or what may become, the illegitimate desires and exactions of
the companies, and the public, without inflicting irreparable injury
to the roads? This is a grave question.
The character of the evidence, and the arguments presented to the
committee while examining the bills, whether for or against, tended
strongly to demonstrate the intricacies and perplexities involved in
any effort to regulate, in detail, freights and fares. The showing of
the friends as well as of the enemies of the bill has satisfied us that
it would be impossible for any legislation, in the limited duration of




9
a session, to construct a classified, detailed measure, that would
either meet the public expectation or that would not be liable to
cripple the railroad service and development in this State. The
Archer bill was evidently prepared with an apparent attention to
minuti-e; yet the examination before the committee clearly disclosed incongruities in detail which could, in effect, as law, operate
against those we are sworn as legislators to protect. We do not possess the knowledge of the subject requisite to correct such errors, nor
to decide the effect that amendments suggested might have, even if
the principles on which the bill was drawn were sound, which we do
not believe.
The difficulties surrounding the exercise of this class of legislative
powers have been made the subject of discussion and examination
throughout the entire civilized world where railroads exist. The
establishment of fixed tariffs, to be enforced by legal enactment, have
found favor for a time, to result in almost universal condemnation.
The committee, therefore, seek a plan of action to recommend to the
Senate which will best reach the object sought, viz: an assertion of
the right of control over railroads in the interest of the people, which
shall reduce the present maximum on the great staples of the country,
and yet not unwarrantably encroach upon the interest of the companies. It seems to the committee that this object is best attained
by the passage of the bill introduced by Senator O'Connor, amended
in accordance with the recommendations of the committee. It has
come to be known as the " Commissioner bill," which is a misnomer.
This bill enforces the right to regulate; it distinctly enunciates the
power to control; it enacts that the companies shall not be permitted
to charge or receive for any service any greater sum than is fixed by
their tariff of rates in force on the first of January, eighteen hundred and seventy-six. To illustrate the practical effect of this limitation, it was shown to the committee that the average cost per ton per
mile, for the volume of business done on the Central Pacific road
and its branches, according to their latest completed records, was but
three and twenty-six one-hundredths cents, while it is well known
that the law allowed the companies to charge fifteen cents. This
may not have any apparent effect upon the cost of the transportation of
luxuries, but it surely operates as a reduction of the maximum now
allowed on grain, wool, lumber, and the principal products of the
coast. The bill fixes a new legal departure for the companies, and
says to them: "Thus far you may go, and no further." The discretion of the companies is limited to a much more circumscribed
boundary.
In addition to the reduction and regulation above described, the
bill contains the most stringent provisions against favoritism, extortion, and discrimination-provisions embodied in the amendments
offered by the committee to chapter second. It is made the duty of
the Commissioners to see to it that these provisions are inforced, and
the companies rendered accountable for any violations of the law.
It provides that the State shall put into commission officers who
shall make it their business to become as well acquainted with all
of the affairs, methods of working, commercial laws influencing and
governing tariffs, and charges thereupon, affecting railroads, as any of
the railroad managers themselves. It provides means whereby succeeding Legislatures shall not be dependent, either upon their own
2




10.inexperience in railroad affairs, or such testimony and arguments as
may be presented by representatives of the companies, or others in
opposition to them.
As it is now, the committee is not prepared, by knowledge, or by
the arguments or statistical matter presented, to successfully deny
that the immediate effect of the Archer bill would be to cut down the
incomes of all local roads to the extent represented by Colonel Donahue and Mr. Moore, and that their roads would be forced into suspension. Such consequences have been urged upon the commiittee as
inevitable, backed by a mass of figures, tables and comparisons that
we are unable to controvert. In the face of such an exhibit, and
the statements made by these and other experts, we are led, without
hesitation, to recommend the appointment of Commissioners detailed
specially to this service. With State Conmmissioners, this condition
of ignorance on such an important subject would not exist.
Again; a com.parison of rates charged by the Central Pacific road
with those of prominent Eastern roads, as sworn to and presented.
showed that the roads of this State are charging, mile for mile, on
most of the articles usually carried, less per ton per mile than is
charged on the Eastern roads. The published tariffs have been before
us, and seem to sustain the comlparisons.
Again; there are frequent complaints in respect to the dealings of
the companies with the public, whether well-founded or not we do
not undertake to determine. But they exist; and it is the province
of wise legislation to furnish a. remedy for abuses, if any there are, to
the humblest citizen. The great body of complaints ermanate from.
those having infrequent dealings with the companies, and who are
least able to assert and enforce their rights in the legal tribunals.
Perhaps many of these complaints reach the public ear througlh the
press without first being called to the attention of the principal officers of the roads. It will become the duty of the Commissioners to
make themselves familiar with the wants of railroad patrons, to listen to their remonstrances, to call attention to their objections, and
to stand between them and extortion and discrimination. Railroad
corporations are sensitive to public opinion, which is the best correction of abuses that exists in any government. Commissioners will
give that public opinion a healthy tone and direction, and teach corporations that they are subject to its power, even though t.hey claim
to be out of reach of the law.
Again; experience is our greatest and wisest instructor and guide.
If we will but avail ourselves of its teachings, we will avoid many
errors committed by other States, which have cost them much in
damaged credit, crippled enterprise, and retarded development.
The examples of other States furnish the strongest arguments that
can be presented in favor of the Commissioner plan. In no instance
has it been a failure, and where longest tried it finds most favor. On
the otiler hand, wherever the rigid rule of the law has.laid down the
inflexible tariff, there seems to have been trouble and expensive complications. In Europe and America it is the salne. Wisconsin presents the case of the Potter law, recently repealed with a unanimity
that may well make us pause before repeating an experiment which
that State has pronounced against.    Illinois and Iowa are now
defending their legislation in the Supreme Court of the United States,
and probably their enactments will be reversed and repudiated by
the great voice of their citizens before the Court acts upon a statute




11
that will have become obsolete. Massachusetts presents the example
of six years of experience under a Board of Commissioners. One of
her most enlightened citizens-Charles Francis Adams-has acted as
one of the Board from the first. We will quote, at some length, from
an address delivered by him in Wisconsin, in September, eighteen
hundred and seventy-five, as it presents a stronger argument in favor
of the O'Connor bill than any we can offer. He says:
"Six years ago, in the height of the railroad discussion, a Board of
Commissioners was established in Massachusetts, and I became a member of it. The principle upon which the Board was established I at the
time thought wholly unsatisfactory; I have since concluded that it
was a wonderfully happy legislative guess. The Board had no power,
or next to none. It was simply an agency through which publicity
could be secured; it was to be a lens through which the scattered, diverging, individually powerless rays of public opinion could be concentrated into a focus and brought to bear on any given point of
railroad management. In those days I had not the faith in public
opinion which I have now, and it seemed to ime that the law which
organized our Board and then placed us face to face with those great
corporations, powerless to do more than investigate and discuss-it
seemed to me that this law was framed in a total misapprehension of
the necessities of the case; that it left us in a position which challenged contempt. The fact is, like most officials, I yearned for more
power. I wished to be able to compel, as well as to recommend. I
wanted a little force bill of my own. This, I am now rejoiced to say,
the Legislature of Massachusetts was too wise, perhaps too wisely distrustful, to give me. The law was badly, clumsily framed, but it was
based on a very simple idea. A Board of Arbitration was to be created, with supervisory powers. It then became the duty of its members to investigate every complaint brought against any railroad
corporation, and this, too, without cost to the party bringing it. If
necessary they were to give public hearings, and, as the result thereof,
they were to address such recommendations to the railroad companies as in their judgment circumstances might require.  Finally,
once each year, the recommendations thus made, with the action of
the corporations thereon, were to be reported to the Legislature,
which in this way reserved the power of dealing with the obdurate
or unreasonable exclusively in its own hands. Thus the Commissioners were thrown back to a reliance on publicity and the support
of public opinion, with the legislative power very much in the
reserve.
"After six years' trial in many ways, I am now prepared to say
that such a reliance is far better than any force bill. It has brought
about in Massachusetts a condition of good nature, which is the first
essential to success. The Railroad Commissioners with us are not
mere prosecuting officers-the recognized enemies of the corporations; they are, on the contrary, above all else, arbitrators, and as
such bound, first and foremost, and always, to be on amicable terms
with the one party as well as the other. The result has been to me
as satisfactory as it was unexpected; our action is almost always
accepted by the parties before us as final, and I do not now recall
any case once brought before us in which subsequent legislative intervention has been sought for. Scarcely a week passes in whrich causes
of complaint are not brought to our notice-for a postal card is suffi



12
cient for that purpose-and invariably the same course is pursued
with them. In the first place, the head official of the corporation is
called upon, and his attention attracted to the subject, and usually
the matter ends here, with satisfactory explanations, or a sufficient
measure of relief. The officials know that we wish to be fair and
reasonable, and we find them disposed to be the same; at least they are
always anxious enough to avoid a public issue. Sometimes, however,
it comes to that, and formal hearings have to be given, as a result of
which we decide sometimes in favor of the corporation, and sometimes of the petitioners, but always in writing, and stating our reasons
in full. When we are forced to this extreme, however, we no longer
address ourselves to subordinates, whether they call themselves Superintendents, General Managers, Presidents, or what not, but now we
go clean over their heads, and bring the subject directly to the notice
of the Board of Directors, insisting on a'yes' or'no' action on their
part. This course of treatment generally produces results, for it
means publicity. For instance, a year or two ago we became satisfied that the bridges on one of the main lines of the State were in an
unsatisfactory condition. We addressed the President of the company on the subject, and our communication was, I presume, duly
pigeon-holed by him; at any rate we heard nothing of it. After
waiting a reasonable time we addressed a second and more formal
communication to the Board of Directors, with a distinct though
polite intimation that, if necessary, we would next call on the public. The effect was instantaneous. We at once received a formal
reply, requesting us to cause any examination we deemed proper to
be made, and assuring us that everything necessary should be done.
Within the next year every bridge on the road was thoroughly overhauled or renewed.
"When it comes to a direct issue the corporations do not like to
put themselves in public antagonism to the well-considered action of
Commissioners. They will, perhaps, resist up to the last point, but
when it comes to a clean issue, with the equities against them, they
invariably yield; they are stubborn only when they feel that they
have a strong case, and not always then. The simple truth is, that
with concentration has come the sense of responsibility; and-you
may believe it or not, as you like, but so it is-our railroad corporations all over the country are peculiarly sensitive to public opinion."
In conclusion, your committee has recognized the fact, and does
not wish to disguise it from the Senate, that it has had in constant
recollection the recommendation of the Executive of the State, delivered to this body in his inaugural address.
Perhaps no one occupying public position in California has given
to the consideration of the general subject of the relations of railroads to the State, so much careful thought and study, within the
past four years, as has the present Governor. His words of wisdom
may, therefore, be well pondered by all of us. After discussing, in
his inaugural, the general question of the constitutional power over
the subject, he concludes in the following language:
" I now venture to suggest the creation of a commission to assist
in this work. I am quite aware that no legislative power could be
delegated to a commission. A commission, however, could be clothed
with power to correct abuses by compelling the corporations to obey




13
the laws already on the statute book. It could, also, be charged with
the duty of collecting such statistical and other information as must
precede and become the basis of intelligent legislation on railroad
matters. In addition, it could be given such other powers, and be
charged with such other duties, as the experience of other States,
which have Boards of Railroad Commissioners, has shown to be
desirable or necessary."
In consideration of the foregoing the committee respectfully
recommend as follows:
First-That Senate Bill No. 332, introduced by Senator Lindsey,
and Assembly Bill No. 182, known as the Archer bill, do not pass.
Second-That Senate Bill No. 134, designated in this report as the
O'Connor bill, be amended in accordance with the recommendations
of the committee herewith submitted, and passed as amended.
Third-That Senate bill No. 319 do not pass, for the reason that
its main features are incorporated in the O'Connor bill, as amended
by the committee.
All of which is respectfully submitted.
J. T. FARLEY, Chairman.
W. J. GRAVES,
EDWARD GIBBONS,
GEO. S. EVANS,
PAUL SHIRLEY,
J. W. SATTERWHITE,
TIMOTHY McCARTHY.








A I' D  NI):x.








APPENDIX.
STATEMENT OF A. A. COHEN.
A. A. COHEN made a statement to the committee in support of the
bill, occupying in its delivery over three hours. A summary is as
follows:
He reviewed the conditions of the bill, stating generally its contents. He then went on to state that the maximum now fixed by
law was higher than the maximum on any other road in the United
States. " Of course, for small distances, the amounts charged were
greater in proportion than the amounts charged for long distances.
The bill is imperfect, in some parts, I will admit, and should be
amended, for it bears hardly upon one class of -oads; but, probably,
no legislation ever can be passed but what will have some imperfection. It is the science of legislation to accomplish the greatest good
to the.greatest number, even though it may bear hardly upon a company. I am free to admit that the objection made is tenable, and cannot be remedied. I am not responsible for this bill, although by
appearing here on behalf of it I make myself responsible for it.
The principle upon which I am urging this legislation is this: That
conceding to the railroad company all that is claimed for them,
admitting that it is a great public necessity and convenience that
their fair and proper charges should be protected and guaranteed by
law, to a certain extent, and that they should be entitled to all the
protection that the law can possibly surround them with, yet I venture to assert that even the strongest advocate against this bill will
not deny that the citizens of the State have rights which the Legislature is bound to respect. Legislation that would do injustice to
any person or corporation would utterly defeat the object in viewthat of affording relief to the people of the State. There have been
bills relating to this subject presented to this Legislature which I
have opposed, because I deemed them unfair and impracticable. I
have not compared this bill with the Freeman bill. The Freeman bill was not fair. I will say that any bill which attacks the fair
rates of this corporation-that does injustice-is a measure which
is at war with the best interests of your committee or this Legislature. But I also hold that the people are entitled to the proper
exercise of powers, privileges, and franchises, which this corporation
3




18
possesses by virtue of your authority. The rights of the people are
being invaded by this corporation, and they demand redress. We
are shut out from competition with other producers, and other markets, because we cannot compete in the matter of the carrying trade.
The cost of transporting our wares is so much that we cannot, successfully, enter the field. Governor Stanford, in his letter, says, in
effect, that we should leave this matter of regulating freights and
fares to competition. That is a very good statement to come from
him. His road received twenty-seven million dollars from the Government. They then borrowed twenty-seven million dollars uponi
the credit of the Government. After receiving this extraordinary
aid, it is scarcely a fair argumnent to say that'you have just the
saime rights that we had. If you don't like our rate of charges, there
is nothing to prevent another association of persons from building a
road.' Instead of becoming, as was intended, a benefit to the State,
the railroad has become an oppression. In general cases, coimpetition will regulate inequalities, but where a corporation has become
so strong, and so firmly established as has this, through Government
aid, competition by a road run parallel must fail. You are called
upon to not interfere with the results of private industry. I say that
the road was built by public moneys, and that the public ought to
have some interest in it. The Government gave aid not only to
build the road, but each one of its corporators has become wealthyenormously wealthy-so they are enibled to buy up or drive off
every competing line."
Mlr. Parley-Would private capital be hereafter invested in building other railroads or paying roads, if we pass this bill?
lIr. Cohen-I believe the proposition to be this: The Archer bill
will afford to any railroad desiring to do business in a legitimate
manner a fair and proper return on the capital invested. I would
take any road that the Central Pacific have to-day, I would pay the
actual cost and give fifteen per cent. per annum  ol. it from the time
of the investment to the present day, and would accept the provisions of the Archer bill. I consider a fair return on the capital
invested to be, first, the cost of operating the road; next, the interest
upon the debt; third, the proportion of the wear and tear; fourth, a
liberal dividend. Now, this road has done more than that. It has
received subsidies which have made its owners enormously wealthy,
and this wealth they use not only to buy up, control, and monopolize
all the other roads in the State, but to reward friends and punish
enemies. By the use of this great wealth and the power it confers,
the company has brought the people into servitude, from which they
now ask release. To build another road parallel to this would be
useless, for then we would have two bloodsuckers instead of one.
iMr. Farley-According to that logic, it would be better to have
only one road, and do away with the road south.
iMr. Cohen —I think not; I said where two lines run parallel to
each other. The average reduction by the Archer bill will be, I think,
about thirty per cent. This is right, when we consider the great discrimination practiced by the company. From    San Francisco to
Sacramento, a distance of one hundred and forty-three miles, the
charge now is three dollars and sixteen cents; from Goshen, six
miles less in distance, is sixteen dollars and eighty cents. The Central Pacific reports its gross earnings for the past year at seventeen
million dollars. The cost of running was about seven million dol



19
lars. After deducting other elements, their net profit would be four
or five million dollars, to be divided illegally between five persons.
The earnings of the most prosperous Eastern roads were only from
five thousand dollars to nine thousand dollars per mile. The earnings of the Central Pacific were thirteen thousand eight hundred
dollars. The California business is worth from eighteen thousand to
twenty thousand dollars per mile. A return of such magnitude must
necessarily be caused by a tariff too high. It is a higher return than
the Eastern roads produce, and when we consider the difference of
population and wealth, we can see how unjust are the charges here.
With ten times the tonnage, the New York Central gives a return of
only three thousand dollars per mile more than the Central Pacific.
This shows what the exorbitance of the tariff must be.  I have
always regarded the present rates too high, and have repeatedly said
so to the company and its members. The Central Pacific roads in
California net a profit of twenty-five per cent.
Mr. Gibbons-You said the reduction in charges under the Archer
bill was thirty per cent. Would that not make a corresponding
reduction of thirty per cent. in the profits?
Mr. Coohen,-Yes, sir.
Mr. Gibbons-Thirty per cent. off from  twenty-five per cent.
wouldn't leave much; would it?
1Mrf. Cohen-I gave my estimate roughly, not having figured it out.
After a careful examination, I find the Central Pacific charges three
hundred per cent. more than is charged by Eastern roads.
_Mr. Farley-What interest, other than as a private citizen, have you
in urging this matter?
[Committee decided that question should not be answered.]
Mr. Cohen-I am ready to answer the question. The bill should
stand on its own merits, and the motives of any man who appears
here should not be impugned. We show you that this corporation is
oppressing the people, and that the people demand relief. All the
political parties took that ground, and the people at the late election
asserted that proposition. You cannot go back of that. The members of both Houses of this Legislature are pledged to their constituents
to give the people some relief within the purviews of this measure.
Governor Irwin, in his inaugural address, impresses this fact upon
your minds, and you should heed his words. It is something new to
me, that a counsel or a person urging a measure, just in itself, should
be questioned as to his motives. It is something I never heard of
before, but I am ready to answer all such questions.
TESTIMONY OF A. D. MOORE.
Vice President A. D. MooRE, of the North Pacific Coast Railroad,
signifying his desire to make a statement to the committee, he was
permitted so to do, and proceeded as follows:
Our road reaches from Saucelito to Tomales, a distance of fifty-five
miles from San Francisco. This road we have built within the last
three years, at a cost of one million nine hundred and twenty-seven
thousand dollars in money, none of which have we received from
any other source than our own capital and credit. We were to have
received a subsidy from Marin County, but for certain reasons the




20
county refused to pay it. It was a subsidy of one hundred and sixty
thousand dollars, but we never received a cent of it. Our original
intent was to go as far as Russian River, up the coast. We are now
engaged in building twenty-eight miles, from Tomales to Russian
River, the iron having been purchased in New York, and we have partially completed a tunnel, which will be one thousand six hundred
feet in length. The nature of our road is such that, running from
Saucelito near the sea coast, we have only been able to charge certain
prices. We cannot charge the full limit because of the opposition by
water, and the Donahue line, which is running up the Santa Rosa Valley. We found the rates of freight for farmers' produce, grain, etc., from
San Francisco to Tomnales —a distance of fifty-five miles-to be two
dollars and fifty cents per ton, the result of a free and full competition by sea between sail vessels and steamers during the last twenty
years. In accordance with our ideas, we decided to put the rates at
fifty cents less per ton-or two dollars-and we are now carrying
freight at that rate, and have been since our road was started. That
that rate is low enough, you will see, when I say that under it all the
schooners and steamers withdrew from the competition; two dollars
average for fifty-five miles is less than four cents a mile. Of course
the proportionate charges for intermediate stations are somewhat
higher; but that, of course, is the custom. If this bill were to pass
and go into effect, its effects would be most disastrous. I will first
state, in regard to this bill-take the whole distance of the road, and
this bill, instead of allowing us two dollars, as now, would only give
us one dollar and ten cents for freight from Tomales to San Francisco. It would leave the passenger rates about the same, but our
main business is freight. As to wood, much of which we haul, it
would give us less than two dollars per car from Tomales to San
Francisco, whereas, in that whole country, for the last twenty years,
during free, open competition by sea, the price has never been less
than three dollars and fifty cents. Yet we are asked to carry it for
less than two dollars. I might go through the entire list of articles
with the same result. Some few, perhaps-but very few-might give
us present rates; but the general tendency is downward and ruinous.
In the carriage of lumber we would suffer as much as in the carriage
of wood. While some very few products that we carry would produce to us the same rates under the Archer bill, yet the great mass of
business-nine-tenths of it-would range from sixty to one hundred
per cent. under present prices. In that view of the case, when we
consider that our present charges are as low as they can profitably
be, it is very evident, if the bill pass, and we must live up to it, what
must be our policy. All we could do would be to pay up our debts
as best we could, and abandon the field. It would be simply impossible to operate the road.  In regard to our extension to Russian
River, I have this to say: We will charge four dollars and fifty cents
or five dollars for bringing lumber, per one thousand feet. This bill
will give us two dollars and seventy cents per one thousand feet. The
people are satisfied with our prices and very willing to pay it. I,
myself, am a large owner of land in that country, and speak the
sentiments of the people, aside from my individuality as a railroad
man. Our lumber must come to market, and the prices fixed by us
are fair and proper.
Mr. Farley-Could you transport that lumber at the rates fixed in
the Archer bill?




21
Mr. Moore-We could not; nor could we transport anything else.
For the past twenty years two dollars and a half was paid for general
freight from Torales to San Francisco, whereas the Archer rate is
only one dollar and ten cents.
Mr. Archer-Have you examined the proposed amendment correcting those classes?
Mr. Ioore-I have not seen the amendment.
Mr. Archer-An amendment has been proposed which, it is hoped,
will obviate the difficulties which prevail. It provides that the rate
for carrying those classes over roads between fifty and one hundred miles in length, shall be, for each ton of two thousand pounds
for one mile, one dollar; over one mile, up to and including ten
miles, three cents in addition to the amount chargeable for one
mile; for all distances over ten miles, twelve cents as the maximum.
Mr. Moore-Twelve cents per ton per mile for all distances over
ten miles?
IMr. Archer-Yes, sir. Would that leave you in a better or worse
condition than it now is?
Mr. Moore-I don't know how it will affect our general business.
Mr. Archer-I may mention a suggestion made by a member.
Passengers are to pay five cents a mile for that class, instead of four
cents. Six cents would probably not be too much.
Mr. Moore-Unquestionably that is as much as we are charging
now.
Mr. Farley-[to Mr. Archer]-Would it not prohibit transportation
if you should enforce the maximum?
Mr. Archer-It probably would, but it is not supposed that it will
be charged. The maximum might be fixed at eighteen cents as well
as twelve, but that does not imply that that amount will be charged.
Mr. Moore-That would give nineteen dollars per thousand for
carrying lumber, whereas we now intend to charge only four dollars
and fifty cents or five dollars.
Mir. Farley-That increases it about four hundred per cent.
Mr. Mfoore-We did not intend to charge over four dollars and a
half or five dollars, but under this amendment we would charge
anything.
Mr. Farley-Would the people stand it?
Mir. MJoore-The people would not stand it. Our charter carries us
to the Mattole River, a distance of one hundred and fifteen miles. We
are now building to the Russian River. I further want to say that I
don't think that there is a desire on the part of any person living on
the line of our road or that of the proposed extension, for a reduction of tariff. I don't think the people want any bill to pass which
will cripple us or our road.
MIr. Evans-If your road is to be one hundred and fifteen miles,
that will take you out of the Class D, proposed in the amendment,
and put you in Class C.
Mr. Moore-Yes, sir.
Mr. Eveans-And the amendment will be of no benefit to you at all?
Mr. Moore-None, whatever.
Mr. McCarthy-How many miles of road have you now?
Mr. Moore-Fifty-two.
lMr. Farley-Is it narrow-gauge?
MJr. Moore-It is narrow-gauge-three feet.
Mr. Gibbons-What is the cost per mile?




22
MJ1. Moore-Verv heavy. It is a heavy country.
AiM. MlcCarthy-When do you think you will complete your road?
1Mr. Moore-We have built fifty-two miles; and this summer, about
August, we will finish twenty-eight more.
1Mr'. McCarthy-Then the amended law would not reach you for a
very long time.
JIMr. Moore-No; we will in August get to Russian River; that is the
distance we propose to build this year. Our charter is to go further
north, and we desire that the road shall go as far north as is necessary, and as will pay.'The average cost of building and equipping
the road was about thirty thousand dollars per mile. We also own
our own steamers, the cost of which figures in the total of one million
nine hundred and twenty-seven thousand dollars-steamers and other
property. The road is on a difficult grade-in a difficult country. It
is a narrow-gauge, and on the eighty miles there must be about three
thousand six hundred feet of tunnel; thirty thousand dollars per
mile is the cost of the road. We also own other property, in the way
of wharves, etc., that I did not include in that estimate.
Jir. Evvans-If the amenndment proposed should be adopted, and
your road be thrown with Class C notwithstanding, what would
be the effect?
Mr. Moore-We could not operate the road.
JiMr. Gibbons-What is the difference between the cost of building
and equipping that narrow-gauge road, as compared with the cost of
building and equipping an ordinary gauged road?
JUlr. Mioore-I never have made a calculation on that point. It
would be impossible for me to tell the cost of a broad-gauge there, for
it would be impossible to build that road in that kind of a country.
Mr. Lindsey-Are you familiar with the building of narrow-gauge
railroads in any other part of the United States?
iMr. M1oore-No, sir; this is the only road that I have had anything
to do with in the way of building. I do know the difference between
building narrow-gauge roads in a level and in a mountainous region.
Over a plain, where you can use light iron and light ties, these items
of cost would be about forty per cent. less than in a broad-gauge. I
do not know any other narrow-gauge in the United States that cost
as much as ours. If built on a level plain like the San Joaquin
Valley, the same road would not have cost over ten thousand dollars
per mile;, that is, without the equipments. Our road is splendidly
equipped; we have the best of everything, and plenty of it. Our
equipment has cost us about two hundred and twenty thousand dollars-about four thousand dollars per mile. Our road has sold
no bonds at all as yet; but we hope to sell some in order to
make our expenses next year. The North Pacific Coast Road is
being built constantly, and is under heavy expense, and we must
have more money. I hope that you will not forget that such a bill
as the Archer bill would effectually preclude us, until other legislation should have been had, from selling bonds. Of course, in our
case, it would be absolutely ruinous to place our bonds on the market.
We could not get a nominal sum for them.




23
TESTIM[ONY AND STATEMENT OF J. C. STUBBS.
The following is the testimhony and statement submitted by J. C.
STUBBS, General Freight Agent of the Central Pacific Railroad
Company:
In proof of the charge of unjust discriminations, on page four of
Archer's minority report is cited the "inequalities in the freight
charges of the Central Pacific Railroad," existing in the rates for
first, second, third, and fourth class freight, from Sani Francisco to
Sacramento (the Western Division); from Lathrop to Goshen (the
Visalia Division); and from Sacramento to Red Bluff (from Roseville to Red Bluff, is the Oregon Division), showing that the rates of
the Visalia Division, a level road, are from one to four hundred per
cent. greater than the rates of the Western Division, which crosses
the coast range of mountains; and that the rates of the Cregon
Division are from one to three hundred per cent. greater than those
of the Western, and that with the exception of fourth class, the rates
of the San Joaquin AValley (Visalia Division) are from thirty-three
to one hundred per cent. greater than those of the Sacramento Valley (Oregon Division).
Without testing the percentages of comparison given, the discriminations above described are admitted; they result from the effort
to make each division, as far as possible, earn its just proportion of
the expense of operating the road, and are justified by the following
facts and conditions:
In eighteen hundred and seventy-four, the freight taken up and
laid down on the same division equalled, in tons per mile
operated, for the Western Division, seven hundred and sixty-eight
and one-half; Visalia Division, thirty-six and one-half; Oregon
Divison, one hulndred and eighty-eight - showing the way business of the WAestern Division to be twenty-one times greater
than   t that of the Visalia Division, while the rates are but
from  two to four times greater, and to be more than       four
times as much1 as the way business of the Oregon Division,
while the rates are but from   two to three times greater.  By
the same statement the way business of tle Oregon Division is shown
to be five hundred per cent. greater than that of the Visalia Division,
while its rates do not exceed the latter's by more than from thirtythree to one hundred per cent.
Ag\ain, the whole tonnage of each division, including that interchanged with other divisions, was, in tons per mile operated, for the
Western Division, three thousand six hundred and ninety-one;
Visalia, seven hundred and eight; Oregon, eight hundred and ten.
Accordingly, the whole freight traffic of the WAestern was over five
times that of the Visalia Division, while the latter was exceeded by
the Oregon Division by more than fourteen per cent.
Again, on page five, it is stated that "the local rate for fifth class
freight and lumber over the Sierra Nevada Mountains, from Sacramento to the State line, one hundred and thirty-eight miles, is less
per ton per mile than the rates now charged for the same classes of
freight on the San Joaquin or Oregon branches of the Central Pacific
Railroad."
With respect to fifth class freight, the statement is erroneous; the
rates on which are as follows: On the Mountain Division, for one




24
hundred'and thirty-eight miles, forty-eight dollars per car; on the
Oregon Division, for one hundred and thirty-seven miles, forty-two
dollars per car; on the Visalia Division, for one hundred and
thirty-nine miles, thirty-seven dollars per car.
Nor is it true with respect to lumber from  Sacramento. The
only warrant for the assertion subsists in the fact that the rates on
lumber from the Oregon Division are higher than from the Mountain (Sacramento) Division to the same point; for example, the rate on
lumber from Red Bluff to Sacramento is forty-two dollars per car;
State line to Sacramento, is forty dollars per car-which is a wise and
just discrimination, required by the difference in the value of
the products, marketed in Sacramento, of the two timber sections. The lumber from the Sacramento Division is chiefly common,
worth about eighteen dollars per thousand feet, while that of the
Oregon Division is principally sugar pine, worth in the neighborhood of forty dollars per thousand feet.
Again, we have nothing but the timber products to rely upon for
return loads for the cars sent to the Sacramento or Mountain Division with merchandise, while from the Oregon Division we have, in
addition to lumber and wood, grain, live stock, wool, etc., causing a
preponderance of out freight.
In this connection please notice the comparison of rates on iumber, shingles, staves, etc., miade on page six of the report in hand,
exhibiting the disparity between the rates from Truckee, on the
Mountain.Division, to San Francisco, on the Western; Merced, on
the Visalia; and Red Bluff, on the Oregon Division.
Truckee and other stations on the Mountain Division draw their
supplies almost wholly from San Francisco, some from Sacramento,
and, perhaps, a little flour and feed from Marysville. They have
nothing whatever to exchange for them, or with which to load back
our cars but the products of their timber, as shown above. Their
lumber is common, must compete in San Francisco and Sacramlento
with the second and third quality of sugar pine from the Oregon
Division of our road, and, also, with the better quality of lumber
brought from the State of' Oregon by sailing vessels; thus their supply points furnish them the poorest market for their products, hence
the lowest rates of freight imust prevail to those points. In many
cases reasonable charges for the character of the service performed
by the carrier would exclude them from the general markets, and
produce a general stagnation of their business. Under these circumstances are the low rates made from the Mountain Division to San
Francisco, Sacramento, and Marysville, and we can better afford to
make them than to return empty the cars sent to that division with
merchandise, or to suffer the loss of business consequent upon a.
diminution of the supplies sent to points on that division, which
would result from their preclusion from trade in their own products
with their supply points. INo such conditions exist in the interchange
of business between the Mountain Division and the Visalia and Oregon
Divisions. In fact, there is no general interchange of trade between
these divisions, and what little is exchanged must, necessarily, pay
the entire cost of the service performed to effect it.
The products of the San Joaquin Valley (Visalia Division) are
marketed in San Francisco, and exceed the tonnage of supplies
going into the valley, by about thirty-two per cent.; hence the
problem is to obtain return loads for the cars sent to San Francisco




25
with the products of the San Joaquin Valley, resulting-in low rates
upon lumber from San Francisco, which makes the city last named
the lumber market for the San Joaquin Valley, and by so much
reduces the proportion of empty to loaded cars, enabling lower rates
on wheat, wool, and live stock produced in the valley than would
otherwise obtain. There is no call for lower rates from the Mountain
Division, even if they could be justly demanded.
A reduction in rates from points on the Mountain Division to
points on the Visalia Division would compel a further reduction in
lumber rates from San Francisco to points in the San Joaquin Valley,
to meet the competition from the mountains, or result in diversion
of trade from the latter city, and augment the proportion of empty
to loaded cars, which would necessarily increase the cost of transporting the products of the valley to the general market.
The equalization of the rates to all stations in the State, which is
claimed (on page six) as creditable for the bill, would, in numerous
instances, as the case above cited, destroy the equilibrium of trade,
secured by wise discrimination in rates, and work adversely to the
interests of the public.
The statement respecting lumber, etc. (on page six), that "at the
present time the rates charged per mile in the San Joaquin Valley
are nmore than fifty per cent. higher than the rate in any other portion
of the State," is without foundation in fact, in proof of which,
appended hereto is a schedule marked "A," exhibiting a comparison
of rates on lunber, etc., between way stations on the Sacramento,
Oregon, and Visalia divisions, and proves that the discrimination
charged by the statement last above quoted does not exist.
On page five the following are given as the rates from San Francisco to State line, two hundred and seventy-eight miles, viz:
Coal oil, per ton —--------------— ____               $41 70
Rope --— __    -----     ______   _________         _ 34 80
Iron pipe — _____________         _____   _____  ____ 34 80
Sheet iron___ —--------------- ------                  34 80
There is certainly a reservation of facts in the statement of these
rates, and there seems to be an effort at misrepresentation. The
tariff rates are as follows: On coal oil, small quantities, per ton,
forty-one dollars and seventy cents; but coal oil is inflammable,
sometimes explosive, damages cars so that they cannot be used for
merchandise, and is so liable to injure other property that it must be
loaded in separate cars. We therefore provide special cars for its
transportation, and publish a car-load rate between last above-named
points, of twenty-three dollars and twenty cents per ton. Rope, if
packed so as to prevent chafing, per ton, twenty-three dollars and
twenty cents. Cast-iron pipe, twenty-three dollars and twenty cents.
The above, in car loads, are rated at twenty-two dollars and twenty
cents per ton. Sheet-iron (except Russia), per ton, twenty-three
dollars and twenty cents. On sheet-iron pipe our charge is as stated
in the report, i. e., thirty-four dollars and eighty cents per ton; but
it will load but about ten thousand and six hundred pounds to the
car, while the mean capacity of a car is twenty thousand pounds,
and ordinary freight will load to the maximum, or twenty-two
thousand pounds to the car.
4




Thus, a car-load of cast-iron pipe from San Francisco to the State
line, would, at twenty-two dollars and twenty cents per ton, amount
to two hundred and twenty-two dollars, while a car load of sheetiron pipe, at thirty-four dollars and eighty cents per ton, would
amount to but one hundred and eighty-four dollars and forty-four
cents. Considering that the same dead weight must be pulled il each
case, the above rates are equal, so far as the expense of the service to
the carrier is concerned.
On the same page, the published rates on coal oil, rope, and sheetiron, from New York to San Francisco, are correctly stated as thirty
and thirty-five dollars per ton; but the Central Pacific share of said
rates are erroneously reported. The coal oil received from the East,
overland, comes from Cleveland, and the lowest rate so far accepted
upon it by the Central Pacific Railroad, was twelve dollars and
seventy-eight cents per ton.
It may be assumed that all freight interchanged with the transMississippi States is handled at a profit, either directly, or in its
influence upon other traffic; but the assumption is warranted only
by the fact that the expense per mile of transporting through freight
is not nearly so great as that of handling local freight, in view of
which, the enactment of a bill such as Mr. Archer's, purportino to
be based upon the principle that the charges upon local freight
should closely approximate the rates per mile now charged upon that
interchanged with the Atlantic States, cannot be, with due regard
to the rights of the carrier.
On page five it is alleged that our rate upon " salted meats and
saltefd fish alnd similar staples, from San Francisco to State line, is
twenty-three dollars and twenty cents per ton," and from  Ogden to
San Francisco, but seventeen dollars and sixty-four cents per ton."
The latter is incorrect; the rate is twenty-eight dollars per ton from
Ogden to San Francisco.
On page six the minority report reads as follows: "The charges
on coal from Ogden to San Francisco are nine (9) cdollars per ton,
while the charges from San Francisco to Truckee are fourteen- (14)
dollars per ton."  We have offered extremely low rates on coal, for
family use, fromn Ogden, hoping thereby to build up a large traffic of
the nature of that, which is the backbone of the great Eastern roads,
with which our earnings and expenses have been compare(l, notwithstandingo which not one car load of co oimmmerial coal nwas shipped
from Ogden to'San Francisco during the year eighteen hundred and
seventy-five.
The coal shipped from San Francisco to Truckee is of a different
class, and used for a cifferent purpose. On the same class of coal,
used for the same purpose, our rate from. San Francisco to Ogden is
twxenty-eight dollars per ton.
On same page appears the follow-ing: " More than three-quarters
of all the freights from Ogden to San Francisco are now transported
for less than two cents per ton per mile, currency, wiile thle charges
from San Francisco to Truckee and Stat line are from two to five
hundred per cent. greater."
Our rates from Ogden to San Francisco, on all except Omaha and
trans-Mississippi freight, range from fourteen dollars to fifty-five dollars per ton, and average three and four-tenths cents, currency, per
ton per mile, while the rates from San Francisco to Truckee range
from six dollars and thirty cents to twenty dollars and forty cents per




27
ton, and average five and three-tenths cents, coin-say five and ninetysix one-hundredths cents, currency-per ton per mile, being about
seventy-five per cent. more than the rates between San'Francisco
and Ogden, instead of from two hundred to five hundred per cent., as
stated by Mr. Archer. Again, the rates upon Omaha and transMississippi freight range from nine dollars and twenty-eight cents to
thirty-nine dollars and seven cents, currency, per ton, averaging
two and four-tenths cents per ton per mile, being about forty
per cent. of the local rates between San Francisco and Truckee,
instead of from sixteen and two-thirds to thirty-three and one-third
per cent., which the report above quoted would have them appear.
On the same page, and following immediately upon the statement
last quoted, is this argument: "These rates are classed as'local,'
when, as they are carried over the entire line of railroad that lies in
this State, they should be classed as throu.gh freight."
First-Tbhrough freights are such as pass from one terminus of a
road to the other, regardless of the boundaries of counties or States. If
the author of this clause was aware that it by no means follows always,
that through freights are rated less per mile in proportion to the
length of the haul, possibly he would not have quibbled.
Second-The provisions of the bill and its classification of freight
are ambiguous, confused, and contradictory.
For example: Section six of the bill (line thirty-nine) provides
that "for the purposes of this Act, twenty thousand pounds shall be
considered a car load." Again, in section nine (line two hundred
and thirty-one), it is provided that "for the purposes of this Act,
twenty thousand pounds shall be considered a car load, except in
cases of light and bulky material, when the car load shall be limited
by the capacity of the car."
If this clause of section nine stands as it now reads, the enactment
of the bill will legalize the most indefensible of discriminations.
Under it, for a haul of one hundred miles, a carrier could charge, for
four tons of compressed wool, fourteen dollars and forty cents, but
could not charge more for the same distance on four tons of wool in
sacks, than eleven dollars and twenty cents. The wool might be of
the same quality and value, the only difference in the lots being in
the manner of packing.   Of compressed wool twenty thousand
pounds can be loaded in one car; of wool in sacks but about eight
thousand pounds; hence, to haul the first-nlamed lot the carrier would
have to pull but four tons of dead weight, or eight tons in all. To
haul the second lot he would be compelled to pull ten tons of dead
weight, or fourteen tons in all; or, on the compressed wool the
carrier might charge at the rate of two dollars and eighty cents per
gross ton drawn, while on the wool in. sacks he would be limited to
about eighty cents per gross ton drawn.
Take another illustration: Empty fruit-boxes would,' under the
provisions of section nine, be rated first class, and in less than car
load quantities, charged for a ttwenty-five pounds each, but if shipped
in quantities sufficient to fill a car, charges can be collected on their
actual weight only. About five hundred can be loaded in an ordinary box car; hence section nine of MIr. Archer's bill would permit
the carrier to charge a nian, for hauling two hundred and fifty empty
fruit boxes, one hundred miles, twelve dollars and fifty cents; but
the shipper's neighbor, who has ordered five hundred, can be charged
for the same haul only seven dollars.




28
So with cattle. The bill, as passed by the Assembly, permits a
charge of twenty-four dollars upon tel (10) head, but only fourteen
dollars and forty cents upon eighteen head (a car load), for the same
haul of one hundred miles.
Many examples of the same inconsideration in the construction of
the bill can be given.
Section six, line forty-one of the bill. stipulates that less quantities
than a car-load of articles for which a specific car-load rate is provided, shall not be charged to exceed an advance of fifteen per cent.
upon the car-load rate for the same article, which, in many cases,
conflict with other provisions of the same section, fixing the rates on
several classes of freight.
For example: For a one-hundred-mile haul, the rate on a car load
of green fruit would be third class, or three dollars and twenty cents
per ton; under the clause beginning with line forty-one of section
six, the rate on less quantities of the same would be fifteen per cent.
above third class (three dollars and twenty cents), or three dollars
and sixty-eight cents per ton. Yet the same bill fixes the rate on
first class freight at four dollars per ton for one hundred miles, and
classifies green fruit, in less than car-load quantities, as first class.
So with charcoal, which is rated fourth class (two dollars and
eighty cents for one hundred miles), in car load lots and, under the
clause of section six, last referred to, would be fifteen per cent. more,
(or three dollars and twenty-two cents per ton for one hundred miles),
for less than car-load quantities; yet in another place, it is rated first
class (or four dollars per ton for one hundred miles), for small loads.
Likewise with steam  engines. In car loads, they are rated fourth
class, or two dollars and eighty cents per ton for one hundred miles;
in less than car loads, by section six, they are rated at fifteen per
cent. above fourth class, or three dollars and twenty-two cents per
ton for one hundred miles, while section nine classifies them second
class, which allows a rate of three dollars and sixty cents per ton for
one hundred miles.
Again; the rate on flour in car loads is given (the same as grain),
for one hundred miles, two dollars per ton; by the operations of section six the rate for the same distance upon less than car-load lots
would be ($2 + 15 per cent.) two dollars and thirty cents per ton; yet
flour, in small quantities, is made fourth class freight by section nine,
which permits a rate of two dollars and eighty cents per ton for one
hundred miles.
By the same provisions, the rates upon machinery, agricultural
implements, excavators, and other important classes of freight, are
rendered equally ambiguous and contradictory.
Referring particularly to the classification of freight made by the
bill in question, on page seven of his milnolity report, Mr. Archer
makes the following assertion: "The classification of freight provided for in this bill is the same as is now used by the Central Pacific
Railroad for all through freight passing over its line from Ogden to
San Francisco (excepting grain, lumber, wood, and a few of the
coarse articles of California production), and by all great Eastern
roads."
This statement is altogether erroneous. The classification of the bill
in question, is not the one used by the Central Pacific Railroad, for
through freight, nor is it used by any of the great Eastern roads. It has
the form of our classification for trans-Mississippi freight, west-bound,




29
but is simply a conglomerate of the terms employed in that classification, and in the classification for east-bound through-freight, and our
general local tariff, thrown together indiscriminately, without consideration of the varying requirements of the trade it is proposed to
govern.
It is contradictory. Witness a few examples: Agricultural implements, in less than car loads, are rated in one place first class, in
another second, and in still another one and a half times first class.
Live fowls, in car loads, are placed under head of fourth class, but
live poultry, in car loads, is found under class three. Galvanized
iron is placed in fourth class, and in Class B, also. Telegraph insulators and battery material are provided for twice; once in first class,
and again in class four. The same is true of wagon-poles and shafts.
Fire-clay is classed under A, also under B.
It is ambiguous. For example: Under head of fourth class is found
the following: "Flour, in carloads, same as grain. Mill-stuff, in
car loads, same as grain."  Placing these articles under head of
fourth class, permits a charge of two dollars and eighty cents per ton
for hauling a car load one hundred miles; yet the words, "same as
grain," would make the legal rate doubtful were the bill enacted.
The rate on corn and corn meal is equally uncertain, the articles
being placed in Class B, as follows: "Corn meal and corn, in car
loads, same as grain."  In the same way are the rates upon lumber
and shakes, etc., confused.
In car load lots, they are classed under B, for which class of
freight' the bill provides that two dollars per ton may be charged
for one hundred miles; yet by another proviso, the rate on same for
one hundred miles is made not to exceed one dollar and eighty
cents per ton.
It is inconsistent. Common brick, in car loads, is classed higher
than bath brick or fire brick, in car loads; junk, in car loads, is
rated Class A, while alcohol is classed under head of B; potatoes are
placed in fourth class, while clothes-pins are found in Class B;
quicksilver, in small quantities, is rated fifteen per cent. above
fourth class, or three dollars and twenty-two cents per ton, for one
hundred miles; while green fruit is first class, or four dollars per
ton. The first is worth over one thousand dollars per ton; the latter,
upon the average, not more than one hundred dollars per ton.
In like manner, one can go through the whole list of articles
enumerated, until the incongruities discovered amount to absurdities.
The classification wisely (?) provides car load rates for epsom
salts, hoop-skirt wire, and Florida water, but fails to make provision
for mining and milling salt, hops, lime, etc.
It classifies freight lower than any of the great Eastern roads, for
example:
The following-named articles of general merchandise, which are
rated first, second, and third class by Eastern lines, are reduced by
Mr. Archer's classification to fifteen per cent. above Class A, if
shipped in less quanities than a car load:
Agricultural implements; alcohol, high wines, whisky, etc.; ale
and beer; axles; backing; baking powder; butts; staples, etc.; candles; copying presses; currants; earthen and stone ware; emigrants'
moveables; ginseng; glass ware; glycerine; gunny bags; hoop-skirt
wire; horse nails; household goods; ink in glass; iron locks; matches;




30
marble, wrought; oil cloth; oil; packing; paints; paper; prunes;
retorts; rubber hose; epsomi salts; saltpeter; scale and scale beams;
school slates; spelter and solder; spirits of turpentine; stamped
ware; stoves; jacks; tin pans and covers; yeast cake; zinc and
varnish.
And the articles below enumerated are rated by Mr. Archer at
fifteen per cent. above Class B, when shipped in less quantities than
a car load, while the Eastern roads place them in first, second, and
third class.
Alcohol, twenty dollars valuation per barrel; paper bags; benzine;
binders' boards; bitters; blacking; blue vitriol; bottles; boiler flues;
canned fish and meats; car springs; clothes-pins; coal oil; concentrated lye; condensed milk; condensing tubes; cove oysters; Florida
water; gasoline; gas pipe; handles; hominy; ink, printing and
writing; hoop and sheet iron; lead pipe; liquors in wood; paper,
printing; paints; prune juice; rice, and shot.
Third-The rates proposed are ruinously low. They are lower per
mile for freight, which will average a haul of but one hundred and
forty-six miles to the ton, than we now obtain upon all through freight
(excepting trans-Mississippi) upon which the average haul per ton
will be eight hundred and sixty-eight miles. In this connection,
please note that on page seven of the minority report of the author
of the bill is given what is represented to be the "tariff of charges on
through freight, at this date, from Ogden to San Francisco, in currency." They are not as represented, however. I quote them, and
place the correct rates opposite:
First class4?x  I 
Second cla2 ss   -      -                                  1
1 r  IF  "C  C
First class — -- - -- - - -                  - -_!  4   j_2
Second  class- - __ -- - -  _,.-       -~ — -_ _  -, 3 30o  ^W2
Third class      -          -                    26        0
Fourth class........-            -_..        2 
Class  _                                           i!   7
ClassB —-                                  _ 1 P|
Class    _... C                         1. 
Class D           -            -                 1 I 11
The average of all the classes, according to the report, being two
and one hundred and twenty-five one-thousandths cents per ton, per
mile, while the average of the actual rates above quoted is about
four and seven-tenths cents, or two and five hundred and seventyfive one-thousandths cents per ton per mile more than as reported by
the Assembly minority committee; or, if we compare the schedule
presented by the committee, with the rates charged from Ogden to
San Francisco, on freight originating at Omaha or east thereof, the
showing is:




First class    -4                                       4 %7
Second class                       -              31    31-030
Third c2 lass-..2-                                     2 7?9
Fourth class ----— 2                                    92 4  4
Class  B.             ~1___0 -__-_7_- — __ —-__ _-_ _ 1  1  l -03o
Class C lass       --------------------                 11 2 2o40
Class D               ---                         1    | 13 4
Class  (. -,-~-~ - _ -._                          1^   |l^,
Class  D _ —— _ _......_  _._.-_.._.__..................  _: 1  I 1 6
Proving that we now obtain, on the very lowest class of our through
traffic, an average in rate per ton per mile of two and forty onehundredths cents, or fifteen per cent. more than the minority committee's statement gives as the charge from Ogden to San Francisco
on all through freight.
Excluding grain, lumber, shingles, staves, wood, and coal, the rates
proposed by the Archer bill will permit us to charge an average of
not more than three cents per ton per mile for distances of fifty-one
miles and upwards, which is thirty-six per cent. less than the rates
now obtained for a haul of eight hundred and eighty-three miles,
and to a market where we meet active competition upon the part of
the Union Pacific Railroad Company. Include grain, lumber, etc.,
and an average of the rates we would be permitted to charge equals
about two and six hundred and eleven one-thousandths cents per ton
per mile, or about eight per cent. more than an average of the rates
obtained upon freights interchanged with the cities of the Western
and Atlantic States. To repeat instead, as stated upon page seven of
the minority report, of the rate proposed by the bill under consideration, averaging from fifteen to one hundred per cent. more than
is now charged upon through freights by the Central Pacific Railroad, their average is thirty-six per cent. less than the average of the
ordinary through freight rates, and but seven per cent. more than
the average of the low rates upon trans-Mississippi traffic.
They are lower per mile than the rates of the great Eastern roads,
whose tonnage, per mile operated, averages from five to twelve times
that of the Central Pacific Railroad. Appended are two statements,
marked respectively " B" and " C," showing the rates of the " Archer
bill" for twenty-five, fifty, one hundred, two hundred, and three
hundred miles, compared with the rates for like distances charged
by the Union Pacific, Lake Shore and Michigan Southern, Chicago,
Burlington and Quincy, Illinois Central, Ohio and Mississippi,
Pennsylvania Central, Michigan Central, New York and Erie, Pittsburgh, Fort Wayne and Chicago, and Chicago, Danville and Yincennes Railroads.
On first-class freight, for distances of twenty-five miles, the rate
per ton per mile of the above roads range from six to twenty-four




32
and eight-tenths cents. The Pennsylvania Central being nine and
six-tenths cents, the lowest of all but the Pittsburgh, Fort Wayne and
Chicago Railroads. Archer's bill allows but an average of five and
ninety-two one-hundredths cents, on same class for a like distance.
On same class of freight, and distances of fifty miles, the range at
Eastern rates, is from five and two-tenths, to seventeen and two-tenths
cents per ton per mile, against an allowance of three and ninety-six
one-hundredths cents by Assembly Bill No. 182. In this case, as
above, the Pittsburgh, Fort Wayne and Chicago road is the lowest;
the Pennsylvania Central, which charges seven and six-tenths, or
nearly double the rate allowed by the Archer bill, being next.
For distances of one hundred miles, Mr. Archer proposes to permit
an average rate of four cents per ton per mile, on freight he terms
first class, while the range of first-class rates for like distances by
Eastern roads, is from five to ten and sixty-three one-hundredths
cents, the road whose rate is lowest being the same as in the other
cases, and the rate of the great Pennsylvania Central being six cents
or fifty per cent. more than it is proposed to allow California roads.
For two hundred mile distances, the first-class rate per ton per mile
of the Pittsburgh, Fort Wayne, and Chicago Railway averages four
and nine one-hundredths cents, the Michigan Central's, five and forty
one-hundrdths cents, and those of the other roads named, from five
and sixty one-hundredths to nine and eighty-three one-hundredths
cents; yet the Central Pacific Railroad would be restrained, by the
pending bill, from charging more than four cents per ton per mile.
It is only when a distance of three hundred miles is reached that
any of the Eastern roads approximate the rates proposed by the
" Archer bill," and in but one case, that of the Pittsburgh, Fort
Wayne, and Chicago Railway, do they, even then, get below Mr.
Archer, and the latter road is but seven one-hundredths cents below
him.
Upon examination of the appended Exhibits B and C, the above
comparison of first-class rates will be found to be a fair example of
all other classes, when compared in like manner.
In connection with this showing, it must be borne in mind that
first and second classes upon the Eastern roads include many of the
articles rated third and fourth class by Mr. Archer, while nearly all
the articles placed by Mr. Archer in Classes A and B are, by Eastern
roads, made first, second, third, and fourth.
I have applied the rates and classification proposed by Mr. Archer,
to each way-bill for freight hauled upon the Visalia Division during
the month of September, eighteen hundred and seventy-five, and find
that the freight earnings of that division iwould have been twenty-six
thousand two hundred and eighty-three dollars and ninety-four onehundredths cents. The actual earnings, under our local tariff, were
one hundred and fourteen per cent. greater.
The application of the proposed tariff to the Visalia Division, as
above described, affords a basis for a very close estimate of what the
result would be were the other California divisions treated likewise,
and the estimate shows their earnings, undr ththe ruling tariff, to be
greater than they would be under the rates provided in Mr. Archer's
bill, by, for the Western Division, about nineteen per cent.; Oregon
Division (Sacramento Valley), about one hundred and seven per
cent.; Sacramento Division (mountain railroad), about one hundred
and thirty-eight per cent.




33
The foregoing statements are founded upon easily proven facts, in
view of which no just man, willing to be informed, can advocate, and
certainly no legislative body, having due regard to the rights of railroad companies, can enact Mr. Archer's bill.
Mr. Stubbs, for the same company, submitted a further statement,
as follows:
Permit me to call your attention to some additional errors in the
statements, and consequently in the inferences drawn therefrom, in
the minority report of the Assembly Committee on Corporations.
On page eig]t, it is stated " that the average charges for transporting all through and local freight, for the year eighteen hundred and
seventy-four, on the Union Pacific Railroad (where, owing to the
higher altitude and severer storms, the cost of operating is greater
per mile than on the California roads), was only one and eighty-four
one-hundredths cents per ton per mile, or one half the average charge
per ton per mile of the Central Pacific Railroad, as given by Governor
Stanford."
As you are aware, the Union Pacific Railroad has not upon its
whole line as difficult or as expensive a piece of road to operate as
the division between Sacramento and Truckee, upon which we reach
the highest point, rising six thousand nine hundred and eighty-seven
feet, within one hundred and four miles, or an average of sixtyseven feet per mile, while the Union Pacific, to reach their highest
point, rise, in the one hundred and four miles east of Sherman, but
fourteen hundred and ninety-two feet, or an average of fourteen feet
per mile.
On all our supplies, such as oil, iron, etc., we must pay the Union
Pacific freight, and by the amount of their charges is that expense
to us greater than their expenses. In view of these and other equally
pertinent and well-known facts, it is hardly reasonable to argue that
the operating expenses of California roads are less than those of the
Union Pacific.
The average charge for freights by the Union Pacific Railroad,
above quoted, includes company's freight, and compares with the
average rate in coin of the Central Pacific Railroad (inclusive of
company's freight,) for the same year, as one and eighty-four onehundreths is to two and seven twenty-five one-thousandths, showing
our rate per ton per mile, to have been less than fifty per cent.,
instead of one hundred per cent. greater, than the Union Pacific's.
Accompanying said report, and marked "Exhibit A, " is a tabulated statement intended to show the receipts, expenditures, gross
earnings per mile, etc., of several roads, as follows:
First-Central Pacific Railroad, for eighteen hundred and seventyfour-fi ve.
Second-Union Pacific Railroad, for eighteen hundred and seventyfour.
Third-Lake Shore and Michigan Southern Railroad for eighteen
hundred and seventy-four.
Fourth-Pennsylvania Central Railroad for eighteen hundred and
seventy-four.
Fifth-New York Central Railroad for eighteen hundred and seventy-four.
Sixth-Erie Railroad for eighteen hundred and seventy-four.
5




34
Seventh-Pittsburgh, Fort Wayne and Chicago Railroad for eighteen
hundred and seventy-four.
Eighth-Atlantic and Great Western Railroad for eighteen hundred and seventy-four.
Ninth-Alleghany Valley Railroad for eighteen hundred and seventy-four.
Tenth-Illinois Central Railroad for eighteen hundred and seventyfour.
As the data whence the inferences (see page eight, beginning with
first line) of the minority committee are drawn, they will be interesting to examine.
A careful examination proves the showing to be deceptive, as comparisons with the earnings of the Central Pacific Railroad, and with
respect to some of the roads above named, entirely untrustworthy.
The showing for the Central Pacific Railroad Company on page eight
is not correct.
As it will be readily conceded that a dollar in coin with us is no
more than the equivalent of a dollar in currency with Eastern railroads, I make, for the purposes of comparison, the following correct
exhibit in coin, and include under head of operating expenses the
items covered by that term in the exhibits for the roads with whom
the comparisons are made:
Central Pacific Railroad for 1874:
Total receipts, including leased roads —--- --- - $13,077,173 65
Total operating expenses, including leased roads, general expenses, and taxes —------------         5,897,652 48
Gross earnings, per mile —------------               10,184 71
Average haul per ton, in miles —---------                  257
Average tons per mile operated —---------                  838
Average charge for freight (including company's
freight) per ton per mile, in cents_      2 —          2 -
Central Pacific Railroad for 1875:
Total receipts, including leased lines —------------- $14,018,521 38
Gross earnings, per mile —------------               10,709 33
Showing an increase in one year of five and fifteen one-hundredths per
cent. (instead of fifteen per cent., as stated on page nine of the report),
with over forty-two million pounds more through freight (instead of
forty million pounds less, as the committee reports on page eight), and
the percentage of expenses to receipts for eighteen hundred and seventy-four, to be over forty-five per cent., instead of forty-one per cent.,
as stated on page nine. On page ten, the minority committee states
that according to the exhibit of earnings and expenses for eighteen
hundred and seventy-four, of the Union Pacific Railroad, the per
cent. of operating expenses (not including interest and taxes), to gross
earnings, was forty-four per cent. By reference to Poor's Manual for
eighteen hundred and seventy-five, page seven hundred and sixtyone, it will be seen that the item of operating expenses, as given in
the exhibit of the minority committee, includes taxes. Please note,
also, that the average rate per ton per mile includes company's freight.
A just comparison between the Central Pacific Railroad and the




35
Union Pacific Railroad for eighteen hundred and seventy-four would
show as follows:
C. P. R. R.. U. P. R.
Coin.  Currency.
Gross earnings per mile of road               $10,184  $10,252
Per cent. of expenses to earnings —--------       45       44
Average rate per ton per mile, in cents ------ -  2      1 84
Showing, that while the Union Pacific Railroad Company earned
sixty-five thousand dollars per mile more than the Central Pacific,
the latter exceeded the former by nearly forty-nine per cent. in the
charge per ton per mile on freight, and demonstrating that the average rate per ton per mile is not a just criterion of comparison between
railroads, unless their traffic is identical in kind and amount.
Greater earnings per mile and a less rate per ton per mile could
result only by handling more tons of low class freight or (as the rate
per ton per mile decreases as the haul increases in length) by averaging a longer haul per ton. We find both elements worked to produce the comparatively favorable showing for the Union Pacific
Railroad.
In eighteen hundred and seventy-four the Union Pacific Railroad
hauled two hundred and eighty-six thousand four hundred and
three tons of commercial coal, which could have been moved only
at the minimum rates, and the average haul per ton on same road
was five hundred and seventeen miles, against an average haul of two
hundred and sixty-seven miles per ton on the Central Pacific Railroad. With this and the further consideration that the rates per
mile of the Union Pacific Railroad, upon all the through freight
interchanged by the Eastern States and California, are the same as
those of the Central Pacific Railroad, the lower average rate per ton
per mile and the higher gross earnings per mile, shown by the Union
Pacific Railroad, compared with the Central Pacific Railroad, evinces
that the rates of the former on general merchandise might have been
higher than those of the Central Pacific road. An examination of
their local tariff proves that they were very much higher, to substantiate which, I offer herewith (and can produce the tariff in support
of it) a statement marked " D," comparing the first, second, and third
class rates of the Central Pacific Railroad, from San Francisco to
points on the Western, Visalia, and Oregon Divisions, with those
charged by the Union Pacific Railroad on first, second, and third
class freight for like distances.
The table presented on page ten of the report under review, as a
showing of the Lake Shore and Michigan Southern Railroad's
receipts, expenses, etc., for eighteen hundred and seventy-four, is
erroneous.




36
Instead of as the
Should be.  committee
report.
Miles operated —----                     1,175-%-,    1,404
Gross earnings per mile —- ----           $14,588      $12,211
Average rate per ton per mile ----------     1 18         2 18
Average haul of each ton, miles -----       191-40
Average tons carried per mile operated__    4,443
The percentage of operating expenses to gross receipts equals sixtytwo per cent., but the operating expenses for eighteen hundred and
seventv-four includes the renewal of over eighty miles of track with
steel rail and one hundred and fifty-seven miles with iron rail. (See
Poor's Manual, 1875-6, page 442, and the annual report, for 1874, of
Lake Shore and Michigan Southern Railroad Company, page 25.)
The table offered upon page eleven of the minority committee's
report, as an exhibit of the receipts and expenditures of the Pennsylvania Central Railroad and branches, grossly misrepresents that
road in order to make a comparison with the Central Pacific road,
unfavorable to the latter.
According to Poor's Manual (1875-6, page 372,) to be fair and correct, the exhibit should be as follows:
Inlstead of as the
Should he.  committee
report.
Number of miles operated ----— _              877        1,552
Total receipts, 1874 ---- ___-         $22,642,371
Total operating expenses --- ----   -   13,245,447
Net earnings_ —-      ----               9,396,924
Gross earnings per mile —---- _ — 25,817             $14,589 00
Average haul per ton, in miles_ —----         159
Average number of tons carried per mile     9,837
Per cent. of operating expenses to receipts    58
Contrary to the statement of the minority committee, the item of
operating expenses does include taxes.
Of the above earnings twenty million two hundred and ninetynine thousand three hundred and thirty and eighty-eight one-hundredths dollars were earned upon the three hundred and fifty-eight
miles of main line, or at the rate of fifty-six thousand seven hundred
and two dollars per mile.
The low average rate per ton per mile is accounted for by the vast
tonnage (over twelve times as much per mile as the tonnage of the
Central Pacific Railroad), of which over four million tons, or
nearly one half was coal.
The showing for the New York Central and Hudson River Railroad, for the fiscal year eighteen hundred and seventy four-five,
should have been as follows:




37
Instead of as the
Should be,   committee
report.
Length of line operated, miles ___  -1,000
Average rate per ton per mile on freight 1TO
Total receipts — _ —_ —— ___________    $31,650,386 72  $29,126,851
Operating expenses_ ------— __-__-__     18,388,297 56  17,641,987
Net earnings —---------                  13,262,089 16  11,484,864
Gross earnings per mile — _ —-_____         31,650 38       16,990
Average haul for each ton carried, miles_-        227
Average number of tons per mile operated        6,114
(See Poor's Manual 1875-6, pages 176-7, etc.)
The showing for the Erie Railway, for the fiscal year eighteen hundred and seventv-three-four, should appear as follows, according to
Poor's Manual (1875-6, page 120).
Instead of as the
Should be,   comrmittee
report.
Length of lines operated, miles  __-  _         1,042        1,637
Aver. rate per ton per mile on all freight       13, 
Total receipts ---       ---------- $18,595,898 76
Operating expenses_     ----— ___ 13,563,738 32
Net earnings       -------------          5,032,160 44
Gross earnings per mile -------             17,846 35   $11,360 00
Average number of tons per mile                 6,108
Average length of haul, miles -___                165
The correct showing for the Pittsburgh, Fort Wayne, and Chicago
Railroad for eighteen hundred and seventy-fourInstead of as the
Should be,   comrn mittee
report.
Length of line, miles_ i5 —-— _ -____|          00 —          517
Total receipts                          $8,599,472 46   $8,675,738
Operating expenses ---— __ —-___   __    5,05.5,330 77   4,784,967
Net earnings ------- _,__         ___-   3,544,141 69    3,890,762
Gross earnings per mile operated --—..-    17,178 00      16,780
Average number of tons hauled per mile          4,598
Average haul of each ton, miles                  203
Average rate per ton per mile, cents —__-.     8o..
__~~~~~~~~~~~ 1           8~J_______________  ___   _




38
The showing, according to Poor's Manual, eighteen hundred and
seventy-five-six, for the Illinois Central Railroad, Ohio and Mississippi Railroad, Michigan Central Railroad, and the Chicago, Burlington, and Quincy Railroad, is as follows:
Illinois  Ohio and  Michigan  Che., Bur.
Central  Mississippi  Central  and Quincy
Railroad.  Railroad.  Railroad.  Railroad.
Gross earnings, per mile ---- $7,136 05 8,805 25 21,742 86 9,184 00
Aver. rate per ton per mile, ctsi  210- l00   10%0  1T      1 i0
Aver. haul of each ton, miles_i  132      157      196      182
Aver. tons hauled per mile _-  1,870    2,358     5,593    1,932
According to Poor's Manual, eighteen hundred and seventy-five-six,
the exhibit for other roads named in the minority report should be
as follows:
Atlant i c a n d
Great Western iAleghay Val| Railroad.  I  lev  Railroad.
Raihload.
Gross earnings per mile ---. ----        I $8,000 00  $9,517 00
Average rate per ton per mile, cents — _ —i-    1-l0      2I0-oo
Average haul of eacl ton, miles_ ---            118         40
Average tons hauled per mile -------— 4,479               6,904
As it has been shown that the average rate per ton per mile is not
a fair test of the rates charged by a railroad company, especially when
making comparisons of roads, in order to afford a correct idea of the
relative rates for freight charged upon California and Eastern roads,
appended hereto, marked respectively E, F, G, H, I, K, L, and M,
will be found statements showing the actual first, second, and thirdclass rates charged by the Central Pacific Railroad from San Francisco to points on the Western, Visalia, and Oregon Divisions, compared with the actual rates-ascertained from published tariffs in my
possession-charged upon first, second, and third class freights, for
like or approximate distances, by all the roads, in the exhibit
appended to the minority report, except the New York Central,
Atlantic and Great Western, and Alleghany Valley Railroads, whose
tariffs are not available.
Mr. Stubbs then proceeded to make a comparison between the bill
under consideration and the "Freeman bill" of two years ago. He
said that he believed that the "counsel for the opposite side," Mr.
Cohen, on yesterday, had pronounced the "Freeman bill" an unjust
and unfair measure. Taking that admission as binding, he would
proceed, and by comparison show that that celebrated monstrosity
was even more just in its allowances than the bill now sought to be
forced through the Legislature. While that bill classed everything
together, the Archer bill provided six classes. By tables he showed
that the relative charges permitted by the two bills were substantially




39
the same for the first nine or ten miles of road. This distance, however, was open for teams, and very little business was done for that
part of the line alone, so that it made no difference what was charged
for that distance. For the first twenty-five miles of travel the Freeman bill allowed the road to charge per ton per mile in excess of the
amount allowed by the Archer bill, as follows: General merchandise, twenty-four and forty-nine one-hundredths per cent.; grain,
sixty per cent.; lumber, eighty-six per cent.; wood, one hundred and
forty-four per cent. For distances of fifty miles the Freeman exceeds
the Archer bill-on general merchandise, thirty-seven and sixtythree one-hundredths per cent.; grain, eighty-one and eighty-seven
one-hundredths per cent.; lumber, one hundred and six and twentyeight one-hundredths per cent.; wood, one hundred and fifty-eight
per cent. For distances of seventy-five miles the Freeman exceeds
the Archer bill in like proportion, and so on, through all the distances possible;:ns will fully appear, by reference to the tabular
statement entitled "Rates per ton proposed by the Archer bill,
compared with the rates per ton provided for by the Freeman bill,
introduced into the Assembly December fifth, eighteen hundred and
seventy-three," inserted in this report.
TESTIMONY OF A. N. TOWNE.
A. N. TOWNE was sworn and gave his statement as follows:
The statement made by Mr. Stubbs was as full and complete as
could be. I am General Superintendent of the Central Pacific Railroad Company. I will first take the Visalia Division. The earnings
of that road under the Archer bill would not permit us to realize
enough to sustain its operation. We have /carefully computed the
earnings for the month of September, one of the largest receipt
months of the year, and we find that the bill would give us returns
below the cost of' operating that division. It has no connection south,
merely a local road running through a sparsely-settled section, and
produces very little business either one way or the other. The entire
earnings for the month named under the Archer bill would be fortyone thousand two hundred and forty-four dollars and thirty-one cents,
the earnings of a road two hundred and forty-two miles long. This
amount is one hundred and nine per cent. below what we actually
earned, and yet the amount named-forty-one thousand two hundred
and forty-four dollars and thirty-one cents-would not pay the operating expenses of the road. To apply the provisions of this bill it
would render the road useless and inoperative. The same may be
said of the California and Oregon Division. The earnings upon that
division were a little more, in proportion, than upon the Visalia
Division, and but a little. As Mr. Stubbs has already shown you,
the earnings per mile upon the Visalia, as well as other divisions of
the road, is lower per mile than those of Eastern roads.
3Mr. Farley-Are you familiar with the running of Eastern roads?
Mr. Towne-Yes, sir. I am.
EMr. Parley-Where the traffic is many times greater in volume than
here?
Mr. Towne-Yes, sir.




40
Mrf. Stanford-What effect would the bill have upon the California
Pacific Railroad?
Mr. Tobwne-The earnings of the California Pacific Railroad for the
entire year of eighteen hundred and seventy-five would not be sufficient to operate the road to meet expenses under the Archer bill,
within one hundred and eighty thousand two hundred and thirtyfour dollars and fifty-eight cents.
Mr. Lindsey-What was the expense of operating the Visalia branch?
Mli. Tovwne-For the month of September, one hundred and seventeen thousand two hundred and forty dollars and forty-five cents.
Mr. Lindsey-How does that compare with the expense of operating the Oregon branch?
iMr. Towne-I have not figured that division. I should think very
favorably.
iMr. Lindsey-What are the elements which enter into the making
up of the expense of running that branch?
Mift. Towne-Station service, train service, locomotive service in
detail, interest, taxes, rentals, etc.
1Mr. Lindsey-Renewal of rails-is that included?
Mt. ortbwe —Yes, sir; in the track repairs embraced in the statement.
Mr. Lindsey-Are the expenses of the California Pacific about the
same per mile?
JMr. Towne-Yes, sir.
Mir. Lindsey-What leads you to conclude that the California
[Pacific would not furnish business enough to pay running expenses?
Mr. Townuc-By applying the rates of the bill for one month, as compared with the tariff' as it is at present.
Mr. Lindsely-Has the California Pacific got all the business it can
do, or is it diverted to the Western Pacific?
Mi'. Toibne-It is getting all it can do, none being diverted to the
Western Pacific.
TESTIMONY     OF PETER     DONAHUE.
Colonel PETER DONAHUE, owner of the San Francisco and North
Pacific Railroad, made a. statement under oath as follows:
I have been in the railroad business for some time, and I find that
this bill, now before the Senate, will cause me much injury; it will
injure me to such ai extent that I will not be able to operate my
road. It lowers the rate so much that the reduction would make it
perfectly useless to run the road. The whole length of my road,
including water rights, is ninety miles. We are building a branch
of sixteen miles into the redwoods, which will make the length of
the road one hundred and six miles. The Archer bill includes water
and land lines in the same classes, so it makes no difference, so far as
the line is concerned, whether we travel by rail or by water. We
have thirty-six miles of water and fifty-four miles of rail travel
between San Francisco and Cloverdale. We have been building a
branch road from Fulton to the redwoods, a distance of sixteen
miles, and it is now nearly completed. The road is all under one
ownership. The principal object in building the branch road is to
get the lumber carriage which must spring up, as well as that of coal,




41
charcoal, and wood. Under this bill we cannot complete and run
the road. Teams now do all the hauling there, and it is very expensive. I have examined the Archer bill, and have had my freight
clerks examine it. We have made a comparative statement which
will be submitted. I do not know what amendments are proposed.
I understand they will apply to roads under one hundred miles in
length. That will not apply to. us at all, for our road will be one
hundred and six miles long very soon. Our road could not be operated under the bill as it is. I did anticipate extending my road'this
spring some thirty miles further, but I cannot do it under the Archer
bill.
Mr. Parley-Could you-speaking from your knowledge as a railroad man-or any other party, proceed to build roads under the provisions of the Archer bill? Would you or others invest capital in
the construction of railroads?
Mr. Donahue-No sane man would do it. I would not.
Mlr. Gibbons-Would it be a fair question to ask you about what is
the percentage of profits on your road under the present rates?
A.-I have never had a dollar from the road yet. Besides putting
into the road all it earns, I put in also all my income from other
sources. When I took hold of it, it required equipment and many
improvements, and I have been doing all I could to make it a first
class local road. When I went there, the country was very thinly
settled. People could not get in and out of the country easily. Since
our road was completed population has increased, and from the gain
in value of lands, products, and the steady flow of immigration, we
are satisfied that the road will soon pay very well.
AMr. Farley-Do the people of Sonoma County complain of your
charges?
A.-Not at all.
Mlr. Gravqes-This bill largely reduces them, does it?
A.-Yes, sir.
Mr. Gibbons-About what percentage of reduction would there be?
A.-There would be a loss to us in merchandise of thirty-one and onehalf per cent.; in grain, fifty-five per cent.; on live stock, forty-three
per cent. Our water travel has heavy competition, and we have to
carry goods at living rates. Schooners and opposition steamers cause
that. On general merchandise, per rail, there would be a discount
of fifty-three per cent.; on grain, sixty-five per cent.; wood, etc., fiftysix per cent. You will bear in mind, that the oftener you handle
lumber and wood, or freight, generally, the more expensive is the
carriage; and for that reason, schooners being able to carry goods
direct to the ships without cartage, ferryage, etc., goods intended for
foreign marts are sent that way to a very large extent. When our
road was incorporated, it was intended to go to Humboldt County.
I am unable to carry it there myself without assistance. The people
of Ukiah City have offered me sixty thousand dollars if I will build
to that place; but I don't know whether I would be justified in accepting even that offer; for throughout the thirty miles to be run to get
there, there are not many people, nor is there much prospective business. However, under the Archer bill we could not possibly think
of building further. Under that bill, I have as much road as I want,
and a little mnore. We could not pay the expenses of operating the
road.
6




42
TESTIMONY OF P. E. DOUGHERTY.
P. E. DOUGHERTY, freight clerk of the San Francisco and North
Pacific Railroad, next was sworn, and made the following comparative statement, showing the rates now charged and the maximum
proposed to be allowed under the Archer bill:
Present  Archer
From San Francisco to-       res 
rates.  bill.
Donahue, thirty-four miles:
First-class freight, per ton -1 —-- -  40  $1 66
Grain       ----------             1 60     93
Lakeville, thirty-five miles:
First-classfreight —   _1 60               1 68
Grain                              1 60     94
Live stock, per car.. —--------—...- 15 00  8 40
Petaluma, forty-two miles:
First-class freight_               2 00    1 82
Grain -----------                  1 60 1 01
Ely, forty-five miles:
First-class  --------              2 00    1 88
Grain      ----------              1 60    1 04
Penn, forty-six miles:
First-class      --------   -------  2 00  1 90
Grain -----------                  1 60    1 05
Live stock, per car —------------ 15 00    9 50
Goodwin's, forty-seven miles:
First-class —---------             2 20    1 92
Grain.. —---- --.-   1 60   1 06
Live stock, per car               15 00    9 60
Pages, forty-nine miles:
First-class -                      2 40    1 96
Grai   -----------------           1 80    1 08
Live stock, per car _ ---— _ _16 00        9 80
Santa Rosa, fifty-seven miles:
First-class --------          -    3 00    2 28
Grain-_.2 60                   1 14
Live stock, per car —----      -   22 00  11 40
Fulton, sixty-one miles:
First-class ------— _           -  3 40    2 44
Grain -------------                3 00    1 22
Live stock, per car --- ------ -  24 00   12 20
Mark West, sixty-three miles:
First-class    ---------           3 60    2 52
Grain ----------                   3 20    1 26
Live stock, per car  ------— 24 00        12 60
Windsor, sixty-six miles:
First-class -— _.... —--------------—.  4 00  2 64
Grain      -------    --           3 60    1 32
Live stock, per car - ------- 25 00       13 20




43
From San Francisco to-               raesent  Arch
rates.   bill.
Grant's, seventy miles:
First-class _ —------ $4 60 $2 80
Grain ----------                     -       3 80      1 40
Live stock, per car ------  -                26 00    14 00
Healdsburg, seventy-two miles:
First-class --------           --            5 00      2 88
Grain ----------— _ —3 3 80                            1 44
Live stock, per car_    ------              27 00     14 40
Lytton's, seventy-six miles:
First-class -------     -                    5 60      3 04
Grain -         --------- 4 00 1 52
Live stock, per car —-----               - 28 00      15 20
Geyserville, eighty-two miles:
First-class                                  6 00      3 28
Grain         ----------                     4 20      1 64
Live stock, per car     -----               30 00     16 40
Truitt's, eighty-six miles:
First-class ---------                        6 20      3 44
Grain -_ —------- 4 40 1 72
Live stock, per car — _ —-               -  30 00     17 20
Cloverdale, ninety miles:
First-class -------— 6 40                              3 60
Grain ----------           -                 4 60      1 80
Live stock, per car_   -------              30 00     18 00
That makes a difference to us on merchandise, for first class freight,
of thirty-one and one-half per cent.; grain, fifty-five per cent.; live
stock, forty-three per cent. On lumber we now charge two dollars
and sixty-two and one-half cents per one thousand feet. Archer
gives us one dollar and twenty-six cents. That is for the distance from
Cloverdale to Donahue. From    Fulton to Donahue, twenty-seven
miles, we charge one dollar and ninety-three and three-fourths cents
per one thousand. Archer gives eighty and one-fourth cents. For
the first twenty-five miles of road, Archer gives us more than we are
receiving, but for that first twenty-five miles competition is so active
that we cannot charge more than we now receive.
Mr. Stubbs then defended his statements submitted on Sunday last,
the correctness of which had been assailed by Mr. Cohen. He submitted authorities to show that in all respects the figures given by
him then are correct.




44
San Francisco and North Pacific Railroad Freight Tariff, to take effect
May o1th, 1875.
This tariff and its conditions, instructions, and classification, supersedes all others and all
special rates.  This company reserves the right to make at its pleasure, any change in the same.
All rates payable in United States gold coin or its equivalent.  After property delivered to the
company for transportation has been carried to the station on this road where it is to be delivered to other carriers, or the consignees, the responsibility of this company as common carrier
will cease.
A. A. BEAN, Superintendent.   Approved:
P. E. DOUGHERTY, Freight Auditor.  PETER DONAHUE, President.
TABLE OF DISTANCES.
I  {        I    I     I  I  I  I  I &    I i
Co  C | CL  C| C L|C   ~ -. —1.L  CC- ---
1C  CL  0  C l   C L ~  CL C  ~ C 1 CL  CL  ~~
I,,', ~  S  I ) e,  I,  o,,  I  x  o t  
~ I IC  CL-  e;  C L ~   C  C  CL  |  CL  I  ~   I  c'||(|
f__ I__         _ I _  I ____ I_|  __ __  _____ _   _
C | |(  -T 0  |CL|  CL  C  | L  C |0  
C ~ CL -O 4  CL  -  CL CO  CL - O  O  O  I  ^ C  C  CL. C CO  CO  - rrC'   rtTTP T'  TTP. os  b  cT  o  O  I   i  t     0  o  co  CI C  OLS ) w I0  C. C  C  Y  -  C  C  U101
a  0L  C L:   CL{!4  CLO.  CL.. C s <  - A- I  G
Ic bL  I C7  I   I o IL CL  jc CL  CL  CL  IL CL  I   - L  CL __
Ci  Y L  rY  Y  C  CJ I CL  b  bO!-  I CL  *  ^  I  I-1  - -- C C CT \- IAO   IrI I
-4a   CL  CL O CL  C  |_ —- CL  CLmsL[ H  S  l
I  t  C c  c I-1 C- CLT CL  C  CL    TC    0  CsL  0 C on -  io:o CC  CL  C: -1
CL|  G 0  n O C  CL'CL C  C O CL  CL  0'O  - 1 - 0c0i'
CL  CO  0 L  I I    I       - ---'-Q  o  I
L CI I CL  CL  CL  I CL  CL C L  -- G  I  LI.
C- L -T CL  CL  T  Co L  ^ T  tf  | 0  CO |  U< 
CL  C   -l C     -   _   -___ _ -,- r~yr>,
c[ Co I             ---- u on c
Cs  o S  I c  I Co  T  iT I --— eAV^I oH  I          It
CL I   C I   CS- -S  I O  ----— LJospmlAA  [
CL  Co  CL  ||
C L s       C [  = s  bo  ------- SC CtLrCtC)        1
C 4  o I  ----— 0S CO4r 
oo  -  I__  - - - -  -
L - |   -----  ll- l, 
p i —— ea1pJa ~oT  |
_~ _.        _ _... 




45. Grain per ton -----'   c C c c;  c  co' - 
-=- ~  I       ~co?;c8~.Boc8^''"  ~ ~ t ^ 0 
C S
- 4   | io _o___ ___________X......,
k~  ~ ~  i  p irk^   S^'^;; I N
~C         ___ —--— I1 —I            |,  s  C
tz. kldse. 1st Class, perl 00lbs....  --. c.....; cq ~ ~'~....!C
O 0.  COO COOC COOC0  i..  C._.;
0O   corooEooo~o
+ ~ AMerchandise, 1st Class, per ton  -:  i.:C.*,'  i.... c- 
d C. It ClasC;~-,, pC 0.... -'. C c V.
k% o o P^ Lise stock hI far, S  Snco1n; -;32- 
Merchand.ise Ist Class, per toil  15 11 fl 0 
C          o~-,-.-c -s. -sc. -  -C ic..  c._c
-C cc;       rrr~CC  CCO-C CCCCC~,~ CC~-O O 3tc- CC. C'  2 
O-    -   C,,       = _
*?-  * _ u  eSew-i ma machines, * *  r r-H  0 H  i ci  i % C 1 C  ^< ", H
Gr. Fols and poultry in coopsl,  c ^. c  =  n.  o  -  C~ 
s S   ^  I an'd fruit in chests of 300  * _;^ ^__,?3~  ~c
7  -  I~ ~lbs. or less.  Coops andN;CS  C;'  7 
Liv chests  betrnd y caree  ^;  X ^  Eggs,  bnttec, or  fish  il  CCC CCCinCc,-.CCCC C.  C  5.tI IC  C —  ti  C  C 0  C
<'"-  e boxes of 15) lbs. or less... *  *C ^  ~:,  ^,
^  ^ ~  XBoxes returned free  5j' |  9   c-|.
4 ^'Fruit in boxes of 30 lbs. to I  S  |  I _  l >  |
<  <  the box or less. Boxes..........   C....o<- 
> ^   g  _retnrned free.      C  C  - c,
I  | T.1Mdse. 1st Class per 100 Ibs... c..:C c: C Ci C 1  _J''|               Sewmaerchandise, 1st Cl-ass, pe to -  "i,l: |C CC  |CcNu ~^ 
I  c)    u   I'',,,,'!'  N' I  N C v'   5
>);  I_ _  *  ** *_J *  *_  C C-*:'.  ~  3 | -
CC-CC
O_ ^^^^and tui^t ri et o0....."44""".4.
] Clb. or Sll,:es^s.osand:; C. C 
isa chests returned  free -------  -,  55  C  -.. >  C,~    1Eggs, butter,  or fish  ill
~    Boxes returned free. ---    = i
Fruit in boxes of  0  bs-. Co C>C
Mdse~~~~~~~~~~9.1sCr    - C......[ c'           L i' -z
C  P4....................... -,., -,I, Ir,.,r: t.0. e.r I.. r  -r-  -  cc.  -' Cq
~  ~~~=~~. [;~~'~~ 




46
COMPARATIVE STATEMENT,
Showing the rates now charged on the San Francisco and North Pacific
Railroad, by rail only, for merchandise, grain, lumber, and wood, with
those allowed under the Archer bill for same distance; also showing
the loss per cent. on these articles:
It  /     1 ~  w  5!i TJ  As  i_ -r  C  _  &
i a-  p  am  I  s ~ a  I I M  I f'   F  2,  (  I  I  C  I
DISTANCES.   (D                               C 
~..     m!  ^  i  iI
-I    I!l
5 miles and under  70  08   70 1   0 4  75   54     75   39
10 miles and over 5  1 20  1 18  80  69  $1 00  59  $1 00  44
15 miles and over 10  2 0 0  1 2 00  74  1 40  64  1 30   49
20 miles andover 15  2 80  1 38  2 25  79  1 50  69  1 40  54
25 miles and over 201  3 20  1 48  2 50  84  1 55  74  1 50  59
30 miles and over 25  3 60  1 58  2 80  89  1 60  79  1 55  64
35 miles aandover 30  4 00  1 68  3 00 I  94  1 70  84  i   160  69
40 miles and over 35  4 40 i  1 78  3 25  99  1 80  89'  1 70  74
45 miles and over 40  4 80  1 88  3 50  $1 04  190  94  I 80  79
50 miles and over 45  5 20  1 98  3 50  1 09  2 00  99  1 85  84
56 miles and over 501  5 60  2 24  4 00  1 12  2 10  $1 00.8  1 90  95.2
Aggregate —-----  $37 50  $17 54  $28 30  89 77  $17 30  $8 65.8  S16 3 5  7 10.2
Loss per cent.  Loss per cent. on  Loss per cent.  Loss per cent. on
Io n  merchandise, I grai, 65 135-283 on lumber, 50 per wood, 56 188-327
53 17-75 per cent. per cent.  cent.  per cent.
TESTIMONY OF D. B. HOUGH.
D. B. HOUGH, lumber dealer at Dixon, Solano County, was sworn,
and made the following statement:
I wish to say a few words in regard to the Archer bill and the California Pacific Railroad. Since the Archer bill has passed the Assemblv it has been the all-absorbing topic of conversation throughout
Yolo and Solano Counties, counties through which the California
Pacific road runs. The-farmers and business men have read and
examined the bill, and they thoroughly understand the effect it must
have upon the road. Of course you will readily perceive, by reading
the seventh and eighth classes mentioned in the bill, that no road
could be operated through that country, where the principal business
is the transportation of grain and lumber. My business is shipping
lumber, and the bill will reduce the freights on the article from two
dollars to one dollar per ton for carriage to Vallejo from Dixon, a
distance of thirty-nine miles. On that part of the road there is a
heavy grade just this side of Vallejo-a grade so steep that going
east one locomotive can pull but eleven cars, going west fourteen
cars. The present prices suit me, and I do not ask a change. The




47
people on the line of that road have become greatly alarmed in
regard to this matter, and I was requested by them to come here and
make this statement. Two years ago this spring, farmers from
Dixon, Davisville, Woodland and Vacaville, held a meeting, and,
thinking the rates charged by the railroad to be too high, sent a delegation to San Francisco to try and get them lowered. They were
lowered, and are satisfactory to all the parties concerned. Since that
time there has been no complaint from them. They have built large
warehouses at Woodland, Davisville, and Dixon, for the storing of
grain, and are very content to pay the rates asked of them. They
are becoming alarmed for fear this bill may pass, thus ruining their
chances of prosperity for some time to come, being fully satisfied that
if the bill becomes a law the railroad cannot be worked.
Mr. Farley-Who requested you to come here?
A.-Business men and farmers of the two counties.
Q.-How many 
A.-Nearly all the grain shippers and a great number of farmers.
It is the town and country talk at the present time, and all condemn
the bill. I will state that I have not conversed with any man connected with the railroad company on this subject, and was not
requested to come here by the railroad company. I never had anything in common with the company other than shipping my goods
over the road. I have not been nor am I in their employ. My
standing in the community is well known, and I refer you to Senators McCune and Hilborn, both from my county.
Mr. Cohen then reiterated his statement that Stubb's figures were
incorrect, and asked the committee to examine the authorities
already submitted by him. He repeated his history of the California
Pacific Railroad, and his statement that the road could be built for
$2,500,000; that the first managers were dishonest and corrupt, and
that through their dishonest practices it had been sunk so deeply in
debt that the sum now was nearly $12,000,000. Roads like that of
Mr. Donahue were profitable, for there was a profit, even though it
was expended in building and equipping more road. All that was
invested was not the less gain, because it went towards building more
road.
MIr. Donahue-I understood Mr. Cohen to state that the road of
which I am President had paid no profit, according to my statement.
I said not so. I said that I had never got a dollar from it, but that,
besides all the earnings of the road, I had put in it all my income
from other sources.
Mr. Farley-Have you received any aid from the Government in
constructing your road?
A.-No, sir; not a cent —never. It is most astonishing to me to
find Mr. Cohen here making any statement in reference to my road
or any other railroad, from the fact that he himself has been in the
business from an early day, and while in it I believe got all he could
from the people for fares and freights-squeezed out the last cent.
He sold his railroad and ferry to the Central Pacific Railroad Company, and I always supposed that the trade was mutually agreeable,
until I learned in conversation with the gentleman himself that he
was not satisfied. I said, " It is very strange if you have remained in
the employ of the Central Pacific Railroad Company ever since. You
have run together for a long time, and although I don't know what




48
position you occupy, I know that you have certainly officiated for
them in very important matters " I wish to state here that I was
one of the constructors of the Southern Pacific Railroad, and built
the first eighty miles. My partners were Messrs. Newhall and Polhemus. Inducements were held out to us to build the road, and we
commenced. Aid we were to receive from San Jose we never saw,
and built the first eighty miles ourselves. We then sold out to the
Central Pacific Railroad Company, and Mr. Cohen officiated in the
transaction for the railroad company.
Mr. Cohen-Didn't I buy the road for the Central Pacific as cheap
as I could get it?
Mr. Donahue-I guess you did. As the gentleman assails the
enterprise in which I have been engaged so long, I feel myself justified in showing that this is a matter of dispute, of grievance,
between the Central Pacific Railroad and Cohen.
lMr. Parley-That is not a properMr. Donahue — think it is. This is a work to which I am giving
my full attention, and I am pressing it now with all diligence, and I
don't want to be injured in my rights of property and profit because
of the malice existing between this individual and the company.
He is prosecuting this bill purely from malice, in the name of the
people of the State
3Mr. Farley-As I said before, this is not a proper subject for us to
consider.
Mr. Donahue-It affects me, I say. This persecution of railroad
interests affects me directly, and I don't want to be made to suffer
because there is a disagreement between Cohen and the company.
Mr. Cohen-I said nothing improper of Mr. Donahue. I merely
spoke of his road in connection with gross earnings as compared to
profits.
Mr. Farley-I will permit no more discussion on the subject. It is
not proper for this time and place.
Mr. Cohe —That is quite proper. My relations with the Central
Pacific Railroad Company are not in place here. The company
have selected another tribunal, and I will meet them there or elsewhere. My motives are not to be considered in determining this
question. I ask the committee to determine whether the measure
is just or not, and that alone. The motives of the man who presses
a righteous bill should not affect that bill in the least.




49
COMPARATIVE TABLE.
Rates per ton proposed by the Archer bill compared with the rates per ton
provided by the Freeman bill, introduced in the Assembly December
5th, 1873.
GENERAL MDSE.      GRAIN, ETC.        LUMBER.         WOOD, ETC.
MILES.                      I                                     * 
_    1      ___     11._._. _.._             _   _.__. 
--          75       10       60       10      50       10       35      10
2            76.1    20       61       20      51       20       36      20
3     -         8  1  30      62       30      52       30       37      30
4            79      40       63       40      53       40       38      40
5            81      50       64       50      54       50       39      50
6            82      60       65       60      55       60       40      60
7            84      70       66       70      56       70      41       70
8            85      80       67       80      57       80       42      80
9 ____       87      90       68       90      58       90       43      90
10            88     100       69      100      59      100       44     100
11 _          90     110       70      110       60     110       45     110
12 2          91     120       71      120       61     120       46     120
13    _       93     130       72      130   1  62      130       47     130
14 --         94     140 173           140      63      140       48     140
15 __.        96     150       74     150    1  64      150       49     150
16 -   -      98     160    1  75      160      65      160       50     160
17 _          98     160       76      160       66     160       51     160
18 _-        100     160       77      160       67     160       52     160
19 ___ —     102     160       78      160       68     160       53     160
20  __       103     160       79      160       69     160       54     160
21-          105     168    1  80      168       78 70  168       55     168
22 __-       106     176       81      176      71      176       56     176
23   __      108     180       82      180      72      180       57     180
24 __.-      109     180       83      180      73      180   i   58     180
25 _ —-      110     180       84      180      74      180       59. 180
26           112     180       85      180      75      180       60     180
2'7 _- -- 113        180       86      180      76      180       62   i 180
28 __-       115     180       87      180      77      180       63     180
29 — _       117     180       88      180   178        180       64     180
30. —-   - 118      186       89      186   I   79     186       65      186
31   _       119     190       90      190      80      190       66     190
32 ---   -   121     190       91      190       81     190    167       190
33      _    122     190       92      190      82      190       68     190
34 --        125     190       93      190       83     190    1  69     190
35           125     190       94     190       84      190       70     190
36           127     190       95      190       85     190       71     190
37           128     190       96      190      86      190       72     190
38 -         130     190       97      190      87      190       73     190
39           131     190       98      190        8     190       74   1 190
40 _-   -    133     195       99      190      89      190       75     190
7




50
COMPARATIVE TABLE-Continued.
GENERAL MDSE.      GRAIN, ETC.  I    LUMBER.         WOOD, ETC.
MILES.
41 ___       134     195      100     195       90     195       76     195
42 __       136      199      101     199       91     199       77     199
43 __    _137        200      102     200       92     200       78     200
44 ___       139     200      103     200       93     200       79     200
45 __       140 1    200      104     200       94     200       80     200
46 _        141     200      105     200       95     200       81     200
47 -        143      200      106     200       96     200       82     200
48 ___      145      200      107     200       97     200       83     200
49 _____    146      200      108     200       98     200       84     200
50   __     148      200      109     200       99     200       85     200
51 -_       151      204      102     204       91.8   204       86.2   204
52 ___      154      208      104     208       93.6   208       88.4   208
53 __       157      210      106     210       95.4   210       90.1    210
54 __       160      210      108   1 210       97.2   210       91.8   210
55 __       163      210      110     210       99     210       93.5   210
56 ___      166      210      112     210      100.8   210       95.2   210
57 -         169     210      114     210      102.6   210       96.9   210
58          172      210      116     210      104.4   210       98.6   210
59 __-       175     210      118     210      106.2   210      100.3   210
60 _____-    178     210      120     210      108     210      102     210
61 _        181      201   i122       210      109.8   210      103.7   210
62 ___      184      213.5   124      213.5 1111.6     213.5    105.4   213.5
63          187      217      126     217      113.4   217      107.1   217
64 -        190      220.5   1    2    20 220.5  115.2  220.5   108.8   220.5
65   _____  193      224      130     224      117     224      110     224
66 _        196 1    227      132     227      118.6   227      112.2   227
67 -   -    199      227      134     227      120.6   227      113.9   227
68 -__-     202      227     136      227     122.4    227      115.6   227
69 _-  -    205      227     138      227      124.2   227      117.3   227
70 ___      210      227      140     227      126     227      119     227
71          213      230.1    142     230.1  127.8     230.1    120.7   230.1
72 -   -    216      233.2   144      233.2    129.6   233.2    122.4   233.2
73 _-___-   219      236.3    146     236.3    131.4   236.3    124.1   236.3
74 -    -   222      240     148      240      133.2   240      125.8   240
75 _        225      240     150      240      135     240      127.5   240
76 _     _  228      240     152      240      136.8   240      129.2   240
77     -    231      240     154      240      138.6   240      130.9   240
78 -        234      240     156      240      140.4   240      132.6   240
79 -   -     237     240      1 58    240      142.2   240      134.3   240
80 _ —_-    240      240     160      240      144     240      136     240
According to above statement of comparisons, the average of the
rates per ton per mile stand as follows:




51
1 to 25 —--------  92.724  115.36  72  115.36  62  115.36  47  115.36
1 to 50 -----  111.66  153.68  84.5  153.68  74.5  153.68  59.5  153.68
to —-------- 1    75...  7
1 to 75 ------ -  136.8  175.67  98.33  175.61  87.15  175.61  75.36  175.67
1 to 80._... —- 142.816 179.695 101.937 179.695  90.775 179.695  78.943 179.695
In other words, the rates of the "Freeman bill" exceeded those
of the pending " Archer bill" on an average per ton per mile of:
Distances of          Mdse.   Grain.  Lumber.  Wood.
25 miles or less  ------      -   24.49   60.14   86.06      144
50 miles or less —.-     --       37.63   81.87  106.28      158
75 miles or less                  28.39   78.65  100.88      133
80 miles or less - - --     -     25.9    76.28   79.78      127
The items included in Classes 1, 2, 3, 4, A and B, by the Archer bill,
are all covered by one class by the Freeman bill, therefore the rates
in this column are an average of the rates of the six classes abovenamed of the Archer bill. On distances over eighty miles, the rates
compare as follows, per ton per mile:
Mdse.  Grain. Lumber. Wood.
Archer. —                             3      2      1.8 1
Freeman                                3      3      3      3
STATEMENT      OF W. B. HYDE.
Colonel W. B. HYDE, General Business Agent for the President's
office, Central Pacific Railroad Company, next took the stand. He
had fully and carefully compared the rates of the Potter law of Wisconsin with the rates proposed in Archer's bill; also, the Archer bill
with the rates fixed in Wisconsin only a short time since, as an amendment to the Potter law. The comparisons made by Mr. Hyde may
be illustrated by the following table:
1 _                 z
Distances.                 ~                ~ 
__     __       _                     _ __  _
Grain, in car loads-for distances of   Cents.  Cents. Cents.
25 miles and less, per ton per mile —------  3.36  4.8     8.00
50 miles and less ----                -   2.18    4.00     5.00
75 miles and less —-----              -   2.00    3.2      4.26
100 miles and less —----               -   2.00    2.8      3.6
200 miles and less ------------            2.00    2.2      2.5




52
Distances.                I        ~ 
Flour-                                         l 
100 miles and less-   --                     2.00  1 2.8     3.6
200 miles and less.. —-—.. --------—.  2.00  2.2  2.5
Lumber, glass, shingles, etc.25 miles and less --   -    -    --         2.96    3.2
50 miles and less _-.                       1.98    2.6.
75 miles and less_. --   -   -    -    -    1.8     2.00 
100 miles and less-1.8 1                           i.7 
200 miles and less..- -.- -.-  -    1.8     1.25
Live stock- 
25 miles and less  __-. —---—.__;          2.96    4.00    8.8
50 miles and less ----   -    ---           1.98    3.4     8.8
75 miles and less --  -----   -2.00                 2.8     8.00
100 miles and less.   -.     2.00    2.5     7.6
200 miles and less..       2.00    2.5     5.00
Agricultural implements- 
25 miles and less  ---    ------            3.55    4.4 
50 miles and less.                          2.36    3.4     -
75 miles and less -----   -----         -   2.4     2.66 
100 miles and less -_                        2.4     2.3 
200 miles and less --------------            2.4     1.75
Coal25 miles and less    -      _               2.36    3.2 
50 miles and less                           1.68    2.8 
75 miles and less —                         1.7     2.2
100 miles and less ----    -------       -   1.7     1.9
200 miles and less-                          1.7     1.45
Brick —
25 miles and less —---------                3.55    3.2 
50 miles and less —-----                -   2.36    2.8..
75 miles and less --      ----          -   2.4     2.2
100 miles and less.                          2.4     1.9
200 miles and less        ---      -2.4              1.45
This last class favors the Archer bill because brick occupies different classes under the two laws. The general showing, however,
is, that the Archer bill is more unjust in its rates than was the
Potter law, from which the Legislature of Wisconsin has had to
recede. That law operated as a check upon railroad enterprise, paralyzed trade, and wrought immense mischief; yet here is a bill more
unjust still, more rigid in its requirements, which this Legislature is
asked to pass. The comparisons made between the rates proposed
and the rates under those two celebrated monstrosities, the Freeman
bill and the Potter law, show that Mr. Archer wants to allow even
less than those bills permitted. If the bill which became a law in
Wisconsin were productive of evil to the State, and had to be amended,
allowing liberal rates, what can be said of this Archer bill, and the
effect it will have upon the interests of this State?




53
SCHEDULE A.
Comparison of lumber rates (in dollars per car load) on the Sacramento,
Visalia, and Oregon Divisions of the Central Pacific Railroad.
DISTANCES.    i T           i         DISTANSCES.       ~ O _ 
*j' _r                                 r
i~'~!~' I  -''
3 miles or less --         4   6  I 70 and 71 miles- _ 35    32  30
5 miles or less___    7 7  7   7    72 and 73 miles —    36  3   31
6 miles or less —.   7        9 9  74 and 75miles-   I 37   33  31
7 miles or less —-8-  8    9   9    76 and 77 miles. —  38  34  32
8 miles or less ---   8    9   9! 78 and 79mniles-     39   34  32
9 miles or less.     9    9   9    80 and 81 miles --  40   34  32
10 miles or less....  10  10 I 10   82 and 83 miles-_-  41   35  33
11 miles or less      10 1 11   11   84 and 85miles —    42   35  33
12 miles or less...i 11  11  11   86 and 87 miles -   43   36  34
13 miles or less.-   It 11  11  11  88 and 89miles. —- 44    36  34
14 miles or less      12   11  11    90 and 91 riles --  45   36  34
15 miles or less --   12   11  12    92 and 93m1iles —   46   37  35
16 miles or less --   13   12  12    94 and 95 miles-.   47   37  35
17 miles or less -— i 13   12  1 12  96 and 97miles ---  48   38  36
18 miles or less — I 414   12  12! 98 and 99 miles --   49   38  36
19 miles or less --  i 14  12  12   100 and 101 miles -  50   38  36
20 and 21 miles -.-I 15    12  12   102 and 103miles -   51   39  37
22 and 23 miles --    16   14  24 i104 and 105 miles -   52   39  37
24 and 25 miles — I 17     14  14   106 and 107 miles —  52   40  38
26 and 27 miles ---   18   16  16   108 and 109 miles —  53   40  38
28 and 29 niles ---   19   16  16   110 and 111 miles -.  54  40  38
30 and 31 niles-      19   16  16   112 and 113 miles-_  55   41  39
32 and 33 miles ---   20   18  18   114 and 115 miles — 56    41  39
34 and 35 miles   --  20   18  181 116 and 117 miles-.   56' 42  40
36 and 37 miles ---- 21    20 1 20 I 118 and 119 miles-.  57  42  40
38 and 39 miles ---- 21    20  20   120 and 121 miles-_- 58   42  40
40 and 41 miles — i 22     20  20   122 and 123 miles    59   43  41
42 and 43 miles -..   22   22  22   124 and 125 miles-_  60   43  41
44 and 45 miles --  - 23   22  22 1 26 and 127 miles-_   60   44  42
46 and 47 miles ----  23   24  24   128 and 129 miles__  61   44  42
48 and 49 miles —.   24   24  24   130 and 131 miles__  62   44  42
50 and 51 miles -    I 25  24  24   132 and 133 miles_- 63    45  43
52 and 53 miles —-    26   26  26   134 and 135miles__   64   45  43
54 and 55 miles-_   - 27   26  26   136 and 137 miles _  64   46  44
56 and 57 miles —     28   28  28   138 and 139 miles_   65   4644
58 and 59 miles — i   29   28  28   140 and 141 miles-_  66   46  44
60 and 61 miles ---   30   28  28   142 and 143 miles.-  67   47  45
62 and 63 miles -     3 31  30  29  144 and 145 miles__  68   47  45
64 and 65 miles ---   32   30  29   146 and 147 miles__  68   48  46
66 and 67 miles. —    33   32  30 2 148 and 149 miles_   69   48  46
68 and 69 miles --- 34     32 I 30  150 and 151 miles-.   70  48  46




54
7  Chicago, Danville,  c ^ c  |co. s c  cs:c0 0and Vincennes_:  t-:.
Chicago, Danville,  or cc I  o.o.o.  c
4'1  and Vincennes_  ao )cat- c ococ
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a) ^S< Pittsburfgh.  Fort  oo ~to  oo  <
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C4 a       *   - _ie.- ----   I -=-c --— _
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55
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56
~ o Ohio and Missis-  o o  os
9 Q; ^ r^-  C sippi  ____ —---------  CCq codCt  r  C I- 
-         --— Archer —----------'c C^<U^- ic,a< <0             c  O o c
Ca ^1 P-      __________          _
C    a =  =Ohio and Missis-  O   O O  O  C S O.O U2  sippi __ —------- -t C c   c <c O 
00 00  X   m 3  G 0   O O O
*2-3          - -I-Archer ----------- -ooo  - -   C o
a) t3  -accC~oC) r -
S^ O   do I           oo  co    oo _  _
Archer -------—.
C)C)C)CCAlCI~i. — --------  i C) C) Cl  CO
$ i7  Illinois Central-   e ~ -s
F40)i 0 c              -rc le __  _  = o  Co
s _,   =  _. ~_  _==  =~ _) _ ooo o o~o 1oq o C) C
t~ x~.~:  Illinois Central ___  Clxc
o       ===_==4Archer —---------' _.._ =. = — -- =_c
W ^2 ~ ^  | CArche|r  O 0.    co o q e. o c >  Ot
M  g  _ Lake~ Sh ton and Quincy —  o o  c 
V Aicheoi     t         C c  C ) C=
o'            00000 -- oo
Archer___ -r. -... -...   CQ1 C. ~.c -   t Michigang South- c  s  o B i  c cC tC
a) 3  _' erna- -  _ ___-  _  __-.-___
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58
SCHEDULE D.
Comparison of the rates (in cents, per one hundred pounds), of freight
charged by the Central Pacific Railroad Company between San Francisco and the points named below, with thcsd charged on the Union
Pacific Railroad Company for like distances.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
I                          ______ _ _. ____________
cv  a ~ i - -.ct> > —_ _  _
FROM SAN FRANCISCO TO-  D. i- ^,
II   Cl     n     C l        Cl
Western Divisionz.
4 Oakland Wharf --            3    12     3           3     7
6 Oakland Point..           5    12     5     9     5     7
7 Oakland    -    -   -       6    12     5     9     5     7
9  Brooklyn.-...            7    12     5     9     5  1
12 Melrose -  -9                    13     7    11     7     9
14 Alameda  I-                      13     7    11     7     9
18 Alameda Wharf --------- _ —  12  15     7    13     7    1]
15  Mitchells ----------------  9   13     7    11     7     9
16  San Leandro —----- -----   12   15     7    13     7    11
18 San Lorenzo... —----------  12  15    7    13     7    11
27 Decota. —---------—. —   12    20     8    17     8    14
30  Niles --------—.. —-. —-.. —-----  12  20  8  17  8    14
33  Washington --------- ----- - 15  22   10    19     9    16
37  Warm  Springs ----- ---- -  15  24    10    21  i  9    18
41 Milpitas _- - ---    --    15    27    12    23    10    19
48 San Jose --- -----         1.5   28    1.3   25    11    20
37 Sunol _______ —-            1.5  24   10    21.    9    18
42 Pleasanton.__. —   -i_ 15       27    12    23    10    19
48  Livermore. —--------  ---------  15  28  13  25  11    20
56 Altamont _. —------ —. —-- I  15  33  1.3   28    11    23
64 Midway -----—...: —-— _. —  15  35   13    30    11    25
70  Ellis ---------------------------  16  38  1 14  33  12  28
72  Tracy  -------------------—.   16  40  14  35    12    30
75 Banta -   _.-..-        16    40    14    35    12    30
79 San Joaquin River —_.. —---  16  43   14    38    12    33
82 Lathrop - -------------    16    45    14    40    12    35
92  Stockton -..-. —-----—.  16  50    14    45    12    40
98  Castle --------------------—.  17  55  15  50 i  13    45
104 Lodi........ 17   57    15    52    13 1  47
107 Acampo  -   ---------      17    60    15    55    13    50
113  Gait __- -----------------------  18  62  16  57  14    52
120  McConnells ------ ------  18    65    16    60    14    55
124  Elk Grove ----------- ---—.  18  68  16    62    14    56
130 Florin. —-------- ----   18    70    16    63    14   56
134 Brighton _; — -------------  18  73    16    66    14    59
140  Sacramento -------------------— I  18  78  16  71  14   64
Visalia Division.
88 Murrano _. —---            20    47    18~   42    16-  37
92  Stanislaus -- ----- ---   231   50    21-   45    1.9   40
95 Salida —-  ------          25    50    22    45    20    40
102 Modesto.- ----------—...  28  57 1  24    52    22   47
107 Ceres —--   --        -    29    60    26    55    24    50
110 Keyes.. —----------------  31  60    28 i  55    25    50




59
STATEMENT D.-Continued.
FIRST CLASS.   SECOND CLASS.  THIRD CLASS.
FROM_ SAN FRANCISCO TO-      _        d' _            d_
115  Turlock ----— _-____-___ —__-      34      62     30      57     28      52
125  Cressey_ -_-_  — __ — __ — __ j    39      68     35      62     32      56
128 Arena --     ____-__ —_ —___        41      70     37i     63     34      56
132  Atwater ----------—. —----—. —   43     73      39      66     36      59
139  Merced ------—._ —-— __ —-- __ —| 47      77     42      70     39      63
149  Plainsburg. _____' _______________ 53    80      47      73     44      65
156  Minturn ---------—. —------------  57     83     51      75     46      67
165  Berenda -------- _61                       84 1   55      76      51     68
175  Borden —----     __ _ —. —_.       67      87     60      80     56      73
184  Sycamore -____ -__. __.-______-.   72     92      65      83     60      74
194  Fresno -_ — ----— _.. _ __.._..__-   77    95     70      85     65      75
204  Fowler._.._.___._.. _._. ____    83      99     75      89      69     79
214  K ings River..._T___Trk3 88         103     80      93      73     83
221  Cross Creek _..- _____..         92     107     82      96      75     85
228  Goshen _ —------— _-__-____._-_ —  96     110     86      98      79     86
239  Tulare -----------                100     114     90     100      83     86
249  Tipton...__-.___.____.-__..  104   116     94     102     87      88
261  Alila -----— 108                          119    397      105     91     91
269  Delano --------   — __-           111     120    100     106      94     92
281 iPosa --------—. —- ______ -      115     128    103      111     97 1   94
289  Lerdo __..... ____        _      117     131    105     113      99     95
302 I Sumner _ —...-6..           7 8_.   120  137  107  119   101    101
317  Pampa. —---------— ______ --— _  123     144    109     1.26    103    108
324  Caliente -       — _         -    125     146     110     128    104    110
Oregon Division.
169 i Lincoln ----— ____-.. —____-.                                   6 28  85  26  78  24  71
173  Ewing _ —--- ______                29      87     27      80      25     73
176  Sheridan -._ —— __-___._ -___ --   30      90     28      82      26     73
180  Wheatland -__   _____...____       30      90     28      82      26     73
186  Reed's -----— __ —----- _-__ —    30      93     28      84     26      75
190 Yuba_ ------ _____.____________     30     93      28      84     26      75
192  Marysville ____________            30      95     28      85     26      75
199  Lomo -------— __ —_.            34     97 i    30      87     28      77
203 Live Oak --------— __ —__     -     36      99     32      89      30     79
210 Gridley__ —-— __ ___ ---            38     101     32      91      30     81
213 | Biggs _-5 ____1.......     _      38     103         34   93     32     83
223  Nelson _-._-_ —____ —-___-____-    42     107     36      96      34     85
229  Durham -.___-___-__. __.___-__i.. 44  110  38      98      36     86
231  Roble -—._ —._____ - ____ ___-    44     112      38     99      36     86
236  Chico - — _ __ —---— ____          45     114     38     100      36     86
240  Shas —-------------         -      48     115     40     101      38     87
243 Nord. —-__ —--— __-_-_-_ —___-. —!  50    115     41     101      38     87
245  Anita --— ____-,_ —_____ ____ —-.  51     115     42     101      39     87
247  Cana ---— _ —_-       -_____          52  116     43   1102       40   188
250  Soto. —---— __ ---- _- _ -- -     55     116     44     102      41     88
254  Vina ----------------- -          58      117     46     103     43      89
262  Sesma --------    --------------   65     119     49     105      46     91
263  Tehama -------------------------   65     119     49     105.     46     91
265  Tylers -    _ ------— _ —-- -      65     119     50     105      46     91
270  Rawson _ ——.-     — _                    90 —-- -i   67  120  52  106  48  92
275  Red Bluff__.             9       2- 8 —-- -  70  123  54  108  50  93
285  Hooker _._-_.._ -— _ --- -    80     128     56 1    11      52     94
290  Buckeye  _ —-_ —-_  -----------    82     131     57     113      53     95
292 tCottonwood ------------  ----      82     133     57     115      53     97
299  Anderson   — 86                           135     59     117      55     99
305  Clear Creek ---------—. —----- I  88     137     60     119     56     101
310  Redding __ —-  -___ —-_            90     139     61      121     57    103




60
STATEMENT D.-Continued.
FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
C                                                                _ I____ _
FROM SAN FRANCISCO TO-  C  5            i'
_     _ _ _  _..
Mkain Line.
143 American River -_____    _     20     78    18     71     16    64
148 Arcade  ------------— 22              80    20     73     18     65
155 Antelope -— ___._ —__      _   24    82     22     74     20     66
158 Roseville Junction-_ -- -- -   26     83    24     75     22     67
162 Rocklin ___ — ___ —--      _   30    84     28     76     26     68
165 Pino --— ______ —- ----- - _ _  31   84     29     76     27     68
168 Penryn_ -   _. —-____     _    33     85    30     78     28     71
171 Newcastle __ —— _ —_      _    35     87    32     80     29     73
176 Auburn._ —-_ —_-___ —-_ —_ —-_  39   90    36     82     31     73
183 Clipper Gap — ______ —_        44     92    41     83     34    74
186 Applegate's __ —----— __47            93    44     84     36     75
189 New England Mills_-___     _   48     93    45     84     37     75
194  Colfax. —-— __ —_ —-___. —-._-..- _ __  53  95  50  85  40     75




61
SCHEDULE E.
Comparison of rates (in cents, per one hundred pounds), charged upon
freight by the Central Pacific Railroad between San Francisco and points
on the Western, Oregon, and Visalia Divisions, with those charged by
the Michigan Southern and Northern Indiana Railroad Company for
like distances.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO —                   02?        0
~~~~~. I                   ^     1       i.r 
Western Division.
4 Oakland Wharf __ —--         3    12     3     9     3     7
6 Oakland Point   -----------  5    12     5     9     5     7
7  Oakland ----—. —------ -------- - 6  12  5   9     5     7
9  Brooklyn ----—. —--  ------—. —---- 7  12  5  9   5     7
12 Melrose.. - -. 9  14   7    10     7     8
14 Alameda ---   — _ —-         9    14     7    10     7     8
18 Alameda Wharf _ ------  ---- 12   15     7    11     7     9
21 Haywards. —-  -—.         12    16     8    13     8    10
15 Mitchells - ---              9    14     7    10     7     8
16 San Leandro -.              12    15     7    11     7     9
18 1 San Lorenzo. ------------  12  15    7    11     7     9
21  Marion ------------— 12          16     8    13     8    10
27 Decota -..-. —------------  12   18     8    14     8    11
30 Niles.. —----------—..   12  18  8   14     8    11
33 Washington — 15                   20    10    16     9    10
37  Warm  Springs ----------— 15     22    10    18     9    14
41  Milpitas- _ —---- - __ _   15    24    12    20    10    15
48 San Jose6 -. —-------------  15  26    13    21    11    16
37  Sunol _ —-.  ----------— 15      22    10    18     9    14
42 Pleasanton -.  _       i15      24    12    20    10    15
48 Livermore ----— 15                26    13    21    11    16
56 Altamont -----------------  15    30    13    24    11    19
64  Midway.. —--------—. —-. —--- -  15  30  13  24  1   1 9 
70 Ellis __ —-'....._. __ 16  32   14    25    12    20
72  Tracy... _- -_-_- -.'  16    34    14    27    12    21.
75 Banta....     __... -:16   34    14    27    12    21
79 San Joaquin River -----------------  16  34  14  27  12   21_
82 Lathrop --------     -      16    36    14    28    12    23
92 Stockton ---—... —----------  16  38   14    30    12    24
98  Castle.. —----------—. —  17  40   15    31    13    25
104 Lodi..-....        4 — 17  42  15  33    13    26
107 Acamlpo-7......... 17   42    15    33    13    26
113 Gait -   -----     -        18    44    16    35 i  14    28
120 McConnells _.... —- -... —_ —--  18  44  16  35    14    28
124 Elk Grove _ —-------— _ —--  18   46    16    36 1  14    30
130  Florin.                4 - -.......  18  46  16  36  14  30
134 Brighton.-.15.. 18              48i   16    38    14    31
140 Sacramento - -—..  ------- 18    48    16    38    14    31
143 American River --------------  20  48   18    38    16    31
148 Arcade ----—. - - -------------  22  50  20  40    18    30
155 Antelope. - ---------- --  24     50    22    40 1  20    32
158 Roseville Junction_- ----------  26  50  24   40    22    32




62
SCHEDULE E.-Continued.
S~tjO~~~~ ~FIRST CLASS.         SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO-                   2 
rd   Z      d    Z          Z
N.
Oregon Division.
169  Lincoln. _ —--—. —-— _-  28  52    26    41   24    33
173 Ewing -----    -     -    29    52    27   41    25    33
176 Sheridan ---     ----     30    54   28    43    26    34
180 Wheatland -  ----         30    54   28    43    26    34
186  Reeds ----- -  ----- -   30    54    28    43   26    34
190  Yuba ----- -    ------   30.   54    28    43   26    34
192 Marysville -- - _ --      30    56   28     44   26    35
199 Lomo      _ -----         34    56   30    44    28    35
208 Live Oak ----- --- -      36    56   32    44    30    35
210 Gridley -    ----— 38           56   32    44    30    35
213  Biggs _ —--- -- _- -38         58    34    45   32    36
223 Nelson -   ----— 42             58   36     45   34    36
229  Durham  -------— 44            58    38    45   36    36
231 Roble -----— 44                 60   38    48    36    38
236 Chico -------   -45             60   38     48   36    38
240 Shaws ---- --— 48               60   40     48   38    38
243 Nord _  -------       -   50    72   41     57   38    45
245 Anita ----  ---— 51             72   42     57   39    45,
247 Cana -  -   ----— 52            72   43     57   40    45
250 Soto   -----— 55                72   44     57   41    45254 Vina _ —-- --   -      -  58    75   46     57   43    47
262 Sesma      -65                  78   49     62   46    49
263 Tehama. —-----  -65            78   49     62   46    49
265 Tylers        ------------ 65   78   50    62    46    49
270 Rawson --                 67    78   52    62    48    49
275  Red Bluff ----- ---— 70        82    54    66   50    52
285  Hooker__  --— _          80    86    56    69   52    54
290 Buckeye ---  ------       82    86   57    69    53    54
292 Cottonwood ------- __     82    90    57   72    53    57
299  Anderson.._.. __       86    90    59    72   55    57
305  Clear Creek ----- --- -  88    92    60    73   56    58
310  Redding  ------— 90            92    61    73   57    58
Visalia Division.
88  Murrano — _ — -------. —-- 20  38   18 1  30    16   24
92  Stanislaus  ------------------- 23  38  21  30   19   24
95  Salida  --------—.. — ---------  25  38  22  30  20  24
102 Modesto ----  ------      28    42    24   33    22    26
107  Ceres ------- ------ -   29    42    26    33   24    26
110 Keyes --------     -      31    42    28   33    25    26
115 Turlock _ —-— _-_ —- -    34    44    30   35    28    28
125 Cressey ---- ---— 39            46    35    36   32    30
128 Arena ------— _ —---- -   41    46    37    36   34    30
132 Atwater___ --- ----   -   43    48    39    38   36    31
139  Merced -- - —.    _ - -  47   48    42    38.  39   31
149 Plainsburg-  _53                50    47   40    44    32
156 Minturn ----- ---    -    57    50   51    40    46    32
165 Berenda -— _ --           61    52   55    41    51    33
175 Borden ----               67    52   60    41    56    33
184 Sycamore__ — - ------     71    54   65    43    60    34
194 Fresno ----—._     _        7  56    70   44    65    35
204 Fowler_-  ---   -----     83    56    75   44    69    35
214 Kingsburg --------------------   88  58  80  45  73    36
221 Cross Creek -----  -      92    58   882    45   75    36
228 Goshen _-_ — _ ----- _-   96    58   86    45    79    36




63
SCHEDULE E.-Continued.
5tiO.~~ ~~FIRST CLASS.              SECOND CLASS. THIRD CLASS.
aCls                                               CD
FROM SAN FRANCISCO TO —                 ~      O
H.                   H. I,- 
239 Tulare _____- _     --        100    60     90    48     83     38
249 Tipton    __-__-     -----— i 104    72     94    57     87    45
261 Alila --  ---------— 108             78     97    62     91    49
269 Delano ---   ------— 111             78    100    62     94    49
281 Posa -------------------      115    86    103    69     97     55
289  Lerdo —--------------------------  117  86  105  69     99     54
308 Sumner   ------------         120    92    107    73    101     58
317 Pampa ------------------      123    94    109    75    103     59
324 Caliente                      125    98    110    78    104     62
Sacramento Division.
140  Sacramento ------------------—.  18  48   1.6   38     14     31
143 American River ----- ---  -   20     48     18    38     16     31
148 Arcade —------    --          22     50     20    40     18     32
155 Antelope --   -   ------      24     50     22    40     20    32
158 Roseville Junction -----—.   26     50     24    40     22    32
162 Rocklin -----   -   -30              52     28    41     26     33
165  Pino _- - --------- -- ------------  31  52  29  41     27     33
168 Penryn    -----           -    33    52     30    41     28     33
171 Auburn    -   --        ---    39    52     36    41     31     33
183 Clipper Gap ---- ---      -   44     54     41    43     34    34
189 New England Mills ------      48     54     45    43     37    34
194 Colfax    -   --   -----      53     56     50    44     40    35




64
SCHEDULE F.
Comparison of rates (in cents, per one hundred pounds), on freight charged
by the Central Pacific Railroad Company from San Francisco to points
named below, with those charged by the Pennsylvania Railroad Company for like distances.
FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
FROM SAN FRANCISCO TO —     5 
I  I             H
Western Division.
4  Oakland Wharf -—. —-__ — _.._ —-  3  6  3  i  6  3   5
6  Oakland Point __-_ —-- ------—.._ —   5  6     5     5
7 Oakland-... —6.................6  6  5  6  5  5
9  Brooklyn —--------------------  7  6  5   6     5     5
12 Melrose. —-------— _ —------  9  6   7     6     7    5
14 Alameda.... — -. —... 9     7    7     7     7    6
18  Alameda Wharf —--—. —---—. —--  12  8  7  8   7  1 7
15 Mitchells —-----— ____-___ —--  9  7  7    7     7    6
16  San Leandro-. —-----------------  12  7  7  7   7    6
18  San Lorenzo —-------— _ ---- ----  12  8  7  8  7 
21  Marion —--—. —-. —--. —- ----------  12 8  8  i  8 8  7
27  Decota —---- --— _-______ —--- -__-  12-   12  8  1  10 |  8  9
30 Niles-' -____.- - -      12    12    8    10     8    9
33  Washington......       15   15    10   13     9 9.
37  Warm Springs -_ -__._ ____ —  15  15  i  10  13  9  i  11
41  Milpitas —--— __ —------------ ---  15 15  112  13 1  10  11
48 San Jose ____ —__o... —-- ____. —--  1  19  13  17  11 i  14
37  Sunol ______ —__-__-____ — -- -___'  15  15  1  10  13  1  9  i  11
42 Pleasanton _____- - -____i 15  17   12 1 15     10   12
48  Livermore _-.. —---------------—.  15  19  13  17  11  14
56 Altainont __-____.-._... ____- __ —  15  21  1 3  19  11  16
64 Midway _. —-- — __-.______ —---. 15 25  153  22  11  19
70  Ellis -------— o -— __ —--------  16  26  i  14  23  12  1  19
72  Tracy ______.____       16    26    14   23    1  1  19
75  Banta ---—. —-----— _ —_. ------  16  28  14  26  1  12  1  22
79  San Joaquin River_ —-_. —-— __ — -  16  34  14  29  12  25
82 Lathrop-_                16    34   14    29    12   25
92 Stockton —..._._._ —-.._._._ 16  35  14  31  1 2     26
98  Castle -— _ —-___-_ —  _ _. —-. - _ —-  17.  38  i 15  33  13  28
104 Lodi -. -____._.____     17   40    15 1  35   13    30
107 Acampo -____-__.._____ ____  17  45  15   40   13    33
113 Gait _-___-_.......-.__1 185  45  16    40   14    33
120 McConnells......_.-. ——.  18 i 48. 16  42  14  35
124  Elk Grove —.. —------------------   18  48  16  42  14  35
130  Florin- --------------  18    50   16    44    14   37
134  Brighton  — _-_ — 7-_-._ — __-  185  52  1.6  47  14  39
140 Sacramento ——.-.-... — - s. 18  54  16  47  14   40
Oregon Division.
169 Lincoln —--- _____  __.._ —.. 28  67  26  56  24    46
173  Ewing -------------—. —-. -------—.   29  67  27  56.  25  46
176  Sheridan __.................- -__  30  67  28  56  26  46
180  Wheatland --------—. —.. —___ —__.  30  71  28  56  26  46
186  Reeds — ___ —-__- __.- - ____- - ____-'  30  71.  28  56  26  1  46
190 Yuba —       -    — __......_..___. __  30  71  28  56  26 1  46
192 Marvsville — __-   -   -..__...._ 30  71.  28  56  26  46
199  Lomo --- ------ — __ —.. —------— __.  34  71  30  56  28  46
208 Live Oak —- -— _.__... —-_._  36  71  32  56   30    46
210 Gridley...................- 38  71  32  56  30  46
213  Biggs  --------- -. —— _. —------  38  71  34  56  32  46
223  Nelson-.__. _........_..__....  42  71.  36  56  34  46




65
SCHEDULE F.-Continued.
FIRST CLASS. SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO- 
~i          I          It 
229 Durham_. ------------ 44  71  38  56 36 46
231 Roble   --------------    44    71    38    56   36    46
236  Chico ---------------------------- 45  71  38  56 36  46
240 Shaws   ----------------  48    71    40    56   38    46
243 Nord   --------------     50    71    41    56   38    46
245  Anita  ---------------------- 51 71  42    56   39    46
247 Cana    ---------------   52    71    43    56   40    46
250 Soto    ---------------   55    71   44     56   41    46
254 Vina ----- ---------      58    71    46    56   43    46
262 Sesma --------------      65    71    49    56   46    46
263 Tehama -----— 65                71   49     56      46
265 Tylers — -----------      65    71   50    56       46
270  Rawson                   67    71    52    56   48    46
275 Red Bluff  -------------  70    71   54     56   50    46
285  Hooper ----                    71    56         52    46
290 Buckeye  -------------    82    71    57    56   53    46
292 Cottonwood  ------------  82    71    57    56   53    46
299  Anderson  -   -86              71    59    56   55    46
305  Clear Creek -- - ----  ----- 88  71  60    56   56    46
310 Redding —  ----       --  90    71   61    56    57    46
Visa lia D8ivision. 
92  Stanislaus  ---- -23           35  21  -   31    191   26
95  Salida  -------------------- 25  38  22    33    20   28
102 Modesto   -------------   28    39   24    34    22    29
107 Ceres  ---— 29                  45    26   40    246   33.10  Keyes 3 —---  --  -1 4               5 28  5     5    433
115 Turlock  ---— 34                45    30   40    28    33
125 Cressey   -- --— 39             48    35   42    32    35
128 Arena       -     -       41    49    37   43    34    36
132 Atwater -----— __         43    52   39    47    36    39
139 Merced —---               47    5 52  42   47    39    39
149 Plainsburg ---- -------   53    57   47    50    44    42
156 Minturn --- --— 57             59     51   52    46    44
165 Berenda _ —---            61    62    55   54    51    45
175 Borden   -------------    67    67   60    56    56    46
184 Sycamore --  --— 72             71   65    56    60    46
194 Fresno --- -- — 77              71   70    56    65    46
204 Fowler ---   --— 83             71   75    56    69    46
214  Kings River ------------ -   88  71  80    56   73    46
221  Cross Creek ---- -- ------------- 2..   71  82  56  75  46
228 Goshen  ------ -------    96    71.  86     56   79    46
239 Tulare -----------       100    71   90    56    83    46
249 Tipton --  --— 104              71   94     56   87    46
261 Alila --   -— 108               71   97     56   91    46
269 Delano _ —---— 111              71   100    56   94    46
281 Posa  ------— 115               71   103   56    97    46
289 Lerdo      ------ -117          71   105    56   99    46
302 Sumner ----- — 1 20             71   107    56   101   46
317 Pampa --   -----         123    71   109   56    103   46
324  Caliente  --- -- — 125         71   111   56    104   46
Main Line.
143 American River - ---- -   20    54    18   47    16    40
148  Arcade -------—. ------------  22  57  20  50  18    42
9




66
SCHEDULE F.-Continued.
ti5~~                                   8ec~FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
FROM SAN FRANCISCO TO-                              g      C 
p ep               I           -
IO                    o       O     o
155  Antelope —------------------     24      59     22      52     20     44
158 Roseville Junction —------    -   26      62     24      54     22     45
162  Rocklin —--    --------      -    30     62     28      54     26      45
165  Pino —-  ---------               31      62     29      54     27     45
168  Penryn ------------------------  33      67     30      56     28      46
171 Newcastle —----------------------  35     67     32      56     29     46
176 Auburn —----------------------    39      67     36      56     31      46
183  Clipper Gap —---- ----           44      71     41      56     34      46
189  New England Mills —---------     48      71     45      56     37      46
194 Colfax        ---------       -    53     71     50      56     40      46




67
SCHEDULE G.
Comparison of rates (in cents, per one hundred pounds), charged upon
freight between San Francisco and the Western, Oregon, and Visalia
Divisions, by the Central Pacific Railroad Company, with those charged
by the Erie Railway, for like or approximate distances.
5~t2rO~ t~~ ~FIRST CLASS. SECOND CLASS. THIRD CLASS.
H   CDtdC
FROM SAN FRANCISCO TO-' l  d          -'. 
*'': 
CD 
Western Division.
4   4 Oakland Wharf_ —-— 3       13    3    11    3     8
6   6  Oakland Point —---— 5     14    5    11    5     9
7   7  Oakland --— __ —-------  _ 6  14  5  11    5     9
9   9 Brooklyn ---------    7    14    5    12    5     9
12  12 Melrose _-_ —--       9    15    7    12    7     9
14  14 Alameda —-— 9              16    7    12    7     9
18  18 Alameda Wharf  ___   12   16     7    13    7    10
21  21 Haywards _ —--— _    12   17     8    14    8    10
15  15  Mitchells -— 9            16    7    13    7    10
16  16 San Leandro  --      12   16     7    13    7    10
18  18 San Lorenzo -------  12   16     7    13    7    10
21  21  Marion --------— 12       17    8    14    8    10
27  27 Decota _- __ —       12   18     8    15    8    11
30  30 Niles   __ —--— 12        19     8    15    8    11
33  33  Washington ------— 15     20   10    16    9    12
37  37  Warm  Springs —---- _   15  21  10   16    9    12
41  41  Milpitas  --— 15          22   12    17   10    13
48  48  San Josd ____ __    15    23   13    18   11    14
7   37  Sufiol              15    21   10    16    9    12
42  42  Pleasanton ___ -15        22   12    17   10    13
448    Livermore ___- ___   15   23    13   18    11   14
56  56 Altamiont ____-__15       25    13   20    11   15
64  64 Midway ---— 15            27    13   21    11   16
70  70 Ellis_ ------        16   28    14   22    12   16
72  72 Tracy --— 16              29    14   22    12   16
75  75 Banta _ —-    -      16   29    14   23    12   17
79  79  San Joaquin River _____ _ 16  30  14  23  12    17
82  82 Lathrop --— 16            31    14   24    12   18
92  92  Stockton --- _ —16        33   14    26   12    19
98  98  Castle  _ —— 17           34   15    27   13    20
104 104 Lodi _ —— 17              36    15   28    13   20
107  107  Acampo _ —----- _   17  36    15   28    13   21
113  113  Galt  -----— 18         38    16   29    14   21
120 120 McConnells --— 18         39    16   30    14   22
124 124 Elk Grove -— _      18    40    16   31    14   23
130 130 Florin -----—.8          42    16   32    14   23
134 134 Brighton ----       18    43   16    33    14   24
140 140 Sacramento --   -    18   44   16    34    14   25
143 143 American River -20        45    18   34    16   25
148  148  Arcade ------------— 22  46   20   35    18   26
155 155 Antelope ----       24    47   22    36    20   26
158 158 Roseville Junction ---- 26  48  24   37    22   27




68
SCHEDULE G.-Continued.
FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
gO   0    FRO-M SAN FRANCISCO TO- -'                                    " 
Oregon Division.
169   169 Lincoln -28                        50     26     39     24     28
173   173 Ewing         ---          29      51     27     39     25     29
176  176 Sheridan ---    -   ------  30      52     28     40     26     29
180  180 Wheatland --------------    30      53     28     41     26     29
186  186 Reeds ------     ------     30      54     28     42     26     30
190  190 Yuba ----         ------    30      55     28     42     26     31
192  192 Marysville ------------     30      56     28     43     26     31
199   199 Lono    -----------         34     57     30     44     28     32
208  208 Live Oak —-------           36      59     32     45     30     33
210  210 Gridley -------— 38                 60     32     46     30     33
213  213 Biggs -     -_ — -----      38      60     34     46     32     33
223  223 Nelson -------— 42                  63     36     48     34     34
229  229 Durham ----------------     44      64     38     49     36     35
231   231 Roble --------------       44      64     38     49     36     35
236  236 Chico ---------             45      65     38     50     36     36
240   240 Shaws ----------------     48      66     40     51     38     36
243   243 Nord  -    -----            50     67     41     51     38     37
245   245  Anita —.. —-----------  51  68     42     51     39     37
247  247  Cana ------   ------       52      68     43     52     40     37
250  250 Soto ----------------        55     69     44     52     41     38
254  254 Vina —------------------     58     70     46     53     43     38
262   262 Sesma -  ----     -----     65     71     49     54     46     39
263  263 Tehamia ----------           65     72     49     54     46     39
265  265  Tylers ---------------      65     72     50     55     46     40
270   270 Rawson -----------------    67     73     52     56     48     40
275   275 Red Bluff ---------         70     74     54     56     50     41
285  285 Hooker -----------------     80     77     56     58     52     42
290   290 Buckeye -----    --    -    82     78     57     59     53      43
292  292 Cottonwood ---------         82i    78     57     59     53     43
299  299 Anderson ------------------  86     79     59     61     55     44
305  305 Clear Creek —-------         88i    81     60     62     56     44
310  310 Redding __    -  -    -     90      82     61     62     57     45
Visalia Division.
88   88 Murrano ------------------   20 1   32     1.8~   25     16~     18
92   92 Stanislaus ------------      231    33     2      26     19.     19
95   95 Salida ------------          25     34     22     26     20      19
102  1_02 Modesto -------------      28      35     24     27     22     20
107   107 Ceres -----  ------        29      36     26     28     24     21
110   10 Keves _     -------- --     31      37     28     29     25     21
115  115 Turlock ----------          34      38     30     29     28     22
125  125  Cressey  -----— 39                 41     35     31     32     23
128   128 Arena_ —---   ---          41      41     37     32     34     23
132   132 Atwater ---------          43      42     391    32     36      24
139   139 Merced —------------------  47     44     42     34     39      24
149  149  Plainsburg ---------        53     46     47     35     44      26
156   156 Minturn -    _ —---------   57     47     51     36     46      26
165   165 Berenda —---------          61     50     55     38     51      28
175  175 Borden     ---------         67     52     60     40     56      29
184  184 Sycamore. —---------—.. —--  71   54     65     41     60      30
194  194 Fresno --------------------- 7      56     70     43     65      31
204  204 Fowler —----------           83     58     75     45     69      32
214  214  Kingsburg --------------- -- I  88  61    80     46     73      33
221   221  Cross Creek --------------— i  92  62    82     47     75      34
228  228 Goshen ----------            96     64     86     49     79      35




69
SCHEDULE G.-Continued.
t   2 t I                        FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
m   m
II  I                                -            -
O     O  FROM SAN FRANCISCO TO-                            I (D'
23   I239  T lr  --- - - -- - -         6  
239  239 Tulare       ----------  100     66    90     50     83    36
249  249 Tipton.. —-------------- 104    69    94     52     87     38
261  261  Alila ----------- -108          71    97     54     91     39
269  269 Delano ---— 111                  73    100    55     94    40
281  281 Posa —----------------   115     75    103    57     97    41
289  289 Lerdo _____ —    - __    117     77    105    59     99    42
302  302 Sumner   --— 120                 80    107    61    101    44
317  317 Pampa                    123     84    109    64    103    46
324  324 Caliente_ ---— 125               85    110    65    104    47
Sacramento Division.
140  140 Sacramento —--------------- 18  44     16     34     14     25
143  143 American River —--        20    45     18     34     16     25
148  148 Arcade ---  ------  -     22    46     20     35     18    26
155  155 Antelope —--------------- 24     47    22     36     20     26
158  158 Roseville Junction --------- 26  48    24     37     22     27
162  162 Rocklin ---   — 30              49     28     37     26     27
165  165 Pino -  -----— _   -      31    50     29     38     27     28
168  168 Penryn    ----— 33              50     30     38     28     28
171  171 Newcastle ---- -35              51     32     39     29     28
176  176 Auburn ----— _-  -        39    52     36     40     31    29
183  183 Clipper Gap --— 44               54    41     41     34    30
189  189 New England Mills -- -    48     55    45     42     37    30
194  194 Colfax -----  ----------- 53    56     50     43     40     31




70
SCHEDULE H.
Comparison of rates (in cents, per one hundred pounds), charged on freight
from San Francisco to points named below, by the Central Pacific Railroad Company, with those charged by the Pittsburgh, Fort Wayne, and
Chicago Railroad Company, for like distances.
S~tjO~~~~ ~FIRST CLASS.        SECOND CLASS. THIRD CLASS.
(I                          9.    (1          0
FROM SAN FRANCISCO TO- -   r                 C
N                    N
Western Division.
4 Oakland Wharf- ---         3    6     3     6    3    6
6  Oakland Point —-- --- -   5    6     5     6    5    6
7  Oakland —----                6 6     5     6    5    6
9  Brooklyn —----------------------- 7  7  5  6    5    6
12 Melrose -__-   --          9    7     7    6     7    6~
14 Alameda  -------          9     7     7    6     7    6k
18 Alameda Wharf_ -----      12    7     7    7     7    6
21 Haywards ___ —_ —___ —---  12   7     8    7     8    7
15 Mitchells - ------— _ —-  9     7     7    6     7    6
16 San Leandro ----------    12    7     7    6     7    6
18 San Lorenzo — _. —-_ —    12    71    7    7     7    6k
21 Marion —--- ---          12     7     81        7 8   7
27  Decota ----------— _ —---- -  12  7  8    7     8    7
30 Niles ------------------  12    7     8    7     8    7
33 Washington -----          15    9    10    8     9    7
37 Warm Springs  _ --        15    9    10    84    9    8
41 Milpitas --    -      -   15   11    12   10    10    9
48 San Josde  - — _      -   15   13    13   12    11 
37 Sunol --    -----         15    9    10    8     9    8
42 Pleasanton - ---          15   11    12   10    10    9
48 Livermore ---         -   15   13    13   12    11   11
56 Altamont --   ---     -   15   15    13   13    11   12
64  Midway ------ -----  -   15   16    13    15   11   13
70  Ellis ----------------------- --  16  18  14  16  12  15
72 Tracy _    ---------------  16  19   14   18    12   16
75  Banta_ ----------    -   16   19    14    18   12   16
79 San Joaquin River_ —---   16   20    14   19    12   16
82 Lathrop ---  ---      -   16   21    14   19    12   17
92 Stockton -------- ----    16   24    14   22    12   18
98  Castle —---- -- -----    17   25    15    23   13   19
104 Lodi ------ -- -----     17    26   15    25    13   20
107 Acampo ---- ---    -     17    27   15    25    13   20
113  Gait __ —--— _ —-- ---- __- -  18  29  16  26  14   20
120 McConnells _ —-- - ----  18    30   1.6   26    14   21
124 Elk Grove    — _         18    31   16    27    14   21
130 Florin ---  ---      -   18    33   16    27   1.4   21.
134 Brighton ------      -   18    34   16    28    14   21
140 Sacramento               18    35   16    28    14   22
143 American River__ —--  -  20    36   18    29    16   22
148 Arcade ---- ---    -     22    37   20    29    18   22
155  Antelope            --  24    38    22   30    20   23
158  Roseville Junction   i -- -- 26  39  24  31  i  22  23
Oregon Division. 
169 Lincoln --------      i 28     42   26    34    24   24
173 Ewing                    29    44   27    34    25   24




71
SCHEDULE H.-Contin:Ued.
FIOST CLASS.      SECOND CLASS.    THIRD CLASS.
Cl                Cl                CL
FROM SAN FRANCISCO TO- 
HI?         ~            o I.H
It! 
176   Sheridan -------                          30       45       28       35       26       25
180 Wheatland         -        --               30       45       28       35       26       25
186 Reeds         -         -30                          47       28       37       26       26
190   Yuba —---------                           30       47       28       37       26       26
192 Marysville        -       -30                        48       28       38       26       26
199 Lomo          -         -34                          49       30       39       28       27
203 Live Oak         -       -                  36       51       32       41       30       28
210   Gridley — 38                                       51       32       41       30       28
213 Biggs         -        --                   38       51       34       41       32        28
223   Nelson —-------------------------         42       52       36       42       34        29
229 Durham __-               -                  44       52       38       42       36        30
231 Roble          -        -44                          52       38       42       36       30
236 Chico         -        -45                           53       38       43       36.31
240 Shaws...- 48                      53       40       43       38       31
243 Nord          -        --                   50       53       41       43       38       31
245 Anita         -         -51                          53       42       43       39       31
247 Cana               -     -52                         54       43       44       40        31
250 Soto-...-.                        -        55       54       44       44       41        31
254 Vina          -        -58                           54       46       44       43        32
262 Sesma          -        -65                          55       49       45       46        32
263 Tehama          -        -65                         55       49       45       46        32
265 Tylers         -        -65                          55       50       45       46        32
270 Rawson          -        -                  67       56       52       46       48       33
275   Red Bluff —---------------------          70       56       54       46       50       33
285 Hooker         -        -80                          57       56       47       52       34
290   Buckeye                                   82       58       57       48       53       34
292   Cottonwood-      ---------------------    82       58       57       48       53       34
299   Anderson ------------------------         86       59       59       49       55        34
305 Clear Creek        -       -                88       59       60       49       56        35
310   Redding -------------------------         90       60       61       50       57        35
Visalia Division.
88   Murrano —-----------------------         20        23       18  1    20       16-.     17
92   Stanislaus ------------------------      231       24       21~      22       191      18
95 Salida -                                   25        24       22       22       20       18
102   Modesto --------------------------        28       26       24       25       22       20
107   Ceres_-                                   29       27       26       25       24       20
110   Keyes —--------------------------        31        27       28       25       25       20
115   Turlock —------------------------        34        29       30       26       28       20
125 Cressey -                                   39       31       35       26       32       21
128   Arena ---------------------------         41       33       37       27       34       21
132   Atwater --------------------------        43       34       39       28       36       21
139 lMerced -                                   47       35       42       28       39        22
149   Plainsburg_ —----------------------       53       37       47       29       44       22
156   Milturn_ —------------------------        57       39       51       31       46       23
165 Berenda -                                   61       40       55       33       51       23
175   Borden —-------------------------         67       44       60       34       56       24
184   Sycamore_ —-----------------------        72       46       65       36       60       25
194   Fresno —-------------------------         77       48       70       38       65       26
204 Fowler -                                    83       50       75       40       69        27
214   Kings River --------------— \ —----       88       51       80       41       73       28
221   Cross Creek ------------------------      92       52       82       42       75       29
228   Goshen --------------------------         96       52       86       42       79       30
239   Tulare —-------------------------        100       53       90       43       83       31
249   Tipton —-------------------------        104       54       94       44       87       31
261   Alila ----------------------------       108       55       97       45       91       32.269  Delano —-----------------------— I       111       56      100       46       94        33




72
SCHEDULE H.-Continued.
5~tr~~~~~~ FIRST CLASS.                 SECOND CLASS.  THIRD CLASS.
CI                                  C.            Cl.       Cl 
FRO.M SAN FRANCISCO TO-       -
H281                         H
2      a-     2.             2.    a
l,.       Cl     L      l      2n
281  Posa   -    -------------      115      57    103     47     97     34
289  Lerdo —---------------          117     58    105     48     99     34
302 Sumner _ —--        -------      120     59    107     49    101     35
317 Pampa _ —-----    -—.   -----  123      60    109     50    103     35
324 Caliente —-----                  125     61    111     51    104     36
Sacramento Division.
143 American River       ----------  20      36     18     29     16     22
148 Arcade —----------               22      37     20     29     18     22
155 Antelope_-_ —-------             24      38     22     30     20     23
158 Roseville Junction —-------      26      39     24     31     22     23
162 Rocklin ------         ------    30      40     28     33     26     23
165 Pino —---------------------------  31    40     29     33     27     23
168 Penryn —---   --        ------   33      42     30     34     28     24
171 Newcastle —------------     --   35      44     32     34     29     24
176 Auburn -_ —--------------------  39      45     36     35     31     25
183  Clipper Gap —---------------------  44  46     41     36     34     25
189 New England Mills —-----         48      47     45     37     37     26
194 Colfax53                                 48     50     38     40     26




73
SCHEDULE I.
Comparison of rates on freight (in cents, per one hundred pounds),
charged by the Central Pacific Railroad Company from San Francisco to points named below, with those charged by the Illinois
Central Railroad Company for like distances.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO-  S   H     5'P    -   H
N.         N.'  N
Western Division.
4 Oakland Wharf —-                     3     12     3    10
6 Oakland Point-             5    15    5    12    5    12
7 Oakland-                   6    17    5    14    5    12
9  Brooklyn-                 7    19    5    16    5    14,12 Melrose-                  9    21    7    18    7    16
14 Alameda-                  9    23     7    20    7    18
18 Alameda Wharf —-------    12   25     7    22    7    20
21 Haywards-                 12   27     8    24    8    21
15  Mitchells                9    23     7    20    7    18
16 San Leandro              12    23     7    20    7    18
18 San Lorenzo __ —--- -     1     5          2     7    20
21 Marion -------           12    27     8    24    8    21
27 Decota --------------------  12  33       27     8    24
30 Niles -     ----------------  12  35  8    28    8    25
33 Washington ----    -      15   36    10    2          26
37 Warm Springs -15               28    10   31     9    27
41  Milpitas —----           15   39    12    32    10   28
48 San Jos ------       -    15   43    13    36   11    23
37  Sunol                    15   38    10    31    9    21
42 Pleasanton -------------  15   39    12    32   10    22
48 Livermore-  ---  -        15   43    13    36   11    23
56  Altamont_  - -           15   44    13    36   11    23
64 Midway-                   5    46    13   37    11    24
70 Ellis ----  --------     16    47    14   38    12    31
72 Tracy -_  --------- _ -----  16  47  14   38    12    31
75 Banta-  ------------------  16  48  14   39    12    32
79 San Joaquin River —  -    16   48    14   39    12    32
82 Lathrop —-----        -   16   48    14   39    12    32
92 Stockton _ —--------      14               39   12    32
98  Castle -------           17   50    15    40   13    33
104  Lodi17                        5 175     41    13    34
107 Acampo —  ---- -         17    52    5    42    13   34
113  Galt  -------------— 18       53    16   43    14    35
120 McConnells- ---- -  -      186            45    14    36
124 Elk Grove _ ----         18    55    16   45    14    37
130  Florin  -------         18    56    16   46    14    37
134 Brighton —----  -        18    56    16   46    14    37
140 Sacramento               18    57   16    47    14    38
Sacramento Division.
143  American River —----------------- 20  57  18  48  1  38
148 Arcade —-    ---     -   22    58   20    48    18    38
155 Antelope ---- — 24             59   22    49    20   39
158 Roseville Junction - -- -  26  59   24    45    22   39
162  Rocklin                 30    60    28    50   26    40
10




74
SCHEDULE I.-Continued.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
8Qrj                        o     r.
FROM SAN FRANCISCO TO- -                9         9 
32.   p  -
1.65  Pino  ---------------------------- 31  60  29  50  27  40
168 Penryn -------------— 33       60   30    50    28   40
171  Newcastle  _ ---------------  35  61 32  51    29    41
176 Auburn  ---------------  39    61   36    51    31   41
183 Clipper Gap ---— 44             2    41   52    34 1 42
1.86 Applegate -------- ----- 48   62   45    52    37    42
189 New England Mills —--------- 48  62  45   52    37   42
194 Colfax-__ —---       -   53    63   50    53    40   43
Oregon Division.
169  Lincoln ----------------— 28  60    26   50    24    41
173 Ewing _ —-----      ---  29    61   27    51    25   41
176 Sheridan --— 30                61   28    51    26   41
180 Wheatland  ---— 30             62   28    52    26   42
186 Reeds-_ -— 30                  62   28    52    26   42
190 Yuba --— _               30    63    28   52    26   43
192 Marysville ----- -       30    63    28   53    26   43
199 Lomo _-__ —-— 34               63   30    54    28    44
208 Live Oak-_                36   65    32   55    30   44
210  Gridley  -- -38               65    32    55   30    45
213 Biggs -------------- - -  38   65   34    55    32   45
223 Nelson ------— 42              66    36   56    34   46
229 Durham _                 44    66    38   56    36   46
231 Roble --------— 44             66   38    57    36   47
236 Chico _ —----— 45              67    38   57    36    47
240 Shaws   -----— 48              67   40    57    38   47
243 Nord -------  ----  -    50    67   41    57    38    47
245 Anita ----— 51                 68   42    58    39    48
247 Cana - ----              52    68   43    58    40    48
250 Soto _ - ----            55    68   44    58    41   48
254 Vina ------   ---------- 58    68   46    58    43    48
262 Sesma -  __ _ —-— 65           69   449    59   46   49
263 Tehama  ----— 65               69   49    59    46   49
265 Tylers --------------- -  65   69   50    59    46   49
270 Rawson.. -— 6 67     69   52    60    48   50
275  Red Bluff  ------ _ — 70      70    54    60   50    50
285 Hooker -    --— 80             71   55    61    52   51
290 Buckeye. —-----------    82   71    57   61    53    51
292  Cottonwood -----------------------  82  72  57  61  53  51
299 Anderson ------   -       86   72    59   63    55    52
305 Clear Creek_ --     -    88    73    60   63    56   52
310 Redding _ —--            90    74   61    64    57   53
Visalia Division.
88 Murrano --- --— 20~             49   18-   39  1W     32
92 Stanislaus ----- --------  231  49   211   39   191   32
95 Saleda --------— 25            49    22   39    20    33
102  Modesto ---- ------- -  28    51    24   41    22    34
107 Ceres__  ---             29    52   26    42    24   34
110 Keyes -   ---— 31              53    28   43    25   35
115 Turlock -----------      34    54   30    44    28   35
125 Cressey --— 39                 56   35    46    32   36
128 Arena — 41                     56   37    46    34   36
132 Atwater         _ ---- --  43  56   39    46    36    37
139 Merced-_                 47 157     42    47    39   37
149 Plainsburg - --— 53            58    47   48    44   38




75
SCHEDULE I.-Continued.
5~tjO~~~~.FIRST CLASS.                   SECOND CLASS.  THIRD CLASS.
FROM SAN FRANCISCO TO-           X                                  r 
C) 2    d      C)      d      C)
156  Minturn-                           57     59      51      49     46      39
165  Berenda                            61     60      55      50     51      40
175  Borden-                            67     61      60      51     56      41
184  Sycamore_                          72     62      65      52     60      42
194  Fresno _-                          77     63      70      53     65      43
204  Fowler                             83      64     75      54     69      44
214  Kingsburg -88                             65      80      55     73      45
221  Cross Creek     _                  92      66     82      56     75      46
228  Goshen -96                                 66     86      56     79      46
239  Tulare                            100      67     90      57     83      47
249  Tipton -----------— 104                   68      94      58     87      48
261  Alila                             108     69      97      59     91      49
269  Delano --— 111                             70    100      60     94      49
281  Posa                              115     70     103      61     97      50
289  Lerdo -                           117     71.    105      61     99      51
302  Sumner ------------   ----- --    120      73    1]07     63    101      52
317  Pampa -....... 123                        74     109      64    103      53
324  Caliente -125                             75     110      65    104      53




76
SCHEDULE K.
Comparison of rates (in cents, per one hundred pounds), charged on
freight by the Central Pacific Railroad Company from San Francisco
to points on the Western, Oregon, and Visalia Divisions, with those
charged by the Ohio and Mississippi Railroad Company for like or
approximate distances.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
r                     Q^C  C 2         O     Q    O
FROM SAN FRANCISCO TO-;    ~ 
I                                                 I I  I
Western Division.
4 Oakland Wharf —--------------  3  14   3    11     3   9
6 Oakland Point_ —---— 5          16     5   12      5  10
7  Oakland --------- -       6    16     5   12      5  10
9  Brooklyn  --- ------------ 7   17     5   13      5  11
12 Melrose ------             9    18         14     7   12
14 Alameda_ ------            9    19     7   15     7   13
18  Alameda Wharf  ---- - -  12   19.7    7   15.7   7   14
21 Haywards  -----------     12   19.9    8   15.9   8   14
15 Mitchells  ----            9   19      7   15     7   13
16 San Leandro —    -------  12   19      7   15     7   134
18 San Lorenzo — --          12   19.7    7   15.7   7   14
21  Marion —-------------    12   19.9    8   15.9   8   14.127 Decota -----          -   12   21      8   17     8   154
30 Niles ------- --------    12   221     8   18     8   16
33 Washington ---                 24     10   20     9   17
37 Warm Springs ----------- -  15  24    10   21     9   17
41 Milpitas   ----      -    15   27     12   24    10   19
48 San Jos  --------     -   15    30    13   28    11   22
37 Sunol ------  -           15   24     10   21     9   1742 Pleasanton --             15    27    12   24    10   19
48 Livermore --              15   29     13   27    11 i 21
56 Altamont —-------------   15   32     13   29.2  11   23.2
64 Midway    ---- -     ----  15  354    13   30-   11   24.
70 Ellis -----               16   364    14   31    12   254
72 Tracy --------------      16   37     14   311    12  26
75 Banta  ----— 16                374    14   31.8  12   264
79  San Joaquin River —----------   16  38.4  14  32.4  12  27.2
82 Lathrop  -------— 16           39     14   32.6  12   27.6
92 Stockton  -----— 16            41     14   33.6  12   28.6
98  Castle —--------------------------  17  42.2  15  34.4  13  29.4
104 Lodi —------------        17   43    15    35.2  13  30.2
107  Acampo ---------— 17          44     15   35 1  13   304
113 Gat..  -    --------------  18  45.3  16  36.3  14  31.3
120 McConnells ----— 18            48    16    384   14  334124 Elk Grove -----    -      18   491    16   394   14  344
130 Florin —  -----------------  18  51  16    41    14  35.3
134 Brighton_    --------------  18  521  16   421   14  36
140 Sacramento  ------— 18         534   16    434   14  364
143 American River_ —-        20   541    18   44-   16  36.8
148 Arcade -------       ---  22   55    20    45    18  37
155  Antelope —- ----         24   554    22   451   20   37.3
158  Roseville Junction ---- -  26  55.8  24   45.8  22   371




77
SCHEDULE K.-Continued.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO-  -                          F
Oregon Division.
169  Lincoln —-----------    28   57     26   47    24  38.3
173  Ewing                   29   57.2   27   47.2  25  38~
176 Sheridan  -   --  --     30   58    28    48    26  39
180 Wheatland —-— 30              58    28    48    26  39
186  Reeds ---------------— 30    59     28   49    26  39.6
190 Yuba -  -------------    30   59    28    49    26  39.6
192 Marysville         _    -------  30  59.3  28  49.3  26  38.8
199 Lomo                     34    61    30   50~   28  40~
208 Live Oak -- ----------    36   63   32    51~   30  41~
210  Gridley                 38    63    32   51-   30  41~
213  Biggs -- --------- ---  38   63.6   34   51.8  32  41.7
223 Nelson ------------      42   66     36   53    34  43
229  Durham --------------— 44    67     38   532   36  43~
231  Roble ------------— 44       67.1   38   53.6  36  43.6
236 Chico  ------  -45            69     38   54~   36  44240 Saws --------            48    69    40   541   38  44~
243 Nord ---------— 50             70   41    55    38  45
245 Anita        -------------- 51  70  42    55    39  45
247 Cana    -----------      52   70    43    55    40  45
250 Soto          -------     55   70    44   551   41  45~
254 Vina  ---------— 58           71    46    56    43  46
262  Sesma    -----— 65           72     49   57    46  47
263 Tehama   ----— 65             72    49    57    46  47
265  Tylers -65                    72    50   57    46  47
270 Rawson -_ —---           67   72.4  52    57.4  48  47.4
275 Red Bluff -               70   72.8  54   57.8  50  47.8
285 Hooker -80                     73.2  56   58.2  52  48.2
290  Buckeye -----— 82             73~   57   58-   53  48~
292  Cottonwood ----------— 82     73.6  5    58.6  53  48.6
299 Anderson  ----— 86             74    59   59    55  49
305  Clear Creek  _ --------— 88  74.3   60   59.3  56  49.3
310 1 Redding __- ----— 90        741    61   593   57  493
]Visalia Division.
88 Murrano -  -— 20~             40~ -18l-   33.3  16~ 28.3
92  Stanislaus - -------- -  23   41    21-  36.6  19~  28.6
95 Salida  _ -------— 25          41~   22   34    20  29
102 Modesto --------------   28   43    24    35    22  30
]07  Ceres ------ ------- -  29   44     26   35~   24  30~
110 Keyes -   --— 31              44~   28    35.8  25  30.8
115 Turlock_ -  ----         34   46    30    37    28  32
125 Cressey - ---— 39             49-   35    391   32  34~
128 Arena ---   — 41              51     37   41    34  35.3
130 Atwater -------— 43            51   39    41.   36  35.3
139 Merced........ —... 47  53.4  42   43.4  39  36.4
149 Plainsburg  ------        53   55   47    45    44  37
156 Minturn -- -- — 57             56   51    46    46  37.6
165 Berenda ------------------- 61  56   55   46    51  38
175 Borden --- -— 67              57~    60   47.   56  38.6
184  Sycamore —----- ----    72   581    65   48-   60  39.3
194  Fresno  ---- -----  -   77   60     70   50    65  40
204 Fowler ------            83   62     75   51    69  41
214  Kings River ----- --- -  88  64  1  80   52    73  42
221 Cross Creek ----- -- -   92   66    82    53    75  43
228 Goshen --------------------- 96  67  86   53~   79  43~




78
SCHEDULE K.-Continued.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
p                                                           pp
FROM SAN FRANCISCO TO — 
~d       ~   d
239 Tulare  -   ----------------  100    69     90    541     83   44~
249 Tipton   --------             104    70.4   94    55.4    87   45.4
261 Alila     -------             108    72     97    57      91   47
279 Delano -------     -111              72.86  100   57.86   94  47.86
281  Posa --  ___- ___-____       115    73.2   103   58.2    97   48.2
289 Lerdo -. —-- ___ —- __     _  117    732    105   58      99   48~
302 Sumner —--   __- ____      _  120    74.2  107    59.2   101   49.2
317 Pampa — _ ____      ___-      123    75    109    60     103   50
324 Caliente -— __            -   125    77    110    63     104   52
Sacramento Division.
140 Sacramento ---— ____           18    53     16    431     14   36~
143 American River -___ —-  -      20    54     18    44      16   36.8
148 Arcade                         22    55     20    45      18   37
155 Antelope —-----------          24    55     22    45     20    37.3
158 Roseville Junction —-------    26    55.8   24    45.8    22   37
162 Rocklin --------- -            30    56.4   28    46.4    26   37.8
165 Pino -    ------               31    562    29    46      27   38
168 Penryn   __-  --— _     __     33    57     30    47      28   38.3
171 Newcastle —--------            35    57.2   32    47.2    29   381
176 Auburn --    ---        -      39    58     36    48      31   39
183 Clipper Gap-  ---         -    44    58     41    48.     34   39.3
189 New England Mills —----        46    59     45    49      37   39.6
194 Colfax     -----               53    60     50    50     40    40




79
SCHEDULE L.
Comparison of rates on freight (in cents, per one hundred pounds), charged
by the Central Pacific Railroad Company from San Francisco to points
named below, with those charged by the Michigan Central Railroad
Company for like distances.
FIRST CLASS. SECOND CLASS. THIRD CLASS.
N                        __            _      __
FROM SAN FRANCISCO TO-  H. 
p     C2         Cp d 
o  d    o           ra 
i  I,.,
Western Division.
4 Oakland Wharf — -         3    12    3     9    3     7
6 Oakland Point ----        5    12    5     9    5     7
7 Oakland  -----            6    12    5     9    5     7
9  Brooklyn _________ _     7    12    5     9    5     7
12  elrose9 1Mer                             9     7     7
14 Alameda --   ---          9    14    7    11    7    9
18 Alameda Wharf --     -   12   16     7    12    7    10
21 Haywards __ _   _ —   _  12   17     8    14    8    11
15  Mitchells -__ _ __-_ _   9    16    7    12    7    10
16  San Leandro —------------------  12  16  7  12  7   10
18  San Lorenzo —— ____ ___-________-  1 6  7  12  7    10
21 Marion_-    ---. 12  17     8    14    8    11
27 Decota -  ---            12   19     8    15    8    12
30 Niles ----- ------ ------  12  22    8    16    8    13
33 Washington   --    --    15   22    10   16     9    13
37 Warm Springs  --     -   15   24    10   18     9    14
41 Milpitas-   --           15   26    12   21    10    17
48 San JosS -----— ___  -   15   28    13   23    11    19
37 Sunol ---    -   -       15   24    10    1     9    14
42 Pleasanton —-  ---       15   26    12   21    10    17
48 Livermore —--     -      15   28    13   23    11    19
56 Altamont-   --       -   15   30    13   24    11   19
64  Midway --- -  ---— 15         32   13    26   11    21
70 Ellis ------- -------    16   32    14   26    12    21
72  Tracy ----- ------  _   16    33   14    27   12    22
75  Banta ----—. ---— 16         33   14    27   12    22
79  San Joaquin River_ —--   16   34   14    28   12    22
82  Lathrop _- ___- __-_ ___ 16   35   14    28   12    23
92 Stockton ________-___ _   16  39    14   31    12   25
98  Castle ---------- ------  17  39   15    31   13    25
104  Lodi —-----             17   40    15   32    13   26
107  Acampo ------- ------ -  17  40    15   32    13   26
113. Galt —--------  -— _ —------ ---  18  40  16  32  14  26
120  M  eConnells  _ —------ ------  18  42  16  33  14  27
124  Elk Grove —----------------  18  43  16  34   14   28
130 Florin —     -i 18            44    16   35    14   29
134  Brighton ----- -------------   18  45  16  36  14  29
140 Sacramento —---  --— _  -  18 46    16   37    14   30
Oregon Division.
169  Lincoln —- -------  -   28   52    26   41    24    33
173 Ewing _ —---             29   52    27   41    25   33
176  Sheridan  _ —--------- ---  30  53  28  41    26    33
180 Wheatland --------- _ —  30   53    28   41    26   33
186 Reeds --------- -----    30   53    28   41    26   33
190 Yuba ---     ----    -   30   54   28    43    26   34
192 Marysville -- ---        30   54   28    43    26   34
199 Lomo      --------- -    34   54   30    43    28   34
208 Live Oak. —------   -   36   55    32   44    30   35
210 Gridley ---- -----       38   56    32   44    30   36




80
SCHEDULE L.-Continued.
D]r.-~~~ G~~FIRST CLASS.           SECOND CLASS. THIRD CLASS.
FROM SAN FRANCISCO TO-                z O   Y
hj',.~   td        I  *
___      _________      ____         ____I __    __.         _ 2
213 Biggs ---------------        38    56    34     44    32    36
223 Nelson --— _   -----------   42    56    36    44     34    36
229 Durham   _ _ _-   -----      44    56    38     44    36    36
231 Roble ---   ----      ----   44    57    38    45     36    37
236  Chico _ —- ___ - --— __     45    57    38     45    36    37
240  Shavws -----------------    48    57    40     45    38    37
243 Nord ____ —   __________     50    58    41     46    38    38
245 Anita —..-. ---         51    58    42    46     39    38
247 Cana —_ —- -----------       52    58i   43    46     40    38
250 Sota -----------------------  55   58    44    46     41    38
254  Vina ------------— 58             59    46     47    43    39
262 Sesma —_     _   — __-__     65    60    49     48    46    40
263 Tehama _.  _ _ —-_ —- — _    65    60    49     48    46    40
265 Tylers -— _-___ -_ _ __65          60    50     48    46    40
270  Rawson ___ _ ______   ---   67    60    52     48    48    40
275 Red Bluff___ ___-__- _ —     70    60    54     48    50    40
285 Hooker -------------- -— _.   80  60    56     48    52    40
290 Buckeye -— _ —_  --— __ -    82    60    57     48    53    40
292 Cottonwood _-     -----      82    60    57     48    53    40
299 Anderson         ----        86    60    59     48    55    40
305 Clear Creek -    ----        88    60    60    48     56    40
310 Redding      _90                   60    61     48    57    40
Visalia Division.
88 Murrano _-______-__ _ —--    20-   37    18-    29    1.61  24
92 Stanislaus ____-___-_  -     23-   39    21L    31    19-   25
95  Salida __________ _ —25           39     22    31    20     25
102 Modesto -___ —-— ___-        28    40    24     32    22    26
107 Ceres_  _ -    -. -__ —_     29    40    26     32    24    26
110  Keyes ______________31            40    28     32    25    26
115  Turlock ______ _ ____________ 34  42    30     33    28    27
125  Cressey______..___ _..______ _ 39 i  44  35    35.32    29
128 Arena ___________-.______    41    44    37    35     34    29
132  Atwater _________________ _  43   45    39     36    36    29
139  Merced        _ ----- --- — _ -   47  46  42   37    39    30
149 Plainsburg ---- — 5 3              48    47    3S     44    31
156 Minturn — _ — -____ —-— _ _  57    50    51     39    46    32
165  Berenda ----— _ — - ------  61    52    55     41    51    33
175  Borden ________ _-          67    53    60     41    56    33
184 Sycamore __ —-  ---— 72            53    65     41    60    33
194  Fresno  ______ --— 77             54    70     43    65    34
204 Fowler ___ —   --— _._ _    83    55i   75     44    69    35
214  Kings River ____- — __ _    88    56 1  80     44    73    36
221  Cross Creek __-___ —--- -_______ _  92  56  82  44   75    36
228 Goshen -________________ ______ 96  57   86     45    79    37
239 Tulare _ —-- ___ — -— _._100      57    90     45    83    37
249 Tipton -------— _-          104    58    94     46    87    38
261 Alila — ___.- -___ ______   108    60    97     48    91    40
269 Delano ----—._ —-— _ _111         60   100     48    94    40
281 Posa -— _____-____      _   115    60   103     48    97    40
289 Lerdo ------— _-__._ —___... —..   117  60  105  48   99    40
302  Sumner _____________       120    60    107    48   101    40
317 Pampa ]__-_  --------— 123         60   109     48   103    40
324  Caliente ---- -------— 125        72    111    57   104    47
Sacramnento Division.
143 American River -— 20               47    18    37     16    30
148 Arcade - ---------— 22             48    20     38    18    31




81
SCHEDULE L.-Continued.
FIRST CLASS.  SECOND CLASS. THIRD CLASS.
I..
FROM SAN FRANCISCO TO-      r                    S,   C      t
155 Antelope-   ------------        24     50     22     39    20     32
156 Roseville Junction ------—... -------  26  50  24   39    22     32
162 Rocklin ------  ------      -   30     51     28     40    26     32
165 Pino —----------------------    31     52     29     41    27     33
168 Penryn ------  ------       -   33     52     30     41    28     33
171 Newcastle _ —-  ------      -   35     52     32     41    29     33
176 Auburn _ —     -----        -   39     53     36     41     31    33
183 Clipper Gap —----     ----      44     53     41     41    34     33
189 New England Mills —-----    -   48     53     45     41     37    33
194 Colfax —-  -    ---------   -   53     54     50     43    40     34
11




82
SCHEDULE M.
Comparison of rates (in cents, per one hundred pounds), charged on freight
by the Central Pacific Railroad Company, from San Francisco to points
on the Western, Oregon, and Visalia Divisions, with those charged by
the Chicago, Burlington and Quincy Railroad for like or approximate
distances.
So-2U               iy~ ~FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
i                               Q      Q;    Q      Q   I Q      Q
FROM SAN FRANCISCO TO-  i     I  t     )      tdI!;!'           [   I C d  i      i' 
Western Division.
4 Oakland Wharf —----------------  3  13.8    3    11.3     3     9.5
6 Oakland Point ---------— 5         1.5.5    5    12.4     5    10.4
7 Oakland__                      6   16       5    12.8     5    10.7
9 Brooklyn --------      -       7   16.9     5    13.6     5    11.4
12 ~    =  Melrose. —----------. —---  9  18.3  7  14.8    7  1  12.5
14     j Alameda ---------------  9   19.2     7    15.6    7     13.2
18 ~   j Alameda Wharf ____ _    12   21.1     7    17.2    7     14.7
21 ~PTi Haywards -___ --------   12   22.4     8    18.3    8     15.7
15  Mitchells —-----------       9    19.7     7    16      7     13.6
16 San Leandro ---------    -    12   20.2     7    16.4    7     14
18  San Lorenzo —-----------------  12  21.1   7    17.2    7     14.7
21  Marion -_ —- -- ____         12   22.4     8    1.8.3   8     15.7
27  Decota —--------    -        12   24.6     8    20.1    8     17.3
30  Niles ----------------—. —.   12  25.7    8    21       8    18.1
33'      Washington -_ —..-     15   26.4    10   21.6     9     18.7
37 o   j Warm Sprins —------    15    27.3    10   22.4     9     19.4
41      Milpitas --------— __-   15   28.6    12   23.6    10     20.5
48  F:4 San Jose_.-__  _~_ _     15   32.4    13    27.4   11     24
37  Sunol —------------------------  15  27.3  1  10  22.4  9     19.4
42 Pleasanton ____ —-_______- - _  15  29.1   12   24.1    10     21
48  Livermore -__-__-_-______- __- _-  15  32.4  13  27.4   1]    24
56  Altamont ---------—. —-     15   36.8    13    31.8    11    28
64 Midway —-----------           15   40.3    13   34.8    11     30.4
70 Ellis -------------           16   42.2    14   36       12    31.2
72  Tracy__ -----------—. —-— _-___  16  42.8  14  36.4    12  1  31.4
75  Banta ---------------—... -  16  43.8    14    37      12  1 31.8
79 San Joaquin River ------ -    16   45.1    14   37.8    12     32.4
82  Lathrop -------------        16   45.8    14    38.4    12    32.7
92  Stockton ------------------------  16  48.92  14  40.63  12   34.24
98  Castle ------------— 17           522.52  15    42.52   13    35.30
104 Lodi  --------------         17    54.45   15   44.45   13     36.54
107  Acampo  ------------------------  17  55.85  15  45.85  13    37.45
113  Gait ---------------------------  18  58.85  16  48.85  14    39.55
120 McConnells -.__- __     _     18 i 62      16   52      14     42
124 Elk Grove__ --------  -       18   62.72   16   52.72   14     42.72
130 Florin. —---— _ -__ —---    18    63.80   16   53.80   14     43.80
134 Brighton.-.-         18    64.48   16   54.48   14     44.48
140 Sacramento.-..        18.. 18  65.50  16! 55.50  14    45.50
143 American River ----------- -  20   66.04   18 1..... 16
148 Arcade --------------------------  22  66.94  20  ----—.  18
155 Antelope __ —__ --------—.   24   68.20   22  ---      20
158 Roseville Junction ------— 26      68.74   24 1.. —-    22




83
SCHEDULE M.-Continued.
FIRST CLASS.  SECOND CLASS.  THIRD CLASS.
169  Lincol n  -— 0            2             6   6063    24    50.63
FROM SAN FRANCISCO TO-         w.^     td.^     tr 
173 Ewing ------- -    --   -   29   71.25   27   61.25  25    51.25
176 Sheridan -   ----           30   71.70  28    61.70  26    51.70
180 Wheatland   -   -   -       30   72.30  28    62.30  26    52.30
186 Reeds     -   -    — 30          73.02  28    63.02  26    53.02
190 Yuba      -   -    -30           73.50  28    63.50  26    53.50
192 Marysville  -   -   -       30   73.54  28    63.54  26    53.54
199 Lomo                        34   73.68  30    63.68  28    53.68
208  Live Oak  -------------------- - ---  36  73.86  32  63.86  30  53.86
210 Gridley    -   -   -        38   73.90  32    63.90  30    53.90
213  Biggs ----------------- - ---------  38  73.96  34  63.96  32  53.96
223 Nelson ----------------- ---  42  74.16  36   64.16  34    54.16
229 Durham     -   -   -        44   74.28  38    64.28  36    54.28
231 Roble     -   -    -44           74.32  38    64.32  36    54.32
236 Chico ----------------- ----  45  74.42  38   64.42  36    54.42
240 Shaws ----------- -. —-------  48  74.50  40  64.50  38    54.50
243 Nord-     --------          50   74.56  41    64.56  38    54.56
169Lincoln   --------------     51   704.60  26   60.60  39    54.60
247 Cana —--   ----------       52   7464   43    641.2564  40  54.6425
250 Sotoheridan ——.. —--------------- 55.7040  44  640  41  54.70
254 Villa  ---     --------     58   74.7  8 46   64.78  43    54.78
262  Sesma ----------------------- 65  74.94  49  6   4.94  46  54.94
263 Tehama ----------------     65   74.96  49   64.96   46    543.596
265 Tylersville —----- ---      65   735    50    65     46    55
270 Rawsonmo ------------ ------ 3467  75.10  52 685.10  48    55.10
275 Red Bluff   -   -   -       70   75.20  54    65.20  5 0   55.20
285 Hooker -------------------- 80   75.40   56   65.40  52    55.40
290 Buckeye -. —----------  -I  82   753.950  57  65.50  53    55.50
292 Cottonwood ------------------— i 82  75.54  57  65.54  53  55.54
299 Anderson ------------       86   75.68  59    65.68  32    55.68
22305 Clear Creeklson —------------   8842  75.80  60  65.80  3456  554.1680
310 Redding  ---------------    90   75.90  61    65.9032  36  553290
Visalia Division.
88 Murrano   -     -20              47.1    18 —— 5 74.4   39.6  16  5433.6
92  Stanislaus -------------------------   48.92  21 40 64.5063  389  34.2450
95 Salida ------— 25 —----     50   50.90   22 41.60     20    34.75
245  Anita  _-______________ —____ —---— 51   74.60  1  42   64.60 2395534.10
102 Modesto  - ------------     2   8 53.80  24  43.80   22    36.13
107 Ceres —------— 29                55.85  26   45.85   24    37.45
110 Keyesma __.                 65   74.94  28 49 47.50  25    38.50
263 Teama ye --------------------- 65 74.96 I 49  64.96  46254.96
115 Turlock_-s34 -569.75                    30    4975   28    40.25
125 Cresseyon39                      62.9   3 75.10  352  65.10  32  42.90
128 Arenad Bluff —---------------— 41 63.44  37  53.44   34    43.44
132 Atwater -__ —_-43                    64.14  39  54.14  36  44.14
290  Buckeye  ----------— _______ ___..  82 |  75.50  57   65.50  539 55.50
139 Mercedottonwood47                65.33  42    5.5433  39    5.54
149 Plainsurg ------------      53   67.12  47    57.12  44    47.12
3056 Minturn Creek —----------------- 57  68.38  51  58.38  46  48.38
165 Berendading -— 6 —----       7   69.9   615 55  59.95  51  49.95
175 Borden                      67   71.55  60    61.55 53 6   51.55
184 Sycamorelida ----------    72   72.78   5    62.78  60    52.78
194 Fresno 7............ —----------- 8 77  73.58  70  63.58  65  53.58
204  Fowler —---------------— 83     73.78  75    63.78 69     53.78
214  Kings River -------------------- 88  73.98  37  53.98  734  53.44
221 MeCross Creekd --------------------- 92  74.12  82  6455.3312  7 5 54.1233
149Plainsburg -                92    74 —-- -53 67.12  47  5.12  44 4.12
221  1Cross Creek  --- -------— i____i92  i  74.12: 82  I  64.12   75   54.12




84
SCHEDULE M.-Continued.
Sr.t~~~ ~~FIRST CLASS.                            SECOND CLASS.      THIRD CLASS.
FROM SAN FRANCISCO TO-               d                          WW
~ i.,.   
228   Goshen             -------------         96     74.26      86      64.26      79       54.26
239   Tulare —------------------------        100     74.48      90      64.48      83       54.48
249   Tipton-                                 104     74.68      94      64.68      87       54.68
261   Alila —-------------------------        108     74.92      97      64.92      91       54.92
269   Delano —------------------------        118     75.08     100      65.08      94       55.08
281   Posa   --       --   -------------      115     75.32     103      65.32      97       55.32
289   Lerdo —--------------------             117     75.48     105      65.48      99       55.48
302   Sumner ------------------------         120     75.74     107      65.74     101       55.74
317   Pampa —------------      ---------      123     76.04     109      66.04     103       56.04
324   Caliente —-----------------------       125     76.18     110      66.18     104       56.18
Sacramento   Division.
143  American River —-----               -     20     66.04      18      56.04      16      46.04
148  Arcade —---------------------             22     66.94      30      56.94      18      46.96
155   Antelope —----------             -       24     68.20      22      58.20      20      48.20
158   Roseville Junction —-------------        26     68.74      24      58.74      22       48.74
162   Rocklin          --------------          30     69.44      28      59.44      26       49.44
165   Pino ----       -------— 31                     69.95      29      59.95      27       49.95
168   Penryn   ------            ---           33     70.46      30      60.46      28       50.46
171   Newcastle --— _        --          -     35     70.95      32      60.95      29       50.95
176   Auburn -     ---          ----           39     71.70      36      61.70      31       51.70
183   Clipper Gap —-------------------         44     72.66      41      62.66      34       52.66
189   New England Mills —------------          48     73.38      45      63.38      37       53.38
194   Colfax   ------       -------------      53     73.58      50      63.58      40       53.58




85, 4 c2 C Chicago, Danville,  "  ri  -1  ricO  cci
_^~3 *^ > and Vincennes
~..~. Chicago, Bur. and  - r ~   r.m.g  D ~  cn
t. ~ |    Quincy -—. —  A
0i-l                i-1  < r ( t-r-l  C  C  C  CSC m  Cm  m  Cqn -
^ Michigan Central_.r,~"C ^ Ohio and Miss.  c_ 
-Ci                ri>- ^ r.r< < ^   <  1  CSqCr3 Im
t53a ^' Illinois Central —___
Zo     Pitts., Ft. Wayne,. "! pF! r" r]H ~  "' cc
and Chicago —— __ 
U2  co  W CQIQQO Q CQLC qC  oCC
<  ~.>  NX. Y. and Erie -— ___'<s?  S          c i- CU  r- l  CO  CrI o  Ce C: oCr3 Hf'
" *<^ ^ * Penn. Central ----
~* ~  * - Lake Shore and  -;Q  r q  c.e o  o', 
~. ~  Mich. Southern         i 
r, 2s  COs.    H  co  ~  H =>  i  c,:>,-o:  H  o:>:ccC  cs 
gg  oD ^.Union Pacific -----
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86
Chicago, Danville,  "t   i'" -'~   M "t,  m  "It  Cq,- Cq m Co oC 0)
and Vincennes_
Chicago, Bur. and'*'' "~ "c "t I  m ~  " t m m m  Iq'  ^> Cq Cq'*'*','t c.  r, 
Quincy ------- 
Michigan Central_     P
m m Cr3 CIA c~q C". cl-= Cq Cq  C r I  C1,Om m mC  mC  I IOC1mC 
Ohio and Miss.-...
Illinois Central___ —- 
Pitts., Ft. Wayne,'* c"s   r  I m  m c'tsq,,, ~ 
and Chicago —--.
N. Y. and Erie___
Penn. Central —--
^  Lake Shore and  I:        ci    i   I<CS IO1e
Mich. Southern_
m --— i ----------  C —------------ C ----- C —  Cq C- C- C- C- C- C-  C/
^  Union Pacific -. —Archer Bill ----- 
F-i
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87
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88
Chicago, Danville,  q  r-  r- c- i  C r ri rm cI Cq C.  -  Cq r-4 
and Vincennes _   c 
Chicago, Bur. and  Cq -  1 r-. -l Cq CM   a. cc  mC.' -  CM CM CM C  -l Mq.CI  r(
Quincy.-.. 
Michigan Central-  I 
-r,-i C, ~x CM'q CM Cq  r r r-f  rc  e- r - I ~  q ~MC M CO~.,  C> r - (
Ohio and Miss. —-.. _  Cq  CM  c e N  CM  dq C-M 0  ^ r ( e<  MM MT-I
Illinois Central___:p
Pitts., Ft. Wayne  r_- r-' r-1   C 1M.m  r —Cq  C I  M C r O  rr
and Chicago —--
Ci  I I I I~,GC- eulc CO Ci p-  -C q  I I- Ci Cicis — 4 Cq  q Cq q -- -lt
N. Y. and Erie __
Penn. Central ----
Lake  Shore  and  r CC  C  -'  C1r-lP  C. -
E^  Mich. Southern-'' i 
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89
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90
Chicago, Danville,,,'-"  -'  C ~  ~ ~ < 
and Vincennes_-  c  C
Chicago, Bur. and  I-<  r,  r "t'cc'd t'i  IA i  c,   c   dt -I'i  r-n''x  C1'c
Quincy -------' t
r-(  r i i-l -I r-i Cr3 C^ Cd3 C4l (M  (?< i-1 -^ dt  d ^ SI dr dC^'-l?O<i C <?< 
Michigan Central-  _
Ohio and Miss. —-  c& 
m Cq m Cq m cr   C-1~ C A d i t  Ci-lC( m
Illinois Central —___Pitts., Ft. Wayne  r" c < — " It *.,  I  -,. n m Cm,jCrCI
and Chicago —--
N. Y. and Erie___ —- 
Penn. Central. —Lake Shore  and                  CT Cq  m r  M M  Ce
Mich. Southern_ -  A
*1 f  Cr3  m Ci. C1 z  CMi ri OQ  ^  OQ  Cilic  COC 0l C  C - l-'
Union Pacific-.. - 
~1 ~ ~ ~ ~ ~ r ii - cls~ (  I9]i! 1P i-Fj4p r-<Fp cQ t~T -i'Cf e^^^^C~
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91
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92
Chicago, Danville,           " " C                      Cl I  C 
and Vincennes_
Chicago, Bur. and  - r-r     0 Zr-~   C ~   q q         rq Cq  q (q
Quincy --------
Michigan Central_  P                 I
Ohio and Miss. —-'
-4 r —q -4 l —~ Cq  I  CCl Cq Clq - I  ICq Iq  C
Illinois Central__-_ 
Pitts., Ft. Wayne, Cl            c 
and Chicago —--.
T-il-!T-lT-r —q-i-r —q  Ir-   Cq  Cq  CIA C  C<  rli  ri-Ip-l i  Cl  r-i  Cq  vl C^O1iCl
N. Y. and Erie-. — 
Cqr-lr- l    i- I  Cq  i-l- Ir-q   i- I - lr- ir-iC I i- I  C't'It'
Penn. Central ---- 
Lake Shore and   "'-"' c c c  c'   r-~ Sr        q 
Mich. Southern 
Union Pacific —--- 
Archer Bill- ___ —-I~                       ~ II~!1  iI i
H
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93
~~~~~~:~~~~~~~~~~~~~~~  -  -ir- q 1.. a-l —  ir"III r-l (q  <   -   r-iq r-1q (q  r-i r-I i-q  q   qr i —q- r-I^-rl- rI^ Tl- rlM~~~~~~~~~~                         ~~~~~~~~~ co  coCqC
<M C  <j-  i-q     C, r-1 r-1 <M rl-i^ r-i-q  -i  r —l r-^-'-1 ^ ^'"'4
CO T-I  C q <<1   i- l  C'4  r-l -qC  -4-I   - i- C^ -i-q i-l-4  T-I T- C C r-1i r-< 
M   r-iC,;'I4  -q  r-l-IC  T — 1 ~  r-lq  r C,  -li- T ql -^q  1- li   M   M  cq  C-T"t e Cq   Q iI ^ ^r- Tl -'l -  r-l-i -  i -l-i i-li- st^)  cqTl - C'l~ l - ilM   i-< cqi  II-I-i -4   T-i^i —i  iiq - i- <i1-i  i-( i-ic i-4  — q  -1 -I- o-ocMer co co   cs
qq;q'f CTr4rA            rq    t''  
lC  l
i^~~~~~~~~~~~~~~~~~~~~~~~~~
i i t
C,,,
R~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
C)  0~ -ca-ta        a, M     Q n~CCC
a i a  a 1.  il  a   a  _ _ —*-"1
a                    a  C  C
C)!-  ) d
r-i   (a d  2 ^              (
ct~~~~~~~~~~~~~~~~~~~~~~1i4  -. 3 0d i  iI                 0 i  t0M 
[ ~   i  bpi.  ~~  ~A.~  i 
co  03's) 0  r2  (
~/'o            M o -ias   a               a  a   a^  a  a   a
I~~~~~~~~~~~~~~~~~~~~l I     ~.11^?: II    i| J ~i                  I
a   a^               a  a   a   a  a   aa 
a   aa ac^ s a s-.aaa: —~~~~~~~~~~~~~~~~~~~~~~C (3. O —i^  M M cd ECtt  i
a a   a  aa    a    a  a a  a a  a~  a  a
a  ai  a  a    a   a a  a a    a  a  a  a  a.
I I ~."'^ ^'sl~ I  ~ [~l           ^
fi~~~~~~~~~~~~~l!tl.             aa   aaa a          ag^ ^ ^ ^ ^^ s g ^ S  a^^ b^^ ^ ^' ^  ^b^  -1:^   *|-|?1^ I lll^  ||| 1^^ ^  S t^ ^l | ^~~~ a a -
C, C,,~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C C
[ b~ c           (1 CS't B   HSSHSHH  e  ^F  ^^^f e^^^F 
a a a    aaaaaaaaaaaaaaaaa  a
I-  I  5  I ~.  0  ";,M Old  M.  Ca~  cd I  I -  
p? a aa  a.l;,aP.(P.r  alaaa
aaaaaaaa  C  aaaaaaaaaaaaaaaaaaaaaaaaaaaa~~~~~~~~~~~~~~~~~
a~~~~~~~~~~~~~~ aI ~a aCC  aaa aa a a a a a a a a a
aaa~a~aI~~C~l aaaaaaa a  aaaa aaaaaaa aaa:a0
aa —.4 la.:: a  a a aa a a aa a a aa a a
ilaa a   t   a a a ~ I a aa a a ~ a  a   a'
a.. a a, a-~. a U' a a aw )~'3   aa"aaaa1,a:al:aa
a aa~o~C~  aaaaaa  aaa aaaaaaaaaA  aaaaaaa.
aaa —aa~ ~      aaaI,  0I  =ala a -aa'?IaI [.)aa a   a
a all a a: aC ~ a a " ~-''  1. 1 a aa a a a aa a a I 
a a  a a  a aaC~C   aa a a a a a a a...-  aa aa   a a'
aaaa    aCC     aaaaaaaaaaa, aaa
aa a  a a',-  a a a a a aa a a a   a a a  
C a a aa~ a aaW.C~C aaaaaaa aaaaaa aaaa  a aaaaa 
a aI  al.aa a~ a  a a aa a a a a a  a a a
I a'l''a-' a' a ~i~ a..... aa a aa a a aa a   aa a  
a  a a a ~ a a a C ~ o   a  a a  a~  ~  a a aa:a   al
a a a a~  a a a~~CC.~t   a a a a~  aaaaaaaaaaaaaa  aaa  ara-a( a 
a~~~~~~~~~~~~~~-,e a IC IQSCC  ~ aaa: a(~) l'~
a a aC~~~  aC~~~dCCC~~  a a a a~~~ a  o  aaaaaa'~, a  a  )_ ), l   a a.
C.  a a  a2 a                             ~ 
a'  a~ C ~C~-   a a  a.         aaa 
a a  ~   a C ~~ C'  a a',' a-a
a a ~~C  aCCC   b~a  a a  ~.a  C0  aaaaaa
a'  ~  Ca   a a~a              a a
a a a~ ~~.-o....)   C  aaa 
a a a~~~~~  a ~~~~~Co   ~ co<7.-. a  C aa a a
aa~oC     C ~. a~'I              aaaaa a= = 




94
Chicago, Danville,  6m0^ ^ - l  -,pq g.<,-Sl
and Vincennes_ - 
Quincy  --------
r- r  c"' F 1 Cq  Irr( ~ q 103r(  11 —q r — -1 C". Cq  JFq
Michigan Central-  w  f ft ft  A  f  OQ  pppp
r~i C C  l- Ti j - C'-  T-( r- r-i i-  i-!  ri r-l!<(  l- T< - r(
Ohio and Miss. ---                f c 
^- ri ri de  C  Cq <. -  C  i-i  I
Illinois Centraly-  p......
Pitts., Ft. Wayne,  ^^<^pq  CN  1  ^  rcCsipq  C p C"C^r-^
and Chicago ----  A 
N. Y. and Erie ---  pp P.          ft  f
Penn. Central_ —--    I t          f ft
Lake Shore and    Mi       ss.. r  cr'  r rc  r 
Mich. Southern-  R^              ft ft co ft
I ----------  I —--------------------------------
~rl                      c~~~~~~~~~~~~~~~~~~~~~~~~~~~~Z~~ -  C'-. 60
Union Pacific —-__ -- -           ft  f
1 ~ ~ ~ ~ ~ ~ F C^'^  C<1 <^C<1 ^  i —^'tl -ICO3T'T-l-  -CT t l~f 7 CQ T   ir  ri r-<  TI ICO
Archer Bill-s —   Cenra
W
I~~~~~~~~~~~~~~~~~~~~~~~I --
1!  i~ 
an                          Cha...
t~~~~~~~~~~~~~~~~~~~~~~~~~~~c
N.Y.^~~~ a n d III i e_ i  i     I I 
Penn~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~-  Cenrl..
C,~~~~~~~3i
ct'a.'1 0
H   I   I  I  I;;  I  1  I  I  I  I  I  I 4  I j  U3:d ct 0      X  c
Lake  Sho~~~~~~~~~~~~~~~Crend ~, Q.
__ __ _        i J   
o ~ ~ ~         m  0 3 |q) ^~^ 
0      c~  c co
C I;    I  4  IP
0  ).         c0
PT  pqP,   4 PrPP,   pP  LP-. plml  P;.,
o~I                
3      fc ~  ~ iil 14 c^1^^1!io 
i)   ri  *3 i   -i 
cci     ^0  007^ 1-'O iD -^  OrF1 I
-'2c3'^ ^ m-'" G ^'^ O C 1.^  ^.s O  ^o~ ~
Fc..^ j ji llll I 1^ 11.
^ile  il~t iatK frgi00 F- -^
~- -~~   ~~~~       ~~~~~~,, Fi,~ s-, =...
o? o3
*,,,jF r,aa^ ^, ^
ed ~ ~~            ~-~: cu  iyd  P" a  i;  i
I-;': Q)~ =~  S~~C'' ~ C~  k [~i.  __,.4~ qrdl
Fl "l c~ I RY~1 ->    q
F::... i;  F  d,., ~oU F__. ".  oR,_~,_,-~:,- 7 
i~ Fj  cs6-~  -,~  "  
O~~ ~ ~ ~~~~~ 4~ 4.,m ~ i
~'~'  ~.) ~  II.,  o ~  o "~ Q~,' 0o
hk rC C k r',', =" == X'-......' 
0 00 00.0 T ~,~,~'~k    km 5~MldB~c~~~~r ~ adF   )a




95
*l
a-;;;I         I  I ftIf
f  I       I  
I                   I  I  I  I
ItA C      i   C Kc 2  
_ _ _ _ _ _   I          011
12  I I  I  I;I  II  l  I lI
2  I  I  z             _
110i i-'i^i Il ~ l I llC~-I T-  I<  e1  I i. i IcDc ci-i  I I I I IIi 0fC3 ~CIcriC  ^  i- 1  - 
) I            I
I  110111101~1  ~ II~ III~ i~i~ ii 1 IiiI24
ri
110  1101111.0111  III   Il^l.~I~l   111  0 -S  I
100   I I j I           ^ 11111c 
0   1 1 4 1 1 1 1 4 1  I   I  I  10 I  I  I  10  I I   1 1 1 1 1 1 1
0         I   1   I I I.....'.   -....
- 1, c-...
2 FI         i i. 00
I  II  III  II0 10  II  II  I00Il(  0
1  1  0                   i
22.11            12020  12  I. 1
bc 11N i  II" < i 1  i   i 0
I 0  O I  0il-10 0  ^1  0i00 l l W.|  I i..
0   00   I  <   I <D, zs  I.s  I   I  I   1 < 
m m mt    t
0500 C 0o.  o.C',., -~E3.  6ooo o
m        c. ~~~   ~ ~  Td  ~..- ~  ~ ~   ~




96
Chicago, Danville,  cq cq C ~ cq c  -I  - - ~rr- i,-,- -,> cs  l  6 -11, r-   1 cs
and Vincennes_ 
Chicago, Bur. and  c q.  cq  p.   Crl, - r  - c,,  i,
Quincy ________.e.13 U Xcs  m  cs ro r r _ ~ 1  cs cI cI c i H  co - H  ci H ci ci _~ C
Michigan Central_-  A 
Ohio and Miss. _ —. q 
Illinois Central-, 
Pitts., Ft. Wayne,  c,,  c-o - ^i-p: ~  -t -"iicsc  -,ir o ties,-1,M I   t
and Chicago   A  R  f    AN. Y. and Erie___- 
I  C,ii-,l  i,coC  -IC, c  IC c s  Ici,II
Penn. Central- -'''  Lake Shore and  -c  F-ociq'  rcrqc csNcqM  o  c
2  Mich. Southern,  A,. 2           i —              ] -
Union Pacific ____.
o
- ------------, I k' I I  -> I -I  I I
Archer Bill ----- -'-  p TM"  ~  _q
i  C,  i i   i i1 I!..
~o           0                  I| 1  I o: 0
I I  I  I  II IIIIII   II r
I          I  I  I I  I  I  I  I  I  I 
P,  I-) 41   1 1
I  I   I  I  I   I  I  I  I  I  I  I   I   I   I   I  I   I  I  I   I
-    10
I   I I   I      I I|  Ii  I  I
c0 Ic'''' I'' I' I r  I  oI  I  I  o
>.                   i:  O 1   Ic II
O:,  P.  O.: |',' P|  g o  a''
I  i I4  111. ),I,  I I  I
iM   I  I t  I,  I  I U 1.g  -j-...S: ^., _
g t ci ^ |  ^ a, O F:  I"  < 
4 mk'~'~'~'~  cdc' x~,~'~~'~'d C 1L~ ~
U2;    O I' d      d  u  3 U
c, as s U2 ~ U2 t r e AX Q t t, I j t ^  -   ^ 1. 4 _ i.4 _. _^
i t |i 1 t c i t i ciiccci O  i ii0J 0p i00g
c; tit'cCc-cSo~c=c 22' a.,O C OQ O O O
aaaaa~aaaaa~a Taaa aaKK




97
C'    i eq-  cq  - l  C_(  "t.<14.,*   m  (  -'I' cq rq1  -I  "'   "tC  li -:l C1  (M  
+ -  ++  --- +.;  --  +- q- ---- -  c<  -I*^  M  rl t r l  P I-^ -i  C I q -  — f  -<^1 C O. C O,-.  <r  r-1 -,t1 C( C IN* Iq  M   Cr3- ClC^ O  C 3
__ _____'I _ _  -- _
i 0]  i   I   il_  
C^r d^ C<I (0 r -  0 C  (?  -  ^  d  CC'' 0S "':0  O  ) i  ~, ""  C d 
C1.01s cO jc  I N 11 11  es -CI r0 pq I 0'-  pC  <  pq'  1   <'
i I0              t I,.. 0  0'cC'''.0'  C CO,CO. I -...  I -','0 -,.~  ~  I  I,'   I  I-   I  C
oI ll      l  I  I~  11  I I  |.. I  I
0-0                      ~    1 ~-0
0:~ F0.-. I.  I I;|-.C i 8  i  i r  I; I     I  I 1 ]  I  I  I I, i  I  I I  I.s,.t  I   i   1    I    lI  I
c C CC.l C'rd  0 "!: ---' FJJ   C
1ICC11 1  lc l0lllCClCC           I 0 J C 0  
CO^^^ ^.s s  ^  ^  s   C^  CI  ~I  *^ C I
II' 8  ~L
c ~000  00
a)I  IIIl   a::  I....  I I I r j  i a  t
13,?,' """"C




98
Chicago, Danville,'   m  q c q I?-' 11   e r r ~  t q  r I- q't cq 
and Vincennes_
Chicago, Bur. and'<<^^  r'   01 r-^ r_^ T^- M r m~ m' r'~  r_ r' t elllr  C A
Quincy ------
Michigan Central_ 
mc cic q  cq  I  T-i "fi *'^ c  co- co "Ii -i-C c m  m  -i -I  -qir   co Cq3   p q e:
Ohio and Miss._.i
iMcriC'   "It C- i ^ CqCq-q -ii   COCfii i- -
Illinois Central___ —Pitts., Ft. Wayne,'t ~  "'t m q Cq'q - M ~   C'  C- ~   - C  q  I CA Cq
and Chicago_-_N. Y. and Erie___
Penn. Central —--
d   Lake  Shore  and  m c  q e  c'' IC q q  m  I m c-q cq -r',t cI  - ic 
Mich. Southern_.3>    ------------             -------------------------------------------— 3 ~ —I r( ri Cl  Y   coC ~  m  — m M-~-4 1- 
Union Pacific-.. 
Archer Bill- - -- -
m I —-------— ~~~~~  aic'  I  I  i  I  I I,i i i.  i  i  i   i   [i
I',',    C
C,',...~~   ~'
H  4                I I 0 I 1:
i. - -  i..  I cI I 
a'0aa'-    o   ] i  i  i i     ac
C ) 0  C)    -  a  
~~~~~~~~~C3C I  I':') "'C i  I II  i
ia    __ c.  &   =;.2 l''  |f:ca   1,ra                 a: ~a    cna!a caaS              ac a^a |  m.S
h-l O  C3  ed t-l                  ~ d 1-  (-  1




99
~~-I  I~~~~-I   re   -?-l G I   -qC> t -t  o  I.- r.i 
*^  c^ r-1 i-lC~r-li-1  r-1  qI. h  r  C  r-1 "t't  I
CO C
cq                     -tiICUr   ~   i R~R~  -VS r~  Ir 13 Cir  l~(~d.2 R'  rTQ  CR 0/2 C/ C  R
I                I
cu  C -1  cq  C ri          q c q cq cq  cq cq  cq.,~
cq  — I9?\              i~~
rl  ri  ri ~-4.'-Ip  C I C'l m  pq  pq
c~~c~~c~i-ic~~~r-i"-.T- I.e-< i-i-I.i-.  7 — t<r.~-Ie-i,,iq.t-. <.,, —I c u'qu-"   r-  c'~
I  I       I  I 
I      I         I     I
D~i-ili-r-IC~r  i- l  rCl- i-T-  r-l  ri-<r i<-re i * *  -<tl~r- I ~C^~C~ i-IC  I  -I fl r' i-!-C^
IS!         I  1
I  1    I  c;  I   
1            C)           I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C
S<>I-CU  -c\1 I-IF   C rl-l  i-l  r -i  i-lp  i-1i-  -^  C<< ^  C O 15 r  f  IT -I  i- I^  (^
I        0      I;
('a
I:              I
I c  IF     e.2.
~  ~g S~~~    ~    ~    ~~~~~~~~~ I  I  J^
o    C^;l  ~ 3 ^           ~
I      il I 1 I   l  III     I I I   ]I
k       "r ^^ *^ -w'D O           I.
-4  6^ jS     o,i u8  |
i  ^  y: i..~ o:.c C
^  ^  *s~s  s~s  s  ^  |^o ~a ~   a    g
C'd |cdc3 ^^^ ^i|~ -S ~ soife ^S.1 *3  o,..  ~..-.
l'  ill                 C)" 
~~~~d;I~~~~~~~~~ 
a)o             ct,c
d,,r,'' 
^~~~~~ ~~, s-r,l:,j,!8S8~i,s!
~,~
~,,.:  C,        U)
L~~~~~~jm~~~~  p  ~,,I,~_.4  do'o.o  c~(                  Q   4m   C)  ci d         4  ~~~~~~~:::.  o~
m"~, c~, ~c~c~  ~  ~ ~ e.2.  aSS -'-S o~^"  ^ g'S'-i -S^P  C)
NO        -O,                    - D
G).eg j.O. -~ ~O  C   "'  ~ o  b-a
*^~~~~~~~~~4     I    wa~iiisi^ig....h~ie 1|| 
~^S3~8aO, — I r  "-  kj~~h...r                     km~~~~~~~~~~~~~~~~ 
~,~ go' os o o
- Od ca          U     ) (
C) C.) C  0  -          ddC'dd  dd d 
Hi~~' q)i II i^ 3 "" K 2'"llttl~ 11
^^^^^^ 3^^           a, ^^'^^ ^^^^ 




100
Chicago, Danville,'  1' r' cs i  _  cs tq C-,  -  t  I  c s csi   Cq pq 
and Vincennes_  A  I.'      f
Chicago, Bur. and  i  rl  m —rcsC t  t  IC C 
Quincy ---- 
I C  q - r-l-q  CI  r-1'T I-lr-lr lr- t C't
Michigan Central- [  f n.,! -----— d -- r- ri H  CS I- C 1 r  CS'-cc r- 1ri r —  -  t  I CS  q CS  C-  - —,
Ohio and Miss....  i  f       f  f
1 * yl —1I~ -ll-C -^ C  I -  ii  ri C, CI pI  Tfl
Illinois Central ---  f  f 
Pitts., Ft. Wayne,  cQ ri - i  i  i  c -  e 
and Chicago  A - -
l~ ~ ~ ~ ~ ~ ~ e C   i I I - 1  1' 1 1 C -T  I I  I q CQ COr-I- ri-i Ir- -i C C! C
N. Y. and Erie ___- 
i,   I r-lc 3i-l  ITfOQC  C^ <i-i -iri —l  III, I,,
Penn. Central  - ---- 
- I Lake  Shore  and,,  r,',p, Ci 
~  i  Mich. Southern-_,,
i r --- ---- r —- C/ "" I Cq Cr3 -- r —- i "-i C -- C/c CQUnion Pacific-...
0I I
i:q                    4I
H if~~~~ [,,, j  ]<,   __,  a   i i W i
P  I   I   I   I   I I  i  " 
I                  I                 I  I  I
I        II            I  I  I  I  I  I
H     5.r +  I 
r     i             * _   c; I
roi s                I       I i | I;I lI
VI~  ~'     -.  oo          o it= =i'
i  E  i  4;           P i;
Im                       U1yIni^^i~I^
pi~ ~~ ii |ii ip ii11
|1~~~ ~. ^^ ^|I^sag|^^1fl*




101
I        I   I
cII - Iil, w l~-l~Crc -(  Z,- cle-1  i  0c  0C — CC -t --— C —c  -4 -q-c-4?5c ~-Z  cq cq cq  cq cq  cq  jq C, 0  I 7  -t  q C  -1 CII  CA CI  M Mi  C j- C'I C I co  l  C/   CT
M  M  cq  alq c"I  C"  1- i  fi C t
o  ot  ri r-^i-iii e~e  e~  -i  <?<i CI i Drl  r-< r-i c Ii cs c ri  Drl Oc *<* t *< *^   r i Cll -l l q  C ^( ^. q  ^q   c q  <q'  Cq'0  I~lII~~ lI  IiI I  i
ik     I  n  I  I  7 
ii
-I   1 10r  I  0 0 0 0 C   I I  I
i  i^    i             3 t4,D
I  i   ~  i  i  I 0      0   i 
i  0 I,  i,,  -
t  1 00 I 0   I  00??  ^ I  0  Ic
C) 0  4s  P ~ I  i  is s  I I  ~ qa
I *  I  I',8  I  I  I  c I'  ~  *
I   0.        c0 I  I
o     I  4
--  i   JJ-COII..   -.|  
C) -   r   I 1' S' 1",1  I ),-4  <. 1~,,.).....^'  0...              -  -r  o 5,&,
aazZZZoooooo  Q o  OO0OO0P,pi0  mp PPP -q   p- ~.




102
Chicago, Danville,'  ""~"''~,  - <~< <- -~ -~ -csr  o~ ~ cr^ ^ r -~
and. Vincennes_ -          P
i^^
Chicago, Bur. and  csl  I   ^ ^ CscsICcNl  II- I  I   m C' I' t 
Quincy - --- -;.lI CO CO  i(-I- - -   -T? -pl-(  r-1 p i- cc  ri q  1  d^ -   l  pI
Michigan Central_    f 
Cq  IC  CC A  m I  m q  iC cml  
Ohio and Miss.__..-  I 
r'  s 4,,. r... q r.'  C'~,.',  ~,, ~'', -. r.... I' l C'', -'I.q cO','q   -I,
Illinois Central —-___          I
Pitts., Ft. Wayne,  cql  C   I  r C,
and Chicago —— I       I, 
N. Y. and Erie-.              I 
Ci I I Icl | I       i-Cr-i-7l  C 
Penn. Central —--             I''  Lake  Shore  and  -  rcq  I- r c com cc   i Cc-c  Cl -H'' 
Mich. Southern_ 
_. —'"'"'.-.I I.....-. I,.-.  r' C... - C1'1 —. r-' q
Union Pacific_  I - -
-- —. — — i —-----
Archer Bill ------- 
i i           I                     i c 
a C
i i                  I i    i
a,,i,, i,,, 1.
iU~~ s ~ ~~~~ ~~~~~ i   t i  i  i i  i^ i  i 1
i i i     i i    i   i.  I i
i  ~ [ [^5  " i  [   C), -
0     ~ c      C,
C),i  li   1           i. 
0    a  I   a IsI    I-3 -l I
I.sj "  i^  ^ |~| I  ~1  l  s
_  ci i  I3  i I 1     i CI
i   i i tI Ip  k  t      i i  i  CII I i _ i%, i i..
~4UA P., P.,J i iP.,  i cP P  i P. P,  i  i- 
d~r-~C ~C~  O F~ -~ r  (RC3 11  P4441)O 




103
qt   H""<'
IF ~  IZ 000  IC
r —i rl- — C4 VZ -1  i  m ceiroT-e  C mi i iCqcocq IC  m cqC C'3Ct V-q lC r-(  t-i -i -icq c
q         0IC0 CC -4-I  -  C00  I r- I  -  C   C   -1CC   I -C
A           ZI     I 
i      Ii i00.
-tPi~ ~ ~ ~ ~ ~~~c t  i  -
a i                I  I  IC'CO   T-I"^IC^.^ i C  p  ti  i  p  <ri r  i  i  I i  t
l     Ia     I
ct              C i4iii i I i~ i
i i 1     I ~
I —  CD          I   a, l
i i i i 1 I  4,td  i.....
aaaal a!  aiII yii aaa  ia aIaI~  a   -
a, aaalaa allla I  aa ^ga, c  Cta
aS a  0QC.-a  aa a   a 8'  ~.'d gi -=  a 
l1      I-   I...
aaa* aaSaIlaaaI^aaI. da5aID 8) a a.  aaaaa  0  aa 8a.
~.B^  I  I   i   gml  C)
a a a aI a a  a)  ala  aa(n   aaa
ad1  aa111a  aa ad)a a a a4  a') a:a  a  a 5
adfa a a  aaad>aa1ia  a aIaaii lal'I
C  a  a 
ab a  af a7 a
c(3^ PPH P OO p.0pPp^^ ao "^~^^^PPPPPPP^^^: I C  CO  m  C
1d  )0  a   r4  P   a C  b   )d d) 4   9 Q  0
-a0   <0 aC  -c-I0d  ad): lad  dCd a ~ a ~ dd  ed
aJ~~~~d)  d) 0 )   a mm  aY'  d
a   ~ a5 a    O ad11 d  aa
~~d)Wd~~~~d)~ o  ad  ad-I  rb  d)o




104
Chicago, Danville,  "'-   "t:'*   t -''*  m p-i'  - 1<  C qc(  Cq r'  C4 C " i.ri.
and Vincennes -
Chicago, Bur. and  <'- i"  C1'4<  eq'*eqeqeR  c  r  cr c <q q C -ii-l-q.1
Quincy.. 
Michigan Central_-  f 
q eq eq'-i  eq eq eq eq 0 eq Ceq 0   q eq eC q eq  < Ceq1' eqC e-q r-4 -l
Ohio and Miss. —-  p
Illinois Central —-___ 
Pitts., Ft. Wayne  -~' -*.   o r -q 1~ 0r  M  C  - 
and Chicago ---- 
~~3 ~'r3 03 ~'r3  0"3 o~ ~'3 C'r'I  r-.q r —q Cq C-,  Cq  ", C,1 r',.q r -.., —
N. Y. and Erie ___
i-l q C M07Cr3 o^ Cq  m C m   C  C1Z "I-i I r- r co'-i-t  eC3  -i  r-qr-' I
Penn. Central --— I 
7d  Lake  Shore  and  m  P4 <  <  eq  C''  q C1  - ic s: Mich. Southern_,  A.-C  r —      q CI C"'.- qr-l r " i' C " C "- 1t'  ir — q I  Orl  I  r —I -- 6"  ~  - ICC~l CC,?'C-q  ~, "l  - q  C r-q r-l- r- I r"l
j  Union Pacific -----    I
Archer Bill__ —<-1  ---— l__  Il -l-i-ll lllll-ll-l II ----------
I I'.1 0. 1'..
E-1                            11111111
~                           i                 i  i'~  ),=~   ~  0  -  I  10.,  o a        >
~t
1 01F.1               1 1 1 5
I           I S  ~  I  I  I  1  I  1
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_-  a ^'^ -~  I -.5,....
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o        <         7 1 5  I)  I 
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0.5.5S^co 0 1 "i <'0 0  0)1-0i
dc0 o 0c3  c  cc  a<co ( c3cc0cc   c   O <Ca c00 <Ucoenc
00 0O- cido00 0 0 00 0 < 0   00000000000000m F




105
C.d - 1  ri -Ciq  - Cq rl  r -( I  Ii C13 n3 cq  C C r- A01'01  -, Iq C_)-IC0 1 cq O t r I- q ri, r- III
IIIIIIIIIIIIIIIIIIII  0  IIIIIIIIIIIII-I 111111
4i. CCf IftfI              I
<j  r.)  ri C^ pq  ^ T^ ii  i  r^ M  (  p  CCM {)   O pq  <j  (T  r ct <^  p 
1      1   lIll~ll~ll ~ ll  1111c1  1 1 1 1
tlt
| 11111  11111  CII  IIS  I  I I  I0
0  III I1 I~00I1  l Ki  II
~~ii1rb      k~~~   I  I-  I  1  I  I  I  1  i'l"-0:0   i,:1 11   11 1   I  0:' i-c ~ I0   II  C. )  1 0 )  m   (?-. I  I  0I  I  I  I   I'~3~ c'"'         I  1  10  10  11 I  II- Oi  I I1 1  0
I I        I I  I   I  I IC1  ~ l  111]  I  IO
a  t[  IIl
0    I  I  0 0 0  I I  I  I  0
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h  )C   O 0 ) 0 )  CO  02c00 4CO0  COCO;f)COC
1O  4 _,<.,,  o  o   0




106
Chicago, Danville,  "''  -''   csiC  ~c CI c  c  c   I  q  ac qc
and Vincennes_
Chicago, Bur. and' q pq  CI c  M cs' ri  c c ccs s  c'  q  n -'-Ii  c cCI
Quincy _ —---         A.  M  -l -q'  ri q <M  mT  C IC   Cq  Cj C1 C C l -  l H CI C1
Michigan Central 
Q 00 r- pQ Ct pQ   CqI  ri r-(i r4? C-1 Cq't C  CT C~4 v ^ m  0  C (  Cq
Ohio and Miss. —       r.
Illinois Central  c_- 
Pitts., Ft. Wayne,'q M "  c cc cc   ~
and Chicago.- 
N. Y. and Erie ___
m  1           I0 cc  r-   i C   r i -  i'  c
Penn. Central..'- - 
Lake  Shore  and  m c  "' a<   "  -i ~ cI cs gcc  C m  c: c   q 
Mich. Southern -         m''-?           C' u' UR ry C' m C CL - M -, —--  C —-  C —  C —   m m- C-1 ---  C,- Cq' Cq
Union Pacific _ -
0
| —i PA,.  ffl  rl pq  pq  <M)<  pq  C M r-P- <i
Archer Bill.... cs ~  ~,  c
il
1W  11111  ac
~  I  a Ic I   a  I 
o, i, I, i,,, I i, iI,,,
c__D
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i <        I I 
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c I   I<2  I  i  c  I    c I
^             j'5  c   a  I y  K0 I  I   I I.  I
I I'ci'i3 
a.i      cc i       a 
I  I  I I I  I  I  I  1  I  I  I  I  I  I  I
s  I' I I I~I I I  i 5~. I I I IIIIIIIIIIII I  I 
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i  1 ri 1~         i   l,-i  I 1 I. I. I a I  I,,  I a  I'  c'%L...k..I I.II,
cicI k ~~  c  a   ~3  a- " l
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cI cc,  i -C  c Ci.  ll,',,  I  -c.., a ac  Ia 
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m  aa!oc  a 
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t~i Odi llI O li lli i,i! -'it,  a2 O 2!02 O2 OQ  2 CO  i) OQ  CO  CO  2  ) 2 l




107
iOC OCO   l  lr- — I  i r-l 1- r-i
[ R t
i1 11111 I   I I-l r-li IIII I-lII  i
I I I I lI( 0i1 I l l1.l   Iq r-l - l —l Cq
C m  COC:I  -.,-z r- C  I --   -I   C0  iCIIZ r-1 ~  Cq- C q  cq  l   I   I rli- r-l
CO 0 CO1111111 CO CO  CO  02 i-Ir-li-ll-lO C~l-Ir-ll-l!ll-I"-D I l ICl l   m liqr-l1,     0
I  iII0 10'ICC~  100  II iCC 110 04
I     3  ^   1 0    ^ I   I 
i   i 
C C C1 0-CO,r 00 r Cd  o.C   C.
its~ [ ^ i i  i ^80i  C
I  C- I..'  I 0.....'j,   I,, —~r 0  o,,' t    r
"'(, i   0        1C1,
I' I I I [, I......
cd-d  -, C  -w
P P  P P, P E,.       o,,
i   ~3   L oo~1 




108
Chicago, Danville,  "   r"'        _   c        < "
and Vincennes-i 2' 
Chicago, Bur. and'          r r rl  lr~ ~  lirllp pg
Quincy. —--- 
Michigan Central-_  p  pP
Ohio and Miss-. -                          p
rlr~~~~~~~~~r( ~~~~~~ I I~ ~~~~~~~~~ ~~~~~ I   r~~
Illinois Central__ --- 
Pitts., Ft. Wayne,', <   I r  t 
and Chicago-___ 
N. Y. and Erie___                        P M P
Penn. Central  I;Lake Shore and:: ~                          c
Mich. Southern_ 
F  Union Pacific___                          p
0';  I 
Archer Bill —-_ -  
Fi                            l r 0  i  i  i  i _
ti l'  t       il        i
H,,        -'- 11            ~ 
1  I o,....  
0                <C      r a  o  S
IHd  Id
o'a-,  I,-.
a                        a,
I                        O P~~jo~s^^i bIDiisniiCC
C I;r;         IcF:^  ^  blo  o  o
-zz i  l       d ^                I
i!'illiili           g^^^ ^ 
bj                 C) C1   l t  CZ




109
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c~~~~~~~~~~~~~~~~~  I
qt ftftq
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cq  I —l      l   I q  Cq't C I   — iClM-CCqCl 
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C M   -qC -(   ll-i-q ^ -i -^ r- i- r —C^C r-  r"-i  C-iIC ) Iz^f  i — 1 C'  r-1 -i-llIG r-I Cq  clq Ccq  Cq  COi cqct Cll ClZ Cm.
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ft~~~~~~~~~~~~~~~~~~~~c
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bli MD bio  cn~~~~~~~~~ U ~ C ) C"  W))) C 
I:- I t                      ^      S   IA IIII I..II  IIISl(: ~   I
m i I l  IIIIII i I l''  I  I  I  I ~ III rIIIIll~I~
^^  4~, I...
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J~_ I O     ^^^^^^^^^^^^^^^^aa
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