THE UNIVERSITY OF ILLINOIS LIBRARY ST. V COMMERCE READING MOM I i ^ IfBRARY OFTHE UMivERsrryonLUNois THE TRAFFIC LIBRARY THE TRAFFIC LIBRARY TRAFFIC GEOGRAPHY PREPARED tJNDER THE DIRECTION OF THE Advisory Traffic Council and by the Board of Authors and Contributors of The American Commerce Association ELVIN S. KETCHUM, A. B,, Pd. M. Editor-in-Chief Originator of Systematic and Scientific Training in Practical Traffic Work ^l\^ JVm^rtran Commi^rt^ Aaaociatmn CHICAGO Copyright, 1915, by The American Commerce Associatioo PREFACE THE Traffic Library consists of twenty-five volumes. The information which it contains is both practical and authentic. It embraces the field of freight, express and parcel post rates and services, and comprehends a systematic and scientific study of the principles and problems of the second greatest industry in America — Transportation. The information is arranged in correlated pedagogical sequence. This makes possible an easy interpretation and application of the customs and practices of the common carriers, subject to Government regulation. It is a practical treatise on shipping and the laws relating thereto under the Rules and Regulations of the Interstate Commerce Commis- J sion and the various State Commissions. :^' The Traffic Library is the product of the earnest efforts of r several hundred expert practical traffic men, who, seeing the \ need of a standard treatise on traffic, have presented their .^ practical knowledge and experience in permanent form. We believe that this is the first time in the history of Transporta- ^ tion that a practical treatise on the subject has been made ■• available. ^ The outline of subjects and arrangement of matter as pre- ^ sented in The Traffic Library was prepared by the Advisory Traffic Council of the American Commerce Association, and the material itself is the result of research by the Board of Authors and Contributors — all practical, expert traffic men. The names of the members of the Advisory Traffic Council and the Board of Authors and Contributors, together with those of the Consulting Staff and the Ten Standing Traffic C Committees, will be found in the Association's General - Bulletin of Information, entitled " Traffic Efficiency." \, The Association takes this opportunity of extending its >) sincere appreciation to all those who have furnished informa- >tion, offered suggestions or given the representatives of the '' Association access to original sources of information. i (T) 32y^,Q AIMS AND SERVICES OF Cl)e i^merican Commerce Tieeotiation An Organization of Traffic Men by Traffic Men for Traffic Men, Promoting American Commerce, Export and Import Trade. The National Traffic Efficiency Organization of America THE American Commerce Association is a National Organization of the Traffic Men of America for the promotion of American Commerce, Export and Import Trade, though greater efficiency in all matters pertaining to Interstate Commerce, Railway Traffic and Industrial Traffic Management work. The Association is chartered under the laws of the State of Illinois, and has among its many members some of the most prominent traffic men in America. THE EXCLUSIVE MEMBERSHIP. Membership in the Association is by invitation only and by approval of the Board of Directors. There are three classes of members : (1) Junior Members. — Those who desire to attain a prac- tical knowledge of traffic work, increase their efficiency, and enhance the value of their ser\^ices in the traffic profession. (2) Senior Members or Fellows. — Those who are engaged in scientific and systematic research or study of traffic work and have attained by competitive examination the standard of efficiency required by the Traffic Efficiency Board of Judges. (3) Honorary Members. — Those who have attained dis- tinction in the traffic profession. SERVICES, BENEFITS AND PRIVILEGES. The services, benefits and privileges of the American Com- merce Association furnish everything necessary for the pro- motion of efficiency among traffic men. These services are as follows : (vi) TRAFFIC GEOGRAPHY vii I. The Traffic Library. — The Association, through its Advisory Traffic Council and Board of Authors and Contrib- utors, has brought together all the most authentic, practical, up-to-date experience and information available on Interstate Commerce, Railway Traffic, and Traffic IManagement Work, in the form of twenty-five volumes, forming a complete Traffic Library for the professional traffic man. n. Traffic Efficiency Docket No. 20.— Traffic Work is rapidly becoming standardized and a measure of the efficiency of traffic men has become indispensable. The standard of effi- ciency has been set by the Advisory Traffic Council of the American Commerce Association, and it is fully amplified in the A. C. A. Docket No. 20, a book of 220 pages, giving a full analysis of every subject pertaining to Interstate Commerce, Railway Traffic and Traffic IManagement Work. This sylla- bus represents the information used by the most successful traffic men who are daily handling the great traffic problems of America. III. The Traffic Monographs. — The Association through its ten Standing Traffic Committees on Classification, Rates, Tariffs, Car Efficiency, Special Freight Services, Industry, Commerce, Freight Claims, Demurrage, and Interstate Com- merce Law, will present to the members from time to time, in addition to the standardized traffic information in the library, the most authoritative information available on sub- jects not yet standardized, in the form of Traffic Monographs. IV. Traffic Training Services. — The required standard of efficiency may be attained by the systematic study of the experiences of successful men. The Advisory Traffic Council of the Association has established a special " Experience method" of training for men, covering (1) Freight Rate Accountancy, (2) Rate Adjustment Work, (3) Claim Re- visions, (4) Traffic Department Efficiency, and (5) Interstate Commerce Law, preparing for the higher executive traffic positions and bringing men up to the required standard of efficiency set by the Traffic Efficiency Board of Judges. viii AMERICAN COMMERCE ASSOCIATION V. Traffic Promotion Service. — Traffic men must now be placed on the efficiency test basis. They must have the quali- fications for doing the particular work assigned. The efficient man at a good salary is cheaper than the novice at a low salary. Every dollar of wasted freight money by carriers or shippers represents wasted profits. The Traffic Promotion Service determines the efficiency of traffic men, ascertains the kind of a man required for a given position, and aims to place the right man in the right place, resulting in a minimum of expense, a maximum of profit, and a salary commensurate with services rendered. VI. Traffic Publications Service. — Permanent reliable records of the experiences of experts in traffic work is indis- pensable to rapid progress. Our Traffic Publications Service furnishes all the standard traffic publications at a discount, points out the best sources of information on any given subject and supplies monographs on traffic subjects not yet standard- ized prepared by the ten standing traffic committees of the Association. It puts in permanent concrete form the practical experience and knowledge of the members of the Association that it may be disseminated to the other members. VII. Expert Traffic Counsel. — Reliable advice relative to Classifications; Tariffs; the Traffic and Rate Territories; Construction and Application of Rail, Water, Express and Parcel Post Rates; Package and Packing Requirements; Reference to Rulings of the Interstate Commerce and State Commissions ; also suggestions pertaining to Traffic Manage- ment. The purpose of the Association is strictly educational and none of its resources are available in rate or classification adjustment cases. Our consulting traffic experts represent every important traffic territory, trade center and local traffic condition in America, and they can render a service not avail- able through any other organization. Membership in the Asso- ciation means membership in a fraternity of traffic experts. VIII. Association Membership. — This is a membership in The National Traffic Efficiency Organization of America. The motto of the Association is: "Each Helps Each and TRAFFIC GEOGRAPHY ix Each by Each Is Helped." Every profession has its National organization for the promotion of its interests and the better- ment of those who are devoting their lives to their chosen w^ork. Membership in the American Commerce Association is by invitation only and by approval of the Board of Directors. Each member is given an engraved membership card, which stamps a man as having attained distinction in the traffic profession. IX. Traffic Efficiency Clubs. — The members of the Amer- ican Commerce Association in the leading traffic centers may organize themselves into traffic efficiency clubs which will have the support of the parent organization in supplying national programs of work, consisting of traffic lectures, moot practice, traffic debates, and the systematic study of selected traffic subjects from time to time. Traffic efficiency clubs will have their own officers, consisting of president, secretary and treasurer. X. The Railway World. — The proceedings of the Associa- tion are reported in the " Railway World," a monthly journal, presenting an accurate and comprehensive review of current events pertaining to Transportation, Commerce and Finance, and affording a medium for the development of a clearer understanding of the mutuality of interests which exists between the carriers and the shippers. This journal keeps the members right up to date on transportation affairs. The regular subscription per annum is $3.00, single copies 25 cents. A year's subscription to the " Railway World " is included in the General Membership of The American Commerce Associa- tion. TRAFFIC GEOGRAPHY xi Original Staff Members The American Commerce Association A AGNEW, N. W. Traffic Manager, International Steam Pump Co. New York City, N. Y. ANDERSON, G. H. Traffic Manager, Manhattan Electrical Supply Co. Chicago, 111. ANSPACH, N. H. Chief of Tariff Bureau, Lake Shore & Michigan Southern Ry. Cleveland, Ohio. ALLISON, B. E. % Secretary, The Great Western Portland Cement Co. of Kansas. Kansas City, Mo. ALLISON, J. W. Assistant General Freight Agent, Baltimore & Ohio South- western Railway. Cincinnati, Ohio. ATKINS, GEO. T. Traffic Manager, Shreveport Chamber of Commerce. Shreveport, La. ATKINSON, B. S. General Freight and Passenger Agent , Louisiana & Arkansas Ry . Texarkana, Ark. AVERITT, J. T. General Freight & Passenger Agent, Chicago, Terre Haute & Southeastern Ry. Chicago, 111. B BALDWIN, C. B. Manager, Transportation Department, United Shoe Machinery Company. Boston, Mass. BALDWIN, J. C. Traffic Manager, Jewel Tea Co. Chicago, 111. xii AMERICAN COMMERCE ASSOCIATION BANHAM, W. J. L. Traffic Manager, Otis Elevator Co. New York City, N. Y. BARBER, F. A. Chief of Tariff Bureau, Wabash R. R. St. Louis, Mo. BARR, W. B. Manager, Trade and Transportation Bureau. Washington, D. C. BASSETT, IRA. Commissioner, Pittsburgh Commercial Club. Pittsburgh, Pa. BECKER, W. A. Manager, Traffic Department, Diamond Match Co. New York City, N. Y. BEHRLE, J. A. Chief of Tariff Bureau, Chicago & Alton R. R. Chicago, 111. BELL, CHAS. E. Assistant General Freight Agent, Southern Lines. Atlanta, Ga. BELL, O. F. Traffic Manager, Crane Co. Chicago, 111. BERNSTEIN, HARRY H. Manager, Grain Transit Department, Joint Rate Inspection Biureau. Chicago, 111. BLOOD, C. A. Freight Traffic Manager, Lehigh Valley R. R. New York City, N. Y. BOSWELL, L. B. Commissioner, Quincy Freight Bureau. Qmncy, 111. BRABSTON, G. T. Traffic Manager, Birmingham Railway Light & Power Co. Birmingham, Ala. BRADLEY, H. S. Traffic Manager, Aim Arbor R. R. Toledo, Ohio. TRAFFIC GEOGRAPHY xiii BROOKER, E. Chief of Tariff Bureau, Erie R. R. Chicago, 111. BROWN, J. S. Commissioner, Chicago Board of Trade. Chicago, 111. BROWN, S. H. Traffic Manager, Union Bag & Paper Co. New York City, N. Y. BUTTERWORTH, F. W. Assistant General Freight Agent, Pere Marquette R. R. Chicago, III. BYRNE, JOHN. Traffic Manager, Spokane Merchants' Association. Spokane, Wash. C CAMERON, WM. Chairman, St. Louis East-bound Freight Committee. St. Louis, Mo. CAMPBELL, A. M. Traffic Manager, Merchants' & Manufacturers' Association. Milwaukee, Wis. CAMPBELL, J. E. Traffic Director, Globe Optical Co. Boston, Mass. CARTWRIGHT, A. S. Traffic Manager, Gullett Gin Co. Amite, La. CASTO, MARTIN E. Traffic Commissioner, Wichita Business Men's Association. Wichita, Kan. CAVE, W. M. Traffic Manager, Parlin & Orendorff Co. Canton, 111. CHAPIN, N. D. Chief of Tariff Bureau, New York Central R. R. New York City, N. Y. CHAPMAN, C. T. Traffic Manager, Inter-Urban Ry. Des Moines, Iowa. xiv AMERICAN COMMERCE ASSOCIATION CHEARS, C. W. Traffic Manager, Cotton Manufacturers' Association of Georgia. Chattanooga, Tenn. CIPPERLY, W. J. Traffic Manager, Cluett, Peabody & Co. Troy, N. Y. CLEMENTS, C. R. Traffic Manager, Scott Paper Co. Philadelphia, Pa. COBEY, J. W. . Traffic Manager, National Cash Register Co. Dayton, Ohio. COLLORD, JAMES. Traffic Manager, Larkin Co. Buffalo, N. Y. COOMBS, F. E. Traffic Manager, Baker- Vawter Co. Benton Harbor, Mich. CORNELL, J. D. General Freight Agent, Rock Island Southern Lines. Davenport, Iowa. COTTRELL, J. J. Agent, Virginia Lines Tariff Bureau. Richmond, Va. COUFFER, J. D. General Western Freight Agent, Pennsylvania Co. Chicago, 111. COX, WM. A. Traffic Manager, Chamber of Commerce. Norfolk, Va. CRANDALL, C. L. Assistant Traffic Manager, Minnesota, Dakota & Western Ry. International Falls, Minn. CREIGHTON, W. S. Traffic Manager, Charlotte Shippers' & Manufacturers' Asso- ciation. Charlotte, N. C. CROSBY, F. K. Chief of Tariff Bureau, Chicago, Rock Island & Pacific Ry. Chicago, 111. TRAFFIC GEOGRAPHY xv CULLEN, W. E. Traffic Director, Associated Industries. Chicago, 111. D DARLING, G. W. Traffic Manager, Arabel Manufacturing Co. New York City, N. Y. DASHER, J. H. Traffic Manager, Hahlstrom Met. Door Company. Jamestown, N. Y. DAVIS, F. M. Agent, New England Freight Association. Boston, Mass. DAYS, WM. T. Traffic Manager, Mallinckrodt Chemical Works. St. Louis, Mo. DRAKE, R. H. Division Freight Agent, American Can Co. Chicago, 111. DERBY, H. L. Traffic Manager, Franklin B. Kalbfleisch Co. New York City, N. Y. DEVOL, G. C. Chief Clerk, Louisville & Nashvihe R. R, Louisville, Ky. DEWITT, W. H., JR. Eastern Traffic Manager, Western Electric Co. New York City, N. Y. DRISCOLL, H. D. Commissioner, Topeka Traffic Association. Topeka, Kan. E EARLY, G. G. Chief of Tariff Bureau, Wabash Pittsburgh Terminal Ry. Pittsburgh, Pa. EEDSON, J. M. Freight Claim Agent, Toronto, Hamilton & Buffalo R. R. Hamilton, Can. xvi AMERICAN COMMERCE ASSOCIATION EVANS, W. J. Freight Traffic Manager, National Implement & Vehicle Association of the United States. Chicago, 111. F FAY, C. S. General Freight Agent, Morgan's Lomsiana & Texas Railroad & Steamship Co. New Orleans, La. FELTUS, H. A. Traffic Manager, Van Dusen-Harrington Co. Minneapolis, Minn. FERGUSON, C. C. Traffic Manager, West Virginia Pulp & Paper Co. New York City, N. Y. FITZGERALD, THOS. D. Claim Department, Chicago & Alton R. R. Chicago, 111. FRENCH, R. S. Business Manager, National League of Commission Merchants of the U. S. New York City, N. Y. FRETZ, T. J. General Freight Agent, Lehigh & New England R. R. South Bethlehem, Pa. FISH, C. M. General Freight & Passenger Agent, Texas-Mexico Ry. Laredo, Tex. FORBES, ROBERT. Traffic Manager, Butler Brothers. New York City, N. Y. FORESTER, J. C. Secretary and Traffic Manager, Chamber of Commerce. Greensboro, N. C. G GANTT, T. A. Traffic Manager, Com Products Refining Company. New York City, N. Y. GARDINER, J. P. Traffic Manager, United States Cast Iron & Pipe Foundry Co. Chicago, 111. TRAFFIC GEOGRAPHY xvii GARRISON, FRANK R. Chief Clerk, Central Freight Association. Chicago, III. GRAY, ARCHIBALD. General Freight Agent, Western Pacific Ry. San Francisco, Cal. GREEN, D. O. Traffic Manager, Moore & Handley Hardware Co. Birmingham, Ala. GREENLY, A. H. Chief of Tariff Bureau, Pere Marquette R. R. Detroit, Mich. GIFFORD, A. J. Manager, Traffic Department, General Electric Co. Schenectady, N. Y. GILBERCH, C. H. Traffic Manager, J. D. Adams & Co. Indianapolis, Ind. GRIEVES, W. B. Traffic Manager, S. L. Allen & Co. Philadelphia, Pa. GRIFFIN, I. M. General Freight Agent, Texas & Pacific Ry. Dallas, Tex. GROSECLOSE, W. B. Traffic Manager, Detroit, Toledo & Ironton Ry. Detroit, Mich. GOFF, J. O. Traffic Manager, S. F. Bowser Co. Fort Wayne, Ind. GORMAN, J. E. First Vice-President, Charge of Traffic, Chicago, Rock Island & Pacific Ry. Chicago, 111. GUTHRIE, C. B. Agent, Official Freight Tariff Directory. Washington, D. C. H HANLON, F. J. General Manager, Mason City & Clear Lake R. R. Mason City, Iowa. xviii AMERICAN COMMERCE ASSOCIATION HANSON, P. M. Trafific Manager, National Enameling & Stamping Co. Granite City, 111. HARGIS, R. R. Traffic Manager, Indianapolis Board of Trade. Indianapolis, Ind. HARTMAN, J. S. Traffic Manager, Steinwender 8c Stefrigen Coffee Co. St. Louis, Mo. HEARN, S. A. Traffic Manager, Clyde Iron Works. Duluth, Minn. HEIGHO, E. M., COLONEL. President, General Manager and Traffic Manager, Pacific & Idaho Northern Railway Company. New Meadows, Idaho. HENDERSON, T. M. Commissioner, Traffic Bureau of Nashville. Nashville, Tenn. HENRY, J. E. Traffic Manager, Standard Sanitary Mfg. Co. Pittsburgh, Pa. HEINEMANN, C. B. Assistant Traffic Manager, Morris & Co., Union Stock Yards. Chicago, 111. HOFFMAN, J. A. _ Traffic Manager, American Mfg. Co. Brooklyn, N. Y. HOWARD, JOHN. General Claim Agent, Chicago & Alton R. R. Chicago, 111. HOWES, W. E. Traffic Manager, Lackawanna Steel Co. Buffalo, N. Y. HUGHES, H. D. Southern Traffic Manager, American Cast Iron Pipe Co. Birmingham, Ala. HULEN, J. A. General Freight & Passenger Agent, Trinity & Brazos Valley Ry. Houston, Tex. TRAFFIC GEOGRAPHY xix KURD, D. F. Traffic Commissioner, Cleveland Chamber of Commerce. Cleveland, Ohio. I INGALLS, G. H. Freight Traffic Manager, New York Central Lines, West. Chicago, 111. IRWIN, R. R. Traffic Manager, Chanute Refining Co. Chanute, Kan. J JACKSON, A. G. General Freight Agent, Georgia R. R. Augusta, Ga. JAMESON, J. H. Traffic Manager, J. H. Day Co. — Harrson & Bogen. Cincinnati, Ohio. JENNINGS, C. A. Manager, Transportation Department, American Cotton Oil Co. Chicago, 111. JOHNSTON, W. H. Traffic Manager, Republic Iron & Steel Co. Birmingham, Ala. JORDAN, H. A. General Freight Agent, Wadley Southern Ry. Swainsboro, Ga. JUDSON, F. E. Traffic Manager, Buffalo Specialty Co. Buffalo, N. Y. K KEALHOFER, H. S. Traffic Manager, Jacksonville Board of Trade. Jacksonville, Fla. KELLY, N. B. Commissioner, Philadelphia Chamber of Commerce. Philadelphia, Pa, KENNEDY, A. R. Traffic Manager, Pittsburgh Steel Co. Pittsburgh, Pa. XX AMERICAN COMMERCE ASSOCIATION KETCHUM, ELVIN S. President, American Commerce Association. Chicago, 111. KOHN, R. C. Traffic Manager, Art Metal Construction Co. Jamestown, N. Y. KRAKE, H. G. Manager, Traffic Bureau, Commerce Club. St. Joseph, Mo. KRIDLER, GEO. M. Assistant General Freight Agent, New York Central R. R. Cleveland, Ohio. KREITLER, R. G. Traffic Manager, Goodyear Tire & Rubber Co. Akron, Ohio. KUHN, A. E. Traffic Manager, Buffalo Cereal Company. Buffalo, N. Y. KYLE, E. D. Traffic Manager, Norfolk Southern R. R. Norfolk, Va. L LA BARON, LAWRENCE. Traffic Manager, The Graham Distillery Co. Rockford, 111. LAWRENCE, D. T. General Freight Agent, Central Vermont Ry. St. Albans, Vt. LEACH, N. M. Traffic Manager, Texas & Pacific R. R. New Orleans, La. LEMKE, F. A. Traffic Manager, Hvimphrey & Co. Kalamazoo, Mich. LEWIS, S. R. General Freight Agent, Duluth, South Shore & Atlantic Ry. Duluth, Minn. LIMBERGER, J. H. Claim Inspector, Trunk Line Association. Buffalo, N. Y. TRAFFIC GEOGRAPHY xxi LINCOLN, J. C. Manager, Traffic Bureau, Merchants' Association of New York. New York Cit^^ N. Y. LINDSAY, W. C. Traffic Secretary, National Confectioners' Association. St. Louis, Mo. LINDSAY, M. J. General Freight Agent, Matson Navigation Co. San Francisco, Cal. LINGO, C. L. Traffic Manager, Inland Steel Co. Indiana Harbor, Ind. LOWREY, L. A. Chairman, Standing Switching Committee. Chicago, 111. LUTZ, S. G. General Traffic Manager, Chicago & Alton R. R. Chicago, 111. LYNCH, J. J. Traffic Manager, Austin Manufacturing Company Harvey, 111. M MACOMBER, L. G. Traffic Manager, The Woolson Spice Co. Toledo, Ohio. MACEWEN, W. E. Traffic Manager, The Peerless Transit Lines. Cleveland, Ohio. MACK, A. F. Freight Agent, United States Steel Products Co. New York City, N. Y. MANN, SETH. Traffic Bureau of San Francisco Chamber of Commerce. San Francisco, Cal. MARTIN, F. J. Assistant General Freight Agent, New York Central & St. Louis Railroad. Chicago, 111. MARVIN, JAS. S. Traffic Manager, National Automobile Chamber of Commerce, Inc. New York City, N. Y. xxii AMERICAN COMMERCE ASSOCIATION MAXWELL, G. S. Freight Bureau Department, Dallas Chamber of Commerce. Dallas, Tex. MEARS, W. A. Manager, Transportation Department, Seattle Chamber of Commerce. Seattle, Wash. MORGANROTH, W. C. Traffic Manager, H. W. Johns-Manville Co. Milwaukee, Wis. MOORE, CHAS. F. Secretary, Statistical Department, Book Paper Manufacturers. New York City, N. Y. MOORE, H. R. Traffic Manager, Republic Iron & Steel Co. Youngstown, Ohio. MORRIS, EUGENE. Chairman, Central Freight Association. Chicago, 111. MORIARITY, T. L. Traffic Manager, Continental Supply Co. St. Louis, Mo. MUIR, G. A. Traffic Manager, National Lead Co. New York City, N. Y. MYERS, R. M. Traffic Manager, Heine Chimney Co. Chicago, 111. MacEDWARD, W. G. General Freight Agent, Detroit & Mackinac Ry. Bay City, Mich. McCABE, GUY. General Freight Agent, The Pennsylvania Lines West of Pittsburgh. Pittsburgh, Pa. McCAIN, C. C. Chairman, Trunk Line Association. New York City, N. Y. McCUNE, JAY W. Secretary, Transportation Bureau, Tacoma Commercial Club. Tacoma, Wash. TRAFFIC GEOGRAPHY xxiii McCORMACK, R. O. Secretary and Traffic Manager, Fort Worth Freight Bureau. Fort Worth, Tex. McCOOSKEY, R. V. Traffic Manager, Morton Salt Co. Chicago, 111. McKAY, F. B. General Freight and Passenger Agent, Texas Midland Ry. Torrell, Tex. McKELLAR, R. L. Assistant Freight Traffic Manager, Southern Ry. Louisville, Ky. McCRACKEN, D. Secretary to Hon. F. C. Stevens, Committee on Interstate and Foreign Commerce, House of Representatives. Washington, D. C. McMUELLEN, G. B. Traffic Manager, Bozenman Mfg. Co. Bozenman, Mont. N NASH, C. W. Traffic Manager, A. P. W. Paper Co. Albany, N. Y. NEWLIN, H. M. Traffic Manager, Pennsylvania Steel Co. Philadelphia, Pa. P PIERCE, S. Traffic Manager, Geo. Borgfeldt & Co. New York City, N. Y. POTEET, R. W. Traffic Manager, Stanley Works. New Britain, Conn. PRATT, H. L. Traffic Manager, American Hide & Leather Co. New York City, N. Y. POTEET, W. A. Chairman, Trans-Missouri Freight Bureau. Kansas City, Mo. xxiv AMERICAN COMMERCE ASSOCIATION PRATT, J. B. Traffic Manager, Darling & Co. Chicago, 111. R RICE, S. D. Traffic Manager, Traffic Bureau, Syracuse Chamber of Com- merce. Syracuse, N. Y. RIES, M. F. Traffic Manager, Sheboygan Association of Commerce. Sheboygan, Wis. ROBINSON, R. M. Traffic Manager, The Greater Dayton Association. Dayton, Ohio. ROGERS, JOHN T. Traffic Manager, Thomas Edison Co. Orange, N. J. RYAN, G. A. Traffic Manager, Meletio Fish & Oyster Co. St. Louis, Mo. S SCHAFER, F., Jr. Traffic Manager, H. H. Hettler Lumber Co. Chicago, lU. SCOTT, WALTER. Traffic Manager, Federal Sign System "Electric." Chicago, 111. SELVIDGE, W. A. President, Billings Chamber of Commerce. BilUngs, Mont. SEXTON, C. B. General Agent, Northern Pacific Ry. Chicago, lU. SHERIDAN, HERBERT. Traffic Manager, Baltimore Chamber of Commerce. Baltimore, Md. SIBBALD, H. H. Traffic Manager, National Electric Lamp Association. Cleveland, Ohio. SIMPSON, R. B. Secretary, Chamber of Commerce. Freeport, 111. TRAFFIC GEOGRAPHY socv SMITH, A. J. Traffic Manager, W. J. Kingsland, Inc. New York City, N. Y. SMITH, H. H. Attorney, Michigan Manufacturers' Association. Detroit, Mich. SMITH, ROY H. Chief of Tariff Bureau, Pennsylvania Railroad Co. Pittsburgh, Pa. SMITH, R. W. Traffic Manager, American Sewer Pipe Co. Akron, Ohio. SPENCER, F. E. Manager, W. W. Martin Co. Chicago, 111. SPROULL, W. A. Traffic Manager, Cambria Steel Co. Pittsburgh, Pa. STAFFORD, C. B. Commissioner, Memphis Merchants' Exchange. Memphis, Tenn. STEVENSON, W. T. Assistant General Freight Agent, Cleveland, Cincinnati, Chicago & St. Louis Ry. Cincinnati, Ohio. SUBOROUGH, C. B. Assistant General Freight Agent, Vandalia R. R. St. Louis, Mo. SUNDBERG, H. F. Traffic Manager, Cedar Rapids Commercial Club. Cedar Rapids, Iowa. T TAROF, E. J. Traffic Manager, The Brunswick-Balke-Collender Co. New York City, N. Y. THOMSON, R. H. Traffic Manager, Oil Well Supply Co. Pittsburgh, Pa. THORNE, CLIFFORD. Chairman, Iowa State Railroad Commission. Des Moines, Iowa. xxvi AMERICAN COMMERCE ASSOCIATION TIFFANY, C. H. Traffic Manager, New England Paper & Pulp Traffic Association. Boston, Mass. TINGLEY, W. P. Traffic Manager, Jobbers* & Manufacturers' Bureau. Huntington, W. Va. TOMLINSON, ELMER E. Traffic Manager, The Cornell Wood Products, The Federal Cement Tile Co., The International Cycle Car Co. Chicago, 111. TOMPKINS, W. J. Traffic Commissioner, Independent Salt Manufacturers. Chicago, 111. TRUAX, F. H. Traffic Manager, Simmons Manufacturing Co. Kenosha, Wis. V VAN BRUNT, O. Traffic Manager, Simmons Hardware Co. St. Louis, Mo. W WALKER, H. B. Secretary, H. D. Brashner Lumber Co. Columbus, Ohio. WARD, E. G. President and Editor, Railway World. Philadelphia, Pa. WATERFALL, ARTHUR T. Traffic Commissioner, Detroit Board of Commerce. Detroit, Mich. WEBSTER, JAS. Assistant Traffic Manager, New York Central Lines. Chicago, 111. WESTFALL, A. C. Traffic Manager, Cadillac Motor Car Co. Detroit, Mich. WEIR, J. H. Traffic Manager, American Ever Ready Works. New York City, N. Y. TRAFFIC GEOGRAPHY xxvii WRITTEN, W. S. Secretary, Lincoln Commercial Club. Lincoln, Neb. WILLIAMSON, FRANK E. Traffic Commissioner, Buffalo Chamber of Commerce. Buffalo, N. Y. WILLARD, H. L. Special Agent, American Express Co. Brooklyn, N. Y. WILLIAMS, J. E. ' Chairman, Uniform Classification Committee. Chicago, 111. WILKINS, R. P. Traffic Manager, American Fork & Hoe Co. Cleveland, Ohio. WILKINSON, J. W. ^ Traffic Manager, Traffic Bureau, Houston Chamber of Com- merce. Houston, Tex. WILSON, H. G. Commissioner, Traffic Bureau, Toledo Commerce Club, Toledo, Ohio. WOOD, E. M. Traffic Manager, Trussed Concrete Steel Co. Yoimgstown, Ohio. WOODSIDE, S. P. General Freight Agent, Wabash Pittsburgh Terminal Ry. Pittsburgh, Pa. WOULFE, F. J. General Freight Agent, Lehigh Valley R. R. New York City, N. Y. WYLIE, E. G. Freight Commissioner, Greater Des Moines Committee. Des Moines, Iowa. ZIELKE, CHAS. Traffic Manager, Pabst Brewing Co. Milwaukee, Wis. Traffic Geography The first important step in securing an intelligent and comprehensive knowledge of Traffic Work is a general survey of Traffic Geography, v^ith special reference to the meaning of Commerce and Transportation. This will be followed by a study of those agencies which promote commerce, and the various freight services rendered by the carriers, together with an analysis of the basis of transportation costs. The next step is a study of the physiographic influences which have a direct relation to the sources and the distribution of the products of commerce; also conditions affecting the traffic services. The various flows of the products of com- merce, in order to meet the wants of man, made necessary the establishment of certain rate structures and rate bases, and the creation of the so-called traffic territories and rate zones. The rate structures, furnishing a foundation for the study of the application of freight tariffs, are then taken up. This will be followed by a study of the classification of property for trans- portation. (xxix) Table of Contents INTRODUCTION. p^g^ The Importance of a Knowledge of Traffic Geography 3 A Composite View ot Traffic Geography 4 Relation of Traffic Geography to Trafl&c Work 5 CHAPTER I. Nature of Commerce. Sec. 1. The Beginning of Commerce 11 Sec. 2. Relation of Commerce to Business 13 Sec. 3. Regulation of Commerce 14 Sec. 4. The "Commerce Clause " of the Constitution of the United States 15 Sec. 5. General Meaning of Commerce 16 Sec. 6. Technical Meaning of Commerce 17 Sec. 7. Agencies Promoting Commerce 19 CHAPTER II. Nature of Transportation. Sec. 1. Relation of Transportation to Industry and Commerce 23 Sec. 2. Relation of Transportation Charges to Industry and Com- merce 23 Sec. 3. Nature of Discrimination 25 Sec. 4. Kinds and Effects of Discrimination 27 Sec. 5. Railroad Competition and Monopoly 31 Sec. 6. Basis of Transportation Charges 32 CHAPTER III. Factors Controlling Industry and Commerce. Sec. 1. Wants of Man Increase with Civilization 41 Sec. 2. Distribution of the Products of Industry and Commerce . , 41 Sec. 3. Natural Conditions Affecting Industry and Commerce .... 42 Sec. 4. Climatic Conditions — The Most Important Factor 42 Sec. 5. Temperature and Rainfall 43 Sec. 6. Mountains and Rainfall 43 Sec. 7. Qualities of Soils — Importance of Good Soil 44 Sec. 8. Factors Promoting Industry and Commerce 44 Sec. 9. Relation of Weather to Commerce 45 Sec. 10. North Temperate Zone — Most Productive 46 Sec. 11. Production — Transportation — Consumption 46 (zzxi) xxxii AMERICAN COMMERCE ASSOCIATION CHAPTER IV. Sources of the Products of Commerce. p^ge Sec. 1. Productive Regions of the United States 51 Sec. 2. Cross-sectional Diagram of the United States 61 Sec. 3. The Natural Physical Divisions of the United States 52 Sec. 4. The New England Plateau 52 Sec. 5. The Atlantic Coastal Plain 53 Sec. 6. The Piedmont Plateau 53 Sec. 7. The Appalachian Ridges 54 Sec. 8. The Allegheny Plateau 55 Sec. 9. The Gulf Plains 56 Sec. 10. "The Ozark Plateau 57 Sec. 11. The Prairie Plains 57 Sec. 12. The Lake Plains 58 Sec. 13. The Great Plains 59 Sec. 14. The Rocky Mountain Regions 60 Sec. 15. The Columbian Plateau 60 Sec. 16. The Colorado Plateau 61 Sec. 17. The Basin Ranges 61 Sec. 18. The Pacific Area 61 Sec. 19. General 62 CHAPTER V. The Leading Products of Commerce. Sec. 1. Value of Products in United States 67 Sec. 2. Iron and Steel 68 Sec. 3. Packing House Products 69 Sec. 4. Sheep and Wool 70 Sec. 5. Poultry, Eggs, Oysters and Game 71 Sec. 6. Lumber and Forest Products 71 Sec. 7. Wheat and Flour 72 Sec. 8. Cotton 73 Sec. 9. Butter and Cheese 74 Sec. 10. Com and Maize 74 Sec. 11. Oats, Rye, Barley and Rice 75 Sec. 12. Coal 76 Sec. 13. Copper and Other Ores 77 Sec. 14. Manufactured Products 78 Sec. 15. General 78 CHAPTER VI. Factors Developmg Traffic Flows. Sec. 1. Distribution of Population 81 Sec. 2. Distribution of Natural Resources 82 Sec. 3. Factors Controlling the Location of Industries 83 Sec. 4. The Leading Commercial Centers 86 Sec. 5. Relation of Industry and Commerce to Railroads 90 Sec. 6. Percentage of Products of Industry and Commerce Shipped 92 TRAFFIC GEOGRAPHY xxxiii Page Sec. 7. Movements of the Various Products of Industry and Com- merce. , 94 Sec. 8. Conditions Affecting Transportation Service 97 Sec. 9. Climatic and Natural Conditions as Factors 104 CHAPTER Vn. Transportation Services Required. Sec. 1. Nature of Goods Shipped 109 Sec. 2. Railway Equipment Necessary 110 Sec. 3. Kinds of Freight Transportation Services 114 Sec. 4. Mature of Freight Transportation Charges 115 Sec. 5. The Transportation Problem 115 CHAPTER VIII. Development of the Classification and Traffic Territories. Sec. 1. Traffic Flows and Markets 135 Sec. 2. Industrial, Commercial and Traffic Factors . r 138 Sec. 3. Origin of Classification and Traffic Territories 144 Sec. 4. Origin of Freight Rate Territories and Rate-Construction Points 148 Sec. 5. Purposes of Traffic Associations 153 CHAPTER IX. The Classification Territories. Sec. 1. Factors Developing Different Territories .■ 167 Sec. 2. Official Classification Territory 169 Sec. 3. Western Classification Territory 170 Sec. 4. Southern Classification Territory 171 Sec. 5. Mexican Classification Territory ' 172 Sec. 6. Canadian Classification Territory 172 Sec. 7. Exceptions to Application of Classifications 172 Sec. 8. State Classification Territories 173 CHAPTER X. Traffic Territories and Rate-Points in Official Classification Territory. Sec. 1. New England Freight Association Territory 179 Sec. 2. Trunk Line Association Territory 180 Sec. 3. Central Freight Association Territory 181 Sec. 4. Canadian Freight Association Territory 201 Sec. 5. Western Termini of the Eastern Trunk Lines 201 Sec. 6. Central Freight Association Rate Percentage Groups 202 Sec. 7. Illinois Freight Committee Territory 203 Sec. 8. Trunk Line and New England Basing Points 203 Sec. 9. Canadian Freight Association Basing Points 204 Sec. 10. Central Freight Association Basing Points 205 Sec. 11. Ohio River Crossings 207 Sec. 12. Chicago Junction Points 207 xxxiv AMERICAN COMMERCE ASSOCIATION Page Sec. 13. Junctions of Central Freight Association and Western Roads 207 Sec. 14. Territory "East of Indiana-Illinois State Line" 208 Sec. 15. Territory "East of Western Termini of the Eastern Trunk Lines" 209 Sec. 16. Middle States Freight Association Territory 209 Sec. 17. Chicago and Ohio River Committee Territory 210 Sec. 18. Mississippi Valley Freight Association Territory 211 Sec. 19. Michigan Freight Committee 212 Sec. 20. St. Louis-Cincinnati-Louisville Freight Committee Terri- tory 212 CHAPTER XI. Traffic Territories and Rate-Points in Western Classification Territory. Sec. 1. Western Trunk Line Territory 217 Sec. 2. Northwestern Territory 219 Sec. 3. Trans-Missouri Freight Bureau Territory 222 Sec. 4. Seaboard-Colorado-Utah Territory 223 Sec. 5. Colorado-Utah Territory 223 Sec. 6. Trans-Continental Intermediate Territory 224 Sec. 7. Trans- Continental North Pacific Coast Terminals 224 Sec. 8. Trans- Continental California Terminals 224 Sec. 9. Southwestern Tariff Committee Territory 226 Sec. 10. Trans-Mississippi River Territory 227 Sec. 11. Seaboard-Missouri River Territory 230 Sec. 12. Pacific Freight Bureau Territory 231 Sec. 13. Mississippi River Crossings 231 Sec. 14. Missouri River Crossings 232 Sec. 15. Rio Grande River Crossings 232 Sec. 16. Duluth, Winona, St. Paul and Common Points 232 Sec. 17. Louisiana Basing Points 233 Sec. 18. Arkansas Basing Points 233 Sec. 19. Oklahoma Basing Points 234 Sec. 20. Texarkana Rate Points 235 Sec. 21. Texas Common Points and Differential Territory 235 Sec. 22. Mexican Common Points 237 Sec. 23. Colorado Common Points 238 Sec. 24. Utah Common Points 239 Sec. 25. California Terminals 239 Sec. 26. North Pacific Coast Terminals 240 Sec. 26A. Intermediate Pacific Coast Points 241 Sec. 27. Spokane Rate Points 242 Sec. 28. Montana Common Points 242 Sec. 29. Prorating Points in Iowa and Missouri 243 Sec. 30. Texas Tariff Bureau Territory 243 Sec. 31. Canadian Freight Association Western Lines 243 TRAFFIC GEOGRAPHY xxxv CHAPTER XII. Traffic Territories and Rate Points in Southern Classification Territory. Page Sec. 1. Southeastern Mississippi Valley Territory -. 247 Sec. 2. Southeastern Freight Association Territory 249 Sec. 3. Joint Southeastern Mississippi Valley and Southeastern Freight Association Territory 251 Sec. 4. Associated Railways of Virginia and Carolinas 252 Sec. 5. Mississippi Valley Territory 252 Sec. 6. Mississippi Valley Basing Points 256 Sec. 7. Carolina Territory 257 Sec. 8. Green Line Territory 263 Sec. 9. Carolina Territory South of Walhalla Line 265 Sec. 10. Southeastern Territory 266 Sec. 11. Atlanta Subterritory 275 Sec. 12. Montgomery Subterritory 275 Sec. 13. Southeastern Basing Points 275 Sec. 14. Carolina Basing Points 276 Sec. 15. Virginia Common Points 277 Sec. 16. Virginia Lines Tariff Bureau Territory 277 Sec. 17. Virginia Freight Association Territory 277 Sec. 18. Southern Weighing and Inspection Bureau Territory 278 Sec. 19. Southern Freight Association Territory 278 CHAPTER XIII, Miscellaneous Rate-Construction Points. Sec. 1. Ports of Entry and Export in the United States 283 Sec. 2. Gulf Foreign Freight Committee Ports • 284 Sec. 3. Panama Canal Rate Points 285 Sec. 4. Tide Water Ports 285 CHAPTER XIV. Traffic Terminology ; Agency-Published Tariffs ; Claim Agents ; State Railroad Commissions. Sec. 1. Definitions of Terms 289 Sec. 2. Chiefs of Railroad Tariff Bureaus 289 Sec. 3. Chairmen of Railroad Traffic Associations; Tariff Publish- ing Agencies 289 Sec. 4. Railroad Freight Claim Agents 289 Sec. 5. State Railroad Commissions and Public Service Commis- sions 290 Sec. 6. The Interstate Commerce Commission 294 Sec. 7. Canadian Railway Commission 294 INTRODUCTION. The Value of Traffic Geography Sec. 1. Importance of a Knowledge of Traffic Geography. Sec. 2. Composite View of the Subject Sec. 3. Relation of Traffic Geography to Traffic Work. (1) INTRODUCTION. The Value of Traffic Geography Sec. 1. IMPORTANCE OF A KNOWLEDGE OF TRAF- FIC GEOGRAPHY. Until recently, there were only three departments in busi- ness: (1) Financing, (2) Production and (3) Selling. Because of the recent amendments made to the Interstate Commerce Law, vesting power in the Interstate Commerce Commission to supervise and control advances in transportation rates, a new department, known as the Department of Distribution, has been added. A few years ago the largest corporation in the World pre- sented to a prominent traffic expert a very important problem for solution. It was generally conceded, that the accurate answer would mean a saving of many millions of dollars. This corporation possessed large holdings of iron ore in the Lake Superior ranges and vast quantities of coal in the Illi- nois, Indiana, Ohio and Pennsylvania coal-fields. At what point could these raw materials be brought together and manufactured, and from what point could the finished product, in the form of iron and steel articles, be distributed to markets, with the least expense? This impor- tant question was considered by the traffic expert with the care of a chemist, analyzing a compound for its component parts. The answer to this question resulted in an expendi- ture of $75,000,000, before a dollar of profit was realized, in the sand dune deserts at the foot of Lake Michigan, because that was the strategic point at which steel could be produced cheaper than at any other place in the United States. Gary, the steel center of the world, was the result of the solution of this great transportation problem. (3) 4 AMERICAN COMMERCE ASSOCIATION The importance of a thorough knowledge of Traffic Geog- raphy must be apparent to every one who is interested in the economic distribution of the products of commerce. This subject comprises an analysis of the nature and meaning of commerce, and its relationship to industry, transportation and business. It seeks to explain why the products of commerce are dis- tributed to different sections of the country, how they are transported to various markets to meet the wants of man, also the various agencies, which give " place utility " to com- modities, by transporting these articles from the place where they are of little or no value to the markets or places where they may be sold at a profit. Sec. 2. COMPOSITE VIEW OF THE SUBJECT. In this work will be given a bird's-eye view of the various traffic flows, consisting of iron and steel, cattle, packing house products, wheat and corn, lumber, coal and other minerals and ores and manufactured articles. An analysis will also be made of those factors which have to do with the distribution of population, location of industries, and the development of the numerous freight services, which are required to transport the various articles of commerce from sources of supply to the markets of consumption. The numerous industrial and commercial conditions which must be recognized in the transportation of the various articles of commerce, give rise to classification and traffic territories, rate groups, and rate construction points, between which the railroad freight tariffs apply. These tariffs name the rates which must be paid, under the law, for the transportation of the products of commerce. These various classification, traffic territories, rate groups and rate construction points, will be thoroughly studied, giving a basis for an intelligent under- standing of the computation of rates in the various rate terri- tories. It should be distinctly understood that while a general knowledge of the traffic territories, rate groups and rate construction points, may be secured by the study of certain TRAFFIC GEOGRAPHY 5 maps, that all authoritative information in respect to these territories, basing points, common points and rate construc- tion points is to be found only in the tariffs, and so-called territorial directories published by the railroads, tariff bureaus and freight traffic associations. The .various maps which are used in this text are very general in their nature and are only intended to give a general knowledge of the location and boundaries of the various terri- tories, rate groups and rate construction points. In every case reference is made to the authoritative publication, giving the information which must be used in actual traffic work. Traffic maps have no authority from a tariff or rate stand- point and should not be used in the computation of freight charges, because the freight tariff or publication legally on file, at the time the shipment moves, with the Interstate Com- merce Commission, describing the traffic territories, rate groups and rate construction points is the only authority which can be used in computing a transportation charge. Sec. 3. RELATION OF TRAFFIC GEOGRAPHY TO TRAFFIC WORK. The railroad freight tariffs contain the freight rates which must be charged and paid on various kinds of shipments. These tariffs are published by individual railroad lines, by railroads in connection with other lines, which tariffs are known as joint tariffs, and by agents for various associa- tions of carriers, in which case they are known as agency tariffs. In order to determine the legal rate on a given shipment it is necessary to know: (1) The actual point of origin and destination of the shipment ; (2) The actual date on which the shipment was delivered to the carrier, in order to deter- mine the tariff in effect; (3) The line or lines over which the shipment moves; (4) The class at which the article is rated or the commodity rate applying; (5) the traffic terri- tories within, between or through which the shipment passes ; (6) The proper routing of the shipment in order to insure the 6 AMERICAN COMMERCE ASSOCIATION application of the lowest rate; (7) If any charges are neces- sary for special services rendered, and (8) The freight charges for all services rendered as found in the tariff or tariffs cover- ing the movement. One must have a knowledge of the traffic flows and traffic territories in order to thoroughly understand the application of tariffs. Some few examples of the application of tariffs will now be given, only, however, for the purpose of illus- trating where the freight rates are found and to show the necessity for general, specific and collateral information. There is no aim here to make these applications complete as there are tens of thousands of them, but simply to show the importance of knowing the various territories. In conjunction with the following observe Map No. 18.* From points in Trunk Line Territory to points in Central Freight Association Territory and prorating points in Mis- souri and Iowa, the tariffs of the individual (originating) lines apply. The individual lines also publish tariffs carrying through rates to St. Paul, Duluth, Winona and Common Points. These tariffs also name proportional rates to the Missouri River applying on shipments to points in Montana and Idaho and other Northwestern points, not subject to the Trans-Continental basis, also to Duluth, on shipments to points located on the Canadian Pacific, Canadian Northern and Grand Trunk Pacific Railways, except points on the North Pacific Coast, shipments to which points are subject to the rates, rules and regulations of the Trans-Continental Freight Bureau and published in Bureau Tariffs by agents McCain, Morris and Countiss. The individual lines also publish rates to the East Bank crossings, on the Mississippi River, which apply as proportional rates on shipments destined to points in Trans-Mississippi River Territory, not covered by through rates. In making shipments from Atlantic Seaboard cities to points on the Missouri River, including all crossings from Sioux City to Kansas City, rates are made by using the car- riers' individual issues to Chicago or Chicago Junctions, to Peoria, or to Mississippi River Crossings, and therefrom the * Map IS follows page 148. TRAFFIC GEOGRAPHY 7 issues of Agent Boyd (successor to W. H. Hosmer), for the Western Trunk Line Committee roads. These tariffs also apply on shipments destined to points in Southwestern Mis- souri, Kansas, Nebraska, and points in Colorado, east of the Colorado Common Points. The same proportional tariffs apply in making rates to the Colorado Common Points and Utah Common Points, with the tariffs as published by Agent Poteet for the Trans-Missouri Freight Bureau Lines applying beyond. Through rates are also published to Missouri River, Colorado and Utah Common Points, by the way of the Atlantic Ports, Norfolk, Newport News, by Agent Sedgman for the lines which are members of the Seaboard-Colorado Utah Freight Bureau. Through rates are published from points in Central Freight Association Territory to points in Southwestern Tariff Com- mittee Territory, viz. : Arkansas, Louisiana, Texas and Oklahoma, also proportional rates to Rio Grande River Crossings on shipments destined to points in the Republic of Mexico, in tariffs issued jointly by agents Morris and Leland for the Central Freight Association and the Southwestern Tariff Committee roads, respectively. From Trunk Line, New England Freight and Central Freight Association Territories to points in New Mexico, Arizona, Nevada, California, including South Pacific Coast Terminals, through rates are published in tariffs, issued jointly by Agents McCain, Morris and Countiss for the Trunk Line, New England Freight and Central Freight Association and Trans-Continental Freight Bureau roads, respectively. Through rates are published in agency issues of Eugene Morris from points in Central Freight Association Territory on both classes and commodities, to St. Paul, Duluth, Winona and Common Points. These rates also apply proportionally to the Missouri River points on shipments destined to points in Idaho and Montana, not subject to the Trans-Continental Basis. Through rates are published from pro-rating points in Iowa and Missouri, also points in Illinois, to points in the 8 AMERICAN COMMERCE ASSOCIATION Central Freight Association Territory, by Agent Boyd for the Western Trunk Line Committee roads. To points in the Southeastern and Carolina territories to which there are no through rates in effect, the rates are made by combination on the Ohio River or Virginia Cities, which- ever makes the lower rate. To rate a shipment from any of the principal common points in the Southeastern Freight Association Territory to Southeastern Mississippi Valley Freight Association Territory, the tariffs published by Agent Hinton, for the carriers which are members of the Southeastern Freight Association Terri- tory, should be used. Tariffs applying from the Carolina Territory to New Eng- land Freight and Trunk Line Association Territories and Virginia Points, also to points on the Ohio and lower Missis- sippi Rivers, are published by Agent Hinton as are also many commodity tariffs applying from the Southeastern Freight Association Territory to the Carolinas Territory and to points in Trunk Line, Central Freight Association and Western Trunk Line Territories. Rates from California, North Pacific Coast and British Columbia Terminals to Overland Common points, including points in Western Trunk Line Committee, Central Freight Association, Trunk Line Association, New England Freight Association, Southeastern Freight Association, Mississippi Valley Freight Association territories, are published in Trans- continental Freight Bureau Tariffs, R. H. Countiss, Agent. It is obvious, therefore, from the few general examples given here of the application of tariffs, that in order to under- stand where to find the proper rate or rates, or to know the application of railroad freight tariffs and compute accurate charges, one must have a thorough knowledge of the traffic territories, rate groups and rate construction points, which information is given in this treatise on Traffic Geography. CHAPTER I. The Nature of Commerce Sec. 1. The Beginning of Commerce. Sec. 2. Relation of Commerce to Business. Sec. 3. Regulation of Commerce. Sec. 4. The " Commerce Clause " of the Constitu- tion of the United States. Sec. 5. General Meaning of Commerce. Sec. 6. Technical Meaning of Commerce. Sec. 7. Agencies Promoting Commerce. (9) CHAPTER I. The Nature of Commerce Sec. 1. BEGINNING OF COMMERCE. The Indian procured his food by fishing, hunting and trapping. He supplied many of his wants from the forest. His clothes were made from the furs and skins of animals. His wigwam was constructed from the barks of trees and the materials which he found in the hunting-ground. His wants were few and they were easily supplied. For many years the wigwam with its curling smoke was the only sign of human habitation. Our forefathers, before the era of the present-day manu- facturing, procured life's necessities in the communities in which they lived. Flour came from the town mill, shoes were made by their neighbors, and the clothes for the family came from the loom in the home, turned by hand or by the passing creek. A mill in the community supplied nails and other metal implements. Stoves were made at the home foundry. On every hand there was the hammering and the hum of home industry. The community could have existed alone on an inaccessible island, so well was it equipped to take care of its ordinary wants. But beyond the circle where the earth and the sky met, there was soon to develop unknown to the inhabitants of the early village, a greater world — the world of modern business. At the beginning of American commerce, local manufac- tories supplied practically all of the wants of the people. Most everything needed by the community was made at home. Each of the inhabitants exchanged the products of his labor for the goods produced by others. The primitive community had little intercourse with the outside world and, of course, had only the most primitive of transportation agencies. As (11) 12 AMERICAN COMMERCE ASSOCIATION soon as the artisans of the early village, the tailor, the smith, and the carpenter, began to specialize in their chosen lines of work, it became necessary for them to employ assistants. With an increase in population, the demand for manu- factured articles became greater, and the raw materials at home were soon found to be insufficient. Greater quantities of raw materials, therefore, had to be brought from other and sometimes distant sources of supply. Soon the production of finished products became greater than necesary for home consumption, which gave rise to shipping the surplus goods to markets where they could be sold, and to do this required an agency new to these people and forced them to look about for cheap, suitable means to carry on their business in a manner that would assist in assembling raw materials and the distribution of goods in quantities. Some of the members of the early community gave their time to the manufacture of articles for daily use, while other members devoted their time to agriculture or the production of food products. It was soon found more economical for men to specialize in the manufacture of the various parts of the articles of commerce. For instance, the farmer produced the skin, the tanner tanned it, and the shoemaker made it into shoes, thus giving rise to the various trades and a division of labor. The two principal causes which gave birth to commerce, as we know it, were (1) the imequal distribution of the prod- ucts needed by man in the various sections of the country and (2) the centralization of skilled labor at certain points, often because of climatic conditions. A country which is rich in certain products, sells its surplus to other countries in exchange for articles which it does not or can not produce. Argentine sells its surplus of grain, meat and hides of which it has an abundance, to other countries for coal and iron of which it has a very limited supply. The division of labor, the supplying of the wants of man, and the distribution of the products of commerce cause men to engage in trade. TRAFFIC GEOGRAPHY 13 Sec. 2. RELATION OF COMMERCE TO BUSINESS. The development of the different processes through which the articles of commerce pass before they reach the consumer, has resulted in our present-day Commerce, Industry, Trans- portation and Business. The materials from our mines and soil, which enter into the finished products of to-day, may have been supplied from sources only a few miles distant, or from thousands of miles away. It is, therefore, necessary that there be some agency, not only for carrying the raw materials from sources of supply to the factory, where they are manufactured either partially or completely, but also for distributing the articles to the various markets. This agency is the common carrier and its function is transportation. Industry, in its general meaning, includes those processes through which materials pass until they are manufactured into the finished product. Commerce, generally speaking, includes those agencies by which products pass from the source of supply to the factory and to the consumer. It is the interchange of products by nations or individuals. Transportation, in a general sense, is the moving of the raw materials or products from place to place, throughout any of the various processes of industry. Business, in a general way, is the vocation of those engaged in carrying on industry, commerce or transportation. It is, therefore, apparent that transportation is an indis- pensable factor in all commercial activity. Goods can be moved from place to place by railroad, boat, barge, ox-cart, wagon, stage, by beast of burden, or even on the backs of humans, but the railroad is the superior agency and has been developed to such a degree of proficiency, that it is to-day the chief means of transportation. The railways carry the raw materials from the sources of supply to the mill or factory, where they are completely or partially manufactured, and then they carry the product to a warehouse or to a market ready for further distribution or 14 AMERICAN COMMERCE ASSOCIATION for sale to the consumer. The railroads enter into every process of production and distribution. Sec. 3. THE REGULATION OF COMMERCE. The Mediterranean Sea, at one time, was the home of a most extensive commerce. All commerce was carried on at great risk, not alone from storms or pirates, but from com- plications arising through lack of uniformity of custom of the various nations engaged in the trade. It was deemed wise to have a set of uniform rules to govern this commerce and the code adopted contained the first vSea Laws. As soon as France and the other Western nations began to trade with the far East, the old Sea Laws, changed and modified by different governments from time to time, were adopted by Northern ports, and eventually standardized as the regulation code of commerce among the leading maritime nations of Europe. For many years after the Colonists settled in America there was no foreign commerce. Trading was finally carried on with England. Raw materials were exchanged for goods, or money for goods, or commodities and money for taxes. As the Colonists prospered and the fertility and resources of the country produced an abundance, trade between com- munities in America was developed, and commerce became a business of much activity and many depended on it for their existence. The commercial success of the Colonists caused jealousy and unrest, and developed into the independence of the Col- onists and the formation of the United States of America. In drafting a Constitution much consideration was given to the future commerce of the country and the effect which the complexity of the laws of the different States might have, when applied to commerce between the several States of the Union. The Constitution of the United States was framed in such a manner as to give Congress power over the regulation of commerce between the States as well as foreign countries. TRAFFIC GEOGRAPHY 15 Most of the States located on the ocean were carrying on foreign commerce, but could not agree upon any satisfactory terms for carrying on the commerce among themselves. One of the principal reasons for introducing the Commerce Clause in the Constitution was to settle the question of the regulation of commerce between the States. In the case of Cook vs. Marshall County, 196 U. S. 261, it is stated that the power of Congress to regulate commerce among the States is, perhaps, the most benign gift of the Con- stitution, indeed, it may be said without it, the Constitution would not have been adopted. The Supreme Court, in 1895, in expressing the Federal power over interstate commerce, said : " Constitutional pro- visions do not change, but their operation extends to the many modes of living and to the habits of life to-day. The Constitution is the same to-day as when transportation on land was by coach and wagon, and on water by canal boat and sailing vessel, yet in its actual administration, it touches and regulates transportation by means then unknown — the railroad trains and steamships. So it is with the grant to the National Government of power over interstate commerce. The Constitution has not changed. The power is the same. But it operates to-day upon the regulation of interstate com- merce, unknown to our forefathers, and it will operate with equal force in the new modes of commerce which the future may develop." " I believe," said the President in his message sent to the Sixtieth Congress in December, 1908, " that under the Com- merce Clause of the Constitution of the United States, Con- gress has complete and paramount right to control all agencies of interstate commerce, and I believe that the National Gov- ernment alone can exercise this right with wisdom and effectiveness and do justice to the great corporations, which are the most important factors in modern business." Sec. 4. THE COMMERCE CLAUSE OF THE CONSTI- TUTION. The meaning of commerce, as used in the Constitution of the United States, not only includes intercourse and traffic. 16 AMERICAN COMMERCE ASSOCIATION but it also includes navigation. The Commerce Clause of the Federal Constitution reads as follows : " The Congress shall have power to regulate commerce with foreign nations, among the several States, with the Indian Tribes." The Constitution does not give a definition of commerce, but the Supreme Court of the United States has defined com- merce to consist in intercourse and traffic, including in these terms, navigation and the transportation and transit of prop- erty, as well as the purchase, sale and exchange of commod- ities. In the important case McCall vs. California, 136 U. S. 104, the Court held that " Commerce includes the facts of inter- course and of traffic, and embraces all the means, instruments and places by which intercourse and traffic are carried on, and it comprehends the act of carrying them on at those places." The Court also held that the subject-matter of intercourse or traffic may be either things, goods, chattels, merchandise or persons. Sec. 5. GENERAL MEANING OF COMMERCE. Commerce, in a general sense, means the exchange of property. In the first place, it should be understood that commerce develops as civilization advances. Its meaning, therefore, is constantly changing. It may mean the inter- change or mutual exchange of goods, products or property of any kind, between nations or individuals, either by pur- chase, sale, barter, trade or traffic. Some authorities define commerce as being an exchange, or the buying or selling of commodities ; or the exchange of merchandise on a large scale between diflferent places. Mr. Justice Johnson, in the case Gibbons vs. Ogden, said : " Commerce, in its simplest signification, means an exchange of goods, but in the advancement of society, we find that labor, transportation, intelligence, care and the various mediums of exchange enter into commerce. The subject, the vehicle, the agent and their various operations become the object of commercial relation." TRAFFIC GEOGRAPHY • ' 17 In the case of the Pensacola Telephone Company vs. the Western Union Telegraph Company, the Court held that commerce extends from the horse with its rider, from the stage coach to the steamboat and railroad, and from the rail- road to the telegraph, as these new agencies come into use. The term commerce has been found to include even the transmission of intelligence by mail. This was brought out in the case of the International Text-book Co. vs Piggs. The Court held : " If intercourse between persons of different States by means of a telegraphic message, conveying intelli- gence or information, is commerce among the States, we can not doubt but that communication between persons in differ- ent States by means of correspondence through the mails is commerce among the States, especially if such communication or intercourse really relates to matters of regular continuous business and to the making of contracts, and the transmission of books, papers, etc., pertaining to their work." Sec. 6. TECHNICAL MEANING OF COMMERCE. The word " intra " is a Latin word meaning within. Intra- state Commerce therefore signifies commerce within a State. The Commerce Clause of the Constitution of the United States excludes all commerce within a State. The Interstate Com- merce Law, in order to make it very clear that it has no jurisdiction over intrastate commerce, or commerce wholly within a State, distinctly states in Sec. 1 of the Act, " the pro- visions of this Act shall not apply to the transportation of persons or property, or to the receiving, storage, or handling of property wholly within one State, and not shipped to or from a foreign country, from or to any State or Territory." The prefix " inter " is a Latin word meaning between. Inter-state Commerce, therefore, is commerce between the States. It is very fully defined in the first section of the Act to regulate commerce as follows : " The provisions of this Act shall apply to any common carrier or carriers engaged in the transportation of passengers or property wholly by railroad (or partly by railroad, and partly by water when both are used under a common control, 18 AMERICAN COMMERCE ASSOCIATION management, or arrangement for a continuous carriage or shipment), as follows: " (a) From one State or Territory of the United States or the District of Columbia, to any other State or Territory of the United States, or the District of Columbia, or " (b) From one place in a Territory to another place in the same Territory, or " (c) From any place in the United States to an adjacent foreign country, or " (d) From any place in the United States through a for- eign country to any other place in the United States, or " (e) To the transportation in like manner of property shipped from any place in the United States to a foreign country and carried from such place to a port of trans- shipment, or " (f) To a shipment from a foreign country to any place in the United States and carried to such place from a port of entry either in the United States or an adjacent foreign country." It must be distinctly understood in all traffic work, that the only common carriers which are directly subject to the Interstate Commerce Law or under the jurisdiction of the Interstate Commerce Commission, are those specified in the Act to Regulate Commerce. Transportation includes all kinds of cars and vehicles of shipment, also all the services rendered, as delivery, storage, elevation, ventilation, refrigeration, etc., and the transfer of shipments. Interstate Commerce signifies commerce between the States or between the United States and foreign nations. In other words the term signifies " Big Business." Corpora- tions which are engaged in Interstate Commerce are to be regulated by a Federal Trade Commission which has func- tions similar to those of the Interstate Commerce Commission. The time is not far distant when all big business will be con- ducted under the supervision of the Federal Laws. These laws will regulate industries as well as railroads. It naturally TRAFFIC GEOGRAPHY 19 follows, therefore, that every business man must have a thorough knowledge of Interstate Commerce. Sec. 7. COMMON CARRIERS: AGENCIES PROMOT- ING COMMERCE. The question naturally arises at this point : What are and what will be the principal agencies promoting commerce? In Europe the water carriers transport the greater tonnage. In this country the railroads have been developed so rapidly during the last fifty years that they transport the larger por- tion of our commerce. A common carrier is any person or corporation making a business of carrying from one place to another, the goods of all people who apply for transportation, provided that the goods are of the nature which are accepted from every one alike for shipment. It is also understood that all people who apply for this carrying service must agree to the reasonable terms and conditions prescribed by the carrier. Under the common law, any common carrier which refuses to carry goods for all people alike under the same conditions, is liable to an action at law by the party who is damaged. A common carrier, under the common law, is an insurer of the goods entrusted to him, and is responsible for any losses excepting those which are occasioned by the act of God or the public enemy. The amendment of 1910 to the Interstate Commerce Law included express companies, telegraph companies and tele- phone companies, under the jurisdiction of the " Act to Regu- late Commerce." These different companies are all important in the promotion of commerce. In this country, the water carriers are not developed to the utmost, it being claimed by some that this is due probably to the domination of the large railroad corporations. The Panama Canal and the develop- ment of the Lakes to the Gulf Deep Waterway will stimulate water transportation in this country and greatly develop all the common carriers, promoting commerce, and make many new transportation problems which only the trained man can satisfactorily solve. CHAPTER II. The Nature of Transportation Sec. 1. Relation of Transportation to Industry and Commerce, Sec. 2. Relation of Transportation Charges to Industry and Commerce. Sec. 3. Nature of Discrimination. Sec. 4. Kinds and Effects of Discrimination. Sec. 5. Railroad Competition and Monopoly. Sec 6. Nature of Transportation Charges. (21) CHAPTER II. The Nature of Transportation Sec. 1. RELATION OF TRANSPORTATION TO IN- DUSTRY AND COMMERCE. Transportation is the most important factor of commerce. It gives to goods their value. The market cost of an article, produced by human labor, depends principally upon the cost of carrying it from the place where it is of little or no value, to a place where it is of sufficient value to compensate for the cost of its production, and give the producer a reasonable profit. Transportation enters as a controlling force into the degree of success or failure of most every business enterprise. It is through the railroads of the country, that the life-blood of commerce flows. There is nothing that we eat, nothing that we wear, no part of the house which shelters us from the summer's sun or the winter's cold, that is not afifected by transportation. The great question of transportation some- times determines the character of the poor man's house and the rich man's palace. A proportion of the cost of almost everything that we buy is represented by the expense of trans- portation. Sec. 2. RELATION OF TRANSPORTATION CHARGES TO INDUSTRY AND COMMERCE. The term transportation technically includes all cars and other vehicles and all instrumentalities and facilities of ship- ment or carriage, irrespective of ownership, or of any contract expressed or implied, for use in all services in connection with the receipt, delivery, elevation and transfer in transit, of all classes of shipments and the ventilation, refrigeration, icing, storage or handling of property transported. (23) 24 AMERICAN COMMERCE ASSOCIATION The term railroad, as it is used in interstate commerce, includes all bridges and ferries operated in connection with a railroad, and also all of the means used in performing the transportation service by any corporation operating a railroad whether owned or operated under a contract, agreement or lease. It also includes all switches, spurs, tracks, terminal facilities, freight depots, yards and grounds, used in the receipt, delivery or transportation of any kind of property. As the railroad property represents a tremendous invest- ment of capital; it follows as a matter of course a charge must be made by the company for its services, in moving property from place to place, and such charge forms a part of the market cost or the cost of distribution of every article of commerce. There is a certain limit in the cost of transportation beyond which it is unprofitable for producers to ship goods. Therefore, transportation or freight charges affect the development of industry, commerce and business, and concern every one every- where. They affect those engaged in industry as the producers of raw materials, also the producers and employers in the fields, mines and factories. They affect those engaged in the distribution of goods as the sales agents, wholesalers, jobbers and retailers. They affect the consumer, since freight charges form a part of the purchase price of every article. Freight charges also affect the railroads themselves, as the carriers must charge enough to make sufficient revenue to support themselves, keep up their plants, provide equipment to take care of the increasing business of the country, and render to shippers a dependable and equitable service. About sixty per cent of the expense of operating a railroad is a constant or fixed expense and must be borne whether a large or small amount of shipping is done. This condition has, at times, worked as an inducement on the part of rail- road traffic managers to reduce rates in order to get business, and it sometimes gives large shippers a good ground to demand low rates under a threat that they will ship over com- peting lines. This condition often results in making freight charges which are unremunerative as well as preferential, if not discriminatory. TRAFFIC GEOGRAPHY 25 Sec. 3. NATURE OF DISCRIMINATION. The fight for the control of markets began with the exten- sive trade between India and Europe. Columbus in discover- ing America was in search of a new trade route to India. A fight for trade was carried on between the original Colonists and England, the mother country. Rules of trade between markets was one of the chief contentions in the arguments preceding the adoption of the Constitution of the United States, these contentions resulting in the famous " Commerce Clause," the basis of our present government regulation of Interstate Commerce. One of the most unsuccessful ways of promoting business is through discrimination in freight charges. Discrimination was generally practiced before the original Interstate Com- merce Law was passed. The relation between shippers and carriers became so critical in 1868 that the Senate and House of Representatives of the United States passed a resolution requiring an investigation of the facts, and a determination of the extent of Federal authority. It was reported to Con- gress that the Government under the Commerce Clause of the Constitution had full power to regulate Interstate Commerce. Many bills were introduced into Congress at this time with the view of regulating commerce between the States. Finally in 1886 the Cullum Committee was appointed to make a com- plete investigation of prevailing conditions in all parts of the United States and report to the Senate. One paragraph from this report will show the critical con- dition existing at this time : " American railroads have provided the most efficient rail- way service and the lowest rates in the world, but it is recog- nized that this has been attained at the most unwarranted discrimination, and its effect has been to build up the strong at the expense of the weak, to give the large dealer an advan- tage over the small trader, to make capital count for more than individual enterprise, to concentrate business at the great commercial centers, to necessitate combinations and aggrega- tions of capital, to foster monopoly, to encourage the growth 26 AMERICAN COMMERCE ASSOCIATION of corporate power, and to throw the control of the commerce of the country more and more into the hands of the few." This report aroused the most progressive statesmen to action. As a result the original Interstate Commerce Law was approved on February 4, 1887, and took effect on April 5, 1887, and it aimed to eliminate the evils pointed out in the Cullum Report. The true status of the traffic conditions at the time the original Interstate Commerce Law was passed is most excellently summarized in the Cullum Report as follows : " That local rates were unreasonably high, compared with through rates; that both local and through rates were unrea- sonably high at non-competing points, either from the absence of competition or in consequence of pooling agreements ; that rates were established without apparent regard to the actual cost of the service performed, and based largely on ' what the traffic would bear,' * that unjustifiable discriminations were constantly made between individuals in the rate charges for like services under similar circumstances; that improper dis- criminations were made between different quantities of the same class of freight; and that unreasonable discriminations were made between localities similarly situated.' It was also pointed out " that the effect of the prevailing policy of the railroad management, by an elaborate system of secret special rates, rebates, and concessions was to foster monopoly, to enrich favored shippers, and to prevent free competition in many lines of trade in which transportation was an important factor; that such favoritism and secrecy introduced an element of uncertainty into legitimate business that greatly retarded the development of our industries and commerce; that the secret cutting of rates and the sudden fluctuations that constantly took place were demoralizing to all business except that of a purely speculative character, and frequently occasioned great injustice and heavy losses; that in the absence of national and uniform legislation, the rail- roads were able, by various devices, to avoid their responsi- bilities as carriers, especially on shipments over more than one road, or from one State to another, and that shippers TRAPPIC GEOGRAPHY 27 found great difficulty in recovering damages for loss or injury to property." It was shown also " That railroads refused to be bound by their own contracts, and arbitrarily collected large sums in the shape of overcharges, in addition to the rates agreed upon at the time of shipment; that railroads refused to recognize or be responsible for the acts of dishonest agents acting under their authority; that the common law failed to afford a remedy for such grievances, and that in cases of a dispute the shipper was compelled to submit to the decision of the railroad manager or pool commissioner, or run the risk of incurring further losses by greater discriminations; that the differences in the classifications in use in various parts of the country, and sometimes for shipments over the same roads in different directions, were a fruitful source of misunder- standing, and were often made a means of extortion; that a privileged class was created by the granting of passes, and that the cost of the passenger service was largely increased by the extent of this abuse; and that the capitalization and bonded indebtedness of the roads largely exceeded the actual cost of their construction or their value, and that unreasonable rates were charged in the effort to pay dividends on watered stock." Sec. 4. KINDS AND EFFECTS OF DISCRIMINATION. Although the Interstate Commerce Law aimed to elim- inate discrimination, yet the hands of the Interstate Com- merce Commission, appointed to enforce the law, were tied. Discrimination continued and was generally practiced. Rail- roads were forced to discriminate on account of the demands made by trust corporations and special interests. The true nature of transportation as a public service was not recog- nized by the carriers and the favored interests. It is evident that if the cost of manufacturing and selling an article is $100 and the cost of delivery to market for shipper "A" is $25 and for shipper " B " $50, the total cost of the article in the market without profit to "A" is $125, and to " B " $150. Shipper "A," who can get into market at a 28 AMERICAN COAIMERCE ASSOCIATION cheaper transportation cost, can sell his goods indefinitely at $125 without profit, and competitor " B," if he competes, must lose $25 on every sale. It is only a question of time when "A" will put his competitor out of business. As soon as he is free, as a monopolist of the market, he may raise the price of his goods to any figure desired. This is one of the many trust methods. Discrimination may be divided into four forms: (1) Place discrimination, (2) Discrimination among persons or corpora- tions, (3) Discrimination as to kinds of traffic, and (4) Dis- crimination as to competing lines of railroads. On account of the law forbidding it, any unjust discrimina- tion or undue preference at present, if intentional on the part of the carrier, must be secret. It could not occur in the form of lower rates, except as reflected in the quality of the service or possibly by allowances made for services not rendered but supposed to be performed by the shipper. In this case it would be a plain imposition on the carrier. One of the most difficult forms of discrimination to prove against carriers is the failure to perform a reasonably efficient service. Service below standard works to a very great dis- advantage against the shipper. It is claimed that many rail- road companies own stock in large industrial concerns and that they supply these concerns with the best possible equip- ment for moving their products while denying cars to other shippers. Not all kinds of discrimination are unfair. It is generally conceded that a reasonable discrimination may be made in the movement of perishable goods. Place discrimination is also permissible under certain conditions. No one could object to giving a certain section of the country a very low rate on household goods or products raised in a new country for the purpose of development and inducing colonists to build up a new territory. Property shipped to and from expositions, fairs and museums, because of the educational advantages to the public, is often shipped free or at reduced rates. These TRAFFIC GEOGRAPHY 29 discriminations are just and reasonable because they result in the greatest good to the largest number. The freight rates on carload shipments are usually, and for sound traffic reasons, much less than on less than carload shipments. This, when taken advantage of, gives the carload shipper an apparent advantage. He can supply his trade with his goods at lower price on account of lower transportation cost, thus enabling those who sell his goods to offer them to the consumer at a lower selling price than the smaller concern, which has to pay the higher freight rate on less than carload shipments. However, the carriers by the establishment of certain rate bases, at so-called jobbing centers and by classi- fication provisions for mixtures, have taken away much of this theoretical discrimination. Discrimination often depends upon the nature of con- trolling conditions. Philadelphia and Baltimore from certain origin territory, are provided with lower rates on goods for export than New York. If they did not receive the differential rate it would be impossible for these cities to continue in the export business. Reasonable discrimination may be practiced in providing certain commodities with a lower rate when used for certain specific purposes. Timber used for making paper is often given a lower rate than timber for building purposes. Com- mon soap takes a lower rate than Pearline, a soap powder. Coal at one time when used for steam or smelting purposes was given a much lower rate than coal for domestic purposes. Much depends, in order to determine unjust discrimination, on all the conditions involved. Practically all cases of discrimination may be said to be unjust and not capable of defense as resulting in material good to the greatest number, still the discrimination may not be unreasonable from any viewpoint. The number of dis- criminations now practiced are very much less than before the passage of the recent amendments to the Interstate Com- merce Law, defining and specifically forbidding them. How- ever, many experts claim that discrimination is now con- stantly practiced, but in a new form. 30 AMERICAN COMMERCE ASSOCIATION It is alleged that discrimination is still very generally practiced against localities. It is a recognized fact, that rates should increase as distance increases. The Interstate Com- merce Law forbids railroads to charge a greater compensa- tion in the aggregate for the transportation of property for a shorter than for a longer distance over the same line, in the same direction, under substantially the same conditions, the shorter distance being included within the longer distance, unless approved by the Interstate Commerce Commission. The carrier often finds some logical reason for charging less for the long than for the short haul resulting in apparent place discrimination. Now, then, the gist of the question is : Is the discrimination unjust and unreasonable? The crude method of discrimination openly practiced in former days has been displaced by many ingenious methods now employed by shippers which are very difficult to detect. Among these is misdescription and misrepresentation of goods resulting in false billing. The carrier charges the shipper the full rate for the shipment as described in the bill of lading, but investigation reveals the fact that the goods were misclassified on account of misdescription, or that the actual weight was very much greater than the weight reported on the shipping ticket, resulting in a discrimination. Another method of blind discrimination Is to allow certain shippers a certain amount for Incidental services, which are not performed or are worth much less than the compensation allowed. It Is claimed that discrimination Is also practiced by car- riers through paying to certain Industries a rental for their private cars. These Industries pay the regular freight rate, but the rental exacted from the carriers for the use of the cars Is so great that, as compared with the return on the car- rier's own equipment. It results In a great disadvantage to other shippers not owning cars, thus discriminating against them, and In the end resulting to the disadvantage of the carrier. The Industrial railroad, it Is claimed, has also been a factor in causing discrimination — the business concern owning an TRAFFIC GEOGRAPHY 31 industrial or plant line receiving for the use of its line (in its own business only) a percentage of the through rate, the amount of such allowance being above what the service is worth, thereby making the charges on its traffic much less than paid by competitors not owning a plant railroad but using the facilities of the common carriers only. ' It is claimed, in some quarters, that many small shippers are discriminated against because the big shipper is given preference in the movement of his freight. It is said excuses are given by the railroads to the effect that congestion of traffic makes it impossible to deliver goods promptly, when at the same time the cars are standing on side tracks or in switch yards and no attempt is made to move them. From these few illustrations of alleged discrimination it is easily seen that the shipper and the carrier must be protected by the Interstate Commerce Law and by a competent traffic man, who knows his rights and duties under the Law. The question is often asked : Why do railways practice discrim- ination, resulting in a loss in earnings? The answer is simple : They are usually compelled to do so, on account of conditions. Sometimes it is done to increase tonnage and often they do it through lack of knowledge of all factors involved. Sec. 5. RAILROAD COMPETITION AND MONOPOLY. The transportation business differs from all other forms of industrial activity. The railroad practically has a monopoly of the business along its line. The shipper at a local point can not go around the corner and buy railroad transportation from some one else. In other words the business of rail- roading is practically exempt from competition. When a railroad is once built through a section of a country, people hesitate to build a competing line. After the railroad has been constructed, it can easily increase its equipment and, therefore, at nominal expense very readily take care of any increase in its business. It is the original outlay that requires the great capital, and to become a paying property, tonnage at remunerative rates is necessary in order to insure the financial 32 AMERICAN COMMERCE ASSOCIATION resources necessary for successful operation, as the road is dependent not altogether on the amount of traffic but on the net income from transportation charges. Sec. 6. BASIS OF TRANSPORTATION CHARGES. The charges for transportation depend upon the nature of the railroad system, the kind of freight services rendered, the value of the transportation service to the shipper, and many circumstances and conditions which differ more or less with every shipment. The railroad corporation is very different from a business corporation. It has distinct features which distinguish it from other kinds of business. It is given by law, the right of Eminent Domain, which enables it to con- demn property for its right of way. This power is given to it because it renders a service to the public. It, therefore, assumes a certain obligation in accepting its charter and it becomes subject to government regulation. The railroad corporation, like other kinds of business, is supported by private capital. In former days, special land grants, and in some cases appropriations by the Government were common. ]\Iost of the stocks of railways to-day are owned by capitalists and by the public. In other words, as far as the financing of the railroad company is concerned, it is a private corporation. It, therefore, owes a duty to its stockholders, also a duty to the public. A railroad corpora- tion, therefore, is regarded both as a public and a private institution. It is a public highway. It is a Common Carrier. It offers to transport all goods of all people on the same basis. Transportation charges on account of the nature of the railroad business must be analyzed from two distinct points of view, namely, private and public. But, considered as a private enterprise, its freight rates may be made in the inter- est of its stockholders. When viewed as a public service, its freight rates should be made as low as possible and the same for all shippers. From the point of view of the public, the service rendered to the shippers along its lines is of the first importance. Some railroad financiers, of course, consider dividends as of the greatest importance. The solution of the TRAFFIC GEOGRAPHY 33 railroad problem, therefore, as it applies to freight rates, requires a reconciliation of both public and private rights. There are two distinct factors in a transportation service: (1) the highway, over which the goods are transported; (2) the process of carrying the goods from one point to another. The drayman furnishes his wagon and uses the public highway, which is usually constructed and maintained by public taxation. He makes a charge for the carrying service. Water carriers make a charge for the carrying service and use the highway supplied by nature. The railway differs widely from each of these modes of transportation. It must furnish its own highway, at a great expense. There must be a charge which will include something for the construction and up-keep of the highway ; also for the carriage of the goods from point of origin to destination. In the early days, the weight of the carrying vehicle was practically the only consideration in making the transporta- tion charge. It was considered that a heavy wagon would wear out the roadbed quicker than a light pleasure carriage. Early carriers soon came to the conclusion that there should be a greater charge on luxuries than on necessities. In " The Wealth of Nations," by Adam Smith, we find the following: " When the toll upon carriages of luxury, chaises, etc., is made somewhat higher in proportion to their weight, than upon carriages of necessity, such as carts, wagons, etc., the indolence and vanity of the rich are made to contribute in a very easy manner to the relief of the poor by rendering cheaper transportation of heavy goods to all the different parts of the country." Canal companies of the early days were in the habit of charging more for manufactured goods than for such articles as lime, stone or sand, believing that the articles of higher value should pay a higher charge. The principle which determined the freight charge in early days was the value of the service to the shipper and not the cost of the service to the carrier. A railroad transportation plant represents a very large investment of capital, and is practically worthless for any 34 AMERICAN COMMERCE ASSOCIATION other purpose. The construction of a railroad highway re- quires, after the purchase of right of way, the building of the roadbed, the construction of stations and terminals, the build- ing of sidings, bridges, tunnels, viaducts, engine houses, all of which are very expensive and can be utilized for no other purpose than transportation. The fixed charges (interest on bonds, taxes, etc.) and fixed expenses, must be borne whether many or few goods are carried, and these certain expenditures represent a very large portion of the total cost of furnishing the transportation service. The two classes of expense, therefore, of the railroad are its operating expense, which includes the cost of carrying shipments between points of origin and destination, and fixed expense, which may be designated as the " overhead " or " general " expense. It therefore follows as a principle, that the cost of operating a railroad does not vary directly with the amount of traffic. It has been found that the cost of con- ducting the transportation service is about fourteen per cent of the total expense of operation. Fixed expense amounts to about sixty per cent. The scientific establishment of a transportation charge on each unit of freight is practically an impossibility. There are two principles which may control the establishment of this charge. In the first place, the railroad is entitled to earn a fair return upon the money invested. In the second place, it is not entitled to earn more than this amount simply because a railroad is performing a public service. It would seem that the lower the transportation charge, the greater would be the movement of traffic because the value of the articles shipped depends very much upon the cost of carrying them to markets where sold ; however, this could be true only up to the limit of demand for the commodities. Transportation charges must at all times be the same for all classes of shippers, in order to avoid unjust discrimination or undue preferences. There are three important elements which characterize the cost of the service: (1) the actual amount expended in order to move any given shipment a certain distance; (2) the pro- portionate part of the entire expense of the railroad which TRAFFIC GEOGRAPHY 35 each particular shipment should bear, including interest divi- dends on money invested, interest on bonds, taxes, etc. ; (3) the proportionate part of the entire expense of operating the road in moving the total tonnage of freight over its lines. The cost of the service, whenever it can be determined, should establish the minimum charge for transportation. There are a large number of factors which at once enter into the determination of the cost of service. It must be known whether or not the cars are fully loaded, empty, partly loaded, or loaded to full capacity. The cost of the service covers such expenses as the money paid out by the railroad for maintaining freight handling facilities, supplying fuel for operating engines, the wages of freight agents, wages of gen- eral office employees, wages to men operating the freight trains and switching service, and expenditures for keeping up the freight equipment, either by repairs or replacement. We have already explained the principle that the increase in expense does not vary directly with the increase of traffic. In other words it is impossible to ascertain the exact cost of handling any particular item of traffic. The transportation of articles of commerce to markets where they may be sold at a profit, increases their selling price and therefore their value. It has been argued that since the charge for transportation affects the value of the article, in figuring the transportation charge consideration should be given to the selling price of articles or their value in the market to which they are shipped. If railroads estab- lish their transportation rates on the basis of the cost of service, giving no consideration to the value of the article, the rate often would be so high on many kinds of commodities that they could not be shipped over long distances to market and sold at a profit. Many articles of great value, such as silk, wool, glassware, shoes, watches, etc., which bring high prices as compared with articles of great weight and bulk, can afford to pay high transportation charges in order to be delivered into markets where they can be sold to the best advantage. Transportation charges which are based upon the value of service to the shipper are usually called charging " what 36 AMERICAN COMMERCE ASSOCIATION the traffic will bear." It is obvious that the value of the trans- portation service is different on different classes of goods, and it also follows that it is different for different sections of the country. The intent of the Interstate Commerce Law is to entirely eliminate unjust discrimination. The value of the service principle in its application is very likely to discrimi- nate against certain classes of goods and certain sections of the country. It follows naturally that goods of small value shipped long distances should pay a lower rate than goods of great value shipped short distances. The moment we begin to determine the extent of the value of the goods or compare the distances, we immediately begin to discriminate, and the question at once arises. What is the fair, just and reasonable charge? In applying the value of the service principle, a large number of factors are involved. The number of different articles offered for shipment required the railroads to make classifications. Washboilers, watches, oriental rugs, kerosene oil, etc., are classed together as first class. Ink, honey, brass castings and peanuts are classed together as third class. The questions naturally arise; Are these goods enough alike to be classified together? Is the value of the transportation service the same to all goods of a certain class? These intricate questions we must leave until we take up the subject of the reasonableness of classification and the adjustment of rates. The cost of the service principle also brings out many complications. The volume of the traffic, the amount of com- petition, the size of the train load, the development of the country, the cost of labor, and innumerable other factors enter into the cost of service. The making of a freight rate between two points on any article of commerce is necessarily an intri- cate matter, and requires special technical knowledge. We have gone into the nature of transportation to some extent in order that you may get a more intelligent idea of the many factors which enter into the making of transporta- tion costs. When you are studying the Traffic Territories and Rate Basing points which will be taken up later, you will wonder why there should be so many different rate groups; TRAFFIC GEOGRAPHY 37 but as you go into these matters more thoroughly you will see that they are necessary in order to meet all of the traffic, commercial and industrial conditions throughout the country which are constantly developing and sometimes changing. CHAPTER III. Factors Controlling Industry and Commerce Wants of Man Increase with Civilization. Distribution of the Products of Commerce. Natural Conditions Affecting Industry and Commerce. Climate Conditions — the Most Important Factor. Temperature and Rainfall. Mountains and Rainfall. Importance of Good Soil. Factors Promoting Industry and Com- merce. Relation of Weather to Industry and Com- merce. North Temperate Zone — Most Productive. Production — Transportation — Consump- tion. Sec. 1. Sec. 2. Sec. 3. Sec. 4. Sec. 5. Sec. 6. Sec. 7. Sec. 8. Sec. 9. Sec. 10. Sec. 11. (8W CHAPTER III. Factors Controlling Industry and Commerce Sec. 1. WANTS OF MAN INCREASE WITH CIVILI- ZATION. As man advances in civilization he demands more attrac- tive clothing, a more elaborate home, a greater variety of food, constantly changing pleasures, all of which create a greater demand for the various articles of commerce. These many articles which man demands for his happiness and pleasures are either supplied from the natural resources or are manu- factured from the raw materials into the various articles which supply his daily wants. The tremendous development in manufacturing, during the past fifty years, has resulted from the increasing wants of man. The inventive genius of our Americans has made easy the supplying of many of these wants. There have been filed, in the United States Patent Office, specifications for inven- tions, numbering hundreds of thousands, covering articles and devices of all kinds and descriptions. Most of the inventions are designed to save labor or materials and to supply as cheaply as possible the constantly increasing wants of our complex civilization. Sec. 2. DISTRIBUTION OF THE PRODUCTS OF COM- MERCE. The articles of commerce come either from the soil, from mineral substances or from the water. Most of them come directly from the soil, while many of the necessities of life, such as meats, skins, hair, wool and other products come from animals dependent on vegetation for life. Not all of the animal production depends directly on the soil, as fish and sea foods make up a considerable portion of our food, (41) 42 AMERICAN COMMERCE ASSOCIATION while many articles taken from the water are used in the manufacture of commodities of daily use. Coal, iron and most of the drugs, as well as many other articles of commerce come from rhineral substances. The various articles of commerce are distributed in all parts of the world. Switzerland has no coal; Holland no building stone, and the United States no coffee. Our own country must import millions of dollars' worth of various products every year to supply the wants of our people. The importation and exportation of products between the various countries of the earth, and the exchange of products between sections of our country, has developed commerce. Sec. 3. NATURAL CONDITIONS AFFECTING INDUS- TRY AND COMMERCE. There are many natural conditions affecting commerce. The direction of rivers in any country is determined by the slope of the land. Mountain ranges keep people apart and hinder to a certain extent the development of artificial trans- portation. Man and the domestic animals secure most of their food from the plains and valleys. The metals and min- erals are found in the mountain ranges. The variety and the extent of vegetation grows less from the Equator to the Poles and from the level of the sea to the mountain tops. Com- merce is dependent more or less upon many natural condi- tions. Sec. 4. CLIMATE — THE MOST IMPORTANT FAC- TOR. The greatest single influence which determines the place where animals and plants may develop to the best advantage, is climate. The greatest volume of commerce is carried between the commercial centers. The centers of population depend more or less upon climate where human life is easily supported. Only the greatest rewards will induce men to go into lands of the richest resources, if the climate is unfavor- able to life. If the climate of a country does not permit the u;- Map No. 1. Mean Annual Precipitation in the United States. f : Designed and compiled for The American Commerce Association by Mark Wymond, C.E. i ut iUir.t TRAFFIC GEOGRAPHY 43 development of agriculture and of animal raising, the result will be few inhabitants and necessarily very few large indus- tries. Sec. 5. TEMPERATURE AND RAINFALL. The two most important elements of climate are tempera- ture and rainfall. Temperature is controlled almost entirely by elevation above sea-level and distance from the equator. It depends upon relation of the land area to water, which gov- erns the direction of the winds and the ocean currents, also the topography or the nature of the land surface. Topog- raphy embraces the altitude of the land, the slope of the surface of the country, and the position of mountains. Tem- perature is often greatly affected by mountain ranges. It is claimed by authorities that winds sweeping over icebergs and ice-fields in the north gathered cold, and meeting no mountain barriers in their pathway across the eastern part of North America, swept southward toward the Gulf of Mexico and on two different occasions have destroyed the orange groves of Florida. Rainfall, or precipitation, is different when temperatures are the same. Sec. 6. MOUNTAINS AND RAINFALLS. (Observe Map No. 1, preceding.) Rainfall has a direct influence on commerce. Mountains cause the moisture-laden clouds to rise to a very high altitude wherefrom the moisture is precipitated in rain or snow, caus- ing the country beyond the mountains to suffer from insuffi- cient rainfall. The effect of this natural condition on the development of commerce is noted in certain sections on the eastern side of the Rocky Mountains. Without sufficient moisture in the soil there can be but a scant vegetation. To overcome this natural condition men have resorted to irri- gation and much arid land, which once was barren and unpro- ductive, has been reclaimed for agricultural purposes. 44 AMERICAN COMMERCE ASSOCIATION Sec. 7. IMPORTANCE OF GOOD SOIL. The animal and agricultural production of any section of a country is also dependent upon the nature of the soil. Good soil together with a favorable climate presents an ideal con- dition. The United States is not surpassed by any country in this respect. River valleys usually aflford a very rich soil, particularly along the banks. The valleys are rich in agri- cultural products. Rivers offer cheap transportation, and therefore the valleys are quickly settled on account of the eflficient commercial advantages which they present. Fertile valleys draw a large population and offer special facilities for the development of agriculture. Factories and industries fol- low where agriculture flourishes. All industries along rivers which flow directly to the sea may take advantage of the great ocean highways of commerce and thereby gain a tre- mendous advantage over those in inland cities. Sec. 8. FACTORS PROMOTING INDUSTRY AND COMMERCE. Many factors either hinder or promote commerce: the character of the climate, the amount of precipitation, the nature of the highlands, the nature of the lowlands, the flow of the rivers, the character of the coast, the slope of the land surface, the fertility of the soil, the supply of good water, the distribu- tion of mineral resources, the supply of timber and of building stone, etc., and many other conditions greatly influence the commerce of the country, such as the building up of cities and towns, and the occupations of men. Commerce, therefore, develops as the result of men adjust- ing themselves to their environment and physical surround- ings. Climate, soil, and the topography of a country are responsible for the distribution of the natural resources. A thorough knowledge of commerce, then, must include an understanding of the sources of the products of commerce and the relation of these products to the development of our transportation facilities. The physical condition of the country in which people live TRAFFIC GEOGRAPHY 45 determines their commercial life. The contour of the land, the nature of the soil, the climate, the precipitation, together with the drainage of the land, all affect the productiveness and determine the kind of products of commerce which will be offered for transportation. In the extreme North or extreme South of this Continent, the climate is not advantageous for the growth of many of the products of commerce. The great commercial centers, and the industries engaged in commerce, are found located in a comparatively narrow belt. The United States lies in the belt between the extreme North and the extreme South. Sec. 9. RELATION OF WEATHER TO INDUSTRY AND COMMERCE. The relation of weather to trade and commerce is well brought out by Robert Ward in an article entitled, " The Influence of Weather on Trade in the United States." He asserts : " Weather conditions change from year to year. Usually cold weather and rain in the early summer retards plant growth and raises the price of grain and cotton. Um- brellas, storm clothing and footwear are in exceptional demand. With the increased production due to the later warm weather, there is a corresponding fall in the prices." The effect of an intensely hot spell and a long period of drought in midsummer is a damage to the growing crop and results in crop shortage and advanced prices. The general result of intense heat upon the people is to stagnate trade. The demand for fresh vegetables, fruits and perishable goods is greatest during hot weather and as a result the market is stimulated. The growth of fruit and garden products in torrid weather receives a set-back and prices are raised owing to an increased demand and scarcity of supply. The shortage of pasture in the cattle-raising sections, inci- dent to drought, causes record-breaking shipments of live stock to arrive at the packing centers. This influences low prices by enabling buyers to dictate terms and carries its influence into the hide market and tanning industry. These cases indicate a remarkable dependence of commerce upon 46 AMERICAN COMMERCE ASSOCIATION the weather. Any set of similar observations would show a corresponding change in prices, following a change in the weather. So well recognized is this principle that those who speculate in futures on the various Boards of Trade, make a study of weather conditions as a basis of their operations. Sec. 10. NORTH TEMPERATE ZONE — MOST PRO- DUCTIVE. It is generally known that the broad belt around the World, known as the North Temperate Zone, is inhabited by those classes of people who are carrying forward the torch of civilization, education and industry. They are the most active commercial people in the world. There is a direct relation between their progress and weather condi- tions. Most white men can not adjust themselves to the climate of the Tropics on account of the continuous high temperature. Because of the abundance of moisture, vegetable growth is continuous and exceptionally abundant in the Tropics. Although production is practically unlimited and native labor very cheap, white men can not stand the climate, and native labor, though not efficient, must be used. If modern machinery is transported to the Tropics, it must be operated by natives who do not easily learn how to manage it. Therefore, it becomes necessary for those white men who engage in any industry in the Tropics to acclimate themselves to the weather conditions. Although the Tropics produce a greater abundance of soil products, area for area, than any other region, yet the weather conditions discourage to a large degree human efforts. The Temperate Zone sup- plies conditions more congenial to labor. Although the land is less productive, acre for acre, than the Tropical Zone, yet the results, all told, are more satisfactory. Sec. 11. PRODUCTION — TRANSPORTATION — CON- SUMPTION. There are three controlling features of commerce: (1) Pro- duction, (2) Transportation, and (3) Consumption. Production, Transportation and Consumption control all TRAFFIC GEOGRAPHY 47 the factors which enter into commerce. Production depends on climate, precipitation, soil and topography. Transporta- tion takes into consideration the agencies of transportation, time of transit, and transportation costs. Consumption is dependent upon the wants of the people, the density of population, and the wealth and prosperity of the nation. Cities are the result of their strategic position in relation to trade and the raw materials necessary for producing the articles of commerce. New York city, for example, owes its growth to its loca- tion at the mouth of the Hudson River and proximity to the Atlantic Ocean, enabling it to command both foreign and inland trade. The nearness of Philadelphia to the coal-fields of Pennsylvania made it one of our leading cities. To New England the rapidly flowing streams furnish good water power, which, together with the long, cold winters, compel the people to give less time to agriculture and more time to manufacturing. The strategic position of Boston on the Atlantic Ocean enables it to secure coal and forward manufactured articles by water most advantageously. There- fore, it has become the metropolis of New England. The growth of some cities, as New Orleans, La., and Galveston, Tex., has been due to their natural location on the Gulf of Mexico, which has given to them strategic positions as dis- tributers of raw materials, principally cotton and lumber, and export commodities. In selecting a site for a manufacturing plant, there are many factors which must have consideration. Many business concerns have learned too late that they selected the wrong place for the establishment of their business. Many of the factors controlling commerce may at first seem trivial, and failure to take certain well-known facts into consideration may result, and in actual practice often does, in the ruin of an otherwise successful business. CHAPTER IV. Sources of the Products of Commerce Productive Regions of the United States. Cross-sectional Diagram of the United States. The Natural Physical Divisions of the United States. The New England Plateau. The Atlantic Coastal Plain. The Piedmont Plateau. The Appalachian Ridges. The Alleghany Plateau. The Gulf Plains. The Ozark Plateau. The Prairie Plains, The Lake Plains. The Great Plains. The Rocky Mountain Regions. The Columbian Plateau. The Colorado Plateau. The Basin Ranges. The Pacific Area. General: Area of the United States: Mountainous Area. Sec. 1. Sec 2. Sec 3. Sec 4. Sec. 5. Sec 6. Sec. 7. Sec. 8. Sec. 9. Sec 10. Sec 11. Sec. 12. Sec 13. Sec 14. Sec 15. Sec 16. Sec 17. Sec 18. Sec 12. (48) ^-\\:^/ Plate No. 1. Cross-section of the United States. Elate CROSS SECTION OF I Coast Sierra Pocl z z c > r- o ■ D C o H IT*- © O z o -n ■0 33 z g > r- Z o cz (/) 70 to 2 H X m c z m o — m («6) CHAPTER V. The Leading Products of Commerce Sec. 1. VALUE OF PRODUCTS IN UNITED STATES. The United States, because of its natural advantages, its favorable climate, and the initiative and industry of its people, has surpassed all the nations of the world in the production of the articles of commerce. In 1860 the United States w^as the fourth nation of the world in commerce. To-day she stands at the top and produces more goods than three of her greatest competitors. The increase in our commerce every year is approximately ten million dollars more than was our total commerce twenty years ago. Our commerce is growing four times as fast as our population, yet we are furnishing only about eight per cent of the goods demanded in foreign mar- kets. Our exports for 1913 totaled two and one-third billions of dollars in value. The total value of American products is estimated at over twenty billion dollars annually. The articles of greatest value are packing-house products, which approximate nine hundred and fourteen million dollars annually. The second class of goods of greatest value is iron and steel, worth about nine hundred and six million dollars a year. Plate No. 2 shows the absolute and relative value of the annual production of thirty- five leading articles of commerce. (See page 66.) The items shown on the diagram furnish the principal tonnage of the railroads in distributing the products of com- merce. Plate No. 6, following page 106, shows the value of the products of mines. The following sections discuss in detail some of the more important of these items. (67) 68 AMERICAN COMMERCE ASSOCIATION Sec. 2. IRON AND STEEL. The diagram on Plate No. 3 shows the production of iron ore by States. It will be noted that Minnesota and upper Michigan produce by far the largest part of the iron ore. While the greater part of the transportation from this region, as to length of haul, is by lake vessel, the haul from mines to lake and from lake to furnace is by rail. Some of the furnaces located directly on lake fronts avoid the latter haul, but the larger part of the tonnage — all of that going to the Pittsburgh district — involves two railroad hauls in addi- tion to the water haul. The manufacture of iron and steel, including the move- ment of raw material to furnace and from furnace to eventual consumer, involves, like packing-house products next noted, many separate transportation services. To produce a ton of pig iron requires that the furnace be charged with nearly two tons of ore, nearly two tons of coke and one ton of fluxing stone, which involves the movement of five cars of raw material. The bed into which the molten iron is run to form the pigs requires the transportation of sand. The converting of the iron into steel or merchant iron requires further reduction in converters, involving the movement of more fuel and fluxing material. If the iron is intended for foundry use, it is transported thence and manufactured, say, into stoves, moving from the foundry to the merchant and thence to consumer. The ramifications of the transportation service involved from the movement of the ore from the mine to its destina- tion in the hands of the user of iron and steel articles are many indeed, as these articles, in some form, are used in the greater part of the many lines of manufacturing. The tonnage movement, if fuel and all other minerals necessary in its manufacture are included, is perhaps the largest of any other single item of commerce. The greatest pig iron producing centers of the country are located in the Pittsburgh district in western Pennsylvania; Plate No. 3. Value of Leading Minerals (by States). VALUE OF LEADING W o o o UJ o2 CO ^ © oc 5:< O z I d ^ in o O o o o Cs] O m- C/) ID o o o o —» in h- z I :^ I 2 _ < < 3 Q Z < < _j _i O Q Ll O (/5 Z o •* o m o_ CM o -^ II PETROLEUM Pennsylvania Ohio California \WestVirginlj Illinois Oklahoma Kansas Texas lllllll _> .2 > lis y i I ? ^ JERALS, BY STATES > OF DOLLA 20 30 u z LIONS ) 1 IMI^ ^ > ;= U U ■^-5 3 ^ 2 eg U) O Q li. O z o _J < d < UJ E U O UJ I- < X Q. V) O X Q- CJ o ;c in o EC kO DOLLA 40 1 JO ^- ; z ' «=- _ CM r -1 - _l ) i o C3 _ 1 1 J (0 < _i O D [1. O (/) LJ O CL =i O ^ o o o CM II LJ < to < _l _l o Q u. O z o 5 UJ Z o I- t/) Ui ■ ■■■■■ JL1_L JL_JL bo o •— .~ u O 3 >- a. = ^ o TRAFFIC GEOGRAPHY 69 the Mahoning Valley of eastern Ohio; the Calumet district and Gary of northern Indiana, and the Birmingham district in northern Alabama. In Virginia and Maryland there are other centers of less importance. Map No. 14 (page 77^, showing the value of the annual products of mines and quarries by States, is instructive in this connection, as well as Map No. 16 (page 83), showing natural resources by States. Sec. 3. PACKING-HOUSE PRODUCTS. The annual production of these exceed in value that of any other single item in our commerce, as shown by diagram on page 66. Cattle-raising is carried on in every State in the Union. Map No. 4 shows the production of cattle graphically by States ; Map No. 5, hay and forage production.* It will be noted that Texas leads in the production of cattle and the corn-producing States farther north follow its lead closely. It is to be observed, however, that most of the cattle raised on the ranges of the farther Western States do not go directly from the ranges to the packing houses, but are first fattened in the corn States, it being more economical to move the cattle to the feeding areas than the fattening feed to the ranges, in which the latter is deficient. The greatest production of swine is in the corn-producing areas; hogs are moved generally direct from farm to packing house. Through modern car refrigeration these products may be transported any distance which markets of consumption demand. The movement of cattle and swine to the packing centers and the distribution of the products of these centers involve more separate transportation services than any other item of commerce. It might be interesting to trace the movement of cattle from range to feeding farms for fattening; thence to the packing center for slaughter; thence the meat and canned * Maps Nos, 4 and 5 follow pages 68 and 66. 70 AMERICAN COMMERCE ASSOCIATION products to distributing centers, from where they are again moved to the consumers; the hides to the tanneries and thence to the shoe manufacturer, and from there to the mer- chant and consumer; the fatty wastes converted into soap, distributed to jobbing centers and thence to the consumers; the blood and other wastes to the fertilizer factories and thence through merchants to farmers, and so with many other by-products, such as hair, hoof, horn, entrails, etc., and note just what services have been performed by the trans- portation companies. The largest meat-packing industry is located in Chicago, which is near the greatest corn-producing area. Fort Worth, Kansas City, Omaha and Sioux City on the eastern edge of the great plains are important packing points. Many cities dis- tributed through the corn belt have packing industries of less importance. Sec. 4. SHEEP AND WOOL. Most of the sheep in this country are raised on the ranges in the western half of the Great Plains section and on flat areas lying between that section and the Pacific area. The profits of the industry come from the annual increase of flock and production of wool. Eventually, of course, the sheep themselves go to the packing centers. The transporta- tion of this wool is the principal item in this industry of inter- est from a transportation standpoint. As the Central and New England States are the consuming centers, the hauls are long. The annual production of wool in this country is three hundred and twenty million pounds. As this production is not sufficient for our domestic needs the transportation of imported wool to interior consuming points is an important item of traffic. A large part of the foreign wool originates in Australia, and as the port of entry is on the Pacific side, the hauls on the imported wool to the interior is longer even than on the domestic wool. Owing to the reduction of the range available for sheep- Map No. 6. Value of Manufactured Forest Products (by States). VALUE OF MANUFACTURED FOREST PRODUCTS BY STATES • $4,000,000 e $3,000,000 TO $4,000,000 3 $2,000,000 TO $3,000,000 @ $1,000,000 TO $2,000,000 O LESS THAN $1,000,000 ^y Xaero Lar< O ® 1 SailiTJo® HoaUrej ■rss^ Designed s.\A eomriled for The American Commerce Associaticn bv Mark AVymond, C.E. N ^«e' .W w ¥ QOllJ^ U^t^'" Vfa'^ •"TJk^iikfhffstv' 'c«ABtt^«^ •*^. • •r TRAFFIC GEOGRAPHY 71 raising, caused by the cultivation of land heretofore used as range, domestic wool production is decreasing and will prob- ably continue to do so in the future, as the raising of sheep in a large way is not practicable in cultivated areas. Sec. 5. POULTRY, EGGS, FISH, OYSTERS AND GAME. Poultry and egg shipments form an important item in freight transportation and require service identical with the packing-house products and butter and cheese traffic. Shipments of fresh and cured fish from points on the Great Lakes; canned fish from the Columbia river (Oregon) can- neries ; fresh, canned and cured sea-foods from Gulf ports, also Atlantic and Pacific coast points, make up an item of tonnage which, outside of the fresh fish shipments, requires no special- ized service. The shipments of oysters and game also add to some extent to the total products of commerce. Oyster shipments require a very specialized service, particularly in the matter of time. Interstate shipments of game, on account of State game laws, are to-day of very small moment. What there is of this traffic goes almost wholly to the express companies. How- ever, there is considerable intrastate movement where the game is found during the open or hunting season. Sec. 6. LUMBER AND LUMBER PRODUCTS. The United States is the largest lumber-producing nation in the world. The value of the annual production exceeds five hundred million dollars. In those districts where the standing timber suitable for manufacture is thin, through repeated former lumbering, there is a movement by the railroad from the point of cutting to the mill. This is also true in the case of woods of value such as walnut, cherry and white oak, growing in small, widely separated areas. By far the greater part of the lumber producers transport the logs from forest to mill either by water or light railways, constructed and used for logging purposes only, by them- selves. 72 AMERICAN COMMERCE ASSOCIATION The movement from mill to market for direct use or to other mills and factories for further manufacturing is the most important from a traffic standpoint. The forested areas in the east are usually comparatively- near the points of direct consumption or the centers of further manufacturing. Those of the Southern, Southwestern and Pacific States are at considerable distances from their largest markets. Much of the lumber from these latter localities is trans- ported by water to consuming points on or near tide water. The principal movement of interest to the railroads is that from the areas last named to interior points, and this is very large and important. The movement of ties to maintain the 250,000 miles of line of the railroads is a very large one, as well as the mainten- ance of hundreds of thousands of miles of the pole lines of the telegraph and telephone companies. The need for lumber for building purposes, furniture, agri- cultural implements and vehicles, cooperage, boxes, fencing, mining operations, ties, poles, and in a long list of manufactur- ing industries is very large in the aggregate and will continue to be so for many years. Its transportation is one of the most important to the railroads and water carriers. Note plate below. Map No. 6 shows the value of the annual production of forest products by States.* average: percentage of total shipments 20 3,0 40 5.0 Bate Xo. ^ Products ofHines Manufactured Products of Forests Products of Agriculture Merchandisa Products of Animals Miscellaneous Products Sec. 7. WHEAT AND FLOUR. The annual production of wheat in this country averages about seven hundred million bushels, being the largest pro- duction in the world. Map No. 6 follows page 70, Map No. 7. Wheat. Designed and compiled for The American Commerce Asiociation by Mark Wymond, C.E. TRAFFIC GEOGRAPHY 73 Map No. 7 shows the producing areas within the United States, as well as the areas of maximum production and non- production.* Speaking very generally — and there are many exceptions to the statement — in the areas shown on the map as " Pro- ductive Areas " the hauls on the wheat will be comparatively short, the distribution being largely to supply local, near-by, deficiencies ; from the areas shown as " Maximum Produc- tion " the movements will be to the nonproductive areas of this country and to the ocean ports for export, and will involve longer hauls. Our exports of wheat vary with conditions here and the productions of competing foreign countries, the most impor- tant of the latter being Russia, Argentina, Australia, India and Hungary. Normally our exports of wheat are nearly two hundred million bushels annually. For last year's crop they will approach three hundred million bushels. The marketing of a large part of the crop involves two separate transportation services, namely, the movement of wheat from point of production to the mill for conversion into flour or other grain products, and the movement thence to point of consumption. The larger part of the northwest wheat is milled in Minne- apolis, its production being larger than that of any other single center in the country. Chicago and Buffalo are also great milling centers by reason of either proximity to areas of production or favorable transportation rates and transit privileges. Milling, however, of greater or less extent is uni- versal throughout the wheat-producing areas. The movement of this grain and its products is very large and important to the carriers. Sec. 8. COTTON. The annual production of cotton, offered for shipment, averages about seven and one-half billion pounds, or fifteen million bales of five hundred pounds weight. The production of the United States is the greatest in the World. * Map No. 7 follows page 72. 74 AMERICAN COMMERCE ASSOCIATION In preparing the raw cotton for market it is first ginned to separate the seed from the fiber and compressed into bales weighing approximately five hundred pounds. Much of it, intended for long distance shipment, is further reduced as to size of bale at the cotton compress plants located at points of distribution. The most important cotton manufacturing mills in this country are located in the Southeastern and New England States. A large part of the movement of the cotton to the New England market is by rail lines to Gulf ports, thence by vessel to ocean ports and from the latter by rail to mill. The movement from gin or compress to southern mills is by rail. A very large portion of the cotton crop is exported. In 1913 the value of export cotton was six hundred and ten mil- lion dollars. The movement of this cotton is by rail to gulf or ocean ports and thence by ocean vessel. The by-products from this crop, cotton seed oil and meal, are important articles of commerce, being used in combination with other products in many food preparations. Map No. 8 shows the areas of production, maximum production and non- production.* Sec. 9. BUTTER AND CHEESE. The annual value of milk products is one hundred and seventy million dollars. These products include condensed and evaporated milk, butter and cheese. The transportation of butter and milk requires special service and car equipment ; the canned milk and cheese move under the same conditions as general merchandise. Wisconsin is the greatest producer, with New York follow- ing closely. The industry is widely distributed over the New England and Central States. Map No. 9, showing the number of dairy cows on farms by States, indicates the distribution of the production.* Sec. 10. CORN AND MAIZE. The annual production of corn in the United States exceeds in value that of any other crop. Map No. 10 shows the limits * Maps Nos. 8 and 9 follow pages 72 and 60. Map No. 10. Corn. l)e£3gned and compiled for The American Commerce Association by Mark Wymond, C.E. [}} TRAFFIC GEOGRAPHY 75 of the producing area and that of maximum production,* The total annual production averages two thousand five hundred million bushels. The greater part of the crop is used in fattening cattle and swine for meat production, its content of fat-producing ele- ments being very high. Much of this corn is fed at the point of production, the transportation feature being that of the fattened cattle to the packing centers rather than of the corn itself. A large portion of the crop is used in the distillery industry in the production of whisky and high wines. Many of these distilleries are located at or near Peoria, which is the largest distillery point in the country. There is a wide distribution over the Central States of this industry, however, as well as in Kentucky and Tennessee. In the Southern States corn is used more for bread than in the North. It enters largely into the preparation of many of the breakfast and other grain foods. The manufactured corn products make a long list, including glucose, starch, syrups and oils. The principal points of pro- duction are Chicago and Peoria. The exports of corn have not heretofore been important, comparatively. It will be seen from the foregoing that the transportation of the corn crop itself is not as important as some other crops, although it is much larger than any of them, both in quantity and value. Considered as the basis of the meat-packing indus- try it is a very important item of traffic. The hauls involved in the movement of the crop are usually short, as compared with either wheat or cotton. Sec. 11. OATS, RYE, BARLEY AND RICE. The production of oats is more widely distributed than that of any other grain, as an inspection of Map No. 11 will show.* This grain is a universal feed for draft animals — horses and mules, and the greater part of the crop is consumed for this purpose. It has become a very important item of human food, although the amount so consumed is relatively small. • Maps Nos. 10 and 11 follow pages 73 and 74. 76 AMERICAN COMMERCE ASSOCIATION Owing to the wide distribution of its production its trans- portation is comparatively unimportant and generally local in character. Rye and barley are produced in the northern tier of States east of the Great Plains. The production is relatively small, and is used to a greater extent by the distilling and malting interests than any other. Rice is raised in all of the states bordering on the Gulf of Mexico and in South Carolina. It is distributed all over the country, but the production is comparatively small. An inspection of Map No. 16 will show in detail the States in which these three latter grains are produced.* Sec. 12. COAL AND COAL PRODUCTS. As to tonnage and revenue production coal is the most important single item of commerce to the railroads as a whole. It also affects the economy of railroad operation to a marked extent. The total annual production of anthracite, bituminous and sub-bituminous coal in the United States is six hundred million tons. Map No. 12 shows the coal-mining fields of the United States,t Plate No. 3 the annual production by the principal producing States,$ and Plate No. 6 the value of coal mined. § An examination of this data in connection with Map No. 13, showing the annual value of manufacturing products,t will show clearly that the great manufacturing States are identical or in proximity to the coal-producing States, with the excep- tion of Massachusetts, whose lack of cheap fuel is offset by abundant water power, as explained in Chapter 4. The distribution of coal for domestic use is as wide as the distribution of population ; for railroad use, and railroads are one of the important consumers, almost as extensive as that of the railroad systems themselves, the exceptions being in the far West and Southwest sections where crude petroleum is substituted for coal as fuel ; for water-borne commerce as wide as the separation of ocean, gulf and lake ports demand; for industrial use as diverse as the location of the sources of raw material, needful in manufacturing and smelting, require. • Map No. 16 follows page 82. t Plate No. 3 follows page 68. t Maps Nos. 12 and 13 follow pages § Plate No. 6, page 106. 76 and 78. Map No. 12. Coal Mining Fields. Desigiitd and comf.i'.ed ior The American C:r.iKc;ce Association by Mark Wyrnond, C.E. TRAFFIC GEOGRAPHY 77 The largest single manufacturing consumer of coal is the iron and steel industry. The haul on coke from the Pennsyl- vania coal-fields to the furnaces and steel mills of the Calumet district and Gary, Ind., is about five hundred miles ; to the Mahoning valley and Pittsburgh iron and steel manufacturing districts not in excess of one hundred miles; in the Birming- ham district from coke oven to furnace, less than one hundred miles. There is an annual exportation of coal amounting to sixty millions of dollars. On this and the coal for ocean-going vessels there is a haul of approximately three hundred miles from the coal-fields of West Virginia and Pennsylvania to ocean ports. The hauls on coal to the important lake ports do not exceed two hundred miles. Owing to the extensive distribution of workable coal deposits, the extreme hauls on coal need rarely exceed five hundred miles for either manufacturing, transportation or domestic use, except as to the Southwest and the extreme southern Pacific coast. To conserve their revenue and for other good traffic reasons, individual roads transport fuel greater distances when circumstances require. In this connection it should be remembered that the impor- tance of any particular item of commerce from a traffic stand- point depends on the two factors of tonnage and distance of transportation. Sec. 13. COPPER AND OTHER ORES.* The shipments of the ores of copper and the precious metals are large in the aggregate, but the hauls are usually not great, as the smelters are located with reference to the points of ore production. The haul on the fuel and fluxing material required for smelting is the more important in this industry, and on these the hauls are usually long, as the areas producing such ores are rarely coincident with coal-producing areas. The transportation of the furnace products while large in value is not so in tonnage, and is of little importance com- paratively from a traffic standpoint. * See Plate No. 6, page 106, for value of copper mined. 78 AMERICAN COMMERCE ASSOCIATION The greatest production of copper is in upper Michigan, Montana and Arizona; of the precious metals in the States within and west of the Rocky mountain regions, except as to the Black Hills of South Dakota. Plate No. 3 shows value of the annual production of these minerals by States ;* it should be consulted in this connection. Sec. 14. MANUFACTURED PRODUCTS. The United States is the greatest manufacturing nation of the World. Plate No. 2, showing the value of the annual pro- duction of the principal industries, f gives not only the absolute values of the thirty-five leading industries, but graphically the relative value of any industry as compared with any other. Map No. 13 shows the values of manufactured products by States.^ This data should be studied closely in connection with Map No. 16 showing the natural resources of the country, § in order to get a clear idea of the relation that exists between sources of raw material and finished products. It is in the combining of many raw materials into many more finished articles required for civilized life that makes commerce, and transportation is the agent through which such combinations are effected. Sec. 15. GENERAL. It is not possible within the limits of a chapter to discuss all of the products of commerce; neither is it necessary or desirable. What is required is a general survey of the leading articles. In the foregoing discussion only the three most impo'-tant productions of mines have been discussed. Map No. 14, show- ing the total value of the annual product of mines by States, and Plate No. 3, showing the value of ten leading minerals by States,* will be found instructive, and are inserted in the text in lieu of detailed description. * Plate No. 3 follows page 68. t Maps Nos. 13 and 14 follow pages 78 and 76. t Plate No. 2 on page 66. § Map No. 16 follows page 82. Map No. 13. Value of Products of Manufacturing (by States). Designed and compiled for The American Commerce Association by Mark AV.vmond, C.E. ^v;^,u I I -J x5 yKUS'/iif^ TJ*SHVltl.E »J -.1 =^0* W BFOi; I B< iv®' •^ iSon>c:j- ^•K? jacVwU J c o Q „laiW ,nfiapeio. 13. 8CALC OF KILU M 1 00 1 -lO 20»'"'*y hj„-f»."^) \0>^ .M«»i'e^5*r°''<'*'»cv?" III I :#?<%! llllllllll P 3 g*;_(X_i) ; T : D//A K Fie'« OV T • © -T A ^' >' E B R A S K l/l^ VALUE OF PRODUCTS OF MINES AND QUARRIES • $10,000,000 AND OVER ■ $7,500,000 TO $10,000,000 3 $5,000,000 TO $7,500,000 ® $2,500,000 TO $5,000,000 LESS THAN $2,500,000 Designed and comr.iled for Tb.o American Coniuierce Association by Mark Wymond, C.E. TRAFFIC GEOGRAPHY 89 goods, and many of the great staples. Low freight rates via lake, and lake and rail, permit competition in the markets of Chicago, Detroit, Cincinnati, Indianapolis, Buffalo, Pittsburgh, and Columbus. Cincinnati is a traffic center for the flow of pig iron from southern furnaces, lumber from the forests of the South, and whisky from the southern stills. Machinery is manufactured in large quantities in and about Cincinnati and shipped to various markets. Geographical location aids Cincinnati to compete in many of the markets of the United States. It is claimed that some freight rates made on the basis of water competition permit Cincinnati to ship at a great advantage into markets several hundred miles distant. Louisville is located at a point where the traffic flows from the North, South and the Southeast meet. It is, therefore, a natural trans-shipment point for the products moving from one region to the other. This is a great gateway through which moves large shipments of lumber, whisky, tobacco, agricultural implements, wagons and pig iron from south- eastern furnaces. These commodities form an important part of its commerce. Chicago is the midway traffic center through which flows the eastern and western shipments. Chicago competes with St. Louis, Kansas City and Omaha as a grain and live stock market, and as a distributing center of grain products, pack- ing-house products and manufactured goods. It is the center of the great lumber industry, on account of the large lumber supply in adjacent States. It is also a central market for coal. Its thousands of factories produce almost everything manu- factured from iron, steel or lumber. Chicago is the World's greatest packing-house center and cattle and horse market. Chicago leads the World in the production of agricultural implements. Very little attention up to now has been given to the manufacture of cotton and woolen goods and some types of machinery. Trade rivalry between Chicago and St. Louis is keen, but differentials in rates have reduced the com- petition between the cities for the trade of western markets to the amount of the difference in freight rates. St. Louis has 90 AMERICAN COMMERCE ASSOCIATION the advantage over Chicago into the southwestern markets, on account of lower freight rates thereto, while Chicago, on traffic to the East, enjoys the advantage. The flow of traffic through and from the cities of St. Louis and Kansas City to the Southwest is of much the same kind as Chicago, but St. Louis and Kansas City are on a parity w^ith each other, because the freight rate structure has placed these cities on the same distribution basis. Kansas City is on the eastern boundary of the great grazing and grain region and on the western frontier of the great manufacturing section of the United States. It is a very- important live stock and grain market, and a distribution center of packing-house and grain products. Minneapolis and St. Paul owe their growth to the fact that they are the last, or most northerly, important trade centers on the Alississippi river. A large amount of commerce between St. Paul and St. Louis is carried by water transpor- tation. The freight rates have been so adjusted that St. Paul and Alinneapolis are the distributing and jobbing centers for the Northwest. The commerce of Minneapolis consists mostly of grain and flour. On account of water transportation between Duluth and Buflfalo, low freight rates prevail, and this has made Buffalo a competitor with jNIinneapolis in the flour-milling industry. On account of certain commercial and physical conditions, rate groups have sprung up in various sections of the country. These groups contain jobbing centers from which distribution is made, of the various commodities, to the adjacent smaller points. In the southwestern and western country there are the Texas common points, Arkansas common points, Colorado common points, the Utah common points, Montana common points, Spokane and common points. Northern Pacific coast terminals and the California terminals. Sec. 5. RELATION OF INDUSTRY AND COMMERCE TO RAILROADS. There is a very intimate relationship betv;een the railroads in any section of the country and the products of commerce TRAFFIC GEOGRAPHY 91 of that section. Accordingly, the United States is divided, from the viewpoint of transportation, into several sections, each served by a group of railroads. The New^ England States furnish us -with, a large number of high-grade manufactured articles. The New England group of railroads is characterized by handling a different kind of freight than that which is transported by many of the other groups of railroads in the United States. In order to meet the demands of the many manufacturing industries it is necessary that there shall be more of a certain kind of car equipment, and many branch lines in comparison to the area of the country traversed. The more industries the more service tracks required. About one-half of all of the freight tonnage of the United States is carried by the railroads operating in the territory north of the Ohio and Potomac rivers, east of Chicago, and west of the New England territory, in what is known as the Central Freight and Trunk Line Territories. In this section there are a large number of parallel lines of railroad with many branches. The more important roads run east and west, the branches diverging north and south. One of the most important kinds of traffic, considering volume, is coal, produced extensively in Pennsylvania and West Virginia. This group of railroads has about forty-eight thousand miles of line, or about seven times as great as the mileage in the New England railroad group. There is a very important group of railroads in the South- ern States east of the Mississippi river and south of the Potomac and Ohio rivers. These roads mostly run north and south instead of east and west, as the Central Freight and Trunk Line group. The principal commodities carried are coal, cotton, manufactured articles, lumber, fruit and pig iron. There is another important group of railroads aggregating about fifty thousand miles of line, terminating in Chicago and extending into the North, West and Southwest through the States of Illinois, Iowa, Missouri and Wisconsin. These roads are known as the " Granger Group," because at one time their principal traffic was grain. Considerable manu- 92 AMERICAN COMMERCE ASSOCIATION facturing has now been developed in the section of the coun- try covered by these lines. The western section of the country and the Pacific coast is served by another group of roads known as the Western Group, with an aggregate of about ninety-eight thousand miles of line. These are known as the Trans-Continental Roads. They have their eastern termini in New Orleans, Kansas City, Omaha, St. Louis, Chicago, Duluth and Minne- apolis. The volume of traffic in this section is lower than in any of the other groups and, considering the long hauls and the topography of the country, the rates may be said to be comparatively low. That small section of the United States, therefore, which is generally known as the Official Classification Territory, the territory north of the Potomac and Ohio rivers and east of the State of Illinois and Lake Michigan, a territory which includes about 11 per cent of the land area of the United States, gives the railroads about 50 per cent of their total tonnage. That section of the United States which lies south of the Ohio and Potomac rivers and east of the ^Mississippi river, known generally as the Southern Classification Terri- tory, covering about 14 per cent of the land area, furnishes about 12.5 per cent of the total tonnage of our railways. That large section of the United States known as the Western Classification Territory, which includes the remainder of the United States, or about 75 per cent of the total land area, produces about 37.5 per cent of the total tonnage of our railways. (Note Map No. 17 for outline of the territories referred to in the foregoing.)* Sec. 6. PERCENTAGES OF PRODUCTS OF INDUSTRY AND COMMERCE SHIPPED. The products of commerce, as freight, handled by various railroads of the country, may be divided into seven classes, as follows : Products of Mines, Manufactured Products, Products of Agriculture, Prodvicts of the Forest, Merchandise, Products of Animals, and Miscellaneous Products. • Map No. 17 follows page 168. TRAFFIC GEOGRAPHY 93 It will be interesting to note what percentage of the total freight shipments moving over the various railroads come from each of these various classes of freight. It, of course, must be understood that the proportion will differ for each of the groups of railroads which we have considered, but a fair general average is as shown on the following diagram : The large amount of coal mined in Pennsylvania makes the percentage of products of mines transported larger for the Trunk Line than for the New England group. AVERAGE PERCENTAGE OF TOTAL SHIPMENTS 10 20 3.0 40 Bate No. i, Products ofMirres Manufactured Products of Forests Products of Agticaltuie MerchandlsQ Products of Animars Miscellaneous Products At the present time, the South is manufacturing and ship- ping a large number of the various manufactured articles of commerce, but the New England group can easily claim the highest percentage for this class. The Interstate Commerce Commission requires the rail- roads to file a periodical report giving the total tonnage car- ried ; also the percentage of traffic in products of agriculture, products of animals, products of mines, forest products, manu- factured products, merchandise and miscellaneous. It is inter- esting to note what percentage of the entire tonnage is repre- sented by the tonnage of the various products carried by various lines of railroad. For instance, in round numbers, the products of mines carried by the Pennsylvania Railroad represents about 67 per cent and the Erie Railroad about 60 per cent, whereas on the Santa Fe it is only 29 per cent. For the Pennsylvania Railroad about 20 per cent is repre- sented by the manufactured products, while the figures for the Chesapeake & Ohio Railroad are only 3 per cent. The Rock Island Railroad transports products of agriculture to the 94 AMERICAN COAIMERCE ASSOCIATION amount of 25 per cent of its total tonnage, whereas for the Erie 5 per cent, and for the Pennsylvania a little less than 5 per cent covers this item. Eight per cent of the total ton- nage of the Santa Fe is represented by products of animals, and for the Erie Railroad 1^ per cent covers this item. Although there are many instances of the centralization of certain lines of manufacturing in certain districts, yet our extensive transportation facilities enable capital to establish manufacturing plants at an increasing large number of points in the United States. Therefore, there is constantly develop- ing, in the various sections of the country, that kind of traffic which can afford to pay a fair transportation charge. Sec. 7. MOVEMENTS OF THE VARIOUS PRODUCTS OF INDUSTRY AND COMMERCE. A very large portion of our freight traffic to-day comes from a very small area of the United States and consists chiefly of manufactured articles. Every one is familiar with the large shipments of cotton from the southern district. The annual cotton crop is worth, approximately, seven hundred million dollars. However, cotton forms only about half of 1 per cent of the total tonnage of all the railways, but they enjoy a large tonnage in the shipment of manufactured articles in and out of the cotton-growing region. The principal article of commerce carried by the south- ern railroads is coal. In addition to coal there is iron ore, phosphate rock, building material, petroleum; but the chief commodity is coal. The iron industries at Birmingham and Bessemer make a great demand for coal, and while large quan- tities of this commodity are used locally, a large volume is shipped from these districts. When the Panama Canal is under full operation undoubt- edl}'- large shipments of coal will be forwarded beyond the Gulf. It should not be forgotten that coal is essential to industrial progress, and, in consequence, as our industries con- tinue to develop and increase, the coal traffic will also increase in like extent in order to furnish the motive power for pro- pelling the wheels of industry. TRAFFIC GEOGRAPHY -95 Extensive forests cover sections of the Southern States and extend along the coast and Gulf from North Carolina into Texas and Arkansas. The lumber in this section is yellow pine, and constitutes a large part of the tonnage of the carriers in this section. The volume of traffic in what is usually known as the Official Classification Territory is made up of export and domestic trade products such as grain, machinery, textiles, iron and steel products, iron ore, anthracite and bituminous coal. Coal furnishes the greatest tonnage. Considerable of the tonnage in this section is represented in our imports and exports through the North Atlantic ports. Pennsylvania and West Virginia produce more than half of the coal mined in the United States, and this commodity furnishes one-half of the tonnage of the railroads in that sec- tion of the country. The vast coal-fields in that district have influenced the growth of manufacturing centers at near-by points on account of the local coal supply. As a result we have adjacent such manufacturing centers as Buffalo, Pitts- burgh and Cleveland. St. Louis is prominent for its jobbing trade and products of its manufacturing concerns, particularly shoes and drugs. Duluth and Superior are important transfer points. At the head of the Mississippi river is Minneapolis, the greatest flouring-mill center in the World, as well as a market and dis- tributing point for all industries of that section. Chicago, on account of its exceptional transportation facilities, is a large center for the manufacture of various kinds of products. It has attracted to itself during the past fifty years over seventeen thousand different kinds of manufactur- ing and business concerns. The larger portion of the tonnage of the Central States, however, is derived from the iron ore and coal mines. The three States in the Lake Superior district furnish eight-tenths of all of the iron ore in the United States. The tonnage of minerals in the Central West is more than double the ship- ments of agricultural products. Illinois stands third in the 96 AMERICAN COMMERCE ASSOCIATION list of manufacturing States, has rich and numerous coal-fields, and exceptional transportation facilities. At the foot of Lake Michigan there is a strategic point with exceptional transportation facilities, adapted to manu- facturing. This is known as the Calumet district, and enjoys both water and rail transportation. It is traversed by twenty- four railroads and enables manufacturers to bring the raw materials to factories in this district and ship the finished products to market with the least expense. In the heart of this district is Gary, Indiana, the steel center of the World. There is located in the geographical center of Chicago, with easy access to Lake Michigan via the Chicago river, what is known as the " Central Manufacturing District," from where the carriers receive about sixty per cent of their out- bound less than carload tonnage, and where freight handling and dispatch of shipments has about attained its highest degree of efficiency. The central western section of the United States has a constantly increasing trade with foreign countries and with the seaboard. Connection with the Atlantic, Pacific and Gulf ports is now provided by good rail transportation facilities. A large portion of the tonnage is shipped by way of the Gulf ports. The lines now carry freight from the middle western section to the Pacific and Atlantic coasts, and secure large tonnage in the other direction. This can not be said, however, of the roads which carry traffic to the Gulf ports, but the back hauls will be much increased now that the Panama Canal is in operation. The development of trade with South Amer- ican countries will also develop transportation facilities in the southern section of the country. The tonnage over the railroads located in the Central West consists mostly of the products of agriculture. This is a sec- tion of the country producing grains, as well as large quan- tities of corn and good pasture for feeding domestic animals. The great traffic centers of this section of the country are Omaha and Kansas City, noted for their large shipments of packing-house products. The products of commerce in the Rocky mountain sec- TRAFFIC GEOGRAPHY 97 tion of the country come from the ranches, the irrigated agricultural districts and the mines. For a long time after the construction of the roads through this section there was very little traffic. However, the shipping increased on account of the increase in population, making a greater demand upon other sections of the country for various kinds of products. The railroads in this section have prospered more and more until now they are enjoying a fair business. The shipments of coal, in the Intermountain section, are greater than that of any other mineral product, and they have doubled in the last ten years. The Pacific coast carriers move a large amount of traffic which comes from Alaska, Mexico, Northern California, Ore- gon and Washington. Oregon furnishes a large tonnage in lumber, taking the lead among the Pacific coast States. In California petroleum is a very important article of commerce. Stationary engines and locomotives used in this section gen- erally use petroleum for fuel. This brief survey of the leading products of commerce, and their distribution to the various centers of trade, should give you a good idea of the transportation problems which must be solved in order that this country may continue to maintain its commercial supremacy. Sec. 8. CONDITIONS AFFECTING TRANSPORTA- TION SERVICE. Transportation is unlike most of the operations of com- merce in that it may not be closed up or suspended, if only for a time. The railroad business must be conducted day in and day out whether there be a few or many cars to handle. Many conditions force this, the principal one being the coun- try's dependence on the carriers for its existence. The sus- pension, for only a day, of the milk train service of the car- riers serving any of our larger cities would cause almost a famine in this commodity, and were the suspension to con- tinue for several days much hardship on its people would result. There are times when it would be very profitable to the carrier, on account of adverse conditions, if certain freight 98 AMERICAN COMMERCE ASSOCIATION service could be suspended; but advantage can not be taken of such suspension, as the carrier, in its capacity of public servant, must follow schedule day in and day out, regardless of gain or loss, advantage or otherwise. Could the carriers during a snow storm simply leave cars on sidings, so as not to overly congest terminals, and suspend transfer service in the cities, they would save much money that is paid to labor to remove the snow from tracks and yards. If such service might be suspended for only a few days, the amount now paid for removing snow could be saved as it would probably by that time be removed by nature. This is a far-fetched example, but, in comparing the conditions affecting the transportation ser\^ice with those attending gen- eral business, it illustrates the unfavorable position of the railroads from an economic operating standpoint. The difference in the cost of construction and of the expense of operation between two lines of railroad connecting the same cities may be, and often is, very great. The differ- ence in distance to be traversed by the two railroads con- necting the same cities — and hence the difference in time required and expense incurred — may also be very great. The topographical conditions determine the cost of construction and the rates of gradients required over elevations. This lat- ter condition determines, to a larger extent than any other, the expense of operation, as the rate of the gradients determines the tonnage that any train may carry. The most striking example of these differences is found in the two lines of the New York Central and the Pennsylvania Railroad between New York and Chicago. The line of the New York Central follows the valleys of the Hudson and IMohawk rivers from tidewater and crosses only one almost imperceptible water divide in reaching the shores of Lake Erie at Buffalo. It follows the shore of Lake Erie to the flat, marshy country of Northern Indiana, which it traverses in reaching Chicago at the foot of Lake Michigan. It thus has a water grade throughout its entire length, which means that its tonnage per train is the maximum, and there- fore its operating expense the minimum. Except as to short TRAFFIC GEOGRAPHY 99 stretches along the Palisades of the Hudson the cost of the construction of the line has been comparatively small, as it follows the valleys of the rivers and the level lake plains, as stated. Its fixed charge for interest on actual cost of con- struction is therefore small. The line of the Pennsylvania Railroad from New York first tunnels under the Hudson river, then follows the Coastal Plain for a distance, then climbs over the Piedmont plateau and the Appalachian ridges, crossing several rivers of con- siderable size that flow across the Coastal Plain, and many mountain streams at great heights above their surface, through great ridges requiring tunnels or deep excavations in rock. It descends through the narrow valleys of mountain streams to the Alleghany plateau, encountering the difificulties and expense of mountain construction. It crosses the Ohio, requiring very heavy, long-span bridge construction, and enters the hilly, rocky country of eastern Ohio, passing through a rolling country, involving heavy construction expense in crossing its many rivers and choppy topography, until it reaches the flat country of northern Indiana, through which it passes to Chicago. In crossing the Appalachian mountains it uses stiff gra- dients — cutting down the tonnage per train to the minimum, and therefore increasing the cost of operation to the maximum. The cost of maintenance of its tracks in mountainous country is very much greater than along the flat river valleys. Further, the road as originally constructed used very high gradients to reduce the construction expense. When the increase of tonnage offered required the hauling of longer trains to affect operating economy, the roadbed was prac- tically constructed on a new line through the roughest of the mountain country. This practically destroyed the value of the original construction of the roadbed and increased many times the fixed charge on the capital required for making the necessary improvements. Its line is still full of curves and comparatively high gradients that it is not economically prac- ticable to eliminate. In spite of these conditions, the Pennsylvania Railroad 100 AMERICAN COMMERCE ASSOCIATION must haul freight between New York and Chicago for the same rate as the New York Central. If its rate were increased to compensate it for its greater expenditure in construction and operation it would get none of the business, as the cheaper rate would carry all of the tonnage. Or, if the two roads should combine to raise the rate (supposing, for the purposes of this argument, that it were possible) they would lose the greater part of the traffic to the lake lines operating in con- nection with other railroads from Buffalo to New York. Another case illustrates a set of conditions differing from those just mentioned, but the net results are much the same. The Northern Pacific Railway was constructed from St. Paul to Seattle at a time when the intervening territory was occupied by the Indians. All of the delay and expense of pioneering were encountered in its construction. A territory almost two thousand miles wide had to be explored and years consumed in making surveys to determine the proper location for its line. All of the construction material for the bridges and struc- tures; all of the labor, tools, machinery and explosives had to be hauled by wagons, through a hostile country over long distances. The necessary capital for prosecuting the work was most difficult to obtain, as the results of the enterprise could only be surmised, there being no basis on which to predict the probable returns in revenue, except that it was certain to be many years before the property would be self-sustaining, and hence the interest charges on all capital required for con- struction were very high. This financial difficulty led to the construction of a line requiring the least possible original expenditure. In conse- quence, high gradients, reducing the tonnage per train, and long detours from the direct line, to effect saving in cost of construction, increasing cost of operation and maintenance, were of necessity resorted to. All bridge and other structures were constructed in the cheapest possible manner and conse- quently were not of a permanent nature, and the cost of their yearly maintenance was high. TRAFFIC GEOGRAPHY 101 After the property had been constructed and placed In operation, the railroad had years to wait until its transporta- tion could be used by the enterprises it made possible, for even with unlimited resources, time is required to develop methods of production and markets for the disposition of products from a new country. In constructing its line through the narrow, mountain valleys, there was little previous experi- ence or data to guide its engineers in laying their grade lines above the mountain torrents which passed down them. In consequence miles of its line were washed out soon after construction, involving the building of a new roadbed at greater elevations above the valley and the loss of its business during the time required to get its line back into operation; as there were no other railroads in its territory upon which its trains might be detoured. When the products offered by its tributary territory began to increase so that the railroad became an earning property, its economical operation demanded the reduction of its ruling gradients, the straightening of its line, to reduce distance, and the reconstruction of its temporary structures to reduce cost of maintenance. This resulted in a large increase of invested capital, increasing its yearly interest charge very materially, and destroyed a large value invested in the original roadbed which had to be abandoned for the reconstructed line, to effect the desired economies. When completed, the distance by its rails from St. Paul to Seattle was 1,911 miles. In the year of 1908 the Chicago, Milwaukee & St. Paul Railway completed an extension of its system, which had previously terminated in South Dakota, to Seattle. Its line paralleled that of the Northern Pacific for a greater part of the way, crossing it where the necessity of shortening its distance required it. Its location was so arranged that it passed through, either with its main line or by the construc- tion of short branches, the points in the territory producing the greatest tonnage, which the construction of the first road had made possible. Through the experience gained in the construction and 102 AMERICAN COMMERCE ASSOCIATION operation of the older roads it escaped the large expenditure for errors in location, which lack of information and experi- ence had imposed on them. Its construction supplies and material, its labor, machinery, tools and explosives were conveyed to points within easy access of its construction by the older roads. The territory tributary to its lines, while some miles from the older roads, had changed from the original Indian country to one at least partly developed by Americans. With a large prosperous system behind it, a busy ocean port and territory highly developed as its western terminus, and its whole territory already proved as to earning capacity by the pioneer roads, its financing was easy and the rate was low at which its construction capital was secured. With data at hand on which to predict probable tonnage within narrow limits, its line was located for economical oper- ation in regard to gradients, alignments, direction and per- manency of construction. Its business was ready for it in a large measure, on its completion. The distance by its rails from St. Paul to Seattle is 1,772 miles, or 139 miles less than by the Northern Pacific. Its gradients are lighter — allowing the hauling of more tonnage per train — its line has fewer curves, its interest charge on invested capital is less, and its cost of operation and mainte- nance is less than its older competitor. There can be no question that the pioneer road performed a greater service to the public than the road constructed later — this without prejudice to the very large benefit conferred by the latter — yet in spite of its increased cost of service in the three items of interest, operation and maintenance, and of its losses during the period of development, it can only receive the same rate in return for its service as the road now favor- ably situated. The first example cited applies to the extreme eastern sec- tion of the country, the second to the extreme western section, and, in order to show that these are not isolated cases, one other illustration applying to the southern section will be given. As a matter of fact these cases are typical of condi- TRAFFIC GEOGRAPHY 103 tions which are general in all sections of the country, and for this reason are called to the reader's attention. Prior to the construction of the Frisco System's line from Kansas City, Mo., to Birmingham, Ala., the business between Missouri river crossings and the Southeast was carried via the lines from Kansas City to St. Louis, thence via the Louisville & Nashville Railroad to the Southeast. The business, while not the most important of these latter lines, formed a considerable portion of it, and had its due weight in establishing schedules of freight rates to yield the. returns necessary for their operation as a whole. This com- bination route developed the traffic flow between these sec- tions, and the business existing, or reasonably expected, at the time of the construction of these roads influenced to a greater or less degree their construction. The distance from Kansas City to Birmingham by the combination route is 807 miles. The sudden expansion of the business of the Birmingham district, caused by the development of its mining industries, in connection with the business already developed between the Missouri valley and the Southeast by the combination route, induced the extension of the Frisco System from its terminus in Missouri to the Birmingham district through Memphis. The distance from Kansas City to Birmingham by this new route was 735 miles, or seventy-two miles less than the older route, being a reduction in distance of nine per cent. So great a reduction in distance caused a reduction in the rates between the two points, so that not only was the larger part of their tonnage taken away from the roads operating the older route, but what remained had to be hauled on the basis of the mileage of the shorter competing line, in spite of the fact that they had developed the business and made pos- sible the construction of the line which took the larger part of it from them and reduced their rate on the balance. No criticism is intended or complaint made that the later more favorably situated roads are constructed, for they are the inevitable result of the demands of commerce, which may 104 AMERICAN COMMERCE ASSOCIATION not be denied. What it is intended to point out is, that the benefits to commerce are often hardships to the transporta- tion systems, which are the indispensable agencies of com- merce. It seems that in justice to the carriers some adjustment of the rates should be made which would express this difference in the cost of performing the service. These examples show, however, that no plan has been found feasible by which this may be accomplished. It furnishes, too, some illustrations of the problems which confront the traffic official in the con- struction and adjustment of the rate structures. Sec. 9. CLIMATIC AND NATURAL CONDITIONS AS FACTORS. Climate and nature have placed many embargoes on com- merce; transportation is the most efficient agent for remov- ing them. The traffic of the railroads is made up largely of the raw materials of commerce, the most important of which are minerals and lumber, from a traffic standpoint. Our minerals to-day are the least affected by climate of any of our resources; climatic changes, however, during geologic periods, were the fundamental cause of the variation in the earth's strata in which the various minerals were formed or deposited. Unlike plant or animal life, minerals may not be trans- planted, replaced or multiplied. They must be produced in the particular locality in which nature has placed them, whether the conditions surrounding the production are favor- able or adverse. Oftener than not, minerals are produced in regions devoid of practically all of the necessities of life required by those engaged in their production. To feed, clothe and house men requires the transportation of certain articles of commerce from other sections, and transportation is required as well to bring the products of mines to the manufacturers or con- sumers. In the lumbering industry, also, the railroad and labor, must go to the areas which nature has forested, wherever AMERICAN COMMERCE ASSOCIATION 105 these may be. Inasmuch as these districts can not at the same time be cultivated and covered with timber they are deficient in the food, clothes and other articles of commerce required by those who produce the lumber, thus creating, as in the case of minerals, a demand for their transportation in addition to that of the forest product. It is in this way that climate and natural conditions have contributed as factors in developing certain traffic flows. VALUE OF THE PRODUCTS OF MINES o_. o lo- co — o^ — o ITS — — (0 < \ to Ti o- dS"' ee o '^ 2 1 ^ ^ o 1 o >o llll.. cd CJ ca o O z o CO F m =3 o 5 E OS NJ o oe CO a. < Q, 03 E C3 rt c o •8 ® £• 1. I CO C5 OT " ►: 0> C106) CHAPTER VII. Freight Services Required Sec 1. Nature of Goods Shipped. Sec 2. Railway Equipment Necessary. Sec 3. Kinds of Freight Transportation Services. Sec 4. Effect of Freight Transportation Charges. Sec. 5. The Transportation Problem: Present and Past (107 COMPARATIVE RAILROAD FREIGHT TONNAGE OF PRINCIPAL COUNTRIES tJn'lted States Germany United Kingdoms franca Austria Belgium Holland Italy Switzerland Canada Russia Scandinavia Denmark Bate J^o. 6 (los) CHAPTER VII. Freight Services Required Sec. 1. NATURE OF GOODS SHIPPED. The volume of traffic is naturally greatest in those sec- tions of the country which are densely settled. American railways transport from five to six times as many tons of freight as the railways of France, and several times as many tons as handled by rail carriers in Germany. (See Plate No. 5.)* Freight is transported much greater dis- tances in the United States than in Europe. This is because of the fact that we have more area and that the manufactories in many cases are long distances from the source of supply of raw materials. In this country the average haul, in dis- tance, is 254 miles, whereas in Germany the average is less than eighty-five miles. In making comparisons there must always be a unit of measure. For instance, we use the dollar as the unit in com- puting money, the yard in measuring distances. In measur- ing the work of railways the ton mile is the unit of measure. The freight ton miles of the railroads of the United States total approximately two hundred and thirty-six billion six hundred million per annum. This, in round numbers, is ten times the ton miles of the railways of Germany, and twenty times the ton miles of the railways of France. There is little to be learned, except in a general way, by comparing the railways of one country with the railways of another. A railroad means nothing more than a rail highway, and unless all factors are taken into consideration one may mean a very poorly constructed single-track railroad with inferior equipment, while another may mean a road of many * Page 108. (109) no AMERICAN COMMERCE ASSOCIATION tracks with standard equipment, exceptional roadbed and the most modern improvements. American railways, unlike the railways of Germany, for instance, haul all kinds of freight. Much of the low-grade freight of Germany is transported via canals. It would be more logical and perhaps more to the point to name the nature of the articles not shipped than to undertake to enumerate or describe the commodities transported by the carriers. However, there are very few articles, except money and articles of extraordinary value, such as solid gold or silver articles, which are not accepted for transportation under some conditions. The very nature of our railroads makes them transportation agencies for all kinds and classes of commodities, all com- munities and all the people. Sec. 2. RAILWAY EQUIPMENT NECESSARY. The United States is so large and the distances over which goods are shipped so long, and the variety so great, that the railroads must have certain special equipment to accommodate the traffic both for their own convenience and that of the shipper. If a shipment is to be hauled only a short distance it m.ay be forwarded in small units in small ordinary cars. How- ever, when shipments travel very great distances, car efficiency and the character of the articles must be closely considered, and cars capable of carrying large loads and suitable to the traffic must be employed. The general flow of manufactured goods is from the East to the West and South; the flow of food products, lumber, minerals, and raw materials is eastward, and in order to take care of these various traffic movements a variety of car equip- ment is required. The railroads were built to carry goods over both level prairies and high mountain ranges, and therefore in many instances they must be adjusted to high grades and excessive curvature. Much thought has been given to problems pre- sented in the matter of substantial and efficient equipment to TRAFFIC GEOGRAPHY 111 carry economically the various kinds of property offered for shipment. The exchange of products began early in the development of the American nation. The early commerce consisted mostly of products of agriculture, which were transported by wagon or by stage to the seaboard and thence to Europe by sailing vessel. We exported raw materials. The sailing vessels returned to America loaded with building materials, brick, cooking utensils, fabrics and manufactured articles, necessary to the development of the Colonial settlements. Water trans- portation, therefore, developed our early commerce, and it resulted in the building up of our harbor cities, like New York, Boston, Philadelphia, Baltimore, Savannah, Charleston, Wil- mington and Richmond. The early Colonists soon found their way into the interior and made settlements to which immigration was encouraged. With these settlements the amount of agricultural products increased and there was more than enough for local con- sumption so that the surplus was available for export, and increased population for a time made a greater demand for European manufactured articles. As population moved westwardly new centers were estab- lished, and, as the New England cities had by this time taken up manufacturing on an extensive scale, many of the articles formerly procured from Europe were manufactured in America. With the advent of the railroad the development of the interior was rapid and many small villages became thriving cities. As the tonnage of the railroads was increasing im- mensely, the rails were extended to more distant territory, and places which before were simply what might be termed ** outposts or bases for supplies " developed into distributing and trans-shipment centers of great magnitude. Little progress was made in supplying transportation facil- ities beyond bare necessity until the time of the consolidation of the several links or small lines of railways into system lines, making through routes, or what may be said to be the begin- ning of the Trunk Line Railroads of to-day. As soon as rail- 112 AMERICAN COMMERCE ASSOCIATION roads were able to handle traffic expeditiously between sea- coast and the interior points, enabling those who lived in the interior to sell their goods in distant markets, commerce im- mediately began to increase, resulting in a greater benefit to trader and transportation companies, as well as a division of labor, enabling those who lived in the inland towns to give less of their time to the production of food and more to the making of manufactured articles. One of the principal forces which has influenced the freight traffic service- is the exchange of food products for manu- factured articles. To-day the center for manufacturers of carpets, articles of apparel, smaller tools, and more delicate pieces of mechanism, and many small articles of personal use, is in southern New England, northern New Jersey, southern New York, and eastern Pennsylvania. From this manu- facturing section of the country the commerce flows to all parts of the United States. Equipment in the shape of weatherproof, closed box cars is necessary to handle this class of articles. They must be provided with sliding doors which may be locked and sealed to prevent loss through theft. The cars for transporting grain and grain products in the Mississippi valley, the Dakotas, Minnesota and Michigan, must be weatherproof and provided with grain doors to pre- vent loss of grain by leakage. Food products have a wide distribution, and as they are shipped in glass, cans and boxes must have weatherproof box cars protected by locks and seal similar to that of general merchandise. Perishable fruits, eggs, dairy and packing-house products must be shipped in special refrigerator and ventilated cars, under lock and seal. Live poultry is shipped in special cars providing ventilation, water and separate wire coops. Milk, to all the large cities, is shipped in special cars, similar to the baggage car of the passenger service, to facili- tate the handling of the cans expeditiously into and out of the car. Live stock, swine and sheep in the grain and range sec- TRAFFIC GEOGRAPHY 113 tions are shipped in special cars allowing ventilation and fitted with fixtures to provide for the watering of the animals in transit. Special cars of large cubic contents and greater interior height must be provided for furniture, automobiles and other manufactures shipped as units instead of being knocked down for shipment. These cars are required extensively in trans- porting the manufactures of the Central States. Special equipment for carrying coal, ore, limestone, sand and other minerals having great weight in proportion to volume, are provided with automatic dumping mechanism to facilitate their unloading. They are now made of large ton- nage capacity, carrying one hundred thousand pounds or more of lading. Ballast cars for spreading stone, gravel, chatts or cinders along the tracks of the carriers are modifications of this class of equipment. Coke racks of large cubic content, for carrying coke and other material whose weight in proportion to volume is small, must be provided in the mining traffic. The necessities of the mining industries are responsible for these. Flat cars for transporting lumber, poles, ties, structural steel, bridge material and similar products, not requiring pro- tection from the weather or theft, are provided in the lumber and manufactured steel product traffic. Gondolas, with sides and ends but no roof, are provided for shipments of pig iron, steel rail, local domestic coal and similar commodities. They have large tonnage capacity and are very generally used. Most of the dump cars are now made entirely of pressed steel, and the underframes of all cars are of structural or pressed steel. The number of cars employed in transporting raw material to mill, furnace, factory, and manufacturing plants, and from them to distributing point and consumer, is now about two million. As the diagram on Plate No. 4 shows,* the products of mines constitute fifty-seven per cent of the total tonnage of the railroads, and products of forests nine per cent, and as * See page 93. 114 AMERICAN COMMERCE ASSOCIATION practically all of this traffic must move in carloads the state- ment that eighty per cent of our total shipments are in car lots is not surprising. At the present time twelve per cent of all freight cars in this country are one hundred thousand pounds capacity or over; sixty-seven per cent are sixty to eighty thousand pounds capacity ; twenty-one per cent are forty to sixty thou- sand pounds capacity. The tendency is toward a general increase in the tonnage capacity of all freight cars in order to reduce the "cost of conducting transportation. Except as to cars for special service, there will be few cars of less than sixty thousand pounds capacity a few years hence, as many of the railroads are now " scrr^pping " cars under this capacity when they require other than slight repairs. Sec. 3. KINDS OF TRANSPORTATION SERVICES. There are many different services required of the railroads before the train of freight cars is on its journey, namely, the road-haul movement and the services required at destination. For convenience we may divide the services into three grand divisions, namely : 1. Services at Origin Point. 2. Road Haul Service. 3. Services at Destination. The carrier's services at origin point consist of the spotting and switching of cars to and from industries and team tracks, and to and from freight houses, the loading of freight from freight house into cars, and the making up of the train for the road-haul movement. The road-haul service is the movement or hauling of the cars between point of origin and destination. The carrier's services at destination consist of the breaking up of the train, the switching and spotting of the cars to indus- tries, team tracks or freight houses, and the unloading of freight into freight houses. TRAFFIC GEOGRAPHY 115 Sec. 4. EFFECT OF TRANSPORTATION CHARGES. Handling materials and goods in large quantities results in cheaper freight rates, induces business concerns to place large orders to get quantity prices, and thus has a direct influence on building up our extensive commerce and our large industries. These traffic conditions, together with many- others of minor importance, have a direct bearing on our freight traffic service, and induce the making of equitable freight rates, which permit the shipping of large quantities of goods long distances and at such rates as will permit traffic intercourse, and result in a reasonable profit to both the carrier and shipper. The freight charge must be so adjusted as to warrant the free movement of traffic, otherwise the mil- lions of dollars of commercial products would not be produced, as they would have but little value. Sec. 5. THE TRANSPORTATION PROBLEM: PRES- ENT AND PAST. The products of the twelve million farms in the United States add approximately ten billion dollars to the wealth of the nation every year. The recent yield of the farms has broken all records. Of wheat, corn, oats and barley there are about six billion bushels. The potato crop amounts to about four hundred and one million bushels, while there are about seventy-five million tons of hay. The United States, after providing abundantly for itself, has a large surplus to sell. Wheat alone for export amounts to hundreds of millions of bushels, and it is the least bounti- ful of the three chief cereals. As that which comes from the soil is real wealth, and genuine wealth spells prosperity, the result of a large harvest means prosperous times of an abid- ing and abounding character. The railroads and ships that carry the farmer's products are then called on to do an extraordinary business. The demands on manufacturers and merchants are corre- spondingly increased. The railways have to keep up their properties and make extensive improvements to take care of the increase in commerce, and the merchants and the manu- 116 AMERICAN COMMERCE ASSOCIATION facturers necessarily must expand their facilities. These expansions imply an accretion of new wealth. As agriculture is the basis of the country's material welfare, it is highly sig- nificant of the future, as well as of the present, that more scientific farming is practiced than in preceding periods. The room for more improvement is still existent. When we consider that only twenty-five per cent of the country is under intensive cultivation, that the increased agri- cultural wealth in a single year, under present conditions, is nearly ten thousand millions of dollars, we can get some idea of the tremendous possibilities of the commerce of the coun- try. When all the land is cultivated ; when scientific farming takes advantage of all physical conditions, and by artificial means removes the physical disabilities, and when transporta- tion facilities have further developed, enabling the carriers to dispatch with perfection the country's products from the centers of production to the market of distribution and of consumption, we shall then, as now, have trade and trans- portation problems demanding solution. This country has experienced, at successive stages of its development and growth, the evolution of the problem of transportation from its beginning through the transitions or the periods of construction, reconstruction and betterment. The transportation problem has been with the races since man first undertook to change his place of abode, travel with the intention of returning, or exchange his goods with other persons. History makes mention of many instances of the slowness, or even absence, of progress among the inhabitants on account of either the lack of transportation or before trans- portation means were available. (1) The Horse in Transportation. It is a notable fact that the horse helped the American Indian and that the privations and labors imposed upon the Indians by their crude methods of overland transportation were so extreme that possibly the greatest physical boon that they ever received from civilization was the horse. It is recorded in the reports of the Colonial agents who visited the TRAFFIC GEOGRAPHY 117 Indians living near the Atlantic coast, that great anxiety existed among them to obtain these valuable animals, but as a rule the savages were too poor to buy them and the animals were so carefully guarded that they could not readily be stolen. From the stock of horses brought to Florida, Mexico and California, by the Spaniards, a race of wild horses was gradually developed, and the readiness of the Indians of the southwestern and northwestern tribes to avail themselves of these equines, shows how highly their powers were appreciated. The Indians had their transportation problems, because the horse was, to land travel — whether used in the hunt, in expeditions against other tribes or white men, or for jour- neys from place to place — comparable to the canoe in water travel. The Indian pony, dragging household equipment, fuel, food supplies and tents from place to place, and the pack- horse of the white man are recorded in American history and assigned to what is known as the pack-horse or horse-back era. With the horse as a beast of burden, the transportation problem for overland carriage was not solved, by any means, as during a long period after the first settlements were founded the lack of good roads was felt and, of course, inter- fered with the movement of property in any quantity. (2) Beasts of Burden and Human Carriers. It may be stated, authoritatively, that the disadvantages arising from the absence of beasts of burden among the Indians had a decided influence in prolonging the savage, or hunter, state among them. There was absolutely no induce- ment to become domestic and to produce of any article more than sufficient for sustenance, because it could not be trans- ported for any considerable distance except at a cost far exceeding its trade value. Commerce among the Indians was what might be termed a negative quantity. However, some articles gained from the hunt were traded with the white inhabitants and were taken on the backs of the natives to the place of exchange. 118 AMERICAN COMMERCE ASSOCIATION Through theoretical calculations and later practical experi- ments it has been determined that the greatest amount of efficient work that can be extracted from the average man who serves as burden carrier, is by giving him a load of about 120 pounds, which it is calculated he can move eleven miles a day. At this rate it would require more than a day and a half to move a net ton one mile, so it may be readily understood that the commerce of the days when man carried the commodities on his back was necessarily of small volume. It is not to be wondered that the horse, as a beast of burden, was a welcome adjunct to the community. It is a fact that even to-day considerable of the transpor- tation movement in interior Mexico is conducted by means of donkeys, burros, or on the backs of mules, and in some parts of that country the charge still remains at 1 cent a pound for twenty leagues. (3) Improved Highways an Aid to Transportation. The improvement of the highways has induced an exchange of goods and created the foundation of our present commerce, not without many tribulations and denials, as is evidenced by conditions noted in looking back upon the plight of the early settlers of Western Pennsylvania and Virginia, people who had no stores of any kind, no iron works, nor had they money to make purchases where these articles could be obtained. Furs and felts were their only resources before they had time to cultivate the land, raise cattle and horses for sale or exchange in the Atlantic States. Good roads were the first assistance given the early settlers, and the making of good common or country roads was the starting point of American internal commerce, in which were first used pack-horses. The commodities traded in were liquor, arms, ammunition, a few household goods and trinkets, for cattle and horses. (4) The Conestoga Wagon. Road improvements became the order of the day, and the economic effect of these improvements was a stimulus to TRAFFIC GEOGRAPHY 119 engage in greater trading and marked the advent of the trader with the Conestoga wagon, drawn by horses ; but the matter of crossing streams and creeks with wagon was an obstacle, which problem was overcome by the adoption of ferries and the building of bridges. (5) Turnpikes; Bridges; Tolls. The first advance of any consequence in American internal transportation came with the construction of turnpikes and bridges by companies that were either subsidized, fully or partly, by the State or County, or where the money for the project came from individuals. The economic effect of turn- pikes and bridges was felt, and although the great utility of turnpikes in reducing the cost of freight movements had been well tested, many communities which desired the roads were unable to obtain them on account of the difficulty of procuring the means necessary to construct them. A transportation problem was herewith presented which resulted in the collec- tion of tolls on turnpikes. By this means the up-keep of the road was, in a measure, provided for, and it is noticeable in this charge for the up-keep that it was only against the parties using the roadway. However, it took legislative enactment to authorize tolls on turnpikes, and the early statutes of the States through which turnpikes were constructed limited the turnpikes to a certain amount in tolls. The enacting clause in each of these statutes carried the authority for the company operating the turnpikes to appoint toll-gatherers, and as many toll-gatherers as were needed, to properly collect the money, and in addition specified the basis for the charge; for instance, the act incorporating the Phila- delphia and Lancaster turnpike company of Pennsylvania, approved April 9, 1792, provided : " For every cart or wagon whose wheels do not exceed four inches, one-eighth of a dollar for each horse drawing the same." " For every cart or wagon whose wheels shall exceed four inches, one-eighth of a dollar for each horse drawing the same." 120 AMERICAN COMMERCE ASSOCIATION " For every cart or wagon whose wheels shall exceed the breadth of four inches, and not exceed seven inches, one-six- teenth of a dollar for each horse drawing same." " For every cart or wagon the breadth of whose wheels shall be over seven inches, and not more than ten inches, 5 cents for every horse drawing the same." " For every cart or wagon the breadth of whose wheels shall be more than ten inches and not exceeding twelve inches, or being ten inches shall roll fifteen inches, 3 cents for every horse drawing same." " For every cart or wagon, the breadth of whose wheels shall be more than twelve inches, 2 cents for every horse drawing same." It is observed in the foregoing that discrimination in tolls favorable to broad-wheeled vehicles was practiced, and the act of incorporation further provided that : " No wagon or other carriage with four wheels the breadth of whose wheels shall not be four inches, shall be drawn along the State road between the first day of December and the first day of May following in any year or years, with a greater weight thereon than two and one-half tons or with more than three tons during the rest of the year." Other vehicles, that is those with breadth of wheel greater than four inches, were not permitted to haul more than seven tons along the road in any carriage whatever, between the first day of December and May, and no more than eight tons the rest of the year. Much complaint was offered to the enacting clause regarding wheel breadth, and claims of discrimina- tion were launched with the Governor; but when it was pointed out that the wheels of narrow breadth cut the roadbed and made furrows, requiring constant repair work, the demand for broader tires for vehicles immediately sprang up. Even with the horse, vehicles, turnpikes, and bridges and trans- portation development, problems still came up, complaints were frequent, and nothing but the cost of transportation was at the foundationi TRAFFIC GEOGRAPHY 121 (6) Early Problems in the Cost of Transportation. The matter of hauling loads in one direction over the turnpikes and the vehicles returning without lading, was a proposition which at times was serious. There were seasons of the year when articles were needed in the interior, and it became a custom to make the trips only when it was certain that haulage each way would be enjoyed. Even in the early days the value of horses, cost of feeding, shoeing, repairs to wagons and wages of attendants were figured in the cost of transportation ; and when it is considered that on a road of the best kind, four horses and sometimes five were required to transport only three tons, it may be concluded that even the average of thirteen dollars and fifty-one cents per ton for moving flour from Columbia to Philadelphia, at the beginning of this century, with one and thirty-five hundredths cents per ton per mile for tolls, was not absolutely prohibitive, as con- siderable traffic was moved on this basis, which it will be observed for hauling is about twenty times as large as the average receipts of the railroads to-day, and the tolls double the average revenue per ton per mile on all freight movements to-day. (7) Canals Stimulated Building of Good Roads. However, the cost of movement over turnpikes had an influence in the determination to construct canals which would, of course, be a means of transporting commodities at a less cost. Time as an element in transportation was not given the serious consideration of to-day, and when the canal era began, it soon developed that certain commodities could not be transported by canals, for the very reason that time was an element that would have to be considered in the move- ment. The canals stimulated the improvement of public roads, and some of these improved roads and turnpikes became the roadbeds for some of our railroads. (8) The Economic Effect of Good Roads or Highways. The transition from the pack-horse to the horse-drawn, wheeled vehicle was natural, but not easy, as the pack-horse could travel in places where the wagon could not be trans- 122 AMERICAN COMMERCE ASSOCIATION ported, and therefore roads had to be prepared for the vehicles ; and the better the road the easier the haul. The maximum load for a pack-horse was three hundred pounds, while the ordinary load for a good, strong cart-horse on a first-rate road was a ton, or approximately seven times as much. This increase in power of the horse provided a corresponding increase in the distance over which bulky, and freight of small value, could be economically moved, thus developing an incentive to production as well as benefits to those engaged in commerce. The best general exposition of the general law governing this subject is stated by an English writer, as follows : "Around every market place you may suppose a number of concentric circles to be drawn, within each of which certain articles become marketable, which were not so before, and thus become the source of wealth and prosperity to many individuals. Diminish the expense of carriage but one farth- ing, and you widen the circles ; you form, as it were, a new creation, not only of stones and earth and trees and plants, but of men also, and what is more, of industry and happiness." Good roads over which commodities can be carried in quantities, whether railroads or for wagon, means the develop- ment of transportation agencies, the extension of the trade circles and the making of markets, as without proper facilities, transportation loses much of its economic and commercial value. (9) Early American Railways. Each stage of progress which leads up to the establishment of railways in the United States can not be traced definitely, because few things were undertaken which were not imita- tions of something that had previously been done in Great Britain. The notable exception to this was the invention of the high-pressure engine, which might have been, under favor- able conditions, developed into a successful locomotive. This invention was by Oliver Evans, and his invention was at an earlier date than any other which had been devised elsewhere. There were no railways in America when Evans first con- ceived his plan of a steam road wagon, and he was obliged TRAFFIC GEOGRAPHY 123 to look, but in vain, for a field of practical utility to turnpikes or a flat modification of them. He was the first citizen of the United States to combine with his advocacy of railways, positive proofs of his ability to develop a machine capable of moving itself and additional weight by steam power over ordinary roads. It would appear that one of the problems of transportation was about to be solved, but Mr. Evans was not successful at this stage in his enterprise. It was soon after 1782 that Mr. Evans undertook to construct steam wagons and to organize methods to apply them to useful service. In 1786 he peti- tioned the legislature of Pennsylvania for the exclusive right to use his improvements in flour mills and in steam wagons, and it is recorded that the committee to whom his petition was referred heard him very patiently while he described his mill improvements, but thought him insane about his ideas concerning steam wagons. He then made a similar applica- tion to the legislature of Maryland, which resulted favorably, mainly on the ground that it could injure no one and maybe the encouragement proposed would lead to the production of something useful. In 1804 a demonstration was made in the streets of Philadelphia of a machine made by Mr. Evans for cleaning docks, and the practicability of steam wagons was established, and this gave encouragement to the inventive genius to go further in an effort to solve the transportation problem of that day. (10) The Rail and Locomotive Railroads vs. Canals. Considerable competition arose between the proprietors of the canals and the turnpikes for the traflic of the country, and it was not until George Stephenson adapted the steam wagon to the rail that the railway as a practical transportation agency came into being. Stephenson found and mastered the difficulties encountered by propelling steam wagons on turn- pike roads by the use of the rail, and characterized his success by stating : " The rail and the locomotive should be regarded as man and wife." In 1811 Robert Fulton, the inventor of the steam engine, 124 AMERICAN COMMERCE ASSOCIATION remarked during a journey over the Alleghany mountains in a stage coach to Pittsburgh, as follows : " The day will come, gentlemen, I may not live to see it, though some of you who are younger will, when carriages will be drawn over these mountains by steam engines at a rate more rapid than that of a stage coach on the smoothest turnpike." (11) Tramways — Colliery or Quarry Railroads. At about the year 1800 the advantages of tramways, as transportation agencies, was a subject of discussion among members of the American Society, engaged in promot- ing internal improvement, and three men, who, above all others, best represented the inventive and practical talent of the United States applicable to transportation during this period, were Oliver Evans, John Stephens and Robert Fulton. They had adopted advanced views, but their views were not readily absorbed by the general public or investors, and it required actual demonstrations of the superior utility of crude railroads or tramways on which horse power was used as agencies for moving freight and passengers, to educate the public mind and to secure the assistance of capitalists in rail- way projects. The tramway with the horse power was the most powerful agent that could have been employed to further the early use of the steam locomotive and rails. The first rails used were made of cast iron and were of short length and flanged. This rail was soon supplanted by the long wrought- iron rail with the flange on the wheel of the vehicle. About this time came the era when speed seemed to be one of the requirements in transportation, and this led to early development of the American steam engine. (12) The Primitive American Railroads. Probably the first American railroad was a short one built in 1807, by Mr. Silas Whitney on Beacon Hill, Boston. How- ever, according to claims made, this was preceded, in 1795, in the same locality by an inclined plane used to haul bricks, which had as a part of its appliances a wooden tramway, of about two feet gauge, on which loaded cars were forwarded to TRAFFIC GEOGRAPHY 125 the foot of Beacon Hill, and empty cars returned to the kilns, located at the top of the hill. In September, 1809, there was laid down at the Bulls Head Tavern in Philadelphia an experimental track for Mr. Thomas Lieper, the track was sixty yards in length at a grade of one inch and a half to the yard. This was built to reach the quarries of Mr. Lieper, and was completed in 1810 to a railroad three-fourths of a mile long, leading from his quarries to the landing place on Crum street. The construction was com- pleted under the direction of Mr. John Thompson, father of Mr. J. J. F. Thompson, who subsequently became president of the Pennsylvania Railroad. The third railroad, or tramway, in the United States was probably constructed on Fallings creek, Chesterfield county, Virginia, about ten miles from Richmond, soon after 1810, to furnish transportation facilities for a powder mill. The fourth tramway is said to have been built at Bear Creek Furnace, Armstrong county, Pennsylvania, in 1818, and the tracks consisted of wooden rails. The fifth tramway was laid in Nashua, New Hampshire, in 1825, and the sixth, the Quincy railroad, in Massachusetts, which railway was about four miles in length, built in 1826 to haul granite to the port of Neposit. The construction of this road was for the purpose of moving the stone from quarry to tidewater. The stone was to be used in the construction of Bunker Hill Monument. The plan adopted of construc- tion of this piece of tramway was to lay stone sleepers across the track, eight feet apart, upon which wooden rails, six inches thick and twelve inches long were placed. On the top of these wooden rails iron plates three inches wide and one- fourth of an inch thick were fastened with spikes. At cross- ings of public roads, stone rails were used instead of wooden, on the top of which large iron plates, firmly bolted to the stone, were placed. (13) Growing Interest in Railroad Improvement. Much of the methods of construction of the roadway and other improvement in transportation were copied from Great 126 AMERICAN COMMERCE ASSOCIATION Britain, but internal development was progressing so rapidly that it was positively necessary that something be done in order to place before the public and investing capitalists ideas concerning inventions of Americans which would tend to develop the American railways at a much greater rate than even those of Great Britain. Not until Oliver Evans and John Stevens began an earnest campaign for railway improvement, and the organization in 1824, at Philadelphia, of the " Pennsylvania Society for the Promotion of Internal Improvement in the Commonwealth," did the desire for definite knowledge as to the methods of con- struction of railways induce the society to send Mr. William Strickland to Europe to collect information relating to valu- able improvements in the construction of canals, roads, rail- ways, steam engines, and various industrial arts. Mr. Strickland made numerous reports, and on June 16, 1825, he made his first report on " Railways and Locomotive Engines." He also obtained a model of an English locomotive which he bought and forwarded to this country, and which presumably embodied the first accurate and detailed repre- sentation of that important device that had ever been exhibited in the United States. It is now a standard curiosity of the Franklin Institute. At this time in America, as well as in Great Britain, there was much controversy relative to the merits of railways and canals, and it seemed that the transportation efiforts of Amer- icans were based on relative ideas of these. The canal, as the most practical means, however, had many supporters, chiefly on account of the problem of materials which the railroad adherent had not then solved. Up to 1825 all actual work had been confined to a few rail-tramroads, but shortly after the publication of Mr, Strick- land's report, the line of the Mauch Chtmk Railroad was built for the purpose of carrying anthracite coal, and when it was finished, in 1827, it formed the longest and most important work of the kind then existing in the United States. Other railway or tramway lines were built shortly after, or about the same time, for similar purposes, the leading object being TRAFFIC GEOGRAPHY 127 to furnish cheap transportation between coal mines located in elevated mine regions and adjacent canals built on the lower level which corresponded with that of the rivers from which water supplies were drawn. These railroads or tramways required an inclined plane on which rails were laid and the cars allowed to gravitate to the canal or river level. An inclined plane with rails was used by the Lehigh Coal and Navigation Company at the early period of 1820. The original inclined plane at Mauch Chunk may, therefore, be classed as an important adjunct of the early railways. A short railroad was built in 1827 in Schuylkill county. Pa., to provide a connection between coal mines and the Schuylkill canal. On the railway connecting coal mines of Northeastern Pennsylvania with the Delaware & Hudson canal, the first American work of a genuine locomo- tive, imported from England, was performed. There were other contemporaneous events of much sig- nificance, three of the most important of which were the passage of the act by the Pennsylvania legislature in 1828 which provided for the construction of a railway, by the State of Pennsylvania, to extend from Philadelphia through the cities of Lancaster, Columbia, and then to York; the incor- poration by Maryland and other States, in 1827 and 1828, of the Baltimore & Ohio Railway to extend from Baltimore to some eligible point on the Ohio river; and the incor- poration in 1827 of the Charleston & Hamburg Railway in South Carolina. The greatest advocates of railroads scarcely ventured to recommend them, except for passenger movements and for the transportation of light and costly articles of freight which could afford to pay high charges to insure rapid movement, and railroads were built only where canal construction would have been unusually difficult and expensive, which then were notably the regions between Philadelphia and Columbia and the elevations of the Alleghany mountains. However, a stage had been reached where it was acknowledged by many thinkers that there were some routes over which railroads could be properly constructed. It was for a long time difficult 123 AMERICAN COMMERCE ASSOCIATION to secure means to build new lines that were not intended to be used mainly as substitutes for the portages or the con- necting links between water courses. Probably the greatest factor in influencing financiers to take up railroad construction was the success of the first two English lines used for general traffic, the Stockton & Darlington, opened in 1825, and the Liverpool & Manchester, opened in 1829. It could not be logically intended that railroads were to be maintained mainly for the transportation of coal to the canals, and while the belief was prevalent that cheaper trans- portation could be secured on the natural or artificial water routes, it nevertheless is a fact that coal and stone were the principal commodities which attracted the first railways, and it was figured that as the cost of these commodities at the place of consumption was made up, in a measure, by the charge for moving it, that this traffic should be moved by the cheaper medium, nevertheless the railroads secured their share of the traffic and were actually able to compete, for the same traffic, with the water routes. (14) The First Steam Railroad. The first experiment with a locomotive in this country was very unsatisfactory, chiefly on account of the imperfect nature of the railroad, the excess of the weight of the engine over the weight prescribed in the order given for it, and the limited scope for locomotive performance on the short spaces on the inclined plane. After doing all that could be really expected, the engine was discarded as a thing of no real utility. The first engine reached this country in May, 1829, and was put together by Mr. Horatio Allen, Assistant Chief Engineer of the Delaware & Hudson Canal, and when together it has been described as looking like a " huge grasshopper," it had so many side rods and parts exposed. This engine weighed seven tons, instead of three tons as ordered, and the railway was not sufficient to support this weight. This first engine made a speed in trial of ten miles per hour on a very poorly constructed piece of track. The name of the engine was the " Stourbridge Lion," and after this unsuccessful trial it was attached to trains of coal cars and worked in this manner for TRAFFIC GEOGRAPHY 129 some time, but it could not be employed to advantage on a railroad so slightly constructed as this one and be an economic venture, considering the cost of repairs to the track. After a number of years the engine was taken apart and only the boiler made use of. The inventors of this period, particularly those of steam locomotives, were classed as insane persons, and their experiments and trials were mostly conducted in secret. In 1829 one hundred and fifty feet of railway track, of a crude nature, was laid in Wentworth street, Charleston, with a four-wheel car upon which was placed forty bales of cotton, and a mule was hitched to the car and drew the load with ease. This developed the drawing capacity of the mule to an extent not dreamed of before, and inspired the thought with parties conducting this trial that a railroad could be run between Charleston and Augusta, with mule power, as a successful proposition. On April 1, 1830, one mile of the South Carolina Railroad had been laid and the first train had started over it. The train consisted of a four-wheeled car which carried thirteen persons and three tons of freight and was propelled by means of a large square sail fitted upon a mast. The car made a speed of fifteen miles an hour. So little was transportation appreciated that it is told of a shipment of wheelbarrows unloaded at a South Carolina point, the wheelbarrows to be used by slaves, that instead of trundling the wheelbarrows along on the ground, the slaves began carrying them on their heads. (15) Beginning of the Great American Railroad Systems. The year 1830 is fixed as the year from which the growth of the American railway system is generally dated. Many of the difficulties, both imaginary and real, were sufficiently overcome by this time to render railway projects, of one kind or another, a subject of serious consideration, as nearly all the localities in which there had been a gain of commerce, population, wealth and intelligence had pointed out the inade- quacy of the water routes as the best means of transportation. 130 AMERICAN COMMERCE ASSOCIATION The railroad came as a rival to the canal, stagecoach, turnpike and steamboat, all of which were well advanced in their essen- tial features, and it may be remarked that the railroads came to stay, for the reason that the other means of transportation did not entirely satisfy all the public requirements. Every advance seems to have come at the expense of the general public, but they were far-sighted enough to cast aside their prejudices favorable to the old means of transportation when something better and more substantial was presented. For this reason the canals and waterways as the chief means gave up to the railroads, which were employed for the trans- portation of the bulk of the people's commodities. The early railroads, as well as the public, were taught by the example of operation of the turnpikes and canals that through corporations was the solution to the proper handling of enterprises requiring so much capital. Transportation problems were presented to the early rail- way financiers by the advances made by States for railway construction. However, all States building railroads did not entrust their works to state management, but to franchised incorporated companies, which constructed and carried on the railway business. The matter of cost of shipping by locomotive service, as compared with horse-power service, was a problem which commanded the attention of those inaugurating the steam railroad. Intricate questions arose in connection with the nature of the vehicles and motive-power service. The original transportation service rendered by the railway was merely to haul the vehicle of the shipper, and when the carriers controlled and owned both the road and the vehicles and began to engage in a miscellaneous trafBc service there was then presented new problems for solution which it may be imagined were not easy of disposition. Serious objections were made to the substitution of steam locomotives for horse power on account of apparent advance in cost, but the speed that was added to the service readily overcame the objections, and the steam railroad became an institution. Improvement at all times had been made in the trans- TRAFFIC GEOGRAPHY 131 portation agencies, and to-day we find ourselves not perplexed by various practices of experiment, but we are confronted with actual problems the magnitude of which consists in the dis- tribution of the commodities of commerce by means of the carriers, and at a cost which shall compensate the transporta- tion company for the service as well as permit the shipper to transport his goods. The sum total of engineering and mechanical skill, in so far as transportation by land is concerned, is embodied in the American railway of to-day, and the problems as presented are being disposed of in a manner that tends to create a mutual good feeling between the carriers and their patrons. CHAPTER VIII. Development of the Classification and Traffic Territories Sec. 1. Traffic Flows and Markets. Sec. 2. Industrial, Commercial and Traffic Factors. Sec. 3. Origin of Classification and Traffic Territories. Sec. 4. Origin of Freight Rate Territories and Rate Construction Points. Sec 5. Purposes of Traffic Associations. Sec. 6. Present Traffic Associations. Sec. 7. Organization of the Principal Traffic Associations. (133) CHAPTER VIII. Development of the Classification and Traffic Territories Sec. 1. TRAFFIC FLOWS AND MARKETS. A surplus of a commodity in one community and a defi- ciency of the same commodity in another will create a flow of traffic between the two communities. These flows of traffic are of two kinds, (1) those within a district or physiographic section, caused by local variation from general conditions, and (2) those between physiographic sections caused by varia- tion in the general physical conditions of the sections. The first are caused (1) by the movement of raw material within a district to the important industrial centers of the district, and (2) the movement from the distribution or com- mercial centers of manufactured or prepared commodities to the consumers. These local flows of traffic will radiate from the industrial and commercial centers, and, while more numer- ous, will not involve so extensive a movement, as to distance traversed, as the second. The discussions of these commer- cial centers in a previous chapter indicate the location and extent of these local flows of traffic and need not be discussed further here. Those of the second class are not so obvious, nor the causes which are responsible for them so generally well known. There are various well-defined flows of traffic, or established channels of trade, by which the various physiographic sections exchange their raw materials and products. Including com- binations of one or more of these, the number is very great indeed. The most important of these trade routes are shown on Map No. 20, and are distinguished by numbers shown on the lines.* * Map No. 20 followa page 136. (135) 136 AMERICAN COMMERCE ASSOCIATION Routes 1, 2, 3 and 4 show the all-rail main traffic flows between the Chicago district and the Central States, on the one hand, and the North Atlantic ports of Portland, Boston, New York, Philadelphia, Baltimore and Norfolk, on the other. Route 9, in combination with these four, shows the traffic flow between the same points via lake and rail. The greater tonnage is east-bound, and consists chiefly of grain, food and meat products, and certain lines of manufactured articles, such as agricultural implements and vehicles, for consumption and use in the Eastern States and for export. The tonnage west- bound consists of imports and certain high-class manufactured products. Routes 8 and 10, in connection with those just mentioned, show the flow between Minneapolis and the same eastern points by all rail and by lake and rail, the tonnage east-bound being greater, consisting of chiefly grain and its products, and the west-bound tonnage the same as to Chicago. Routes 5, 6 and 11, in connection with the first four, show the flows between Omaha, Kansas City, St. Louis and points in adjacent territory and the same Atlantic ports and East- ern States, the east-bound tonnage being grain, food and meat products, and the west-bound the same as to Chicago. Route 7 shows, in combination with 19, the flows from Kansas City and St. Louis through Memphis, to the south- east ports, such as Charleston and Savannah, the tonnage east-bound being of the same character as to the Atlantic ports, and west-bound, manufactured textiles and tobacco, lumber and some imports. Routes 10, 11 and 12, in connection with Routes 1 to 6, inclusive, show the traffic movements between the Pacific and Inter-Mountain States, on the one hand, and the Central and Eastern States and Atlantic ports on the other. The tonnage east-bound is lumber, fruit, cattle, sheep, wool and minerals, west-bound, manufactured products. Route 13, the traffic flow between Pacific and southern Inter-Mountain States, via rail. Gulf and Ocean, to Eastern Ports, the character of the tonnage being as stated in the last preceding paragraph. TRAFFIC GEOGRAPHY 137 It will be noted that the flow of traffic along the routes just noted is east and west, and that except as to 7, 12 and 13 they lie in the northern portion of the country. Route 14 shows in a general way the flow between the Southern States and the Eastern and New England States. The tonnage north-bound is the raw materials of the Southern States ; south-bound, the manufactured products of the East- ern States. Routes 15, 16, 17 and 18, between the Gulf and Central States, show the tonnage movement, north, of lumber, tobacco, pig iron, phosphate rock and cotton ; south, of grain, meat and manufactured products. These flows are through the Ohio river gateways, namely, Cincinnati, Louisville, Evansville and Cairo. Route 19 shows the flow of traffic between the Gulf and Minneapolis and the Northwest, by rail and by water. The exchange consists usually of the raw materials of each section. Route 20 shows the flow of traffic between Kansas City, St. Louis and the Southwest, consisting of the distribution of manufactured products and a jobbing trade south-bound and raw materials north-bound. Route 21 shows the flow of traffic between the Inter- Mountain States and the Gulf, the raw products of those States being the south-bound tonnage, with comparatively little north-bound haul. This route has been established as a through route for a short line only, and will become much more important with the full operation of the Panama Canal. The largest tonnage of any group of these routes is the rail-lake haul, Routes 8 and 9, of the ores of Minnesota and upper Michigan to the furnaces on the south shores of the Lake, as Chicago, Cleveland, etc., and to the Pittsburgh dis- trict, and the coal haul north from these latter points to the Northwest. It will be noted that all of these latter hauls are north and south. 138 AMERICAN COMMERCE ASSOCIATION Sec. 2. INDUSTRIAL, COMMERCIAL AND TRAFFIC FACTORS. The question naturally presents itself, in considering these flows of traffic, what particular factors controlled these loca- tions? Why do these follow the particular location adopted rather than some or any other location? The controlling points which establish the location of flows of traffic are of four kinds : (1) the termini of the Oceans and the Gulf; (2) the points at which lake and rail traffic is interchanged,- and where the obstacle presented by the cross- ing of the Great Lakes forces a detour in the general direction of the route ; or to a favorable location for crossing the water courses connecting the lakes ; (3) the crossings of important rivers, such as the Mississippi, Ohio and Missouri; (4) the internal points between those established by the three causes just mentioned which are determined either by the distance to other controlling points or favoring local industrial con- ditions. The location of the Gulf and Ocean Ports is determined by favorable conformation of the shore line and depth of water close to it, so that the cost of constructing docks for the land- ing of vessels to load and discharge cargoes shall not be excessive, and that the shipping within the harbor is pro- tected from exposure to high winds and heavy seas. These favoring conditions, either entirely natural or improved by artificial works, make the terminals of the rail lines at the harbors of Portland, Boston, New York, Philadelphia, Balti- more, Norfolk, Charleston and Savannah, on the Atlantic coast; of San Francisco, Seattle, Tacoma and Portland, on the Pacific coast, and of Galveston, Port Arthur, New Orleans, Mobile and Pensacola, on the Gulf of Mexico. The second class of points are such cities as Buffalo, Cleve- land, Detroit, Port Huron, Chicago and Duluth. All rail east and west bound routes between the far West and Northwest, on the one hand, and the Central and Eastern States, on the other, must pass either north or south of Lake Michigan, as its width of more than eighty miles and depth of water exceeding five hundred feet, in places, make the TRAFFIC GEOGRAPHY 139 cost of bridging it prohibitive, in addition to forming a serious obstacle to its free navigation. Chicago being at the foot of Lake Michigan practically is the focal point for all lines coming from the West. Long before through lines of railroad were operating between Chi- cago and the East the larger part of the grain crop west of Chicago came there for trans-shipment by lake to Buffalo. Northern shores of the Great Lakes were heavily timbered, and the foot of Lake Michigan carried the lumber more nearly to the untimbered prairies of the Central States than any other means of available transportation. With obvious variations Cleveland's position as a controlling point is due to the same causes as Chicago. Duluth is the nearest lake port to the wheat-fields and flour- milling centers of the Northwest, and, as navigation on the lakes is open for six months of the year, its advantages with a good harbor, as a trans-shipping point for rail and lake grain, are self-evident. The shortest distance between the foot of Lake Michigan and Buffalo lies across the Province of Ontario, in Canada. It involves, however, the crossing of the waterway connecting Lakes Huron and Erie. Situated between these two lakes is St. Clair Lake, which is of considerable extent in itself, with wide marshes of great extent along its shores. There is a river connecting St. Clair with the two greater lakes, and at Port Huron and Detroit this connecting river is scarcely more than fifteen hundred feet in width. This comparatively narrow crossing converges all lines crossing from the United States into Ontario to these two controlling points. Buffalo is at the eastern end of Lake Erie, where the Niagara Falls prohibit the passing of vessels from the West into Lake Ontario. (The Welland Canal passing the Falls on the Canadian side was not constructed until many years after the routes through Buffalo were established.) Buffalo being at the foot of Lake Erie, where navigation from the West terminated, and near the head of the Mohawk valley, which afforded the most feasible route of shipment toward the 140 AMERICAN COMMERCE ASSOCIATION East, either by rail or canal, became a controlling point in establishing both rail and lake rail routes. The third class of points are such river gateways as Pitts- burgh, Cincinnati, Louisville, Evansville and Cairo on the Ohio river; Memphis, St. Louis, Minneapolis and other cross- ings on the Mississippi ; Kansas City, Omaha and other crossings on the Missouri. During the early development of the interior of this coun- try the most important method of transportation, particularly of such heavy materials as coal, ores, lumber, and more valu- able agricultural products, such as grain and cotton, was by steamboat, barge and raft on the rivers. The Ohio river carried an east and west flow of traffic which, in large part, was collected from and distributed to its tributaries flowing into it from the North and South. The points at which the larger tributaries entered the main river were the natural points for collecting and distributing this cross flow of traffic and they develop more rapidly than intermediate points. The Ohio river is formed by the Alleghany and Mononga- hela rivers, and Pittsburgh is located at their junction point. These two latter rivers cut deeply through the heavy strata that overlie the coal veins of the Alleghany plateau, so that in many cases the mouth of a shaft, driven from the surface into the coal, may be located on the banks of the river and the coal taken from the mine and dumped directly from the mine car into the river barge. During all the years of the early development of the Ohio and the lower Mississippi valleys, these rivers near Pittsburgh had furnished, by river barge, the coal for domestic and manufacturing purposes, and as to cities and towns directly on or near the rivers, continue still to do so. Naturally this production of coal and economical trans- portation attracted other business, dependent more or less on mining, and supplying the surrounding country with its necessities, and it developed faster than other communities near it — that is, it did more business, had more goods and supplies to send out, and more articles it needed to be brought TRAFFIC GEOGRAPHY 141 in, and so developed the need for transportation other than by water, which would enable it to reach other markets and sources of supply. Hence, when lines of rail transportation were being estab- lished, they of necessity passed through the more highly developed communities to reach the maximum amount of business to furnish the revenue to justify the construction of their lines. Cincinnati is located at the point where the Licking river from the South and the Miami river from the North enter the Ohio, and its early development may be attributed to this fact, for the reasons previously mentioned. Louisville is situated at the falls or rapids in the Ohio river. For many years, before the locks necessary to allow the river traffic to pass the rapids were constructed, it was a transfer point of traffic between the upper and lower Ohio valley. Its earlier development may be attributed to this fact. Evansville is located on the Ohio between the mouths of the Green river in Kentucky and the Wabash river, forming the boundary between Indiana and Illinois. The valleys of both these latter rivers were originally heavily timbered with the finest of oak and poplar forests. Coal mines were early developed along Green river. The enormous amount of tim- ber available developed Evansville early as a very important hardwood lumber market, and attracted many manufacturers of furniture and lines using hardwood lumber extensively. When the needs of the Central and Southern States became so great that the surplus of one and the deficiency of the other in certain lines demanded transportation so that exchanges could be made economically, the lines of communi- cation, or flows of traffic, naturally passed through the points on the Ohio river which were most fully developed, that offered the most business to the proposed new lines. The crossing of such a large stream was (and still is) a matter of very considerable importance to a railroad, and it thus hap- pens that through the early development of business and the saving of expense through the division of cost in constructing 142 AMERICAN COMMERCE ASSOCIATION and maintaining large bridges, these river points became focal and drew several or many lines of railroad to them, thus establishing north and south flows of traffic between the Central and Southern States. The line constructed near the east bank of the Mississippi river from the Gulf to the Ohio river followed closely the river bottoms to carry their heavy agricultural production, and so, of necessity, crossed the Ohio river at Cairo. The annual overflow of the Ohio river has prevented any con- siderable local business development at that point. St. Louis, on the Mississippi near the mouth of the Mis- souri river, developed early because of the immense territory in the Mississippi and Missouri river valleys, which were tributary to it through the fact that these two rivers furnished the only economical transportation for their production and the two flows met there, making a natural point of exchange, of collection and of distribution. Minneapolis and St. Paul are at the head of navigation on the Mississippi river. In addition the falls in the river at Minneapolis furnished cheap power for grinding the grain of the Northwest, and naturally the business of the entire section centered there. The needs of western Tennessee, northern Alabama, and Georgia for an outlet on the Atlantic coast caused the con- struction at an early date of the railroad from Memphis to Charleston, South Carolina. The needs of Kansas City for competing transportation to the Atlantic coast led to the construction of the line from Kansas City to Memphis. The building of a bridge at Memphis — the farthest south bridge crossing the Mississippi river — attracted, for the same reasons as those given for the Ohio river crossings, other railways which established a flow of traffic through Memphis. The crossings of the upper Mississippi river are not so important as to cost as those heretofore mentioned. Most of the railroads connecting Kansas City and Omaha with Chi- cago and the Central States have constructed bridges indi- vidually at points most convenient to their lines. In most TRAFFIC GEOGRAPHY 143 cases the bridges are used by one road only, rarely by more than two. There is a very large flow of traffic over these crossings in the aggregate, but it is divided between many, rather than confined to several, as in the case of the Ohio river points. Kansas City, located at the junction of the Kansas and Missouri rivers, and Omaha, at the junction of the Platte and the Missouri, are on the line between the great central manu- facturing district and the range country. The valleys of these smaller rivers were the first cultivated lands in the western country, and they afforded the best loca- tion for the trails over which the range cattle were brought to market, as well as for the most economical location of the transcontinental railroads which came later. These condi- tions made these two points the natural distribution points for a vast country to the west, and the logical points for the location of the packing industry to afford a market for the range country. The central and southern flows of traffic between the Pacific coast and the Central States were thus drawn to these points. The fourth class of points is illustrated best by Atlanta, Birmingham and Indianapolis. The distance between the points established, as just shown, is in some cases considerable, while the country traversed may be fertile and support a large population demanding near-by points of distribution. Hence it happens that a locality with no marked natural advantage over that of many others in its vicinity attracts a large concentrated business interest which draws traffic in its flows between more distant points. Indianapolis and Atlanta are examples of this condition, both of them being important railroad centers from which many lines radiate, but with no advantages not possessed by many other localities near them. Birmingham and its vicinity contains all of the elements — coal, iron ore and limestone — for the manufacture of pig iron, with hauls shorter than any other district in the country. This creates a flow of product out of, and of supplies into, 144 AMERICAN COM^IERCE ASSOCIATION this district of large extent and thus draws all lines of rail- road in the section to it. It should be remembered in studying these trafific flows and the reasons underlying their location, that these routes were established piecemeal. None of them were developed at once. While many of them were designed to be completed by continuous construction work from the inception of the enterprise, the limitations of available capital and disappoint- ment in the returns from the roads first constructed delayed for many years the entire fulfillment of the original design. The causes controlling the location of the great trade routes operated to alter many routes designed without regard to natural and favorable conditions. The fact which this dis- cussion seeks to bring out clearly, is that transportation must be adapted to the business it serves. Artificial stimulus or repression can not alter its routes, which are established by natural causes — not arbitrarily. Sec. 3. THE ORIGIN OF CLASSIFICATION AND TRAFFIC TERRITORIES. It is estimated that there are about twenty-five thousand different articles offered for transportation, when differently packed and described. It is obvious that the carriers could not make a different rate on every one of these different articles, between every one of the thousands of different ship- ping points in the United States. In order to simplify the work of making rates on such a vast number of articles, the railroads of the United States finally adopted a method of placing all articles which have traffic likenesses in defined classes and charging a certain rate on all articles belonging to a given class. The early development of the classification of freight by the railways in the United States was not along any very definite lines. Acting independently, carriers originally adopted individual classifications. It has been estimated that there were at one time more than a hundred distinct classi- fications in Trunk Line Territory, varying in the number of classes provided, each classification built up independently of TRAFFIC GEOGRAPHY 145 all others, to serve the needs of the particular road to which it applied. The formation of through routes over connecting lines and the growth of through traffic necessitated the establishment of classifications in harmony, in addition to those adopted by- each separate carrier for its own traffic. Railroad companies also established classifications for through traffic in various sections of the country, some covering large and some small areas. The classifications so formed, all of which were later absorbed by the Official Classificafion, were the Trunk Lines West-bound Classification, the East-bound Classification, the Joint Merchandise Freight Classification, the Middle and Western States Classification, and the East and the South- bound Classification. As a result of this multiplicity of classifications there was great confusion in the traffic situation. In very many cases two or more classifications were in force on one road, one for local traffic, one for through traffic in one direction, another for traffic in the opposite direction, and a fourth, perhaps, for traffic coming from or going to a particular section of the country. In 1883 the Wabash Railroad Company had nine different classifications in effect for traffic originating on its line. The existence of so many classifications was annoying to the public and necessarily resulted in constant embarrass- ment in the interchange of traffic between the roads. Traffic managers and agents found it difficult to quote rates on through traffic with any degree of accuracy, and the owners of the freight were frequently subjected to the payment of freight charges not in accord with what they had anticipated. The prohibition of unreasonable discrimination by the Interstate Commerce Act of 1887 stimulated the movement for consolidation and uniformity of classification. It was recognized by railroad officials that they could not observe the law without establishing greater uniformity of descrip- tion and rating on commodities, as well as uniformity in minimum carload weights. The method and manner of mak- ing classification rests with carriers, and it is noticeable that they are daily coming nearer to the ideal in this matter. 146 AMERICAN COMMERCE ASSOCIATION The first important step in that direction was the estab- lishment of the Official Classification, which was put in force in 1887, contemporaneously with the taking effect of the Act to Regulate Commerce. This classification was generally adopted throughout the territory north of the Ohio and Poto- mac rivers and east of the line roughly drawn from Chicago to St. Louis and the junction of the Mississippi with the Ohio. There were at this time 131 railway companies within Official Classification Territory, many of which still had a separate local classification. At first the Official Classification did not entirely displace all others within the territory which it cov- ered. Of the total number of roads using it in 1888, eighty- seven used the Official Classification exclusively, thirty-five used one other and nine used two others. In 1882 the Joint Western Classification, the forerunner of the present Western Classification, was adopted by certain roads running west from Chicago, and became effective in 1883. The roads making use of the Western Classification steadily increased in number, until in June, 1889, there were sixty-nine. During the same year the roads that formed the Texas association and also the Trans-Continental Lines used the classification, so that by the end of the year practically all the railways operating throughout the territory from Chi- cago and St. Louis to the Pacific coast had adopted it. By 1889 the lines south of the Ohio river and east of the Mississippi river had adopted the classification of the South- ern Railway and Steamship Association, later designated as the Southern Classification. At the present time these three great classifications, the Official, Western and Southern, sub- ject to exception sheets and commodity rates of the individual carriers, the limited use of certain State classifications, and the Canadian Classification, are the only classifications apply- ing to interstate traffic. Occasionally, however, these classi- fications overlap. Confusion arises particularly in shipping to and from a point located comparatively near a classifica- tion boundary. St. Louis, for instance, uses the Official Classification for freight east-bound beyond the Illinois- Indiana State line, the Illinois classification on some ship- TRAFFIC GEOGRAPHY 147 ments to points in Illinois, the Western for west-bound freight, and the Southern for south-bound freight, and the rules and regulations of the Trans-Continental Freight Bureau on com- modity rates in the Trans-Continental tariffs on shipments for Pacific coast points. In order to meet all of the necessary transportation, com- mercial and industrial conditions incident to traffic, including the amount of tonnage moving, the cost of moving it, the kind of equipment required, and all other factors which are deter- mined by territorial location, the railroads in the United States have adopted therefore the three general interstate Classifications known as the Official, Western and the South- ern Classifications. Each of these is under the jurisdiction of a classification committee bearing the same names as the classification, and prescribes the ratings, rules and regulations governing shipments of goods offered to railroads which are members of the various respective classification committees, or other carriers not members, adopting the classification. Map No. 17*, shows graphically the territory in which each of these classifications apply on interstate traffic. You should therefore fix in your mind the essential point that the Official, Southern and Western Classification com- mittees, in a general way, determine the classification of all articles, except where state classifications are in effect, offered for transportation to carriers operating in the United States. The applications of the various classifications are not absolute as to territorial boundaries. We find, therefore, tariffs applying in one classification territory governed by the schedule of some other classification committee. There are two kinds of committees which are instrumental in making the basis for freight charges (1) Classification Com- mittees, and (2) Traffic Associations or Rate Committees. It is the function of the classification committees to provide classification; to arrange articles having practically the same transportation qualities into groups or classes. It is the func- tion of the rate committees and general freight department of the railroads to establish rates on the various classes or • Map No. 17 follows page 168. 148 AMERICAN COMMERCE ASSOCIATION groups of goods prepared by classification committees, or make exceptions on certain commodities, which rates are known as commodity rates. Sec. 4. ORIGIN OF FREIGHT RATE TERRITORIES AND RATE CONSTRUCTION POINTS. There are many factors which enter into the making of freight rates which are not apparent until the task of making rates confronts you as a real concrete problem. It is not the purpose, at this point, to go into detail as to the methods used in constructing or making freight rates, but to simply point out some factors which must be considered which will assist to a more thorough understanding of the reason for the traffic territories, rate zones, and basing or rate construction points. With our present knowledge of the cost of transporting any unit of freight between two points, it is not possible to establish a freight charge on any given shipment on an abso- lutely scientific basis. There are so many considerations and such an endless variety of circumstances and conditions which afifect the cost of transportation, that it is impossible from observation, experience, or from calculation, to formu- late general rules, or establish workable theories for the mak- ing of absolute freight rates. Transportation is a public service. Two classes of people must be served and benefited. First, the shippers, and second, those who invest their money in the transportation lines. The freight rates must be low enough, after paying a reasonable dividend, to insure the greatest profit to the shipper and the lowest purchase price to the consumer and enable the shipper to compete in various territories. If it were possible to determine the cost of shipping any unit of freight between two points, the question of making freight rates would not be difficult of solution. The actual transportation cost of any unit of freight, however, can not be ascertained precisely. Moreover, it can not be estimated in advance, as the volume of traffic which will be offered for shipment over any given line, during any particular period, can not be actually known. For these reasons it is impossible Map No. 18. Major Traffic Associations. MAJOR TRAFFIC ASSOCIATIONS Designed and compiled for The American Commerce Association by ilark \V3n10nd, C'.E. TopcUa >^j5CM ^""f ^1**^ E. -CoS I /f BONO'S V Of! Jir B -.T I C t«i V^-'-'v"" ■:;>* Map No. I8\ eCAlE OF MILES 50 100 150 200 T I I -1- 1 — 10 >i TRAFFIC GEOGRAPHY 149 to accurately estimate in advance the actual earnings of any- particular line of railroad, either on total tonnage or specific shipments. If the freight rate is too high, the selling price of goods shipped may be too high, and therefore the traffic can not move freely. If the freight rate is too low, the common car- rier can not maintain facilities for transporting the goods to market, in which case the shipper, carrier and consignee will suffer, involving a loss to all concerned. The freight rates, therefore, must be established on some level which can only be determined by analyzing certain circumstances and condi- tions, governing the movement of the traffic. In many cases the railroad companies have little control over their freight rates. They usually adjust their charges to conditions and circumstances. In a zone of great traffic density, however, the freight charge, which may permit the traffic to move, might be very much greater than the amount sufficient to produce a reasonable earning on the railroad investment. Any advance in rates above the point which will pay a reasonable revenue to the carrier must come out of either the profits of the shippers or be added to the selling price of the goods and paid by the consumer. Government regulation of freight rates tends toward sta- bility, and stability is necessary before you can establish th^ lowest possible rates which will permit the traffic to move freely, and at the same time pay a reasonable return on the money invested in the transportation companies. There are many difficulties attending the making of freight rates in the various territories of the country, all of which are characterized by many traffic differences. None of the duties placed upon the Interstate Commerce Commission by the Act to Regulate Commerce are more perplexing and difficult than those of determining what are reasonable and unreason- able rates. The question of reasonableness of rates involves so many considerations, and it is affected by so many circum- stances and conditions which at first seem foreign to the sub- ject, that it is quite impossible to deal with it on a purely matherpatical basis, or establish any principles without a con- 150 AMERICAN COMMERCE ASSOCIATION sciousness that no conclusion which may be reached can be demonstrated as absolutely correct. It has been shown that to take each class of freight by itself and measure the reason- ableness of charges by reference to the cost of transporting that particular class, though it might seem abstractly just, would neither be practicable for the carriers nor consistent with public interest. The difficulties here referred to, of passing upon the ques- tion of reasonableness of rates, are doubtless very great to both the shipper and the carrier, but how much greater must be the difficulties to the carrier in making their freight tariffs? The rates on freight must be sufficiently low to result in the development of the largest amount of traffic, and at the same time they must be high enough to produce sufficient revenue to pay for the cost of maintenance and operation of the roads and a reasonable interest on the investment. The rates must in no case exceed the value, to the public, of the service rendered, which is determined by commercial laws, by competition of products with products, by the value of the article of freight at the place of production or manu- facture and the places of consumption, and by other circum- stances and conditions. The rates must be strictly in compliance with the laws of the States, and with the Act to Regulate Commerce. They must comply with the Second section of the Act, which prohibits unjust discrimination against persons or corporations; they must comply with the Third section of the Act, which provides that there shall be no undue or unreasonable preference or advantage given to any particular person, company, firm, corporation or locality, or to any particular description of traffic, in any respect whatso- ever, and they must also comply with the Fourth section of the Act, which declares that it shall be unlawful to charge or receive any greater compensation in the aggregate for the transportation of property, for a shorter than for a longer distance over the same line in the same direction, except by approval of the Interstate Commerce Commission. It might be apropos to state, if it were possible, what is TRAFFIC GEOGRAPHY 151 permitted rather than the prohibitions. Rate-making might be termed the science of construing negative provisions. It is not sufficient that the rates be just and reasonable in and of themselves. They must also be relatively reasonable. They may be both reasonable in and of themselves, and rela- tively reasonable, and yet in conflict with the long and short haul clause of the Act. Fourth section complications are many, and it will become apparent, if, in order to remove the difficulty, the rates to and from intermediate points are reduced, that the loss of revenue may be so great that the railroad companies may find them- selves unable to pay the cost of maintaining and operating their roads, as the local traffic is so diversified and of such a character as to require much handling by train crews at above the average cost of freight handling and decidedly more than the traffic can bear. The establishment of equitable freight rates on the articles of commerce oflfered for shipment requires the makers of freight rates to familiarize themselves with the various com- mercial and industrial conditions in the country which directly affect both the carriers and the shippers. It would be inter- esting to trace the development of rate-making from the simple rate sheets of early days to the highly complex freight tariffs with the elaborate classifications, embracing thousands of articles, and note the influence and effect of surrounding cir- cumstances that necessitated, from time to time, modifications and additions. The cost of the movement of freight is a small portion of the total cost of transportation. In fact, it is claimed that the constant or fixed expense of the railroad is about sixty per cent of the revenue. The largest portion of the cost, therefore, is fixed and must be maintained without regard to the volume of traffic. Most of the questions involved in the fixing and adjusting of freight rates are of a commercial and economic character, and therefore subjected to commercial and economic laws. One of the most important, and in many cases the con- trolling factor in fixing rates, is competition. This compe- 152 AMERICAN COMMERCE ASSOCIATION tition is between carriers by rail, competition between rail and water carriers, competition with water lines, competition between markets and competition of products with other products. Competition is the act of striving for something that is sought for by another at the same time. To-day there are but two kinds of competition — direct and indirect. Before government regulation there were two kinds of competition — legitimate or healthy competition, which is the life of trade, and illegitimate or unhealthy competition, which resulted in the ruin of trade and the ruin of all engaged in the practice. Illegitimate competition between carriers resulted from a struggle on the part of one to get more than its share of com- petitive traffic, by means not now considered ethical, resulting in a temporary benefit to it and ruin to the other. That kind of competition has resulted in rate wars. The principal weapon used in a " rate war " was a radical reduction in rates. In many cases the competitors were forced into bankruptcy. This, however, did not mean victory for the survivor, because at the close of the controversy the main issues between them were unsettled. The law of evolution, which decrees " that the fittest shall survive," can not apply to competition between railroads, simply because the railroad renders a public service on a non-competitive basis as far as rates and service are concerned. The railroads of to-day do not engage in rate wars. After the construction and equipment of their roads they have a large constant expense to be maintained, and are therefore induced to secure the largest possible tonnage. The extremely low rates, caused by rate wars, deplete the revenues of the railroads and necessitate retrenchment and a consequent reduction of wages of employees. Manufacturing interests connected with railroads also are compelled to suffer by reduc- tion of expenses forced upon railroads by diminished earn- ings. The most serious evils that result from unrestrained competition fall upon mercantile communities whose best interests require that rates of transportation shall be just, reasonable and non-discriminatory. Fluctuating rates are TRAFFIC GEOGRAPHY 153 very injurious to the development of commerce. The Inter- state Commerce Law requires a public carrier to furnish to all people just and reasonable rates, but under free competi- tion. It is difficult for railroads to fully comply with the law, as from their very nature they are a monopoly. Competition between railroads differs materially from commercial competition. The effect of the competition between industries is more or less local and confined only to certain branches of commerce. Competition between railroads affects all branches, and even the entire commerce and the industries, of a large section of the country. Owing to the interdependence of rates, rate wars between two railroads of one section may involve many other railroads, even though these sections are remote. It will be seen that there are so many factors entering into the making of rates that the prob- lem becomes very intricate. It is believed, by the best authorities, that if each carrier were left alone to make its rates and charges, maybe different from those of all the others for the same services, there could be no uniformity or stability of rates, and there would be constant changes and, of course, discrimination of all kinds. Experience has pointed out that the important work of mak- ing rates is best accomplished by associations and committees representing the various carriers. This condition has given rise to the various traffic associations. Sec. 5. PURPOSES OF TRAFFIC ASSOCIATIONS. The country, for the purpose of rate-making, is divided into various traffic territories. Within these territories are points known as " Basing Points," which serve as a base upon which rates are computed to other points. The committees and associations, composed of representatives of the railroads having jurisdiction over the various traffic territories, deter- mine how rates shall be made, and what points shall be used as points on which to base rates. Rates from Central Freight Association Territory east- bound are based upon the Chicago-New York rates. To Boston the rates are the following: differentials 7-6-5-4-3-2, 154 AMERICAN COMMERCE ASSOCIATION over the New York rate, Philadelphia takes 2 cents under New York, and Baltimore 3 cents under New York, on all classes and commodities. The railroads endeavor to " line up their tariffs," as they say in railroad circles, so as not to conflict with the law, and with each other. However, owing to the demands for a lower rate upon particular traffic, due to commercial conditions, changes in rates are put into effect, through the application of which the rates to base points are sometimes entirely altered, and as a natural consequence the rates related thereto or basing thereon are also modified correspondingly. In making tariffs, basing points in the various territories are used, and other rates are based thereon. After these rates have been published for a time they become a permanent basis for freight charges, and all other rates are affected by their variations. In the issuance of tariffs the rates are usually carefully compiled, with due regard to avoiding conflict with the law and by taking into consideration all factors, such as mileage, competition, etc. These tariffs, when lawfully on file with the Interstate Commerce Commission, then become the recognized basis for transportation charges. The tariffs are broad and comprehensive, and are the foun- dation of railroad freight charges. Hardly are these rates published, however, before the demands of competition, the demands of certain interests for lower rates, and the possible discovery that discrimination exists on some line of traffic, or against some locality, cause an adjustment of the rates, which adjustment causes still other discriminations, and thus the process of changing rates to meet commercial, industrial and transportation conditions goes on, making the problem more and more intricate. The function of the freight rate committees and associa- tions is to establish freight rates on the articles which have been classified by the classification committees, or to make special rates on certain articles and removing them entirely from the classifications when traffic conditions demand it. Such special rates are known as commodity rates. The estab- lishment of Traffic Territories, Rate Zones, and Committees TRAFFIC GEOGRAPHY 155 which have jurisdiction over them, is the result of an attempt on the part of the railroad to adjust rates to meet all of the various industrial, traffic and commercial conditions of the country in a businesslike and economic manner. For the purpose of establishing just and equitable rates and avoiding a multiplicity of rates applicable on the same traffic the various freight traffic associations of the country have been organized, each having jurisdiction over a certain section of the country. It is evident that the transportation service of the carriers should be rendered to the public as a unit. There should be uniformity in the service, and it should be developed to the highest degree of perfection. This can only be attained when it is possible for shippers to offer their goods at any one point in the country, and have them transported to any other point, with the least expense and with the greatest convenience, notwithstanding that the shipments may pass over the lines of many different carriers. In order to perfect this complete service it is necessary that the various carriers cooperate with each other. This is best accomplished through traffic asso- ciations. The conditions which existed before the traffic associations were organized is well brought out in the resolutions adopted by one of the early traffic associations, as follows : " Whereas, The ruinous competition now existing between railroad lines represents the demand for the speedy change and a prompt return to remunerative rates of transportation; and " Whereas, The disreputable custom that has, in the past few years, grown up of paying bribes to obtain business over competing lines, has so demoralized railway management and the communities through which the railways operate, that a prompt and radical change is called for by every consideration of honor and honesty ; therefore, be it " Resolved, That standard rates of transportation shall be established and maintained, by which stockholders may enjoy with their patrons the benefits created by their respective lines ; also, may it be 156 AMERICAN COMMERCE ASSOCIATION " Resolved, That all kinds of bribery and corruption in the form of drawbacks and rebates, paid to obtain patronage, shall, in the future, be regarded as disreputable, dishonest and unbecoming of railroad management, demoralizing the rail- road employees and their patrons ; and we hereby pledge our- selves and our companies to discontinue business relations with railroad companies or individuals, that shall continue these disreputable practices." The history and development of the various traffic asso- ciations, which have resulted in the establishment of most equitable rates for shippers and carriers, is interesting and educational, but it is not necessary for us to take it up in this work. During the last few years the traffic of the various railroads has increased so greatly that carriers have been compelled to give special attention to rendering the best pos- sible service to shippers. In order to take care of the con- stantly increasing demands upon the carriers for a higher organized traffic department, associations, freight committees, and bureaus have been organized and developed, to meet the various demands which changing conditions have placed upon the carriers. Sec. 6. PRESENT TRAFFIC ASSOCIATIONS. The present traffic associations of the country, to meet these present conditions, may be divided into four classes : (1) Those which give special attention to particular kinds of traffic, (2) those which give their attention to the traffic of particular rate zones and cities, (3) those having jurisdiction over the traffic of a certain State or section of the country, (4) the traffic associations having jurisdiction over large areas of the United States, to which practically all of the various railroads appoint representatives to look after their various interests. The traffic associations, committees and bureaus, conforming to the above classification, are as follows : I. Major Traffic Associations. 1. The New England Freight Association. 2. The Trunk Line Association. TRAFFIC GEOGRAPHY 157 3. The Central Freight Association. 4. The Western Trunk Line Committee. 5. The Southwestern Tariff Committee. 6. The Trans-Continental Freight Bureau. 7. The Southeastern Freight Association. 8. The Southeastern Mississippi Valley Association. 9. The Canadian Freight Association. 10. Associated Railways of Virginia and the Carolinas. 11. Trans-Missouri Freight Bureau. Map No. 18 shows the territories over which these Major Traffic Associations have jurisdiction.* II. Minor Traffic Associations. 1. Mississippi Valley Freight Association. 2. The Middle States Freight Association. 3. Pacific Coast Freight Bureau. 4. Colorado Freight Bureau. 5. Colorado-Utah Freight Bureau. 6. Local Utah Freight Bureau. 7. Illinois Freight Committee. 8. Michigan Freight Committee. 9. Virginia Freight Traffic Association. Map No. 21 shows the territories over which these Asso- ciations have jurisdiction.f III. Local Freight Traffic Associations. 1. Buffalo Freight Committee. 2. Chicago Freight Committee. 3. Cincinnati Freight Committee. 4. Cleveland-Lorain Freight Committee. 5. Dayton Freight Committee. 6. Detroit Freight Committee.. 7. Indianapolis Freight Committee. 8. Louisville Freight Committee. 9. Milwaukee Freight Committee. 10. Minneapolis Freight Committee. 11. New Orleans Freight Committee. 12. Peoria Freight Committee. Map No. 18 follows page 148. fMap No. 21 follows page 168. 158 AMERICAN COMMERCE ASSOCIATION 13. Pittsburgh Freight Committee. 14. Sandusky Freight Committee. 15. Springfield Freight Committee. 16. Toledo Freight Committee. 17. Wheeling Freight Committee. 18. Danville Freight Committee. IV. Specific Traffic Committees. 1. Chicago and Ohio River Committee. 2. Gulf Foreign Freight Committee. 3. St. Louis East-bound Freight Committee. 4. St. Louis-Cincinnati-Louisville Freight Committee. 5. St. Louis Coal Traffic Bureau. 6. Indiana-Illinois Coal Traffic Bureau. 7. Ohio Coal Traffic Association. 8. Southern Iron Committee. 9. Standing Switching Committee. Sec. 7. ORGANIZATION OF THE PRINCIPAL TRAF- FIC ASSOCIATIONS. The plan of organization of the more important traffic asso- ciations is outlined in the articles of organization of the Southwestern Tariff Committee, as follows: " Such Committee shall be conducted by a Chairman, who shall be subject to the direction of the Executive Committee. The Executive Committee may prescribe such rules as are necessary to the proper conduct of the Committee, and shall have supervision of all expenditures. The work of the Com- mittee shall be confined to the publication and the distribu- tion of the tariffs issued for the members, and the necessary details in connection therewith. " The Chairman shall be the Agent of each individual line, and the tariffs issued by him as such Agent shall be upon the authority of Power of Attorney, given to him as required by the rules of the Interstate Commerce Commission. The lines, parties hereto, agree to pay their proportion of all expenses incurred by the Committee, during their membership, on a basis to be fixed by the Executive Committee. Map No. 21. Minor Freight Associations. MINOR FREIGHT ASSOCIATIONS Designed and compiled for The American Commerce Association by Mark W'ymond, C.E. l4tc\ U 1'-"*''' * 7 S ' / - o\ V 'iisr-»M "^ A yf Memphis 0. i a. c A a o •- 1 y V-K/ ^^c A a o >• *AVANNAH A^ > \ L. . -k — 3<7-n ■< . inewOrieanS irrlUo t:V. Z:Z: ihf-:e - .- ./ , .:^T .: :. ::.:.: :ast nor .-: , : ::: Ind.; thence : .^: : t^: 'r Ct : : I f:tr:: Z :5 Ziflroad to aiKl inc. : : r :- :- dair Z: : : ;r :- 1 1 f :' ihe Cmrhmati, ZI i :: DtE"^::i r.i .\ :: '..\r .ri -,;"":? ^tr^Tf _ inc, Uici-^c on - -\ - -....- T . - - -Z ' --- • --- - & X. 19. m::z: TtZ . : :. : Z" i ; thence : :■. i": if: :: Z:t Zev -11 Zincs Wei : :: Ziisiit Zi 7 : \ 11 ":~~ of the n.-i-i. ; t: .: i:.ir:7::i : :r 7 - Ind.; thenct ir- - :: Zi T ! ' ia,mchidirr : :? :: :: r - Z 1 - 7i : 11 Zi r-isse^In :: risr- ive; points oo the ToKsdow St. Lx^ms £l \Vest- TTiefsfam^ Ind, to the Tndiana-nKnois State ^r Oucagp Tl E" — ^^ --•- T^-- -rad. "' ' •■ "r'on, Inc Z:7:i; j-'it'i^ii'^'? 12 u. i Zliicsc^i >^i iLii". ^ni m.i r^i..ri__. ::-AZ- 7zz::-HT committee. r ■-.. ..-15 1-7 ..-- 1 Z-:i7- 1.^ : ^ssed in c: "■ Ti:. : n ■ .:i the Centri. Zrt r.': . i ts. Mr. T. T. Wehster, C-Z: :: ZiZ: 7:1 ! Z zan Central Railioad, Detroit, Sec 20. ST. LOUIS - COfCIlIllATI - LOUISVTLLE FREIGHT COMMITTEE TERRITORY. "^-^ ~: L4Jois-Gr -i: ZLooisiTllc Freig^ C:"rZ:re ~----- -TTider tti _:r. -I of Williani Cairi::' 7'i;-- '111 I: Zi.i, Mo. Mr. Ci Ilia, as agent for :r.t ~.tr It: TRAFFIC GEOGRAPHY 213 lines, publishes tariffs applying between St. Lotus, Mo., and points taking same rates, and Cincinnati, Ohio, Jeffersonville, Ind., Madison, Ind., New Albany, Ind., Louisville, Ky., and Owensboro, Ky., and points taking the same rate, on the lines members of the committee. CHAPTER XI. Traffic Territories and Rate Points in Western Classification Territory. Sec. 1. Western Trunk Line Territory. Sec. 2. Northwestern Territory. Sec. 3. Trans-Missouri Freight Bureau Territory. Sec. 4. Seaboard Colorado, Utah Territory. Sec. 5. Colorado Utah Territory. Sec. 6. Trans-Continental Intermediate Territory. Sec. 7. Trans-Continental North Coast Territory. Sec. 8. Trans-Continental South Coast Territory. Sec. 9. Southwestern Tariff Committee Territory. Sec. 10. Trans-Mississippi River Territory. Sec. 11. Seaboard, Missouri River Territory. Sec. 12. Pacific Freight Bureau Territory. Sec. 13. Mississippi River Crossings. Sec. 14. Missouri River Crossings. Sec. 15. Rio Grande Crossings. Sec. 16. Duluth, Winona, St. Paul, and the Common Points. Sec. 17. Louisiana Basing Points. Sec. 18. Arkansas Basing Points. Sec. 19. Oklahoma Basing Points. Sec. 20. Texarkana Rate Points. Sec. 21. Texas Common Points, including Houston and Galveston and Points Taking Higher or Lower Rates. Sec. 22. Mexican Common Points. Sec. 23. Colorado Common Points. Sec. 24. Utah Common Points. Sec. 25. California Terminals. Sec. 26. North Pacific Coast Terminals. Sec. 26A. Intermediate Pacific Coast Points. Sec. 27. Spokane Rate Points. Sec. 28. Montana Common Points. Sec. 29. Prorating Points in Iowa and Missouri. Sec. 30. Texas Tariff Bureau Territory. Sec. 31. Canadian Freight Association Western Lines. (216) CHAPTER XI. Traffic Territories and Rate Points in Western Classification Territory. Sec. 1. WESTERN TRUNK LINE TERRITORY. This territory is governed by the Western Trunk Line Committee, which represents Western Trunk Line railroads operating west of Chicago. The offices of the committee are in the Transportation building, Chicago, Illinois. Mr. E. B. Boyd is chairman, F. G. Bannister, secretary. The members of the Western Trunk Line Committee are as follows : Atchison, Topeka & Santa Fe Ry. Illinois Central R. R. Chicago & Alton R. R. Kansas City Southern Ry. Chicago & North Western Ry. Minneapolis & St. Louis R. R. Chicago, Burlington & Quincy R. R. Minneapolis, St. Paul & Sault Ste. Chicago Great Western R. R. Marie Ry. (Chicago Division). Chicago, Milwaukee & Gary Ry. Missouri, Kansas & Texas Ry. Chicago, Milwaukee & St. Paul Ry. Missouri Pacific Ry. Chicago, Peoria & St. Louis R. R. Quincy, Omaha & Kansas City R. R. Chicago, Rock Island & Pacific Ry. Iowa & St. Louis Ry. Chicago, St. Paul, Minneapolis & St. Louis & San Francisco R. R. Omaha Ry. Wabash R. R. Elgin, Joliet & Eastern Ry. Fort Dodge, Des Moines & South- ern R. R. This territory, in a general way, embraces points in Colo- rado east of the common points; also points in Nebraska, Kansas and Southwestern Missouri. In this territory you will find the Missouri River Crossings, St. Paul, Duluth, Winona, Superior, Sioux City and the common points. Note Map No. 18 following page 148. The Western Trunk Line Committee Lines, through E. B. Boyd, agent, publish tariffs naming rates on commodities between Illinois and Missouri points and points in Iowa, (217) 218 AMERICAN COMMERCE ASSOCIATION Missouri and Minnesota; also class and commodity rates from St. Paul, Duluth, Winona and common points to Central Freight Association Territory ; also commodity rates from the same points to Seaboard Territory; also tariffs naming rates, both class and commodity, from points on the west bank of the Mississippi river and points in Illinois to Central Freight Association Territory; also proportional rates from points in Minnesota and Wisconsin to the Ohio river applying on ship- ments destined to the South, and also rates from the same territory to'Mississippi valley. This committee publishes tariffs naming rates, both class and commodity, between Duluth, Winona, St. Paul, Minne- sota Transfer and common points, and points in Colorado east of the Colorado common points; also rates between Chi- cago, Peoria, Mississippi river points, St. Paul and Duluth and common points and the Missouri River Crossings; also tariffs naming rates on various commodities from St. Louis, Peoria, Chicago and common points, and points in the States of Iowa, Missouri and Minnesota. The following is a literal description : From Chicago via New York Central Railroad (Lines West) to and including Danville, 111.; thence via Chicago & Eastern Illinois Railroad to Tuscola, 111. ; thence via the Illinois Central Railroad through Mattoon and Neogo to Effingham, 111.; thence via the Vandalia Railroad to but not including East St. Louis, 111. ; thence via a line to St. Louis, Mo. ; thence via west bank of Mississippi river to Arkansas-Missouri State Line; thence via the southern boundary line of Missouri, Nebraska and Colorado to a point just south of Trinidad, Colo.; thence via a line through Trinidad, Pueblo, Colorado Springs and Denver, Colo., to Cheyenne, Wyo. ; thence via Union Pacific Railroad to Colorado-Nebraska State Line ; thence via western boundary lines of Nebraska, South Dakota and North Dakota; thence via northern boundary lines of North Dakota, Minnesota, Wisconsin and upper peninsula of Michigan; thence via east- ern and southern boundary lines of upper peninsula of Michi- gan ; thence via eastern boundary line of Wisconsin and Illi- nois to and including Chicago. Map No. 25. Trans-Mississippi River and Northwestern Territories. TRANS- MISSISSIPPI RIVER AND NORTH WESTERN TERRITORIES Designed and compiled for The American Commerce Association by Mark Wymond, C.E. so 100 TSO 200 750 TRAFFIC GEOGRAPHY 219 Sec. 2. NORTHWESTERN TERRITORY. The Northwestern Territory comprises points in Canada and in the States of Idaho, Michigan, Minnesota, Montana, North Dakota, Oregon, South Dakota, Washington and Wis- consin. The Northwestern Territory (see Map No. 25 preceding) includes points as follows: Canada. — All points in the Provinces of Alberta, British Columbia, Manitoba and Saskatchewan. Idaho. — All stations, except when routed via Missouri River Crossings. (See page 222.) Michigan (Upper Peninsula). — Stations as follows: Abitosse. Fair Oaks. Morgaa Silberg. Agate. Falls. Murphy. Sherry. Anthony. Foy. Murphy Pit. Spur No. 2. Baltimore. Gale. Nestor. Spur No. 3. Barclay. Gem. Nestoria. Spur No. 7. Basco. Gillet. Newport Siding. Spur No. 212. Beaton Spur. Gogebic. Nobles. Spur No. 317. Bergland. Groesbeck. North Bessemer. State Line. Bessemer. Gunet. Onyx. Sylvania. Bessemer Jet. Hartley's. Opal. Thayer. Black River. Hutula. Paquette. Thomastoa Blemers. Interior. Paulding. Tioga. Bruces Crossing. Ironwood. Paynesville. Topaz. Camp Francis. Jumbo. Perch. Trout Creek. Carp Switch. Keeler. Peshims. Tula. Chesberough Kenton. Pilgrim. Tula Pit. Choate. King Lake. Planter. Turtle. Clark. Kitchi. Pryor. Vermilac. Clarksburg. Kroll. Ramsay. Verona. Covington. Lake Gogebic. Robbins. Wakefield. Craigsmere. Leo. Robinson. Wall. Crozier's Mill. Lewis. Ruby Spur. Watersmeet. Dorais. Lindstedt. St. Collins. Watton. Duke. Maki. Sandhurst. Wellington. Dunham. Marenisco. Schriver. Whipple. Emerson. Massie. Siding No. 339. Williamson. Erickson. Matchwood. Sidnaw. Woodroy. Eriandson, Montreal. Siemans. Yukon. Ewen. Minnesota. — All stations. except Adrian. Ellsworth. Magnolia. Rushmore. Ash Creek. Hills. Manley. Steen. Beaver Creek. Kanaranzi. Org. Warner. Bigelow. Luverne. Round T.ake. Worthington. Bruce. 220 AMERICAN COMMERCE ASSOCIATION Montana. — All stations, except when routed via Missouri River Crossings. (See page 222.) North Dakota. — All stations. Oregon. — All stations, except the following when routed via Missouri River Crossings (see page 222) ; Arcadia, Cairo, Huntington, Mallett, Nyssa, Ontario and Vale. South Dakota. — All stations, except Annie Creek Corson. Holloway. Provo. Siding. Crown Hill. Hot Springs. Rapid City. Anthony's. Custer. Hudson. Redfern. Apex. Dallas. Iron Creek Y. Rockford. Ardmore. Dead wood. Ivanhoe. Roubaix. Argentine. Dewey. Jefferson. Rowena. Argyle. DumonL Jones. Rumford. Avalon. East Sioux Falls. Juno Spur. Runkel. Aztec. Edgemont. Keystone. St. Charles. Belle Fourche. Elk Point. Kirk. St. Onge. Bench Mark. Elmore. Lead. Savoy. Benclare. Englewood. Loring. Shindlar. Berne. Erskine. Lucile Spur. Sioux Falls. Black Hawk. Este. McCook. Smithwick. Blacktail. Evans Siding. Marietta. Spearfish. Bonesteel. Fairbum. Maurice. StageBam Canyon Booge. Fairfax. Mayo. Sturgis. Brandon. Fairview. Millers. Terry. Brennan. Galena. Minnekahta. Tilford. Bucks. Galena Jet. Moll. Trojan. Buena Vista. Gardner. Mystic. Underwood. Buffalo Gap. Garretson, Nahant Valley Springs. Burke. Gregory. Nemo. Wasp No. 2 Spur. Burke's Siding. Harrisburg. Oelrichs. West Nahant. Calcite. Havens. Oreville. Whitetail Siunmit. Canton. Hermosa. Piedmont. Whitewood. Central City. Her rick. Pluma. Winner. Chilson, Hill City. Pringle. Woodville. Colome. Washington.- —All stations. Wisconsin. — Stations as follows: Albertville. Angus. Avoca. Bear Trap. Alder. Anson. Badger Mills. Beebe. Alma. Appal onia. Baldwin. Beidenville. Almena. Arnold. Barksd,ale. Bell. Allouez. Ashland. Barnum. Belle Center. Altamount Ashland Jet. Barron. Bellinger. Altoona. Athelstane. Barronett Bennett. Amery. Athens. Bateman. Benoit. Amnicon. At wood Spur. Bay City. Bena. Anderson Mills. Augusta. Bayfield. Benson. TRAFFIC GEOGRAPHY 221 Wisconsin. — Stations — Continued. Berg Park. Bibon. Birch. Birchwood. Blanchard. Bloomer. Blueberry. Blue River. Bluff Creek. Bluff Siding. Boardman. Boscobel. Boyceville. Boyd. Boylston. Brick Yark Spur. Bridgeport. Brill. Bruce. Brule. Brunet. Burkhardt. Butternut. Cable. Cable Pit. Cadott. Cameron. Campbell Mill. Campbells Spur. Campia. Canton. Carlson. Caryville. Catawba. Cedar. Cedar Falls. Central Ave. Centuria. Chapman. Chaseburg. Chelsea. Chetek. Chequamegon Jet. C. St. P. M. & O. Jet. Chippewa Falls. Chippewa Mine. Cirkle Spur. Clarks. Clayton. Clear Lake. Clubine Jet. Cobban. Cochrane. Coda. Colfax. Comfort. Comstock. Coon Valley. Cornell. Cotton. County Line. Crocker Spur. Cumberland. Curlew. Cusson. Cutter. Cylon. Dallas. Danube; Dauby. Dedham. Deer Park. Defer. Deronda, Dewey. Donald. Downing. Downsville. Dresser Jet. Drummond. Dunnville. Durand. Eagle Point. Earl. Eau Claire. Edith. Edminister Spur. Eliot. Eleva. Elk Mound. Elmwood. Ellsworth. Emerald. Enderline. Engoe. Ester. Fall Creek. Fennimore. Fifield. Fleming. Foaches. Foresman. Forest City. Foxboro. Frederic. Galesville. Gays Mills. Gile. Gilman. Girard Jet. Glen Flora. Glenwood. Glidden. Glover. Gordon. Gotham. Grand Crossing. Grand View. Grantsburg. Grimpo. Gurney. Hager. Hammond. Hannibal. Hanson & Johnson Spur. Hatch. Haugen. Hawkins. Hawthorne. Hayward. Hazel Park. Headquarters. Henderson, Hersey. High Bridge. Hillsboro. Hillsdale. Hines. Holcombe. Hopkins. Houghton. Howard. Homersville. Hoyt Hudson. Hudson City. Hughey. Hurley. Huser Spur. Ingram. Ino. Ipswich. Iron Belt. Iron River. Itasca. Jewett. Jewett Mills. Jim Falls. Joel. Jump River. Kennan. Kero. Kimball. Kipling. Knapp. Koll. Kruger. La Crosse. Ladysmith. La Farge. Lake Nebagamon. Lakeside. Lampson. Lancaster. Laree. Larsen Spur. Le Claire. Lehigh. Lenawee. Leonards. Liberty. Linderman. Lone Rock. Luck. Lynch. Lytles. Maiden Rock. Maple. Marengo. Marshland. Marston. Martel. Mason. Maxwell. McDougal Spur. McVickers. Med ford. Mellen. Menomonie. Menomonie Jet. Merit. Midway. Mikana. Milltown. Mineral Point Crossing. Middle River. Minong. Mondovi. Morse. Moquah. Muscoda. Muskeg. Narrows. Neally. Nelson. Nettleton Ave. New Auburn. 222 AMERICAN COAIMERCE ASSOCIATION Wisconsin. — Stations — Concluded. New Richmond. North La Crosse. Northline. N)'e. Odanah. Ogoma. Onalaska. O'Neill. Orrville. Osceola. Osseo. Park Falls. Pearson. Pembine. Pence. Pennington. Pepin. Perley. Petersburg. Phillips. Phillips Spur. Phipps. Pike River. Pikes. ■ Pine Creek. Platteville. Pokegama. Pokegama Jet. Poplar. Porters ]\Iills. Poskin Lake. Prairie du Chien. Prentice. Prentice Jet. Prescott. Prescott Road. Price. Rath. Reedstown. Red Cedar. Requa. Rhodes. Rice Lake. Richardson. Richland Center. Rickard Spur. Ridgeland. Ritan Spur. River Falls. Roberts. Rock Crusher. Rockmont. Rosedale. Rusk. Rustone Spur. St. Croix Falls. St. Croix Spur. St. Louis. Salmo. Sanborn. Sand Spur. Sarona. Saunders. Sauntry. Savoy. Saxton. Schneider Spur. Sedgwick. Seeley. Severance. Shell Lake. Sioux. Slag Pile Spur. Slowbridge. Soldiers Grove. Solon Springs. Somerset. Soudan. South Range. South Superior. Spider Lake. Spooner. Spring Brook. Spring Green. Spring Valley. Spur No. 68. Spur No. 91. Spur No. 104. Spur No. 130. Spur No. 146. Spur No. 148. Spur No. 152. Spur No. 161. Stanley. State Line. Stanton. Starr. Stearns. Steele. Stinnett. Stitzer. Steuben. Stockholm Stoddard. Strauman. Strickland. Strum. Summit. Superior. Superior (East End). Sutherland. Sweden. Teegarden. Thornapple. Thorpe. Tony. Missouri River Crossings are as follows : Armourdale. Kan. Kansas City, Mo. Omaha. Neb. Atchison. Kan. Leavenworth, Kan. Jacific Jet., Iowa. Council Bluffs, Nebraska City, St. Joseph, Mo. Iowa. Neb. Sioux City, Iowa. KansasCity, Kan. Topside. Trainor. Tramway. Trego. Trempeleau. Trevino. Truax. Turtle Lake. Tuscobia. Twentieth Ave. Twin Bear. Twin Bluff. Upson. Van Buskirk. Victor. Viola. Viroqua. Wabash. Walbridge. Wascott. Washburn. Waster Spur. Wauzeka. Wentworth. Werley. Westby. Westboro. West Superior. Weston. Weyerhauser. Wheeler. White River. Wiehe. Wildwood. Wilson. Winne-Boujoun. Woodman. Woodville. South Omaha, Neb. Sugar Creek, Mo. Sec. 3. TRANS-MISSOURI FREIGHT BUREAU TERRI- TORY. The Trans-]\Iissouri Freight Bureau Territory is under the jurisdiction of W. A. Poteet, chairman, with offices in the Midland building, Kansas City. This committee publishes TRAFFIC GEOGRAPHY 223 rates on classes and commodities between Chicago, Peoria, Mississippi river points, Missouri river and common points and the Colorado common points.* If you will refer to Map No. 18, following page 148, you will get a general idea of the territory covered. You will note that this territory embraces Kansas, Nebraska, Eastern Colorado and Southwestern Missouri traffic south and west of Marchfield and Sedalia, Missouri ; also Colorado and Utah common points. The territory lying between Cheyenne, Denver, Colorado Springs and Pueblo, on the east, and Utah common points on the west, is not subject to the jurisdiction of the Trans-Missouri Freight Bureau. The Trans-Missouri Freight Bureau Lines publish tariffs applying between Chicago, Peoria, Mississippi river, Alissouri river and Utah common points ;t also between the Colorado and Utah common points and Alemphis; also New Orleans and points taking the same rates. This committee also pub- lishes rates between St. Paul, ]\Iinneapolis, Winona, Superior, West Superior and common points and the Colorado and Utah common points. Sec. 4. SEABOARD COLORADO-UTAH TERRITORY. This territory is under the jurisdiction of W. J. Sedgman, with offices in New York city. Agent Sedgman publishes tariffs naming rates from Seaboard and New England Terri- tory to the Utah and Colorado common points by the way of the Atlantic ports and the Gulf ports. These rates are known as differential ocean and rail rates, and make a much lower charge than the all-rail rates. These rates are used when time is not an important factor in shipping. Sec. 5. COLORADO-UTAH TERRITORY. (See Map No. 21, following page 158.) This territory is under the jurisdiction of C. H. Griffin, with offices at Salt Lake City. Agent Griffin publishes tariffs naming rates between the Colorado common points and the Utah common points, and also between Cheyenne, Wyo., and • See Sec. 23. t See See. 24. 224 AMERICAN COMMERCE ASSOCIATION the Colorado common points and the Utah common points. He also publishes local tariffs naming rates within the State of Utah. Sec. 6. TRANS-CONTINENTAL INTERMEDIATE TER- RITORY. (See also Sec, No. 8.) The Trans-Continental Freight Bureau Territory is divided into (1) Trans-Continental North Coast Territory; (2) The Trans-Continental South Coast Territory, and (3) The Trans- Continental Intermediate Territory. The Trans-Continental Intermediate Territory comprises what is generally known as the Inter-Mountain States. This territory is divided into the North and South Intermediate Territories. The North Intermediate Territory includes points in Oregon, Idaho, Washington, Montana and Wyo- ming. The South Intermediate Territory comprises points in California, Utah (west of the common points), Nevada, New Mexico, Arizona, and points in Oregon shown in Trans-Con- tinental Circular No. 16 Series. Sec. 7. TRANS-CONTINENTAL NORTH COAST TER- RITORY. (See also Sec. No. 6.) The Trans-Continental North Coast Territory is located on the North Pacific coast and includes points in British Columbia, Oregon and Washington. A list of these terminals is published in Trans-Continental Tariff No. 4 series. This territory also comprises points on the Peninsular Branch of the Northern Pacific Railroad; also Puget Sound ports reached by steamers from the North Pacific Coast Terminal ports. It also includes all stations on the Southern Pacific Railroad in Oregon. Sec. 8. TRANS-CONTINENTAL SOUTH COAST TER- MINAL TERRITORY. The Trans-Continental South Coast Terminal Territory represents the points on the South Pacific coast known as California Terminals, published in Trans-Continental Tariff No. 1 Series. Map No. 22. Territorial Groups in Trans-Continental Tariff. TERRITORIAL TRANS-CONTINENTAL TARIFF Designed and compiled for The American Commerce Association by Mark Wymond, C.E. TRAFFIC GEOGRAPHY 225 The tariffs of the Trans-Continental Freight Bureau apply to and from points in general in the nine groups designated by the letters of the alphabet from A to J, inclusive. These groups are shown on Map No. 22,* following page 224. The rates from all points in the Western Trans-Continental Territory to all points in any one of the eastern rate groups are the same and these rate groups are definitely defined in the various Trans-Continental Tariffs which show a complete list of points to which the rates apply. As the tariffs of the Trans-Continental Freight Bureau apply on traffic moving east and west across the United States, it is practically impossible to definitely outline the territory over which the Trans-Continental Freight Bureau has juris- diction. The railroads members of the Trans-Continental Freight Bureau are as follows : Atchison, Topeka & Santa Fe Ry. Morgan's Louisiana & Texas R. R. System. & Steamship Co. Canadian Pacific Ry. Northern Pacific Ry. Chicago, BurHngton & Quincy R. R. Oregon & CaHfornia R. R. Chicago, Milwaukee & St. Paul Ry. Oregon Short Line R. R. Chicago, Rock Island & Pacific Ry. Oregon-Washington R. R. & Navi- Chicago, Rock Island & Gulf Ry. gation Co. Colorado & Southern Ry. St. Louis & San Francisco R. R. Colorado Midland Ry. St. Louis, Iron Mountain & South- Denver & Rio Grande R. R. ern Ry. El Paso & Southwestern System. San Pedro, Los Angeles & Salt Lake Galveston, Harrisburg & San An- R. R. tonio Ry. Southern Pacific Co. (Pacific Sys- Great Northern Ry. tem). Louisiana Western R. R. Spokane, Portland & Seattle Ry. Minneapolis, St. Paul & Sault Ste. Texas & Pacific Ry. Marie Ry. Union Pacific R. R. Missouri, Kansas & Texas Ry. Western Pacific Ry. Missouri Pacific Ry. In connection with the Trans-Continental Freight Bureau there is a weighing and inspection department which has jurisdiction over the territory described as follows : British Columbia, Idaho, Washington, Oregon, California, Nevada, Utah (west of Corrine and West Weber and south of Provo and Tooele), Arizona, and points in New Mexico west of Albuquerque and Belen (on Atchison, Topeka & Santa Fe * There is only a small percentage of the points in Group " C " in States adjacent to the Atlantic Seaboard from which through rates apply, rates from the other points being made on a combination of locals. 226 AMERICAN COMMERCE ASSOCIATION Railway Coast Lines), West Deming (on line of Southern Pacific Company), and west of El Paso and Deming (on line of El Paso & Southwestern System). The superintendent of the weighing and inspection depart- ment of the Trans-Continental Freight Bureau is Mr. J. W. Sheehan, with offices at 333 Pacific building, San Francisco, California. The tarififs of the Trans-Continental Freight Bureau are published by Mr. R. H. Countiss, Agent, Transportation build- ing, Chicago, Illinois. Sec. 9. SOUTHWESTERN TARIFF COMMITTEE TER- RITORY. You will be able to fix in your mind this territory by referring to ^Map No. 23. It covers the States of Arkansas, Oklahoma, Texas, Louisiana and Mexico. It is governed by the Southwestern Tariff Committee, which has its offices in St, Louis, Missouri, Mr. F. A. Leland, Chairman, Paul Y. Ver- sen, Secretary. The Southwestern Tariff Committee comprises the States of Arkansas, Louisiana (west of the Mississippi river), Okla- homa and Texas, but the committee does not have jurisdiction over traffic as follows : (a) Traffic between Texas points and Key West, Florida ; also traffic between Houston and Galveston and points in all foreign countries, not including all-rail traffic with the Repub- lic of Alexico and traffic with Canada. (b) Traffic between points in Arizona and New Mexico and points in Texas or Oklahoma. (c) Traffic to, from or through the States of California, Oregon, Washington, and British Columbia; also traffic to and from Asiatic ports via any route. (d) Packing-house products and fresh meat destined for export via Gulf ports when originating at Texas producing points, except when destined to interior iMexican points. (e) Traffic from seaboard territory to Texas points, the Seaboard Texas Committee having initial jurisdiction over * Map Ko. 23 follows this page. Map No. 23. Territorial Groups and Texas Common Point Territory in Southwestern Tariff Committee's Tariff. TERRITORIAL GROUPS AND TEXAS COMMON POINT TERRITORY IN SOUTHWESTERN TARIFF COMMITTEES TARIFF Designed and compiled for The American Commerce Association by Mark Wymond, C.E. n A; / WiDUipee jS\, OF?; lata O D/lftf S^ ^#1- i^/%^««Ir^ ••* Sct^"^p^4]|^'.^,<,, sCeWi Indlatiap ■^ I *W'ashln9"£!^!3:' Qhocta _ ^^ ^I , B I s js MobJlo ^-iJo-oJi.&eab' sea" iboar* lar^ ■Oalvestoa A^- I Orleans /rasviU« t5 a l*»o.^ Map 23 «OtEy OXl JifBXiCO ^^^^ eCAlE or MILE* 50 100 150 200 2S0 TRAFFIC GEOGRAPHY 227 rates from seaboard territory to Texas points, and its organ- ization being the organization through which changes in such rates are made. (f) Traffic having both origin and destination in Arkansas or Texas, which is interstate in its movement. (g) Coal and coke from Colorado and New ^lexico, destined to El Paso. In conjunction with the lines members of the Railway- Association of Mexico and the initial Xew Orleans railroads, these articles also include freight traffic from points in the United States west of seaboard territory, and east of and including Utah common points, to common points in the Republic of Mexico, via all-rail and rail-and-Gulf routes. It is the purpose of the lines parties to extend the publica- tion of joint or common tariffs to other territory, should it be found practicable. Sec. 10. TRANS-MISSISSIPPI RIVER TERRITORY. (See ]\Iap No. 25, following page 218.) This territory has no definitely defined boundar}' lines, but it is a term used in defining the origin or destination territory on traffic to or from which are applicable proportional rates between east bank Mississippi River Crossings and points east of the Illinois-Indiana State line. This territory must be con- sidered from both the rate-making and the divisional view- point. The Trans-Mississippi River Territon,- comprises all or part of the stations in Arizona, Kansas, Colorado, Idaho, Iowa, Arkansas, ^Mexico, ^linnesota, ^lissouri, Montana, Nebraska, New T^Iexico, Oklahoma, Oregon, South Dakota, Texas, Utah and Wyoming; also points known as the ^lissouri River Crossings. These stations are as follows : Arizona. — Stations as follows : Aguila. Apache. Audlej'. Blue Bell. Alicia. Apex. Bawtr\-. Bon. Alrich- Arey. Bernardino. Bouse. Alta. Arizona City. Biddle. Branaman. Alto. Ariz, and Colo. Block. Brills. Anita. Jet. Bloxton. Buchan. 228 AMERICAN COMMERCE ASSOCIATION Arizona. — Stations — Concluded. Bunkers. Bums. Buttes. Bylas. Calumet. Calva. Cavot. Cerbat. Chiricahua. Clifton. Clune. Cochran. Coconino. Coledon. College Peak. Congress. Cordes. Coronado. Corta. Creamery. Crook. Crown King. Cunningham. Davern. Deer Trail. Denny. Divide. Dome. Douglas. Drury. Duncan. Eloy. Enid. Erman. Escala. Eugenie. Fields. Florence. Flores. Forepaugh. Forrest. Frankenburg. Frisco. Galena. Gila. Gilbert Gilson. Glade. Golden. Grand Canyon. Guthrie. Haeckel. Hansen Jet. Helena. Henrietta. Hereford. Higley. Holmes. Hopi. Hull. Humboldt. Iron King. Junction. Kelvin. Kendall. Kennard. Kim. Lancha. Land's Crossing. Lee. Lewis Springs. Linskey. Lirim. Lockhart Lowell. McQueen. Marana. Marrs. Lliddelton. Mineral. Mobile. Mohawk Station. Moores Spur. Morenci. Naches. Naco. Navajo. Osbom. Pan. Parker. Patagonia. Patio. Pearce. Peck. Petersoa Pica. Piedra. Pinal. Pitt. Poland Jet Polvo. Prairie. Price. Prieta. Providence. Puntenney. Queen Creek. Rankin. Red Lake. Riverside. Russell. Saddle. Salome. Ser^'ess. Sheldon. Shope. Silicia. Silverbell. Simon. Smith- Solomon. South Siding. Springs. St. Da\-id. StaiK. Stoval. Sunshine. Talklai. Tanque. Theba. Thomson. Tinnaka. Tombstone. Topock. Tufa. Turkey Creek. Twelve Mile Spur. Twin Buttes R. R. Jet. Union. Utting. Vaile. Vanar. Vicksburg. Warren. Webster. Wenden. Willaha. Winkleman. Wood Spur. Wooley. York. Zellweger. Arkansas. — All stations. Colorado. — All stations. Idaho. — All stations when routed via ^Missouri River Crossings named in Note A, page 230. Iowa. — All stations except the following: Ballinger. Bricker. Cascade (Des Dubuque. Bard. Buffalo. Moines Co.). Elk River Jet, Becks. Bullards. Ginton. Elrick Jet Bellevue. Burlington. Columbus Jet. Fairport Bettendorf. Camanche. Davenport. Folletts. TRAFFIC GEOGRAPHY 229 Iowa. — Stations — Concluded. Fort Madison. Fredonia. Fruitland. Galland. Garland. Grandview. Green Island. Gordons Ferry. Hahn's Switch. Huron. Kempers. Keokuk. Kingston (Des Moines Co. ) . Lainsville. Latty. Le Claire. Letts. Linwood. Lyons. Macuta. Mediapolis. Middle Lock. Montpelier. Montrose. Mooar. Morning Sua Muscatine. Newport. Oakville. Patterson. Pleasant Creek. Pleasant Valley. Princeton. Round House. Sabula. Sandusky. Shaffton. Shopton. Sperry. Tile Works. Viele. Wapello. West Burlington. West Keithsburg. Wever. Kansas. — All stations. Mexico. — All stations. Minnesota. — Stations as follows : Adrian. Ellsworth. Magnolia. Ash Creek. Hills. _ Manley. Beaver Creek. Kanaranzi. Org. Bigelow. Luverne. Round Lake. Bruce. Missouri. — All stations except the following ; Lamb. La Motte. Louisiana. Love. Rushmore. Steen. Warner. Worthington. Gregory. Hannibal. Helton. Huiskamp. Ilasco. La Grange. Alexandria. Ashburn. Busch. Canton. Clemens. Ilasco. Reading. Dunsford. Montana. — All stations when routed via Missouri River Cross- ings, named in Note A, page 230, except the following: St. Louis. Santuzza. Saverton. West Quincy. White Rock. Anaconda. Austin. Avon. Birdseye. Blossburg. Boulder. Boyd. Bradley. Butler. Butte. Dawson. Deer Lodge. Dempsey. Dough Jet. Elliston. Garrison. Gregsons. Hackney. Helena. Kohrs. Mares. Mill Creek. Mullan. Race Track. Ross. Schiffman. Silver Bow. Stuart. Walkers. Warm Springs. Nebraska. — All stations. New Mexico. — All stations. Oklahoma. — All stations. Oregon. — Stations as follows when routed via Missouri River Crossings, named in Note A, page 230. Arcadia. Huntington. Nyssa. Vale. Cairo. Mallett. Ontario. CAV : * - ■*--r r:; ITTT :i..7rnir .^^zjl l.Ui«, r — TT-Ti eC 5. ' 1^ Sasx JT^k. Sl HL or via TRAFFIC GBOCSAPHY .n mas 232 AMERICAN COMMERCE ASSOCIATION Sec. 14. MISSOURI RIVER CROSSINGS. There are a number of crossings on the Missouri river from Sioux City to Kansas City, known as the Missouri River Crossings. These are important gateways for shipments mov- ing east and west, and you should definitely fix these points in your mind in order that you may use them advantageously in the computation of freight charges. If you were making a shipment from some eastern point on a tariff governed by the Official Classification which gave a lower class rating than the Western Classification, it would be to your advantage to use the Missouri River Crossings whenever possible, entitling you to the lower Official Classification rate on the longest possible distance. The rates beyond the Missouri River Crossings are governed by the Western Classification. The Missouri River Crossings are shown on page 222. Sec. 15. THE RIO GRANDE CROSSINGS. There are certain gateways or crossings on the Rio Grande River between the United States and Mexico known as the Rio Grande Crossings. These are basing points for the con- struction of rates between the two countries. They are as follows : Brownsville, Tex. Eagle Pass, Tex, El Paso, Tex. Laredo, Tex. Sec. 16. DULUTH, WINONA, ST. PAUL AND THE COMMON POINTS. There are three important basing points in the Northwest, namely, Duluth, Winona and St. Paul. There are a large number of points adjacent to these basing points known as the common points. St. Paul is probably the most important basing point, and the interchange point thereat is sometimes known as Minnesota Transfer. Rates on shipments from many points in the United States to Western Canada are carried in tariffs applying to Minnesota Transfer, in conjunction with Canadian tariffs applying from that point into Canada. Rates from various points in the United States to points in the Northwest are based upon the Minnesota Transfer which TRAFFIC GEOGRAPHY 233 forms the bases for the rates to the various adjacent common points. These principal basing and common points are as follows : Ashland, Wis. Escanaba, Mich. Ishpeming, Mich. South St. Paul, Bald Eagle, Minn. Grantsburg, Wis. La Crosse, Wis. Minn. Bayfield, Wis. Grasston, Minn. Minneapolis, Minn. Stillwater, Minn. Braham, Minn. Hamar, Mich. Minnesota Trans- Superior, Wis. Cambridge, Minn. Hancock, Mich. fer, Minn. Trout Creek, Chippewa Falls, Hermansville, Negaunee, Mich. Mich. Wis. Mich. St. Louis Park, Walbridge, Wis. Corinne, Mich. Hinckley, Minn. Minn. Washburn, Wis. Duluth, Minn. Hopkins, Minn. St. Paul, Minn. Winona, Minn. Eau Claire, Wis. Houghton, Mich. Scanlon, Minn. A full list of these points will be found in the tariffs of the Trunk Line and New England roads naming rates to St. Paul, Duluth and common points; also in Morris' Tariff 12 Series from Central Freight Association and from Chicago, Peoria, and the common points in Western Trunk Line Tariff No. 5 Series. Sec. 17. LOUISIANA BASING POINTS. The principal Louisiana basing points are as follows : Alexandria. Lake Charles. Monroe. Shreveport. Boyce. Mansfield. Moreauville. West Lake. Bossier City. Minden. Ruston. West Monroe. Gibbsland. These points will be found in Tariff 58 Series, naming rates from territories defined as specified in Southwestern Lines Territorial Directory No. 1 Series, to Louisiana common points. In Tariff No. 64 Series, naming rates from Trunk Line and New England Territories published by the Southwestern Tariff Committee, Mr. F. A. Leland, Agent, St. Louis, Mis- souri, Sec. 18. ARKANSAS COMMON POINTS. There are a number of points in the State of Arkansas which take the same rates from defined points from which through rates are published. These points are as follows : Alto. Balle. Benton. Branner. Apex. Banks. Bethel. Brinkley. Argenta. Bashe. Blytheville. Brister. Arkoal. Batesville. Bon Air. Brookland. Baker. Bauxite. Bonanza. Burma. 234 AMERICAN COMMERCE ASSOCIATION Arkansas Common Points. — Concluded. Burley. Forest City. Camden. Fort Smith. Carey. Fullerton. Cedars. Glynn. Centerville. Greenville. Chickasawba. Greenwood. Oarendon. Gulley. Cloquet. Gunther No. ] Comer Spur. Gunther No. : Cotton Plant. Hackett. Crittenden. Hamburg. Crossett. Hart. Dallas. Hartford. Dardanelle. Hartford Jet. Denman. Haynes. Doniphan. Hedrick. Donaldson. Hermitage. Doubleday. Heth. Earle. Higginson. Eldorado. Hill. Emory. Hoffman. Excelsior. Hot Springs. Fargo. Hoxie. Felco. Hoye. Felton. Huntington. Fenn. Jacksonport. Fidelity. Jelks. Fordyce. Jenson. Jonesboro. Petit Jean. Kensett. Pine Bluff. Kerr. Prairie Creek. Kingsland. Prosperity. Lexa. Pulaski. Little Rock. Rock port. Lonsdale, Rolfe Jet. I. McCrory. Searcy. 2. McKinney. Shaft 6. McNair. Shell Lake._ Magazine. Siloam Springs. Malvern. South Fort Smith, Mansfield. Stamps. Marianna. Stuttgart. Mesa. Tenth St. Station. Midland. Tie Plant. Moark. Tollville. Montreal. Trusty. Nettleton. Van Buren. Newport. Walco. No. Lexa. Walnut Ridge. Oak Park. Ward (Sebastian Paragould. Co.). Parkin. Warren. Palmer. Wheatley. Patterson. Wild Cat. Perla. Williamson Spur. Pernort. On shipments moving from defined territories as outlined in Southwestern Lines Territorial Directory No. 1 Series, to Arkansas common points, a full list of the common points will be found in Southwestern Lines Tariff No. 45 Series. Sec. 19. OKLAHOMA BASING POINTS. There are important points in Oklahoma which are known as the Oklahoma common points. They are as follows : Adamson. Bradley. El Reno. Guthrie. Agawam. Cairo. Enid. Haileyville Alderson. Chandler. Erick. Hayward. Anadarko. Cherokee. Ferguson. Hennessey. Apache. Chickasha. Ft. Cobb. Hinton. Ardmore. Choctaw. Ft. Reno. Hobart. Asher. Comanche. Ft. Sill. Ingersoll. Augusta. Cropper. Garber. Jefferson. Baker. Dale. Geary. Kingfisher. Billings. Dow. Geromino. Krebs. Bison. Dover. Gotebo. La horn a. Blanco. Duncan. Granite. Lawton. TRAFFIC GEOGRAPHY 235 Oklahoma Basing Points. — Concluded. Lone wolf. Okeene. Ryan. Wagoner. Lookeba. Oklahoma City. Shawnee. Walter. Mangun. Okmulgee. Stroud. Wapanucka. McAlester. Parkersburg. Stuart. Watonga. McLoud. Pawhuska. Tecumseh. Waukomis. Medford. Pawnee. Terral. Weleetka. Mountain View. Pond Creek. Tulsa. Wewoka. Muskogee. Quapaw. Tupelo. Wilburton. No. Enid. Red Oak. Union City. Young. Nowata. Renfro'W. Verden. Yukon. Okarche. A list of these points will be found in Southwestern Lines Tariff No. 15 Series. Sec. 20. TEXARKANA RATE POINTS. There are two important points at the intersection of Arkansas and Texas used as the basis of rates known as Texarkana, Ark.-Tex. (Texarkana-Arkansas and Texarkana- Texas). Rates from defined territories to these points are in Southwestern Lines Tariff No. 49 Series. Sec. 21. TEXAS COMMON POINTS; ALSO HOUSTON AND GALVESTON AND POINTS TAK- ING HIGHER OR LOWER RATES. There are a number of points in the central portion of Texas which take the same rates on shipments originating in defined territories as outlined in Southwestern Lines Terri- torial Directory No. 1 Series. These are known as the Texas common points, and they include both Houston and Galves- ton. The points adjacent to the common points take higher or lower rates. The Texas Common Point Territory is shown in a general way on Map No. 23, following page 225, and a complete list will be found in Southwestern Lines Tariff No. 1 Series. The following is a literal description of the Texas Common Point Territory : Texas Common Point Territory comprises that portion of the State of Texas lying east of the following boundary : Commencing at a point on the Fort Worth & Denver City Railway, just west of Acme and continuing in a southwesterly direction, via an air line to a point on the Texas & Pacific Railway, just west of Big Springs; thence in a southeasterly 236 AMERICAN COMMERCE ASSOCIATION direction, via an air line, to a point just south of San Angelo; thence in the same direction, via an air line, to a point just south of Menard; thence in a southerly direction, via an imaginary line drawn immediately east of the Kerrville Branch of the San Antonio & Aransas Pass Railway to a point just south and west of Devine; thence in a north- westerly direction via a line drawn immediately north of and parallel to the International & Great Northern Railroad, to a point just south and west of Devine; thence in a north- easterly direction via a line drawn immediately south of and parallel to the International & Great Northern Railroad, to a point just west and south of San Antonio; thence in a south- easterly direction via a line drawn immediately west of and parallel to the San Antonio & Aransas Pass Railway, to a point just north and west of Gregory; thence in a southwesterly direction via a line drawn immediately west of and parallel to the San Antonio & Aransas Pass Railway, to a point just west of Corpus Christi; thence in a northeasterly direction via a line drawn immediately east of and parallel to the San Antonio & Aransas Pass Railway, to a point just east of Rockport. Fort Worth-Dallas Group No. 1 (" Burnt District "). The " Burnt District " or w^hat is hereafter to be known as " Fort Worth-Dallas Group No. 1 " comprises that portion of the State of Texas lying within the following boundary : Commencing at a point on the Fort Worth & Denver City Railway just west of Acme and continuing in a southwesterly direction, via an air line, to a point on the Texas Pacific Rail- way just west of Big Springs; thence in a southeasterly direc- tion, via an air line, to a point just south of San Angelo; thence in an easterly direction via a line drawn immediately south of and parallel to the Gulf, Colorado & Santa Fe Rail- way, to a point just north and west of Brownwood; thence in a southerly direction via a line drawn immediately west of and parallel to the Fort Worth & Rio Grande Railway, to a point just south of Brady; thence in a northerly direction via a line drawn immediately east of and parallel to the Fort Worth & Rio Grande Railway, to a point just south and east of Brownwood; thence in an easterly direction via a line TRAFFIC GEOGRAPHY 237 drawn immediately south of and parallel to the Gulf, Colorado & Santa Fe Railway, to a point just south and west of Belton; thence in an easterly direction via a line drawn immediately south of and parallel to the Missouri, Kansas & Texas Rail- way of Texas, to a point just south and east of Echo; thence in a northerly direction via a line drawn immediately east of and parallel to the Missouri, Kansas & Texas Railway of Texas, to a point just south and east of Waxahachie ; thence in an easterly direction via a line drawn immediately south of and parallel to the Houston & Texas Central Railroad to a point just south of and east of Garrett; thence in a northerly direc- tion via a line drawn immediately east of and parallel to the Houston & Texas Central Railroad, to a point just south of Dallas ; thence in a southeasterly direction via a line drawn immediately south of and parallel to the Texas & New Orleans Railroad, to a point just east of Kaufman; thence in a north- erly direction via a line drawn immediately east of and parallel to the Texas Midland and Paris & Great Northern Railroads, via Paris, to a point on the Red river just east of Arthur. Fort Worth-Dallas Group No. 2. The territory to be hereafter known as " Ft. Worth-Dallas Group No. 2 " comprises that portion of the State of Texas lying east and north of the following boundary : Commencing at a point on the Fort Worth & Denver City Railway just west of Texline and continuing in a southerly direction via the New Mexico-Texas State Line to a point on the Pecos & Northern Texas Railway just west of Wilsey; thence in a southeasterly direction via an air line to a point on the Texas & Pacific Railway just west and south of Big Springs; thence in an easterly direction via a line drawn immediately south of and parallel to the Texas & Pacific Railway via Sweetwater, Abilene, Cisco, Weatherford, Fort Worth, Dallas, Terrell, Mineola, Longview and Marshall, to a point just south and east of Waskom. Sec. 22. MEXICAN COMMON POINTS. There are a number of points in Mexico which are known 238 AMERICAN COMMERCE ASSOCIATION as the Mexican Common Points, and they are published in Morris' Territorial Directory No. 3 Series. They are as fol- lows : Agua Neuva (Coahuila). Amecameca. Amozoc. Apizaco. Atlixco. Atzacoalco. Barrientoo. Bermejillo. Buena Vista (Coahuila). Bustilloo. Calera (Du- rango). Carneros. Casa Colorado. Cazedero. Celaya. Cerro Gordo (Mexico). Chihuahua. Cholula. Ciudad Juarez. Cobian. Conejos. Cordoba. Cuantitlan (Mexico). Culiacan. Durazno. El Carmen (Puebla). El Castillo. El Rio (Coahuila) Empalme. Encantada (Coahuila). Elscalon. Esperanza (Puebla). Fresno (Chihuahua). Garcia (Nuevo Leon). Gloria. Gran Canal. Hercules. Hornos. Huehuetoca. Irolo. Ixtlahuaca (Mexico). Jalapa (Vera Cruz). La Compania. La Griega. La Junta (Chihauhau). Leal. Lecheria. Linares. Llano (Chihauhau). Los Charcos. Los Cocas. Mai Paso. Marfil. Mariscala. Matehaula. Mena (Tlaxcala). Merida. Mesa (Chihauhau). Mexico. Minaca. Monterey. Munoz (Tlaxcala). Nogales (Sonora). Nopola (Hidalgo). Noria (Coahuila). Oaxaca. Otumba. Ozumba (Mexico). Pachua. Palomas (Chihauhau). Parral. Paso del Toro. Pedemales (Chihauhau). Polotitlan. Puebla. Puente de Ixtla. Queretaro. Ramos Arispe. Rio Blanco. Rosendo Marquez. Salamanca. Salas. Salinas (San Luis Potosi), Saltillo. San Andres (Chihauhau). San Andres (Puebla). San Antonio (Chihauhau). San Bias (Sinaloa). San Cristobal (Mexico). Sandoval (Hildago). San Geronimo (Oaxaca). San Juan (Coahuila). San Luis Potosi. San Marcos (Puebla). San Miguelito (Vera Cruz). San Pedro (Coahuila). Santa Ana (Tlaxcala). Santa Eulalia. Santa Isabel (Chihauhau). Santa Julia. Santa Lucrecia. Santa Rita (Hidalgo). Santa Sabina. Sauceda (Coahuila). Tabalaopa. Temosachic. Teocalco. Teoloyucan. Tepa. Ticul. Tlalnepantla (Mexico). Toluca. Torreon. Torres (Sonora). Trancoso. Trasquila. Tulacingo. Tultenango. Vente de Cruz. Viesca. Zacatecas. Zitacuaro. Sec. 23. COLORADO COMMON POINTS. The important basing points in Colorado are Denver, Colorado Springs, Pueblo and Trinidad. There are a number of points adjacent to these points known as the Colorado TRAFFIC GEOGRAPHY 239 common points, which take the same rates. A list of these points is published in Agent Poteet's Tariff No. 11 Series. (See Map No. 23, following page 226, for outline of territory.) Sec. 24. UTAH COMMON POINTS. Salt Lake City is the basing point for rates to a large group of towns in Utah. These adjacent towns, taking the same rates as Salt Lake City, are known as the Utah common points. A list of these points is published in Agent Poteet's Tariff No. 20 Series. (See Map No. 23 for outline of territory.)! Sec. 25. SOUTH PACIFIC COAST TERMINALS. There are a number of points on the South Pacific coast, located in California, which take the same rates from all points in Eastern Rate Groups, These points are published in Trans- Continental Tariff No. 1 Series on west-bound traffic and in No. 3 Series on east-bound traffic. The following is a list of the points : Alameda. *Alcatraz. ♦Ambrose. Antioch. *Ardmore. *Avon. Bay Point. *Bells (Los Angeles Co.) Benicia. Berkeley. Berkeley (Carlton St.). Berkeley (Powell St.). *Bird. *Bixby. *BIume. ♦Brighton Beach. *Bruce. ♦Burnett (Los Angeles Co.). ♦Centinela. Central Avenue. ♦Cerritos Oil Spur Christie. Clay Pit. Clearwater. Compton. ♦Corbin. Coronado. Coronado Hgts. ♦County Farm. Crockett. ♦Cudahy. ♦Dodsworth. ♦Dolanco. ♦Dolores. Dominguez. Dupont. ♦Dwight. ♦Earl. East Oakland. East San Pedro (See Footnote) ♦E. Wilmington. ♦Eckley. ♦Elftman. Elmhurst. . El Segundo. Emery. Fitchburg. ♦Fleming. Florence. ♦Fruitland. Fruitvale. ♦Garnsey. ♦Gaspur. ♦Gateley. Giant. Glen Eraser. ♦Granger. Hercules. ♦Hermosa Beach. Hobart. ♦Hyde Park. Hynes. Inglewood. KoWer. ♦Krieger. ♦Lawn. ♦Livny. Long Beach. Los Angeles. ♦Los Medanos. ♦Luzon (Contra Costa Co.). ♦Lynwood. McAvoy. ♦Mail Dock. ♦Maltby. ♦Manhattan Beach. Marmarosa. Martinez. Marysville. Melrose (Alameda Co.). ♦Mococo. Mountain View. Muir. ♦Nadeau Park. National City. N. C. & O. Junc- tion. ♦Nevada Dock. ♦Nichols. ♦Nitro. ♦Nobel. Oakland. Oakland Wharf. * Non-Agency station. t Map No. 23 follows page 226. 240 AMERICAN COMMERCE ASSOCIATION South Pacific Coast Terminals. — Concluded. *Ocean Avenue. *01eum. *Opaco. *Ostend. Otay Wells. Otay Wells Junction. *Pacheco. Pacific Siding. Pacsteel. Paraffin. *Peoco. * Peyton. Pinole. Pittsburg. Port Costa. *Posen. *Potter. Power. *Prince (Contra Costa Co.). *Race Track. *Redo. Redondo Beach. Redwood. *Rheem. Richmond. Richmond Belt Ry. (all points). Rodeo. *Rowley. Sacramento. Saltworks. San Diego. San Francisco. San Jose. San Leandro. San Pablo. San Pedro. Sand Pit. Santa Clara. *Schindler. *Schmidt. *Seaside (Los Angeles Co.). Sedan. Selby. Seminary Park. ^Seventh St. *Shellmound. *Slauson. *Sobrante. S. San Francisco South Vallejo. Stege. Stockton. Stockyards. Sunnyvale. Tent City. Terminal Island. Thenard. Tillman. *Tormey. Torrance. *Tweedy. Vallejo Junction. *Vernondale, *Vigorit. *Vine Hill. *Watson. West Alameda. West Berkeley. Western Pacific Mole. ^Western Street. *Wildasin. Wilmington. *Wiseburn. Workman. *Zinc. Non-agency station. Sec. 26. NORTH PACIFIC COAST TERMINALS. You will find in Trans-Continental Freight Bureau Tariff No. 4 Series, a number of points, taking the same rates from eastern rate groups, known as North Pacific Coast and British Columbia Terminals, as follows : [For full list see Tariff.] Aberdeen, Wash. Albina, Ore. Anacortes, Wash. Astoria, Ore. Ballard, Wash. Beatty, Ore. Bellingham, Wash. Black River, Wash. Black River Jet, Wash. Blaine, Wash. Bothell, Wash. Brooklyn, Wash. Brunn, Ore. Burlington, Ore. Cosmopolis, Wash. Doernbechers, Ore. Dupont, Wash. Earlington, Wash. East Portland, Ore. Edmonds, Wash. Everett, Wash. Factoria, Wash. Fremont, Wash. Fulton, Ore. Georgetown, Wash. Graham, Ore. Great Northern Dock, Ore. Hoquiam. Wash. Interbay, Wash. Kenton, Ore. Kirkland, Wash. Latona, Wash. Laurelhurst, Ore. Linnton, Ore. Lowell, Wash. Montavilla, Ore. North Portland, Ore. Ocosta, Wash. Olympia, Wash. Portland, Ore. Portsmouth, Ore. Raymond, Wash. Renton, Wash. Richmond Beach, Wash. St. Johns, Ore. Seattle, Wash. Seattle Piers, Wash. South Aberdeen, Wash. S. Bellingham, Wash. South Bend, Wash, South Tacoma, Wash. Stockdale, Ore. Tacoma Wharf, Wash. Tacoma, Wash. University Park, Ore. Vancouver, Wash. Webster, Ore. Whitwood Court, Ore. Wilburton, Wash. Willbridge, Ore. Woodinville, Wash. TRAFFIC GEOGRAPHY 241 The British Columbia Pacific coast terminals are: Abottsford, B. C. Lincoln, B. C. New Westminster, Vancouver, B. C. Cloverdale, B. C. Nanaimo, B. C. B.C. Victoria, B. C. Haney, B. C. On west-bound business Trans-Continental Tariff No. 4 Series shows the basis for making rates to points on the Southern Pacific Railway (Lines in Oregon) ; also to stations in Oregon located on the Oregon Electric Railway Company; also a list of points in Washington and British Columbia to which rates are made by adding the rates shown in tariff to the rates published to the North Pacific Coast Terminal Points. On east-bound business the rates from these points are published in Trans-Continental Freight Bureau East- bound Tariff No. 2 Series. Sec. 26-A. INTERMEDIATE PACIFIC COAST TERRI- TORY. This territory comprises points intermediate to the Pacific Coast Terminals, located in the States of Arizona, California, Nevada, New Mexico, Oregon and Utah, as listed in Trans- Continental Freight Bureau Circular 16 Series; also points on the Arizona Eastern Railroad, Arizona & New Mexico Railway, Arizona Southern Railroad, Atchison, Topeka & Santa Fe Railway, Central California Traction Company, El Paso Southwestern System, Las Vegas & Tonopah Rail- road, Morenci Southern Railway, Nevada-California-Oregon Railway, Northwestern Pacific Railroad, Petaluma & Santa Rosa Railway, San Diego & Southeastern Railway, San Pedro, Los Angeles & Salt Lake Railroad, Santa Maria ''/alley Railway, Southern Pacific Company (Pacific System), Sunset Railway, Tonopah & Goldfield Railroad, Tonopah & Tidewater Railroad, Bullfrog Goldfield Railroad, Western Pacific Railway, and the Boca & Loyalton Railroad. On west-bound business rates are published in Trans- Continental Freight Bureau West-bound Tariff No. 1 Series, and on east-bound business in Trans-Continental Freight Bureau Tariff No. 3 Series. These tariffs are to be used in connection with Trans-Continental Freight Bureau Circular No. 16 Series. 242 AMERICAN COMMERCE ASSOCIATION Sec. 27. SPOKANE RATE POINTS. There are a number of points in Washington, Idaho and Oregon, which take the same rates from Eastern Trans-Con- tinental Rate Groups, known as the Spokane Rate or Com- mon Points. These are published in Trans-Continental Tariff No. 4 Series, for business west, and Trans-Continental Tariff No. 2 Series, for business moving east. The principal points are as follows : Dalkena, Wash. Ferndale, Ore. Medimont, Idaho. Walla Walla, Deep Creek, Idaho. Harrison, Idaho. Palouse, Wash. Wash. Dry Creek, Wash. Hedges, Wash. Pasco, Wash. Washtucna, Wash. Eltopia, Wash. Hendersons, Idaho. Spokane, Wash. Whitman, Wash. Evergreen, Wash. Kenewick, Wash. Two Rivers, Wash. Yoakum, Ore. The above are some of the prominent points in Spokane territory which comprises points in Oregon, Idaho, Washing- ton, western portion of Montana, Wyoming and Utah, located on Camas Prairie Railroad, Chicago, Milwaukee & St. Paul Railroad, Great Northern Railway, Northern Pacific Railway, North Yakima & Valley Railway, Oregon Trunk Railway, Oregon Washington Railroad & Navigation Company, Spo- kane, Portland & Seattle Railway. A full list of the points is shown in the tariffs named above. Sec. 28. MONTANA COMMON POINTS. There are a number of points in Montana which take the same rates on shipments from eastern points. The following are the Montana common points as shown in Morris' Direc- tory No. 3 Series. Anaconda. Brady. Garrison. Race Track. Austin. Butler. Gregson's. Ross. Avon. Butte. Hackney. Silver Bow. Bridger. Dawson. Helena. Stuart. Blossburg. Deer Lodge. Kohrs. Walkers. Boulder, Dempsey. Mares. Warm Springs Boyd. Elliston. There are a number of other points which take the same rates as Montana common points on west-bound business published in Trans-Continental Tariff No. 14 Series. The points taking the same rates on east-bound business will be found in Trans-Continental Tariff No. 2 Series. TRAFFIC GEOGRAPHY 243 Sec. 29. PRORATING POINTS IN IOWA AND MISSOURI. There are a number of points in Iowa and Missouri sub- ject to through rates from and to Canadian, Trunk Line, New England and Central Freight Association Territories. These prorating points are as follows : Alexandria, Mo. Folletts, Iowa. La Alotte, Mo. Ashburn, Mo. Fort Madison, Latty, Iowa. Ballinger, Iowa. Iowa. Le Claire, Iowa. Bard, Iowa. Fredonia, Iowa. Letts, Iowa. Beck, Iowa. Bellevue, Iowa. Bettendorf, Iowa. Bricker, Iowa. Buffalo, Iowa. Bullards, Iowa. Burlington, Iowa. Busch, Mo. Camanche, Iowa. Canton, Mo. Cascade, Iowa. Clemens, Mo. Clinton, Iowa. Columbus jct, Iowa. Davenport, Iowa. Dubuque, Iowa. Dusford, Mo. Elk River Jet., Iowa. Elrick Jet., Iowa. Fairport, Iowa. Fruitland, Iowa. Galland, Iowa. Garland, Iowa. Gordon's Ferry, Iowa. Linwood, Iowa. Louisiana, Mo. Love, Mo. Lyons, Iowa. Macuta, Iowa. Grand View, Iowa. Mediapolis, Iowa Gregory, Mo. Princeton, Iowa. Reading, Mo. Round House, Iowa. Sabula, Iowa. St. Louis, Mo. Sandusky, Iowa. Santuzza, Mo. Saverton, Mo. Shaffton, Iowa. Green Island, Iowa. Hahn's Switch, Iowa. Hannibal, Mo. Helton, Mo. Huiskamp, Mo. Huron, Iowa. Ilasco, Mlo. Kempers, Iowa. Keokuk, Iowa. Kingston, Iowa. Lainsville, Iowa. La Grange, Mo. Lamb, i\Io. Middle Lock, lowa.Shoecraft, Iowa Montpelier, Iowa. Shopton, Iowa. Montrose, Iowa. Mooar, Iowa. Morning Sun, Iowa. Munger's Switch, Mo. Muscatine, Iowa. Newport, low^a. Oakville, Iowa. Patterson, Iowa. Pleasant Creek, Iowa. Pleasant Valley, Iowa. Sperry, Iowa. Spring Grove, Iowa. Summit, Iowa. Tile Works, Iowa. Viele, Iowa. Wapello, Iowa. West Burlington, Iowa. West Keithsburg, Iowa. West Quincy, Mo. Wever, Iowa. White Rock, Mo. Sec. 30. THE TEXAS TARIFF BUREAU TERRITORY. Trafific having its origin and destination in the State of Texas is under the jurisdiction of the Texas Tariff Bureau, Mr. J. B. Bartholomew, Agent, offices at Austin, Texas. Sec. 31. CANADIAN FREIGHT ASSOCIATION WEST- ERN LINES.* Embraces all territory in Canada west of and including Port Arthur, Ont. The following are the officers : W. C. Bowles, President, Winnipeg, Man. ; George .Stephen, Vice- President, Winnipeg, Man. ; W. E. Campbell, Secretary-Treas- urer, Winnipeg, Man. Companies Represented. Canadian Pacific Ry. Esquimalt & Nanaimo Ry. Canadian Northern Ry. Eastern British Columbia Ry. Grand Trunk Pacific Ry. British Columbia Electric Ry. Great Northern Ry. * This territory and description is placed in this section for convenience only. CHAPTER XII. Traffic Territories and Rate Points in Southern Classification Territory Sec. 1. Southeastern Mississippi Valley Territory. Sec. 2. Southeastern Freight Association Terri- tory. Sec. 3. Joint Southeastern Mississippi Valley and Southeastern Freight Association Terri- tory. Sec. 4. Associated Railways of Virginia and Caro- linas. Sec. 5. Mississippi Valley Territory. Sec. 6. Mississippi Valley Basing Points. Sec. 7. Carolina Territory. Sec. 8. Green Line Territory. Sec. 9. Carolina Territory South of Walhalla Line. Sec. 10. Southeastern Territory. Sec. 11. Atlanta Sub-Territory. Sec. 12. Montgomery Sub-Territory. Sec. 13. Southeastern Common Points. Sec. 14. Carolina Basing Points. Sec. 15. Virginia Common Points. Sec. 16. Virginia Lines Tariff Bureau Territory. Sec. 17. Virginia Freight Association Territory. Sec. 18. Southern Weighing and Inspection Bureau Territory. Sec.l9f Southern Freight Association Territory. (245) CHAPTER XII. Traffic Territories and Rate Points in Southern Classification Territory Sec. 1. SOUTHEASTERN MISSISSIPPI VALLEY TER- RITORY. The Southeastern Mississippi Valley Territory (see Map No. 18, following page 148) is under the jurisdiction of the Southeastern Mississippi Valley Association, Mr. M. P. Wash- burn, chairman, and W. R. Ransey, secretary, offices at Second and Maine streets, Louisville, Kentucky. The railroads memr hers of this association are as follows : Alabama Great Southern R. R. Nashville, Chattanooga & St. Louis Alabama & Vicksburg Ry. Ry. Cincinnati, New Orleans & Texas New Orleans & Northeastern R. R. Pacific Ry. New Orleans, Mobile & Chicago Gulf & Ship Island R. R. R. R. Illinois Central R. R. St. Louis & San Francisco R. R. Illinois Central R. R. (Kentucky Southern Railway. Division). Southern Railway in Mississippi. Louisville & Nashville R. R. Tennessee Central R. R. Mobile & Ohio R. R. Yazoo & Mississippi Valley R. R. This territory should not be confused with the Mississippi Valley Territory (see Map No. 24, following page 246), which is a rate adjustment territory, the committee controlling which does not publish tariffs. This territory is controlled by a com- mittee which publishes tariffs from Ohio and Mississippi river crossings and Gulf ports and points under the jurisdiction of the association to points in the Carolinas Territories and the Southeastern Freight Association Territory; also from that territory to the Ohio and Mississippi river crossings. This association also publishes tariffs from points within its terri- tory to the Trunk Line Territory ; also several commodity tariffs from its points to Central Freight Association and Western Trunk Line Territories. (247) 248 AMERICAN COMMERCE ASSOCIATION The territory to which the association articles relate is bounded on the north by the Ohio river; on the east by a line from Jellico, Tenn., through Harriman Junction, Tenn., Chattanooga, Tenn,, Birmingham, Ala., Selma and Mont- gomery, Ala., to Pensacola, Fla., including junction points on the Alabama Mineral Division of the Louisville & Nashville Railroad (Attalla to Colera, inclusive) ; on the south by the Gulf of Mexico, and on the west by the Mississippi river, including points on said boundary lines. This territory includes the State of Mississippi and a part of Alabama, Tennessee and Kentucky. It is bounded more definitely on the north by a line which separates the Southern from the Official Classification Territory, beginning at Cin- cinnati and extending to Cairo. The boundary line then con- tinues south along the east bank of the Mississippi river to the Gulf, but includes Helena, Ark., and Vidalia on the western bank of the Mississippi river. The eastern boundary begins at Covington, Ky., and continues south along the line of the Louisville & Nashville to Winchester, Ky., on south to Middlesboro, Ky., continuing along an imag- inary line through Jellico and Harriman to Harriman Junc- tion, Tenn., then continuing along the Cincinnati, New Orleans & Texas Pacific Railway to Chattanooga, on along the Alabama Great Southern Railway to Attalla, then on along the Alabama Mineral Division of the Louisville & Nashville Railroad to Calera, continuing along the Louisville & Nashville to Montgomery, on to Pensacola, and on to the. Gulf of Mexico. The towns on the boundary line from Middlesboro, Ky., to the Gulf, separating the Southeastern Mississippi Valley Association from the Southeastern Freight Association, are considered as neutral towns or territory. Points within the Southeastern Mississippi Valley Association and the point between the boundary line separating the two associations are considered as local to the Southeastern Mississippi Valley Association, Points within the boundaries of the Southeast- ern Freight Association, and points on the boundary between the association territories, are considered as being local to the I r I i i I : i ^ Map No. 24. Rate Adjustment Territories in Southern Class Territory. i^ RATE ADJUSTMENT TERRITORIES IN SOUTHERN CLASS. TERRITORY Designed and compiled for The American Commeice Associa:iou by Mark Wymond, C.E »l TRAFFIC GEOGRAPHY 249 Southeastern Freight Association. The rates between points within either of the association territories are considered as being under the jurisdiction of the respective associations. The fact that there is neutral territory or a number of towns between the two association territories which prac- tically belong to both associations should not be overlooked. This is because the boundary lines of the Southeastern Missis- sippi Valley Association, between Attalla and Calera, con- tinues along a line of the Alabama Mineral Division of the Louisville & Nashville Railroad, and that the line of the Southeastern Freight Association, between Calera and Attalla, continues along the Alabama Great Southern Railroad to Birmingham and the Louisville & Nashville Railroad south of Birmingham. Sec. 2. SOUTHEASTERN FREIGHT ASSOCIATION TERRITORY. The Southeastern Freight Association (see Map No. 18, following page 148) is composed of two organizations, an executive board, of which J. M. Gulp, Vice-President Southern Railway Company, Washington, D. C, is chairman, and a conference committee. Each transportation company, a mem- ber of the association, is entitled to one representative on the executive board and one on the conference committee, the former usually being an executive officer of the company repre- sented, and the latter the chief traffic official. The executive board meets annually, or oftener, on the call of its chairman; the conference committee meets every sixty days. Offices, Atlanta, Georgia, E. H. Hinton, chairman; W. L. McGill, secretary; W. H. Halsey, assistant secretary. The following is a list of the carrier members of the asso- ciation : Apalachicola Northern R. R. Co. Central of Georgia Ry. Atlanta & St. Andrews Bay Ry. Charleston & West Carolina Ry. Atlanta & West Point R. R. Chesapeake Steamship Co. Atlanta, Birmingham & Atlantic Clyde Steamship Co. R. R. Col., Newberry & Laurens R. R. Atlantic Coast Line R. R. Florida East Coast Ry. Baltimore Steam Packet Co. Gainesville Midland Ry. Carolina, Clinchfield & Ohio Ry. Georgia R. R. 250 AAIERICAN COMMERCE ASSOCIATION Carrier Members. — Concluded. Georgia & Florida Ry. Ocean Steamship Co. of Savannah. Georgia, Florida & Alabama Ry. Old Dominion Steamship Co. Georgia Northern Ry. Savannah & Northwestern Ry. Georgia Southern & Florida Ry. Seaboard Air Line Ry. Georgia, Southwestern & Gulf R. R. Southern Ry. Louisville & Nashville R. R. Tennessee, Alabama & Georgia Macon, Dublin & Savannah R. R. R. R. Merchants & Miners Transportation Virginia & Southwestern Ry. Co. Western & Atlantic R. R. Norfolk Southern R. R. Western Ry. of Alabama. Norfolk & Western Ry. Wrightsville & Tennille R. R. The territory of the Southeastern Freight Association may be described as follows : Includes territory within the following described boun- daries : (a) South of the Potomac river from its mouth to the Virginia-West Virginia State line. (b) On, south and east of the Virginia-West Virginia State line from point of crossing of Potomac river to Bristol, Tenn. (c) On, south and east of an imaginary line from Bristol through Middlesboro, Ky., Jellico, Tenn., Harriman, Tenn., to Harriman Junction, Tenn. (d) On, south and east of a line from Harriman Junction, Tenn., via the Cincinnati, New Orleans & Texas Pacific Rail- way to Chattanooga; thence via the Alabama Great Southern Railroad from Chattanooga through Attalla to Birmingham ; thence via the Louisville & Nashville Railroad from Birming- ham through Calera and Montgomery to Pensacola, Fla. (See reference to line between Attalla and Calera, page 251.) There is operated in connection with the Southeastern Freight Association a bureau for the publication of common tariffs. This bureau is under the supervision of E. H. Hinton, acting as agent for a number of southern and southeastern transportation companies, both members and nonmembers of the Southeastern Freight Association. Agent Hinton publishes tariffs from points in Southeastern Freight Association Territory to points in the Southeastern Mississippi Valley Association Territory and to New England and Virginia points; also to Carolina Territory and the TRAFFIC GEOGRAPHY 251 Mississippi River Crossings. He also publishes miscellaneous commodity tariffs to the Central Freight Association and the Western Trunk Line Territories. The application of tariffs by Agents Hinton and Washburn is sometimes confusing, as some of Washburn's tariffs apply from the Southeastern Freight Association, and some of Hinton's apply from the Southeastern Mississippi Valley Association Territory. Again refer to Map No. 18 and get a general idea of the location of this territory fixed in your mind. You will note that it covers a part of Virginia, the eastern part of Tennessee, a part of Alabama, and the States of Georgia and Florida. Sec. 3. JOINT SOUTHEASTERN MISSISSIPPI VALLEY AND SOUTHEASTERN FREIGHT ASSOCIA- TION TERRITORY. There is a small territory caused by the overlapping of the Southeastern Mississippi Valley Association Territory and the Southeastern Freight Association Territory, known as the Joint Southeastern Mississippi Valley Association and South- eastern Freight Association Territory. The line as described from Middlesboro, Ky., to Pensacola, Fla., dividing the Southeastern Mississippi Valley Association from the Southeastern Freight Association is practically neu- tral territory. Rates between points on this line and points within the boundaries of the Southeastern Mississippi Valley Association are considered local to that association ; so, also, rates between points on this line and points within the boun- daries of the Southeastern Freight Association are considered local to that association. Rates between points in the Southeastern Mississippi Val- ley Association and points in the Southeastern Freight Asso- ciation are in all cases subject to inter-association considera- tion. It will be noted that the boundary line of the Southeastern Mississippi Valley Association between Attalla and Calera follows the line of the Alabama Mineral Division of the Louis- ville & Nashville Railroad, while the line of the Southeastern Freight Association between these two points follows the 252 AMERICAN COMMERCE ASSOCIATION Alabama Great Southern Railroad to Birmingham and Louis- ville & Nashville Railroad south of that point. This indicates that the intervening territory is neutral ground and practically in both associations. Sec. 4. ASSOCIATED RAILWAYS OF VIRGINIA AND CAROLINAS. This territory covers a part of Virginia and a part of North and South Carolina. It includes all of that territory included within a boundan,- line passing through Portsmouth, Va., con- tinuing on through Pinners Point to Richmond, Va., then on along the line of the Chesapeake & Ohio Railway to Lynch- burg, \'a. ; continuing on along a line with the Norfolk & Western Railway to Roanoke, Va. ; then on via an imaginary line to Paint Rock and Murphy, N. C, to Atlanta, Ga. ; con- tinuing on along the Georgia Railroad to Augusta; then via the Charleston Division of the Southern Railway to Charles- ton and on to the Atlantic ocean. A good idea of this territorv' may be obtained by referring to Map No. 18. Please note that this territory includes the Carolina Territory and the Carolina Territory south of the Walhalla line. Sec. 5. MISSISSIPPI VALLEY TERRITORY.* The Mississippi Valley Territor}^ is included in the terri- tory covered by the Southeastern Mississippi Valley Associa- tion. It is that section which is bounded by an imaginary line beginning at Cairo, extending south along the Mississippi river, including Helena, Ark., and Vidalia, La. The northern boundar}- extends from Cairo, along the Ohio river to Paducah, Ky., not including any points on the Ohio river. The eastern boundary' begins at Paducah, not including Paducah, continuing along on the Memphis-Paducah division of the Nashville, Chattanooga & St. Louis Railroad to Paris, Tenn. ; then continuing along the line of the Louisville & Nashville Railroad, through Mackenzie to Milan along the line of the Illinois Central Railroad to Jackson, Tenn., continuing along the Mobile & Ohio Railroad to Meridian, Miss., to ^Mobile, * See Map No. 2i, foHowing page 246. TRAFFIC GEOGRAPHY 253 Ala., and the Gulf of Mexico. This territory also includes Aberdeen and Columbus. It should be understood that this is not a territory gov- erned by a committee publishing freight tariffs, but is a rate- adjustment territory. Note on Map No. 24, following page 246, that it comprises stations in the State of Mississippi and a part of Tennessee, Kentucky and Alabama. The stations in Alabama, Arkansas, Kentucky, Louisiana, Mississippi and Tennessee, comprising Mississippi Valley Territory, are as follows : Alabama. — Stations as follows : Alabama Port. Eight Mile. Mauvilla. Sans Souci Beach. Barker Cotton Escatawpa. Mertz. Semmes. Mills. Faith. Mobile. Sidney. Bayou La Batre :. Farnell. M. & B. S. Jet. South Orchards. Bradley. Fowl River. Moffet Spur. Tacon. Burbank. P'reiburg. Neely. Taylor. Chunchula. Frohsinn. Neshota. Theodore. Citronelle. Fruitdale. Oak Grove. Three Mile Creek, Coden. Government St. Orchard. Venetia. Crary. Grand Bay. Padgett. Vinegar Bend. Crichton. Gulfcrest. Parker. Waleys. Crichton Pine Irvington. Paynes. Warren Switch. Products Co.' s Kauffman. Pierce. Water Works Switch. Kennedy. Pigford. Siding. Deer Park. Kushla. Prichards. Whistler. Delchamps. Lamberts. Rendell. Williams. Duff. Langdon. Rolston. Wilmer. Dwight. Lloyd. Russell. Wood Spur. Eddy. Mann. St. Elmo. Yellow Pine. Arkansas. — Station as follows: Helena. Kentucky. — Stations as follows : Almo. Dexter. lola. Owens. Arlington. Dodds. Jordan. Pryors. Ballard Jet. East Cairo. Kemp's. South Columbus. Bardwell. Elva. Kevil. State Line. Barlow. Florence. Krebs. Stubbs. Benton. Fulton. La Center. Thurman. Berkeley. Futrell. Laketon Sand Pit. Tobacco. Boaz. Glade. Lang. Tyler. Bondurant. Grafton. Ledford. Viola. Cayce. Hardin. Maxon. Water Valley. Clayburn. Hazel (State Mayfield. Wells. (Graves Co.) Line). Moscow. Wickliffe. Clinton. Heath. Murray. Win ford. Columbus. Hickman. Oaks. Wingo. Crutchfield. Hickory. Oakton. 254 AMERICAN COMMERCE ASSOCIATION Louisiana. — Stations as follows Abel. Abita Springs. Addison. Albany. Alcazar. Almedia. Alsen. Alton. Amite. Amos. Angelina. Angie. Angola. Anson. Areola. Arlington. Baines. Baker. Bankston Spur. Barmen. Baton Rouge. Battle. Bayou Paul. Bayou Sara. Belle Helene. Belle Point. Belmont. Benton. Bingen. Bird. Bogalusa. Bolivar. Bolivar Jet. Bonifouca. Bonn. Bradieys. Brakel. Brandon. Breckwaldt. Brittany. Brockdale. Brooks. Brothers. Brown. Bruder. Bullion. Burnside. Burtville. Busby Lumber Spur. Bush. Campbells. Catalpa. Central. Chattsworth. Chef Menteur. Claiborne. Claiborne Street. Clifton. Clinton. Coburn (Tangi- pahoa Parish). Colomb Park. Convent. Corbin. Cornland. Cosun. Cottage Farm. Crespo. Cumnock. Cutrer's. Day. Denham. Dolsen. Doyle. Dreyfous. Dunbar. Dutch Bayou. Dyson. Eagle. East Kentwood. Edenborn. Elvina. Essen. Ethel. Fallon. Florenville. Flukers. Folsom. Forest Glen. Franklinton. Frellsen. Frenier. Fulda. Gamble Spur. Gardere. Garyville. Geismar. Genesee. Gentilly. Georgeville. Getreau. Giblin. Goodbee. Good Hope. Goodwin & Strick- land Spur. Courier. Gramercy. Grangerville. Graves. Greenlaw. Gullets. Gurley. Guzman. Hackley. Hamilton. Hammond. Harahan. Helvetia. Hermitage. Hester. Holden. Home. Honey Island. Hoods. Howells. Huggins. Humphries. Hygeia. Independence. Irene. Irvings. Isabel. Jackson Road. Jefferson. Jenkins. Johnsons. Jones. Karp. Kassel. Keller. Kel Spur. Kemp. Kenner. Kenner Jet. Kents Mill. Kentwood. Kleinpeter. Konstanz. La Branch. Lacombe. Lake Catherine. La Place. Laurel Hill. Lee. Leescreek. Lewiston. Lily. Lindsay. Little River. Little Woods. Longwood. Lutcher. Luzon. McElroy. McGehee. McHugh. McManus. Malarcher. Manchac. Mandeville. Manheim. Manske. Marston. Maryland. Mason. Maud. Micheaud. Millards. Milneburg. Mitch. Montegut. Montpelier. Montz. Morgan. Morgans. Mt. Herman. Mount Houmas. Murdock. Natalbany. Neckar. Nettie. New Orleans. Newsom's. Nichols. North Baton Rouge. North Shore. North Slidell. Norwood. Nott. Oak Hill. Oaklawn. Oakley. io6 Mile Spur. Oneida. Onville. Ormond. Ory. Ozone Park. Paloma. Patterson. Paulina. Pearl River. Pecan Grove. Pfalzheim. Pico. Pigott's. Pinecliff. Pine Grove. Plettenburg. Ponchatoula. TRAFFIC GEOGRAPHY 255 Louisiana. — Stations — Concluded. Ponchartrain Jet. Poolsbluff. Port Chalmette. Port Hudson. Powells. Price. Prospect. Ramsay. Rapidan. Rearwood. Red Bluff. Remy. Rescue. Reserve. Rhodes. Richards. Richardson. Riddle. Rigolets. Rio. Roberts. Rose. Roseland. Rost. Ruddock. St. Elmo. St. Gabriel. St. Joe. St. Johns. St. Mary. St. Rose. Salmens. Sarpy. Sauve. Scotland. Seabrook. Sellers. Sharp. Sharpsburg. Shiloh. Shrewsbury. Siegen. Slaughter. Slidell. Smith. Soest. Sorrento. South Point. Southport Jet. Southwood. Sport. Spring Creek. Stafford. Stein. Stern's Factory. Stevensdale. Store No. 21. Store No. 48. Story. Strader. Strothers. Sun. Sunny Hill. Talisheek. Tangipahoa. Terre Haute. Tickfaw. Tie Spur. Timberton. Timberton Jet. Trest. Uncle Sam. Union. Varnado. Velma. Viavant. Victoria. Villere Front. Virgin. Wakefield. Waldeck. Walker. Walsh. Warnerton. Weber. Welcome. Welham Plat- form. Whitman. Wilhelm. Wilson. Wilton. Witten. Woodhaven. Woodland. Wortham. Zachary. Zona. Mississippi. — Except stations shown on pages 274 and 275. Tennessee. — Stations as follows Alamo. Aliens. Alturia. Arlington. Atoka. Atwood. Augustus. Aulon, Bailey. Bartlett. Baskerville. Bellevue. Bells. Bemis. Berclair. Bethel. Big Hatchie. Binghampton. Bolivar. Braden. Bradford. Brighton. Brittain. Brooksdale. Brownsville. Bruce's. Brunswick. Buntyn. Cades. Capleville. Carroll. Cedar Grove. Chewalla. Clamore. Cobbs. Coleutt._ Collierville. Conger. Cordova. Covington. Crockett. Crockett Mills. Curve. Cuthbert. Cypress. Darwin. Denmark. Dresden. Dudley. Dyer. Dyersburg. Eads. Ellendale. Ensley. Falcon. Felts. Finger. Finley. Flippin. Forest Hill. Forty-Five. Fowlkes. Frettin. Friendship Fruitland. Fruitvale. Gadsden. Gallaway. Gardner. Gates. Germantown. Gibbs. Gibson. Gilmore. Gleason. Grand Junction. Greenfield. Greer. Grover. Gwin. Guys. Halls. Harris. Hatchie. Henderson. Heneks. Henning. Henry. Hickory Valley. Hickory Withe. Hillside. Hilltop. Humboldt. - Idlewild. Imperial. Ina. Jackson. Jones. K. C. Jet. Keeling. 256 AMERICAN COMMERCE ASSOCIATION Tennessee. — Stations — Concluded. Kenton. Montgomery Park. Ralston. Templeton. Kerrville. Morris Spur. Ramer. Terrell. Laconia. Moscow. Rialto. Tiger Tail. La Grange. Mullins. Richwood. Tigrett. Latta. National Ceme- Ridgely. Tipton. Lawrence. tery. Ridge way. Tiptonville. Leewood. Neely. Ripley. Toone. Lenow. Newbern. Rives. Trenton. Lenox. New Tipton. Roberts. Trezevant. Lucy. Normal. Robinson. Trimble. McConnel. Oakfleld. Rogers Springs. Troy. McKenzie. Oakland. Rossville. Union City. McNairy. ' Oakville. Routon. Vildo. Malesus. Obion. Rutherford. Wade. Markham. Orgills. Saulsbury. Waldron. Martin. Paris. Selmer. Warren. Mason. Park Davis. Shandy. Wells. Master. Parkers. Sharon. West. Maury Jet. Pea Point Shepards. White. Medina. Pearson. Shoffner. Whites. Medon. Perry. Sitka. Whitlock. Melrose. Phillippy. Somerville. Williston. Memphis. Pierce. South Fork. Wilson. Mengelwood. Pinson. South Fulton. Woodland Mills, Mercer. Piperton. South IMemphis. Woodstock. Middleburg. Pocahontas. Springdale. Wrights. Middleton. Polk. Stanton. Wynnburg. Milan. Pomona. State Line. Yale. Millington. Proctor City. Stevens Jet. Youngs. Minonk. Puryear. Stinger. Miston. Race Track. Switch No. S. Moffat. Raine. Teague. Sec. 6. MISSISSIPPI VALLEY BASING POINTS. These points are divided into six groups, as follows, shown in Washburn's Territorial Director}^ giving basing points in Mississippi Valley, Southeastern and Carolina Territories : (1) Mississippi River Points. (2) Yazoo & Mississippi Valley Basing Points. (3) Interior Mississippi Junction Points. (4) West Tennessee Junction Points. (5) Meridian Group. (6) Points outside the above groups not prefixed. These points for the respective territories are as follows, and the prefix numbers indicate the territorial location of these points : Albin, Miss. (3) Ackerman, Miss. Brookhaven, Miss. (3) Aberdeen, Miss. Aulon, Tenn. (2) Bayou Sara, La. Areola, Miss. (2) Baton Rouge, La. Bells, Tenn. TRAFFIC GEOGRAPHY 257 (3) Belzoni, Miss. Black Bayou, Miss. Burdette, Miss. Byran, Miss. (3) Columbus, Miss. Columbia, Miss. (3) Corinth, Miss. (i) Columbus, Ky. Covington, La. (3) Elizabeth, Miss. Dyersburg, Tenn. Durant, Miss. East Cairo, Ky. Ellisville, Miss. Elton, Miss. (5) Enterprise, Miss. Evanston, Miss. Fernwood, Miss. (2) Frellsen, La. Garyville, La. (4) Gibbs, Tenn. Glendora, Miss. (4) Grand Junction, Tenn. (2) Gramercy, La. (i) Greenville, Miss. (3) Greenwood, Miss. Grenada, Miss. Gulfport, Miss. Hammond, La. (2) Harahan, La. Hattiesburg, Miss. (i) Helena, Ark. Hollandale, Miss. (3) Holly Springs, Miss. (2) (3) Houston, Miss. (4) Hr:riiboldt, Tenn. (5) Jackson, Miss. (4) (4) Jackson, Tenn. K. C. Junction, Tenn. (2) Kenner, La. (i) (2) Kenner Junction, La. Kentwood, La. (2) Laurel, Miss. (4) Leland, Miss. Lumberton, Miss. (3) Maben, Miss. (2) McCallum, Miss. McComb, Miss. (2) (4) McKenzie, Tenn. (4) Martin, Tenn. (3) Mathiston, Miss. (4) (i) Memphis, Tenn. (3) (5) Meridian, Miss. Middleton, Tenn. (2) (4) Milan, Tenn. Minter City, Miss. (3) (i) Mobile, Ala. Monticello, Miss. (4) Moorehead, Miss. (i) (2) Mt. Airy, La. Napanee, Miss. Natalbany, La. (i) Natchez, Miss. (3)- New Albany, Miss, (i) New Orleans, La. (3) Newton, Miss. Norfield, Miss. (3) North Baton Rouge, La. Overbey, Miss. Paris, Tenn. Pascagoula, Miss. Percy, Miss. Port Chalmette, La. Quitman, Miss. Reserve, La. Rives, Tenn. Roxie, Miss. Ruslor, Miss. Sauve, La. Scotland, La. Shrewsbury, La. Silver Creek, Miss. Slidell, La. Somerville, Tenn. Starkville, Miss. Stoneville, Miss. Terre Haute, La. Theodore, Ala. Tupelo, Miss. Tylertown, Miss. Union City, Tenn. Vicksburg, Miss. Vinegar Bend, Ala. Wanilla, Miss. Warnerton, La. Warsaw, Miss. Webb, Miss. West Point, Miss. Wickliffe, Ky. Winona, Miss. Sec. 7. CAROLINA TERRITORY. The Carolina Territory (see Map No. 24, following page 246) is one of the southern rate adjustment territories, and is a part of the territory covered by the Associated Railways of Virginia Territory. This section is included within that portion of Carolina Territory lying east of Paint Rock, namely, including Wilming- ton, N. C, and points on and north and east of a line drawn from Wilmington, N. C, via Atlantic Coast Line R. R. (old name W. C. & A. Ry.) to Columbus, S. C. ; thence via the Southern Railway through Alston, Newberry, Greenwood, Abbeville, Belton, Anderson and Seneca to Walhalla, S. C. ; thence via imaginary direct line from Walhalla through Mur- phy, N. C, to Cleveland, Tenn. ; thence via a line drawn just south of the Southern Railway from Cleveland to Chattanooga, 258 AMERICAN COMMERCE ASSOCIATION Tenn, (not including Chattanooga), and points on and south of the Southern Railway from Chattanooga through Cleveland, Athens, and Knoxville, to Bristol, Tenn. (including Bristol), also Knoxville Division of the Southern Railway between Jellico and Knoxville (not including Jellico), also points south of the main line of the Norfolk & Western Railway from Bristol, Tenn., to Norfolk, Va. (not including points on lateral lines leading south from the main line of the Norfolk & West- ern Railway between Bristol, Tenn., and Roanoke, Va.) ; thence on and west of the Atlantic Seaboard to Wilmington, N. C. It is noted that this territory comprises stations in Georgia, North Carolina, South Carolina, Tennessee and Virginia. An outline of this territory and a statement of its relation to other territories is found in Morris' Territorial Directory No. 3 Series. Points included in the Carolina Territory are as follows: Georgia. — Stations as follows : Blue Ridge. Kyle. Murphy Jet. Rabun Gap. Dillards. Mineral Bluff. Mountain City. Sweet Gum. Galloway. North Carolina. — All stations except those shown on page 270. South Carolina. — Stations as follows : Abbeville. Autun. Blaney. Campobello. Acton. Ayers. Blenheim. Campton. Ada. Barksdale. Blue Brick Siding. Cana. Adams. Bascomville. Blythewood. Cane Savannah. Adamsboro. Bates. Bonham. Cantys. Adams Crossing. Bell. Bookman. Carhartt. Adger. Bells Crossing. Borden. Carlisle. Airlee. Belton. Bowlin. Carolina Trust Alcot. Bennett. Boykins. Co. Spur. Aliens. Bennett Siding. Brand. Carter Evans Log Alston. Bennettsville. Brent. Spur. Altamont. Berrys. Bristow. Carters Cross Alton. Bethune. Brownsville. Roads. A man. Betts Mill. Bryant. Cartersville. Ammons. Beverly. Buck's Swamp. Cash. Anderson. Bingham. Buffalo. Cassatt. Angelus. Birch. Buffalo Lick Catawba. Argyle. Bishopville. Springs. Catawba Jet. Ariel. Blackburn. Calhoun. Cato. Ashland. Blacksburg. Camden. Causey. Atkins. Blackstock. Camden Crossing. Cedar Springs. Auburn. Blair. Camden Jet. Central. TRAFFIC GEOGRAPHY 259 South Carolina. — Stations — • Continued. Giandlers Siding. Donalds. Gantt. Jonesville. Chappell. Doncheno. Garlington. Jordania. Cheddar. Donoho. Gary. Junction. Cheraw. Dovesville. Genoa. Kaolin Works, Cherokee Falls. Drake. Gibson. Kelly. Cherry's. Dubose. Gibson Siding. Kemper. Chesnee. Due West. Gillespie. Keowee. Chester. Dunbar. Godsey. Kershaw. Chesterfield. Duncan. Golden Grove. Kilgore. China. Durant. Goldville. Killian. Christman. Durant's Spur. Gopher. Kimberly. Claremont. Dyson. Grace. Kinard. Clayton. Easley. Gramlin. Kings Creek. Cleveland. Eastover. Gray Court. Kirkwood. Clifton. East Spartan- Great Falls. Knox. Clinton. burg. Greenville. Kollocks. Clio. Ebenezer. Greenwood. Lamar. Clover. Edgmoor. Greer. Lancaster. Clyburn. Edwards. Gregory. Lando. Clyde. Elberry. Guess. Landrum. Cold Point. Elgin. Guthries. Landsford. College Spur. Ellerbee. Hagood. Laney. Cokers. Elliott. Hamer. Lanford. Collins Siding. Enola. Hammond. Lathem. Columbia. Enoree. Hancock. Latta. Columbia Lumber Evans. Hares Siding. Laughlin. Co. Siding. Evans Mill. Harmony. Laurens. Congaree. Evansville. Hartsville. Law's. Conquest. Everetts. Haynesworth. Layton Brick Converse. Excelsior. Heath Springs. Siding. Cornwell. Fallis. Helen. Leeds. Coronaco. Fair Forest. Helena. Leland. Cothran. Fairwold. Hellams. Lenoker. Courtenay. Fiber Siding. Herbert. Leslie. Cowpens. Filbert. Hicklin. Lester. Crawford. FitzHugh. Hickory Grove. Lewis. Crawford's Siding.Fletcher. Hickson. Liberty. Croburk. Fletcher's Gin. Hodges. Lides. Cross Hill Fletcher's Oil Hollis. Little Rock. (Harris Springs) Mill. Holmesville. Littleton. Crosswell. Florence. Honea Path. Lockhart. Dalzell. Floydale. Hoovers Siding. Lockhart Jet. Danson. Floyds. Hope. Long Cane. Darlington. Fork. Hubbard. Loring. Darraugh. Fort Lawn. Hyatts. Lota. Dawkin. Fort Mill. Iceman Mill. Lowrys. De Kalb. 41 Mile Siding. Indian Siding. Lucknow. De Loach. Fountain Inn. Inman. Lugoff. Delphia. Fress. Irby. Lumber. Delta. Frost. Islay. Lydia. Denver. Fudges. Jackson Spur. Lykes. Dillon. Fuller. Jalopa. Lylesford. Dinber. Fulton. James. Lynchburg. Dixie. Gaffney. James Crossing. Lynch River D. McL. Bethea's Galavon. Jefferson. Lumber Co, Spur. Gandy. Jenkins Spur. McBee. 260 AMERICAN COMMERCE ASSOCIATION South Carolina. — Stations — Concluded. McColl. McColl's Siding. McConnells. McCoys. McDaniels. McDonald. McGill. Mclnnes. McKennon. McKeown. McLaurens. McLaurin's Mill. McNeills. Maddens. Madeline. Maikeljohn Lum- ber Co. Mallory. Malta. _ Mannville. Maple Mills. Maple Swamp. Marietta. Marion. Marion County Lumber Co. Marlboro. Mars Bluff. Mascot. M. & S. Jet. Mauldin. May. Mayesville. May's Brick Yard. Mayo. Meadows. Sleeks. Melier. Meredith. Middendorf. Miller. Minturn. Mitchells. Monaghan. Monarch. Montague. Mont Clare. Montgomery. Montrose. Moore. Moore's Ballast Pit. Mt. Crogan. Mountville. Mount Zion. Mullins. Munster. Neals Shoals. Newberry. New Market. Newport. Nichols. Ninety-Six. NitroUe. Norris. Norton. Oak Grove. Oak\'ale. Ogden. Old Point. Old Town. Omohundro. One Mile Siding. Ora. Orrs. Oswego. Owings. Pacolet. Pageland. Pages Mill. Palmetto. Paris. Parker. Parr. Parr Shoals. Patrick. Paulson. I'eak. Pee Dee. Pelzer. Pendleton. Fhinneys. Pickens. Piedmont. Pierces. Pleasant Hill. Pomaria. Pontiac. Pride. Prosperity. Red Bluff. Red Point. Rembert. Renno. Republic Cotton Mills. Richburg. Ridgeway. River Falls. Rivers. Riverside. Riverview. Robins Neck. Rock Hill. Rockton. Rocky Bluff. Roddy. Rodman. Roebuck. Rogers. Rowell. Royster. Ruby. Rji:tenburg. St. Charles. St. Charles Lum- ber Co. Saluca. Sandy River. Sandy Springs. Santuc. Scotts. S. A. L. Crossing. Seals. Segars. Sellers. Seneca. Shamokin. Sharon. Sharp. Shaw's Quarry. Shelton. Shepard. Sheriff. Shoals Jet. Sigsbee. Silver Street. Simpson. Simpsonville. Sims. Smallwood. Smith. Smithboro. Smyrna. Society Hill. South Clinton. Southern Ry. Jet. Southern Cross- ing. Spalding. Spartanburg. Spartanburg Jet. Spearman. Spence. Springdel. Squires. State Farm. State Park. Stockton. Stone. Stoneboro. Stornoway. Strickland. Strother. Sumter. Swandale. Switzer. Syracuse. Tabor. Tatum, Taylor. Thicketty. Thompsons. Timmonsville. Tirzah. Todd's Still. Toxaway. Travelers' Rest. Trexler. Union. Van Wyck. Walhalla. Walker's Spur. Wallaceville. Ware Shoals. Wateree Bridge. Waterloo. Watson's Brick Yard. Watson's Siding. Weddell. Wedgefield. Welch. Well ford. West Anderson. West Marion. Weston. West Union. Westville. Wheelers. White Oak. Whites. Whitestone. Whitmire. Wilburn. Williamstown. Winburn. Winnsboro. Winona. Woodruff. Woods. Woodward. Wysacky. Yorkville. Zemps. Zion. TRAFFIC GEOGRAPHY 261 Tennessee. — Stations as follows : Afton. Allegheny. Alnwick. Alpha. Amarco. Amerine. Apalachia. Arline. Armona. Athens. Austral. Avoca. Azan. Bacon's Ferry. Bearden. Benton. B infield. Blevins. Bluff City. Bluff ton. Black Oak. Block. Boyd. Boyd's Creek. Braemer. Briceville. Bridgeport. Bristol. Bristol Road. Browns. Buckeye. Buladeen. Bulls Gap. Burnett. Butler. Calhoun. Cambia. Carnegie. Carter. Caryville. Caswell. Chandler. Charleston. Chestnut Ridge. Chestoa. Childers. Chilhowee. Chotah. Chuckey. Clear Springs. Cleveland. Clinton. Coal Creek. Coffman. Coile. Concord. Copperhill. Copper Ridge. Crabtree. Craigmar. Crandall. Crows. Dante. Dedies. Delano. Del Rio. Denton. Disney. Doe. Dove. Docktown. Duncan. Earhart. Ebenezer. Edwina. Elizabethton. Elkanah. Elk Valley. Embreeville. Englewood. Erwin. Etowah. Ewing. Fagin. Farmer. Fishery. Fish Springs. Ford. Friendsville. Frog Level. Garber. Gillman. Gouge. Grady. Greenback. Greeneville. Gudger. Hall. Hamilton. Hampton. Hartford. Hass' Mill. Heiskell. Hodges. Holland. Hubbard. Hunter. Ismond. Jacksboro. Jefferson City. Jena. Johnson City. Jonesboro. Katherine. Keenburg. Keplinger. Kincaid. Kincaid Spur. Kingsley. Kiser. Knapp. Knoxville. Laban. La Follette. Lanceville. Leadville. Lenoir City. Lilac. Limestone. Limestone Cove. Little River. Lost Cove. Loudon. Louisville. Loves. McCains. McGhee. McFarland. McKelder. McMahan. McMillan. McMullens. Madisonville. Maple Siding. Marbleton. Marion Anna. Marmor. Martel. Maryville. Mascot. Mashburg. Maymead. Meadow. Melrose. Mentor. Midway. Miller. Milligan College. Mint. Mohawk. Montvale. Morristown. Mosheim. Mountain City. Mt. Olive. Mt. Vernon. Naillon. Neubert. Neva. Newcomb. New Market. Newport. Newport Jet. Niota. Nonaburg. Oak City. Offutts. Okolona. Oster. Oswego. Paint Rock. Pardee Point. Patty. Peak. Philadelphia. Piney Flats. Pioneer. Pitners. Plank. Pleasant Grove. Powell. Probst. Rader. Rankin. Reagan. Red Ash. Reeves. Reliance. Ren f roe. Revile. Riceville. Riverside. Roan Mountain. Rockford. Roe. Rorex. Roseberry Zinc Works. Russellville. Sadie. Sanford. Sawton. Scottville. Sevierville. Seymour. Shady. Shell Creek. Shooks. Shouns. Siam. Singleton. South Knoxville. Sowles. Sparkville. 262 AMERICAN COMMERCE ASSOCIATION Tennessee. — Stations — Concluded. Stanfiel. Straw Plains. Sunline. Sunshine. Sutherland. Sweetwater. Sycamore Shoals. Talbott. Talassee. Tasso. Taylors. Telford. Tellico Plains. Titus. Tom. Townsend. Turley. Turtletown. Unaka Springs. Unicoi. Valley Forge. Vance. Vasper. Vestal. Vonore. Walland. Washington College. Watauga. Wautauga Point. Welwyn. West Knoxville. West Myers. Wetmore. White Pine. White Rock. Virginia. — Stations as follows Adams Grove. Aiken Summit. Alberta. Alexanders. Alms House. Altavista. Alton. Angle. Antlers. Apple. Arey. Arral. Arringdale. Ashley. Axton. Bannister. Barksdale. Baskerville. Bassett. Berry Hill. Blaine. Bocock. Boones Mill. Boxwood. Boydton. Boykins. Bracey. Branchville. Brictile. Brinkley. Bristol. Brodnax. Brookneal. Brooks. Buffalo Jet. Buffalo Lithia Springs. Bufords. Burgess. Burnt Chimneys. Burts Siding. Butterworth. Butts. Caleb. Capron. Carlisle. Carrsville. Carson. Cascade. Casey. Cashie Siding. Charlie Hope. Chase City. Chatham. Chatmos. Christie. Clarion. Clarksville. Clarkton. Clover. Cluster Springs. Cochran. Collier. Corapeake Jet. Courtland. Critz. Cross Roads. Crystal Hill. Crystal Springs. Cypress. Dahlia. Damascus. Dan River. Danville. Dauntless. Davis. Delaware. Dennis. Denniston. De Witt. Dinwiddie, Dip. Drakes Branch. Drewryville. Drol. Dry Fork. Durmid. Edgerton. Edgewood. Eley. Elwood. Emporia. Esnon. Evington. Fall Creek. Fentress. Ferrum. 57 Mile Siding. Finchley. Finneywood. Fishburn. 41 Mile Siding. 49 Mile Siding. 55 Mile Siding. Fontaine. Forbes. Foremans. Fort Mitchell. Foxes. Franklin. Freeman. Galveston. Garst. Gays Siding. Gisnal. Glade Hill. Gladys. Goebel. Grandy. Gray. Green Bay. Green Plain. Greer. Whitesburg. Wilbur. Wilson's Station. Wilton Springs. Wiltshire. Winburn. Winner. Witt. Wolf Creek. Woolridge. Wyncote. Gretna. Grizzard. Hagood. Handsome. Henry. Herbert. Hickory Ground. Hilda. Hitchcock Mill. Holland. Homeville. Houston. Hugo. Hurt. Huske. Isaac. Jarratt. Jeffress. J. L. Jennings. Kempsville. Keysville. Kibler. oehler. Kress. La Crosse. Lanahan. Lawrenceville. Lawyers. Leaksville Jet. Lees Mill. Lennig. Logdale. Lone Jack. Lumberton. Lummis. Lusks. McBride. McGuffin. McKenney. Martinsville. Mason. TRAFFIC GEOGRAPHY 263 Virginia. — Stations — Concluded, Mayo. Mays & Crowder Spur. Meadowfield. Meherrin. Merideth. Milk Landing. Modat. Montview. Mossingford. Motley. Naruna. Nathalie. Nelson. Newbill. Newell. News Ferry. Newsome Lumber Co. Newsoms. Nichols. Nilpond. Noding. Northwest. Nurney. Oak Hill. Ockward. Old South Quay. Ontario. Ory. Otter River. Pace. Pacoman Siding. Patrick Springs. Paynes. Pedigo. Pen Hook. Pettys. Philpott. Pierce & Aker. Pittsville. Pleasant Shade. Pope. Powell. Preston. Prilliman. Providence Jet. Purvis. Racume. Randolph. Rawlings. Reams. Redwood. Reigate. Ridgeway. Ringgold. Riverview. Roanoke Brick Co. Rocky Mount. Rorer Mines. Rustburg. Rux. Ryan. St. Brides. Sandy Level. Saunders. Saxe. Scottsburg. 72 Mile Siding. Siddon. Skelton. Skipwith. Soudan. South Boston. South Clarksville. South Emporia. South Hill. South Quay. Spencer. Starkey. Stella. Stokesland. Stony Creek. Story. Stuart. Sutherlin. Sycamore. Tanwood. Taylor. Taylorsyde. Tolley. Toshes. Trego. Turner. 22 Mile Siding. 28 Mile Spur. 39 Mile Siding. Union Hall. Union Level. Urquhart's Spur. Vabrook. Vey. Vindrew. Virgilina. Waller. Wallers. Walumco. Ward Springs. Warfield. Wassett. Whaley. Whittle. Wilson Lumber Co. Winfall. Wirtz. Wolf Trap. Wrights. Yale. Sec. 8. GREEN LINE TERRITORY. The Green Line Territory overlaps practically all of the rate adjustment and association territories in the Southern Classification Territory. It represents a group of points to which tariffs apply from the other territories of the United States, and by reference to Map 24, following page 246, you will be able to fix, in a general way, in your mind the points covered in this territory. It should be noted that this territory covers points in Alabama, Florida, Georgia, Mississippi, North Carolina, South Carolina, Tennessee, Virginia, as follows : Alabama. — All stations except stations named on page 253. Florida. — All stations except Pensacola. Georgia. — All stations. 264 AMERICAN COMMERCE ASSOCIATION Mississippi. — Stations as follows Aberdeen Jet. Acker. Amory. Arklet. Becker. Belmont. Bigbee. Black Creek. Brewer. Burnsville. Burnt Cut. Cauhorn. Chancellor. Dennis. Gatman. Glens. Golden. Gravel Siding. Greenwood Springs. Holcut. Houston's ]\Iill. Indian Mound. luka. Junction City. Kewaunee. Leedy. Log Spur. McCrary. Neil. Nettleton. New Hope. Paden. Plantersville. Quincy. Russell. Smith's Spur. Steens. Strickland. Theadville. Tishomingo. Toomsuba. Walker. Wilcox. Wise's Gap. North Carolina. — All stations. South Carolina. — All stations. Tennessee. — Stations as follows : Dresden, Gleason, Ralston and all other stations except stations named on pages 255 and 2^6. Virginia. — Stations as follows Adams Grove. Aiken Summit. Alberta. Alexanders. Alms House, Altavista. Alton. Angle. Antlers. Apple. Arey. Arral. Arringdale. Ashley. Axton. Bannister. Barksdale. Baskerville. Bassett. Berry Hill. Blaine. Bocock. Boone's Mill. Boxwood. Boydton. Boykins. Bracey. Branchville. Brictile. Brinkley. Bristol. Brodnax. Brookneal. Brooks. Bufifalo Jet. Buffalo Lithia Springs. Bufords. Burgess. Burnt Chimneys. Burt's Siding. Butterworth. Butts Road. Caleb. Capron. Carlisle. Carrsville. Carson. Cascade. ' Casey. Cashie Siding. Charlie Hope. Chase City. Chatham. Chatmos. Christie, Clarion. Clarksville. Clarkton. Clover. Cluster Springs. Cochran. Corapeake Jet. Courtland. Critz. Cross Roads. Crystal Hill, Cj^press. Dahlia. Damascus. Dan River. Danville. Dauntless. Davis. Delaware. Dennis. Denniston. De Witt._ Dinwiddle. Dip. Drakes Branch. Drewryville. Drol. Dry Fork. Durmid. Edgerton. Edgewood. Eley. Elwood. Emporia. Esnon. Evington. Fall Creek. Fentress. Ferrum. 57 Mile Siding. Finchley. Finneywood. Fishburn. Fontaine. Forbes. Fort Mitchell. 41 Mile Siding. 49 Mile Siding. 55 Mile Siding. Foxes. Frankliru Freeman. Galveston. Garst. Gisnal. Glade Hill. Gladys. Goebel. Grandy. Gray. Green Bay. Green Plain. Greer. Gretna. Grizzard. Hagood. Handsom. Henry. Hickory Ground. Hilda. Hitchcock Mill. Holland. Homeville. Houston. Hugo. Hurt. TRAFFIC GEOGRAPHY 265 Virginia. — Stations — Concluded. Huske. Isaac. Jarratt. Jeffress. J. L. Jennings. Keysville. Koehler. Kress. La Crosse. Lanahan. Lawrenceville. Lawyers. Leaksville Jet. Lees Mill. Lennig. Logdale. Lone Jack. Lumberton. Lummis. Lusks. McBride. McGuffin. ]\IcKenney. Martinsville. Mason. ISIayo. Mays & Crowders Spur. Meherrin. Merideth. Modat. Montview. Mossingford. Motley. Naruna. Nathalie. Nelson. Newbill. Newell. News Ferry. Newsom Lumber Co. Newsoms. Nichols. Nilpond. Noding. Northwest. Nurney. Oak Hill. Ockward. Ontario. Ory. Otter River. Pace. Pacoman Siding. Patrick Springs. Paynes. Pedigo. Pen Hook. Pettys. Philpott. Pierce & Aker. Pittsville. Pleasant Shade. Pope. Powell. Preston. Prilliman. Providence Jet. Purvis. Racume. Randolph. Rawlings. Reams. Redwood. Reigate. Ridgeway. Ringgold. Rocky Mount. Rorer Mines. Rustberg. Rux. Ryan. St. Brides. Sandy Level. Saunders. Saxe. Scottsburg. 72 Mile Siding. Siddon. Skelton. Skip with. Soudan. South Boston. South Clarksville. South Emporia. South Hill. Spencer. Starkey. Stella. Stokesland. Stony Creek. Story. Stuart. Sutherlin. Sycamore. Tanwood. Taylors. Taylorsyde. 39 Mile Siding. Tolley. Toshes. Trego. Turner. 22 Mile Siding. 28 Mile Spur. Union Hall. Union Level. Urquhart's Spur. Vabrook. Vey. Vindrew. Virgilina. Waller. Wallers. Walumco. Ward Springs. Warfield. Wassett. Wirtz. Whaley. Whittle. Wilson Lumber Co. Winfall. Wolf Trap. Wrights. Yale. Sec. 9. CAROLINA TERRITORY SOUTH OF WAL- HALLA LINE. That portion of Atlanta sub-territory* lying east of Atlanta and Augusta and north of the line of the Georgia Railroad and Charleston division of the Southern Railway, Augusta to Charleston, not including Augusta or Charleston, but includ- ing that portion of Atlantic Coast Line Railroad, Denmark to and including Robbins, is sometimes, for convenience in rate adjustment, designated as Carolina Territory south of the Walhalla Line. This is done, not because the Carolina differ- ential adjustment exists from the Ohio river as it does to points in Carolina Territory proper, but because proportional • See Sec. 11. 266 AMERICAN COMMERCE ASSOCIATION rates to Virginia Cities and Paint Rock are used in construct- ing rates to local points within the boundary of this territory. This is a part of the territory covered by the Associated Railways of Virginia and Carolinas. Sec. 10. SOUTHEASTERN TERRITORY. The Southeastern Territory includes most of the Mont- gomery subterritory and the Atlanta subterritory ; also what is sometimes called the Atlanta subdivision of Carolina Territory south of the Walhalla Line. (See Map No. 24.) It is that section east of the Mobile & Ohio Railroad from Mobile, Ala., to Corinth, Miss, (not including Aberdeen or Columbus, Miss.), and on and south of the Southern Railway from Cor- inth (but not including Corinth) to and including Chatta- nooga; thence via Southern Railway to, but not including, Cleveland, Tenn., and thence south and west of the southern boundary line of Carolina Territory. Atlanta subterritory, comprising stations in Alabama, Florida, Georgia, South Carolina, Tennessee, as follows : Alabama. — Stations as follows : Cook's Springs. Gaosa Valley. Cox Spur. Cragford. Cropwell. Crudup. Crump's Tank. Cumberland Min- ing Co. Curry. Cusseta. Daisy. Dale. Dallas. Dambmann. Danway. Davis & Crump. De Armanville. De Bard. Dickert. Dixiana. Dolcito. Dolcito Jet Duke. East Alabama Jet. Eden. Edwards. Edwardsville. Abanda. Bennett's. Carara Junction. Adams. Bensyde. Carlisle. Alabama City. Berneys. Carpenter. Albertville. Berwick. Cedar Bluff. Alexandria. Blake. Cedar Grove. Alfretta. Blanche. Cedric. Allen. Blanton. Champion. Alpine. Blue Mountain. Chandler Spring; Alton. Blue Pond. Chase. Altoona. Bluffton. Chepultepec. Anderson. Boaz. Cherokee Mills. Andrews. Bolivar. Chesterfield. Angel. Borden Springs. Chestnut. Anniston. Bostick. Chinneby. Argo. Boyds Tank. Choccolocco. Armstead. Bradford. Citico. Ashland. Bridgeport. Cliff. Askew. Bristow. Coal City. Atkinson. Brompton. Cobb City. Attalla. Brownsboro. Coe. Aughtman^ Buckie. Cogswell Siding. Bailey. Buek. Coldwater. Barclay. Buffalo. Colgate. Barclays. Burgess. Collbran. Bath Springs. Bush. Collinsville. Battelle. Bynum. Comet. Belle ^lina. Caldwell, Congo. Benjamin. Carara. Cooks. TRAFFIC GEOGRAPHY 267 Alabama. — Stations — Continued. Elko. Emauhee. Erin. Ewing. Fackler. Farill. Farley. Five Points. Flat Rock. Forsythe. Fort Payne. Frog Mountain. Fruithurst. Gadsden. Gate City, Glass. Glencoe. Government Spur. Grasmere. Gray. Graystone. Greenbrier. Greens. Griffin & Ackers. Gunter's Landing. Guntersville. Gurley. Hammond Mines. Harbin. Hardwick. Harrison. Heflin. Henderson. Hiawatha. Highland. Hilton. Hobbs Island, HoUingsworth. Hollywood. Huntsville. Ingram Wells. Inland. Ironaton. Iron City. Ivalee. Jacksonville. Jamestown. Jenifer. Jester. Johnson. Kaolin. (De Kalb Co.) Keener. Kenny. Ketona. Killian. Kiowa. Kirk. Kymulga. Ladiga. La Fayette. Lagarde. Landers. Lane. Lanett. Laney. Langdale. Langdon. Larkinsville. Lawrence. Leatherwood. Leba. Ledbetters. Leesburg. Lehigh. Lehigh No. 2. Lester. Lewins. Lily Flagg. Lim Rock. Lincoln. Lineville. Little River. Littleton. Lock. Loop. L. & N. Crossing, McCalmon. McClendon. McCulloh. McElderry. McFall. McGinty. Mackey. Madison. Malone. Margaret. Markstein. Merrelton. Mitchell Mountain Coal & Iron Co. Moody's Spur. Moore's Cut. Moragne. Morris Mine. Morris Mine Jet. IMountainboro. Mt. Jefferson. Mt. Pinson. Moxley. Mud Creek, Munford. Murrycross. Muscadine. Nelson. Nolan. Nottingham. Oakland. Odenville. Ohatchie. Oneonta. Osanippa. Owens. Oxford. Paint Rock. Paint Rock Bridge. Palestine. Palmers, Pana. Parsons. Patterson. Pea^'y. Peeples. Pell City. Pell City Cotton Mill. Piedmont. Pleasant Gap. Porterville. Prescott. Price. Prices. Pyriton. Quarry Spur. Queenstown. Ragan. Ragland. Ramsay, Rayburn. Read's Mill. Reeseville. Remlap. Rendalia. Renfroe. Richardson. Riverside. Rivervnew. Roanoke. Robertsons Spur. Robinsons Spur, Rock City, Rock Run. Rock Spring. Rock Spring Quarry. Roper, Round Mountain. Ruffner No. i, Ruffner No. 3. Rylands. St. Clair. St. Ives. Sanie. Saunders Spur. Savage. Schuler. Scottsboro. Seaboard Coal & Coke Co. Seddon. Selfville. Shawmut. S herb rook. Shocco. Sico. Siding 71, Siebert. Silver Run. Slackland. Sligo. Spring Garden. Springville. Standing Rock. Steele. Stemley. Stephens, Stevens. Stevens Gap. Stevenson. Stockdale, Strouds. Sycamore. Taff. Tait's Gap. Talladega. Tecumseh. Tenneys. Tokio. Tredegar. Trussville. Tumlin Gap. Turkeytown. Turner. Upton. Valley Head. Valley Mines. Vanns. Varners Spur. 268 AMERICAN COMMERCE ASSOCIATION Alabama. — Stations — Concluded. Woolfolk. Word. Wynn. Yamme. Yellow Creek. Zuni. Vigo. Wapella. Whitney. Village Springs. Weathers. Williams. Vulcan. Weaver. Wilsonia. Wadiley. Welch. Wimberley. Wahneta. Wellington. Woodall. Waldo. Whites. Woodlawn. Walker's Cross- Whites Mill. Woodville. ing. Florida. — All stations except those shown on pages 272 and 273. Georgia. — All stations except those shown on pages 274. South Carolina. — Stations as follows : Adams Run. Allendale. Almeda. Appleton. Armstrong. Ashepoo. Ashepoo Crossing. Ashleigh. Ashley Jet. Ashton. Averills. Backfields. Barnwell. Barton. Bashan. Beaufort. Beech Island. Behling. Beldoc. Bennett. Berry Hill. Besleau. Bidgood. Blakes. Bowers. Brabhams. Brennan. Brown's Hill. Brunson. Bryans. Bulow. Bulow Mines. Burton. Bush. Caldwell. Camp Branch. Cannons. Cave. Charleston. Cherokee. Colleton. Coopers. Coosaw. Coosawhatchie. Copes. Corbetts. Cordes. Cowden. Coxes. Crockettsville. Croghans. Cross Roads. Cummings. Davidson. Drawdys. Drayton. Dukes. Duneman. Dupont. Early Branch. Edash. Ehrhardts. Ellenton. Ellis. Estill. Ethel. Fairfax. Fechtig. Ferebee. Flyville. Frampton. Fraziers. Furman. Gannons. Garnett. Garris. Geraty's. Gifford. Goodrich. Goshen. Govan. Grays. Grays Hill. Green Pond. Grimes. H. & B. Jet. Halsted. Hampton. Hankinson. Hardeeville. Harrison. Hattieville. Hethington. Hoffs. Hollywood. Horris. Island Road. Jackson. Jacksonboro. James Island. John's Island. Kathwood. King. Kline. Kress. Lamb's Jet. La Roache. Lena. Lightsey. Lodge. Long & Bellamy. Lnray. Luther. McCants. McGibson. McLeod. Magnolia. Magwood. Martins. Mathis. Meggetts. Miley. Millett. MooresGravelPit. Moselle. Myers. Okeetee. Olar. Padgetts. Padgetts Mill. Parkers Ferry. Pecan. Pineland. Platts. Pon Pon. Port Royal. Purysburg. Quigley. Rantowles. Ravenel. Ravenel Plat- form. Rhodes. Rickenbockers. Ridgeland. Ritters. Robbins. Ruffin. Rumph. St. Andrews. Salkehatchie. Sanders. Savannah River Pit. Schofield. Scotia. TRAFFIC GEOGRAPHY 269 South Carolina. — Stations — Concluded, Seabrook. Seigling. Sheldon. Smithville. Smoaks. Standard. Steel Creek. Stokes. Stone ( Charleston Co.). Storage. Sycamore. Tarboro. Tavora. Ten Mile. Thayers. Tillman. Tomotley. Toogoodoo. Towles. Twigg. Ulmers. Valentine. Varnville. Voorhees. Walterboro. Wappoo. Warrens. Tennessee.- Alton Park. Apis on. Black Fox. Blue Springs. Boyce. Chattanooga. Chickamauga. Citico. Conasauga. Cravens. Stations as follows: Marble Switch. Ocoec. East Chattanooga. Etna Mines. Hinch. Howardville. Jersey. Kings Bridge. Ladds. Lookout. McCarty. McDonald. Oldfort. Ooletewah. Shellmovmd. Southern Exten- sion Yards. Summit. Tennga. Weekley Spur. Welch. Whipple. White Hall. Williams. Yemasse. Yenome. Yonge's Island. Youmans. Thatcher. Tucker Springs. Tyner. Vulcan. Wauhatchie. Weatherley. Wells. _ Whiteside. Whorley. Atlanta subdivision, sometimes called Carolina Territory south of the Walhalla Line, comprising stations in Georgia, North Carolina, South Carolina, as follows: Georgia. — Stations as follows : Air Line. Bowman. Dacula. Gainesville. Alto. Bowersville. Deadwyler. Gillsville. Anandale. Braselton. Decatur Water Gloster. Arcade. Brookton. Works. Goss. Armour. Buford. Deercourt. Grayson. Arnoldsville. Campton. Deerland. Gresham. Asbestos. Candler. Demorest. Habersham. Athens. Canon. Dewberry. Hard Cash. Attica, Carl. Dewy Rose. Harper. Auburn. Cauthan. Doraville. Hartwell. Autry. Center. Duluth. Hays Crossing, Avalon. Chamble. Dunlap. Heardmont. Ayersville. Clark. Dunwoody. Helen. Bairdstown. Clarksboro. Eastanollee. Hillman. Baldwin. Clarksville. Edgewood. Hills. Bedingfield. Clayton. Elberton. Hilton-Dodge. Bell. Qermont. Ethridge. Holders. Bellton. Cleveland. Evans. Hollywood. Belmont (Hall Colbert. Farmington. Hoschton. Co.). Comer. Fellowship Howells. Belt Jet. Commerce. Church. Huff. Berkeley. Cornelia. Felsen. Hull. _ Bethlehem. Crawford. Ficklin. Hutchings. Bishop. Cross Keys. Flowery Branch. Inman Park. Bogart. Currahee. Fortsonia. Jeffersoa 270 AMERICAN COMMERCE ASSOCIATION Georgia. — Stations — Concluded. Joy- Monroe. Pittman. Tiger. Kirk wood. Montreal. Pratt's Spur. Tignall. Klondike. Morgan Jet. Redstone. Toccoa. Lavonia. Morris Siding. Roswell. Tucker. Lawrenceville. Mt. Airy. Royston. Turpin. Lexington. Mulberry. Russells. Turnerville. Lilburn. Murray Hill Spur Sanitarium. Vanna. Little River. Nacoochee. Sells. Wallace's Mill. Loganville. New Holland. Sharon. Walker Park. Lula. Nicholson. Sidney. Washington. Luxomni. Norcross. Smithonia. Watkinsville. McLeroy. Norman. Sneads. Whitehall. Malloryville. North Decatur. Statham. White Sulphur. Martin. North Helen. Stephens. Wiggs. Martinez. Oakdene. Suwanee. Wiley. Mathis. Oakwood. Sweet Water. Wilsons Church. Maxeys. Oconee Heights. Tallulah Falls. Winder. Maysville. Oglesby. Tallulah Lodge. Winn's Spur. Meldean. Ottley. Tallulah Park. Winterville. Middleton. Pearl. Talmo. Woodville. Mina. Pendergrass. Thurmack. Yonah. North Carolina. — Stations as follows : Atwood. Coolvale. Loughlin. Southport. Bolivia. El Paso. Mt. Tabor. Town Creek. Brown's Spur. Emerson. Navassa. Wards. Brunswick. Goresville. Rosdand. Winnabow. Clarendon. Lanvale. South Carolina. — Stations as follows : Abbeville. Baynham. Cades Siding. Crabtree. Adams. Beard. Calhoun Falls. Creco. Aiken. Benbow. Cameron. Creston. Alcolu. Berlin. Cana. Croft. Aliens. ■Blackville. Canes Mill. Culler. Andrews. Blakely. Cannon's Crossing. Dargan Lumber Apia. Bloomville. Carolina Lumber Co. Arthur. Bonneaus. Co. Darraugh. Ashleigh. Bordeaux. Carris. Davis. Ashley Jet. Bowyer. Cayce. Dawson. Ashley Phosphate . Bradley. Centenary. Deans. Attaway. Branchville. Chaffee. Deep Creek. AynoT. Britts. Chapin. Denmark. Badham. Britton. Checkley Siding. Dietz. Balentine. Broadway. Childs. Dixiana. Bamberg. Brockinton. Clarks Hill. Dolcy. Barber. Brogden. Clearwater. Donora. Barnes. Brooks. Connor. Dorange. Barnwell. Bulls. Conway. Dorchee. Barr. Burton's Mill. Cool Springs. Dorchester. Batesburg. Bussey. Copes. Drainland. Bath. Byrd. Cordova. Dunbarton. Bayboro. Cades. Coward. Durant. TRAFFIC GEOGRAPHY 271 South Carolina. — Stations — Continued. Earle. Hester. Lowndesville. Parkhill. Edgefield. Hibernia. Ludgate. Parksville. Edmund. Hilda. McBeths. Parlers. Effingham. Hilton. McCorkle Spur. Paroda Jet. Elko. Hix. McCormick. Peerless Mines. Ellis. Holly Hill. Macedon. Pelion. Elloree. Homewood. McElveen Siding. Perry. Elsie. Hopkins. McLeod. Petigru. Embree. Howard. Madison. Pigate. Ethon. Howe. Malphus. Pine Island. Eulonia. Howells. Manchester. Pinewood. Eureka. Hudsons. Manning. Plum Branch. Eutawville. Hutto. Maxwell. Poston. Fairview. Immaculate Meads. Pregnalls. Fechtig. Mines. Melons. Privateer. Felder. Ingleside. Meriweather. Privetts. Ferguson. Inglewood. Midland Park. Prosperity. Fersners Siding. Irmo. Midway. Rains. Fifty-Eight. Iva. Millard. Rayflin. Fishburn. Jamison. Millard Jet. Raymond. Flyville. Java. Milledgeville. Read Phosphate Fogle. Jedburg. Milligan. Works. Folley Lumber Cc >. Jennings. Mills Lumber Co. Reevesville. Folleys. Johnson. Mims. Remini. Ford. Johnsonville. Mixson. Reynolds. Forreston. Johnston. Modoc. Rhett. Fort Motte. Jordan. Moncks Corner. Richland. 41 Mile Siding. Kaolin. Monetta. Ridge Spring. Four Holes. Kings Crossing. Montmorenci. Ridgeville. Fowle. Kingstree. Morrisville. Riley. Fredonia. Kingville. Morson. Robbins. Gadsden. Kirby. Mt. Carmel. Robinson. Gapway. Kneece. Mt. Holly. Roseland. Garrick. Knights, Moy. Rowesville. Gaston. Koonce. Munn. Rush. Georgetown. Ladson. Myer's Mill. St. George. Georgetown Jet. Lake City. M3^rtle Beach. St. Matthew. Gilbert. Lake View. Naval Station. St. Paul. Glenn. Lanes. Neeces. St. Stephens. Gourdins. Langley. Nesmith. Salak. Graniteville. Latimer. New Hope. Salem. Graves. Leapharts. New Zion. Sallys. Grants. Lebama. North. Salters. Grays. Lee. Oakley. Saluda. Greeleyville. Leesville. Oakwood. Samaria. Gresham. Lesesne Siding. Olanta. Sanford. Hamburg. Levi. Olin. Santee. Hamville. Lexington. One Mile Siding Santee Brick Co. Harbin. Lincolnville. (City Water Sardinia. Harby. ^ Little Mountain. Works). Sato. Harleyville. Livingstone. Orangeburg. Saxon (Water Harvin. Lone Star. Otranto. Works). Heinemans. Long Cane. Otside. Scranton. Hemingway. Loraine. Ott. Seaboard Lumber Henry. Loris. Packsville. Co. 272 AMERICAN COMMERCE ASSOCIATION South Carolina. — Stations — Concluded. Seiverru Springfield. TindaU. Wellings Mill. Seloc. Squires. Tionesta. Wells. Shelley. Starr. Toumey. West Andrews Shirer Bros. Steedman. Trenton. West End. Shuler. Stilton. Trio. Westminster. Silver. Stones. Troy. Weston. Simons. Strawberry. Truitt Lumber Co Whaley. Singleton. Styx. Two Thirty-Five White Pond. Sistrunk. Sulton. Mile Post. White Rock. Sixty-Six. Summerland. Vances. Williams. Slighs. Summerton. Vaucluse. Willington. Smith Spur. -Summerville. Verdery. Williston. Smithville. Summit. Wagener. Wilson's Mill. Snellings. Sumter Jet. Walker. Windsor. South Anderson. Sunnybrook. Waller. Wolfton. South Atlantic Swansea. Ward. Woodford. Oil Mill. Taft. Warrenville. Woodlawn. Southern Cross- Testo. Warsaw. Woodstock, ing. The Farms. Wateree. Yale. Sparrow. Thigpen. Watts. Spigener, Thor. Week. Montgomery Subterritory, comprising stations in Alabama, Florida, Georgia, Mississippi, as follows : Alabama. — All stations except those shown on pages 253, 266, 267 and 268 and the following points on the N. C. & St. L. Ry. : Gark. Lax. Coalton. Mercury. Deposit. Mitchell's Spur. Bass. Bell Factory Bobo. Card. Chase. Elkwood. Harvest. Florida. — Stations as follows Abe's Springs. Accord's Apiary. Alford. Alliance. Altha. Alum Bluff. Apalachicola. Apalachicola Lumber Co. A. N. R. R. Land- ing. Argyle. Armstrong's Mill. Aspalaga. Atkins. A. C. L. R. R. Landing. Auburn. Aycock. Bagdad Jet. Bakers. Bank's Lower. Barkley's. Barrineau Park. Earth. Battle Bend. Bay City. Bayou Siding. Bear Head. Betts. Bloody Bluff. Blounstown. Bluff Springs. Bohemia. Bonifay. Braxton's. New Market. Brent. Brick Yard. Brick Yard Island Brigman. Bristol Lower. Bristol Upper. Bryant's. Buckeye. Buck Horn. Burgess Creek. Butlers. Calhoun. Cairo Camp. Campbelltown. Campton. Cantonment. Caraway's. Caraway's Lower. Normal. Plevna. Ready. Toney. Carr's. Carter's. Caryville. Cedar Bluff. Centur)^ Chattahoochee. Chipley. Chipola. Chipola Cut Off. Claro}^ Cochran's. Cocoanut Bluff. Coe's. Compass Lake. Coon. Coopers Point. Corn Bluff. Cottage Hill. TRAFFIC GEOGRAPHY 273 Florida. — Stations — Continued. Cotton BIufT. Cotton Bluff Lower. Cottondale. Cox. Crestview. Criglar. Curtis. Cutoff Camp. Cypress. Cypress Creek. Dalkeith. Danzing. Darling Slide. Dawson's. Deerland. De Funiak Springs. Degrees. Dehu. Dick's Point. Dixons. Dolores. Doris. Douglass. Drer's Camp. Dunwoody's. Durham. Earnestville. East Lake Grove, Eleanor. Escanbia. Estes Camp. Estiffanulga Upper. Esto. Everett. Ferrells. Fields. Flint. Flowers Still. Floyd's Camp. Fort Gadsden. Forristers. Fouler's Camp. Fountain. Fox Hughs. Franklin. Frozen Bluff. Galliver. Gait City. Garden City. Gaskin's Siding, Gehu. G. F. & A. Ry. Landing. Glass. Glinds. Godwin's. Gonzales. Gothic. Goulding. Graceville. Gradan. Grahams. Grand Ridge. Greenhead. Griffin. Gull Point. Gunn's. Hale's Barge. Halfcox Camp. Hally's. Hardee's. Hardwood. Hare's Camp. Harold. Hart. Hawley's. Haywood's. Hickory. Hoffman's Camp. Holts. Hoodless. Howards Cane Mill. Howells, Hugh's. Inwood. lola. Isbell's Apiary. Jacobs. Jarl. Johnson's Camp. Jack Wood's. Kennedy Creek. Kentucky. Lake Grove. Lake Merial. Lakewood. Lamberts Camp. Lampkin's Camp. Lanier's Apiary. Lanier's Apiary, Lower. Langfords. L. &N.R.R. Landing. Laurel Hill, Laxley's Mills. Leonards Siding. Lewis Wood Yard. Liddon's. Lockey's Camp. Long Pine. Look & Tremble Sholes. Louisa. Loxey's Mills. Lulaton. McDavid. McKimmonville. Macon. Magnolia. Majette. Malone. Marchant's. Marchant's Camp. Marianna. M. B. Ry. Landing. Mary's. Mignon. Mill Bayou. Mill City. Milligan. Millville Jet. Milton. MolinO'. Mory's. Mossy Head. Mt. Chipola. Mulat. Muscogee. Muscogee Bluff. Musquito. Naiad's Landing. Natgoona. Neal's. Needles Eye Camp. Niles. Nixon. Noma. Nulsen. Oakdale. Ocheswe. Odena. O. K. Landing. Old Blountstown. Old Woman's Bluff. Olive. Owl Creek. Owens. Oxton. Pace Jet. Panama City. Paramore's. Parish Camp. Patrick's. Paxton. Pease's. Penhook Point. Pensacola. Peri. Pine Barren. Pine Forrest. Pineway. Piney Grove. Ponce de Leon. Port St. Joe. Planter's. Point Coloway. Pole Bluff. Porter's. Port Jackson. Pr ingle. Queen City. Quintette. Raines. Ramsey's. Ramsey's Camp, Randlett's. Rankins Camp. Red Bull Bluff. Riscoe's Bluff. Riverside. Roast Year. Robertson. Robinson's Camp. Rock Bluff. Rock Creek. Rock Island Point Kemp's. Roky. Round Lake. Russell's. St. Marks Camp, S. A. L. Ry. Sampsons. Saunders. Sawlor. Scott's Ferry. Sharpstown. Shepherds Cane Mill. Shingle. Shuler's. Shulman. 274 AMERICAN COMMERCE ASSOCIATION Florida- — Stations — Concluded. Silver I^ke. Sweetwater. Visschere. White River Simla. Tenile, Walmor. Camp. Simsville. Tennille's. Washington. W^TlIllnm. Sink Creek, Tervin. Watson's. Yabbo. Slougb. Thos. Whitehead. \\'au5au. Yetti. Sneads. There Brothers. Wayside. Yniestra. Southport Tilton. Weichtoa Yon's L'pper. Stanfill's. U. S. T-anding. West Owl Creek. Yon's Lower. Sted Bridge: UnjL West Pensacola, Yorick. Steel City. Union City. WestA-ille. Youngstown. Sugar Mill, Valdin. West W\T)ton. Zorid. Snmmerville . Valle. White Oak. Svea. Vicksburg. Georgia. — Stations as follows • • AaPTi's. Florence. Humphries. Roanoke. .\Uen-5. Floumoys. Indian Mound. Rood's. ,\nglin's. Fontaines, Upper. Jefferson's. Rooney's. Bartow. Fontaine's, Lower. Jemigan's Lower. Scherline's. Bermuda. Fort Gaines. Johnson's. S. A. L. Ry. BenVs, Freeman's. King Rocks. Landing. Bluffton. Fry's. Kings. Shackelford's. Boland's. Gaul ding's. Koonce. Sheffield. Bradle5''s Lower. Gibson's. T .aw sons. Shepherd's. Bradley's Upper. Gilbert's. Loke\''s. Sherlings. BranncHis. GiUis. Mand>-\-iIle. Shoemake's. Catchens. Georgetown. Midland King. Smart's. C. of Ga. Ry. Grier's. Millport. Sou. Ry. Landing. I.anding. Grimsley's. Motts, Boykins. Speight's. Chimney BluflF. Gunn's. Myricks. Starke's Qay. Cody's. G. Y. Banks. Nav^- Yard. Steam INIiU. Cdomokee. Halls. Lower. Orange Point. Stewart's. CcJmnbus. Halls, Upper. Para da. Tillmans. Cnnningham, Hays-^-ille, Paulk's. Trawick's. Dickenson's. Hardens. Peacocks. Tunnage's. Dickersons. Hare's. Porter's Ferry. Turner's. Donaldson's. Harv-ey^s. Powell's. Tumipseed's. Dr. Burnetts. Hawks. Rambo's. Wash's. East Bank. Hobb's. Rankin's. Wm. Burnett's. Fairchilds. Homes. Rawls. Womack's. Farmers, HoTi-ard's. Rick's. Woolfolks. Fitzgerald's D. B Mississippi. — Stations as follows: Aberdeen Jet Bumsville. Glens. Junction Gty. Acker. Burnt Cut Golden. Kewaunee. Amory. Cauhom. Gravel Siding. Leedy. Arklet Chancellor. Greenwood Log Spur. Becker. Coke, Springs. McCrary. Belmont CrandalL Hoi cut. Neil. Bigbee. Davis. Houston's Mill. Xettleton. Black Creek- Dennis. Indian Mound. New Hope. Brewer. Gatman. luka. Oldham. TR.\FFIC GEOGRAPHY 275 Mississippi. Paden. Pigford. Pine Ridge. Plantersville. Stations — Concluded. Quincy. Steens. Toomsuba, Russel. Strickland. Walker. Shiloh. Theadville. Wilcox. Smith's Spur. Tishomingo. Wise's Gap. Sec. 11. ATLANTA SUBTERRITORY. The Atlanta Subterritor}- is a part of the Southeastern Territory lying east of the Montgomerj^ Subterritor}- and includes points in Florida, Georgia, Alabama, South Carolina and Tennessee. It is fully described preceding under the Southeastern Territory. This is a rate-adjustment territory-, and the committee con- trolling it publishes tariffs through E. H. Hinton, Agent. Map No. 24, following page 246, shows this territor\- in a general way. Sec. 12. MONTGOMERY SUBTERRITORY. This territor}- is one of the divisions of the Southeastern Territor}', included in the boundan,- line running from Deca- tur, Ala., via the Louisville & Nashville Railroad to Birming- ham, Ala.; thence continuing along the Central Railroad of Georgia to Columbus, Ga. ; thence along the east bank of the Chattahoochee and the Apalachicola rivers to the Gulf of Mexico. The points in Montgomen,^ Subterriton,- are defined above under the Southeastern Territon,- and a full description will be found in ^Morris' Territorial Tariff No. 3 Series. Map No. 24 shows this territory in a general way. Sec. 13. SOUTHEASTERN BASING POINTS. There are a number of points in the Southeastern Territor}-- known as the Southeastern basing points, and are as follows : Albany, Ga. Americus, Ga. Andalusia. Ala. Arlington, Ga. Athens. Ga. Atlanta, Ga. Augusta, Ga. Bainbridge, Ga. Birmingham. Ala. Brunsw-ick. Ga. CedartowTi. Ga. Chattanooga.Tenn. Hawkinsville. Ga. Perry, Ga. Columbus. Ga. Cordele. Ga. Dawson. Ga. Dothan. Ala. Dublin, Ga. Ensley, Ala. Florence, Ala. Fitzgerald, Ga. Gadsden, Ala. Gainesville, Ga, Jacksonville, Fla. Rome, Ga. Live Oak, Fla. Savannah, Ga. ^lacon, Ga. Sparks, Ga. Milledge%-ille. Ga. Sylacauga, Ala. Montgomery-, Ala. Tallahassee, Fla. Morristo\\Ti, Tenn. Thomasville, Ga. Moultrie, Ga. Tifton. Ga. Opelika, Ala. Valdosta. Ga. Palatka. Fla. Waycross, Ga. Pensacola, Fla. 276 AMERICAN COMMERCE ASSOCIATION A list of these points is published in Washburn's Terri- torial Directory. Sec. 14. BASING POINTS IN CAROLINA TERRITORY. The following is a list of the basing points in Carolina Territory as published in Washburn's Territorial Directory : Abbeville, S. C. Aberdeen, N. C Acme, N. C. Ahoskie, N. C. Albermarle, N. C. Alberta, Va. Alma, N. C. Altavista, Va. Anderson, S. C. Apex, N. C. Asheboro, N. C. Athens, Tenn. Belton, S. C. Bennettsville, S. C Bishopville, S. C. Black Mountain Jet., N. C. Bluff City, Tenn. Bonsai, N. C. Bostic, N. C. Bristol, Tenn. Brookneal, Va. Bulls Gap. Tenn. Camden, S. C. Camden Crossing, S. C. Camden Jet., S. C. Cameron, N. C. Caraleigh, N. C. Carlisle, S. C. Carthage, N. C. Cary, N. C. Catawba, S. C. Catawba Jet., S. C. Charlotte, N. C. Cheddar, S. C. Cher aw, S. C. Chester, S. C. Clinton, S. C. Clio, S. C. Colon, N. C. Columbia, S. C. Conover, N. C. Cranberry, N. C. Cumnock, N. C. Danville, Va. Darlington, S. C. Denniston, Va. Dillon, S. C. Donalds, S. C. Dover, N. C. Dunn, N. C. Durham. N. C. Easley, S. C. East Durham, N.C. Elizabethton, Tenn. Emporia, Va. Farmville, N. C. Fayetteville, N. C. Florence, S. C. Forest City, N. C. Fort Lawn, S. C. Franklin, Va. Gary, N. C. Gastonia. N. C. Ghio, N. C. Gibson, N. C. Glenwood, N. C. Golden Grove, S.C. Goldsboro, N. C. Gray, Va. Greenville, N. C. Greenwood, S. C. Gulf, N. C. Gumberry, N. C. Hallison, N. C. Hamlet, N. C. Hartsville, S. C. Henderson, N, C. Henrietta, N. C. Hickorv, N. C. High Rock, N. C. Hodges, S. C. Honea Path, S. C. Hope Mills, N. C. Jarratt, Va. Johnson City, Tenn. Jonesboro, N. C. Kelford, N. C. Kingston, N. C. Knoxville, Tenn. Koehler, Va. Kollocks, S. C. LaCrosse, Va. Lancaster, S. C. Lattimore, N. C. Laurens, S. C. Lewarae, N. C. Lexington, N. C. Lincolnton. N. C. Lowell, N. C. Lumberton, N. C. McBee. S. C. McColI, S. C. McMillan, N. C. Madison, N. C. Marion, N. C. Marion, S. C. Martinsville, Va. Maryville, Tenn. Maxton, N. C. Meherrin, Va. Method, N. C. Mooresboro, N. C. Mt. Airy, N. C. Mount Holly, N. C. Mullins, S. C. Murphy, N. C. Navassa, N. C. Newbern, N. C. Newberry, S. C. Newport, Tenn. Newton, N. C. Norwood, N. C. Oalcvale, S. C. Oxford, N. C. Paw Creek, N. C. Pelzer, S. C. Pembroke, N. C. Piedmont, S. C. Plymouth, N. C. Pride, S. C. Proctorville, N. C. Prosperity, S. C. Raleigh, N. C. Rockingham, N. C. Rocky Mount, Va. Rowland, N. C. Rutherfordton, N.C. Sanford, N. C. Selma, N. C. Seneca, S. C. Shelby, N. C. Shouls Jet., S. C. Smithboro, S. C. South Boston, Va. South Winston Salem, N. C. Spartanburg, S. C. Stokesland, Va. Sumter, S. C. Tarboro, N. C. Thermal City, N.C. Thomasville, N. C. Unicoi, Tenn. Unicoi Jet., Tenn. Union, S. C. Varina, N. C. Vestal, Tenn. Wadesboro, N. C. Walland, Tenn. Walnut Cove, N. C. Warren Plains, N.C. Washington, N. C. Weldon, N. C. Whitney, N. C. Williamston, S. C. Wilmington, N. C. Wilson, N. C. Winston Salem, N.C. Yorkville, S. C, TRAFFIC GEOGRAPHY 277 Sec. 15. VIRGINIA CITIES. There are certain basing points in Virginia known as Vir- ginia cities. These points are as follows : Alexandria, Va. Farmville, Va. Newport News, Salem, Va. Basic, Va. Fort Monroe, Va. Va. Smithfield, Va. Berkley, Va. Glasgow, Va. Norfolk, Va. South Glasgow, Buchanan, Va. Gordonsville, Va. Orange, Va. Va. Buena Vista, Va. Hampton, Va. Petersburg, Va. Staunton, Va. Burkville, Va. Kilby, Va. Phoebus, Va. Suffolk, Va. Charlottesville, Lynchburg, Va. Pinners Point, Va. Waverly, Va. Va. Lexington, Va. Portsmouth, Va. Waynesboro, Va. Clifton Forge, Va. Manchester, Va. Richmond, Va. West Point, Va. Doswell, Va. Roanoke, Va. Sec. 16. VIRGINIA LINES TARIFF BUREAU TERRI- TORY. Virginia Lines Tariff Bureau is a voluntary organization, and is not incorporated. The purpose of this bureau is to furnish a convenient medium for the issuance of freight tariffs, in which three or more of its members might be interested. One of its special purposes is to issue agency tariffs in place of individual tariffs, by the carriers, that had priorly been issued from eastern port cities, interior eastern and New En- gland points via Virginia port and via all-rail gateways to southern points, and also to issue north-bound tariffs from Carolina territory and such other tariffs as might be deemed expedient from time to time. J. J. Cottrell is chairman. Offices at Richmond, Va. Sec. 17. VIRGINIA FREIGHT ASSOCIATION TERRI- TORY. The object of this association is the consideration by its members of Intrastate rate questions, in which all the lines are involved. There are no agreements between the members, nor is any member obligated to maintain any condition which some of the other members may feel necessary to maintain ; in other words, the association is mutually beneficial without in any way being in restraint of trade as understood by the law. The association issues no tariffs or publications of any character. It is a body organized for the main purpose of hold- 278 AMERICAN COMMERCE ASSOCIATION ing occasional meetings and discussing questions of mutual interest that can be better handled in such manner than by- correspondence. It is composed of the lines that serve the State of Virginia. Mr. E. D. Hotchkiss, president; Mr. J. C. Bailey, secretary and treasurer. Sec. 18. SOUTHERN WEIGHING AND INSPECTION BUREAU TERRITORY. This territory covers all points east of the Mississippi river, south of the Ohio and Potomac rivers, and there are also included in the membership certain coastwise water lines operating from Boston, Providence, New York, Philadelphia and Baltimore to Virginia and South Atlantic ports. There are eleven district managers with offices as noted below : F. E. Bozeman, 927 Grant building, Atlanta, Ga. J. A. Bradburg, 201 Wool Exchange building. New York, N. Y. J. E. Bush, 814 Woodward building, Birmingham, Ala. L. F. Hanks, 309 Neave building, Cincinnati, Ohio. L. P. Jones, 413 Loan and Exchange building, Columbus, S. C. B. E. Leanard, 409 Consolidated building, Jacksonville, Fla. J. G. Markey, 1023 Mutual building, Richmond, Va. J. G. Norman, 1105 James building, Chattanooga, Tenn. A. W. Pitner, 800 Stahlman building, Nashville, Tenn. J. J. Prendergast, 704 Hibernia Bank building, New Or- leans, La. H, A. Russell, 403 Commercial National Bank building, Charlotte, N. C. Sec. 19. SOUTHERN FREIGHT ASSOCIATION TERRI- TORY. The Southern Freight Association consists of six railroads and two transfer companies — the Illinois Central Railroad, Louisville & Nashville Railroad, Mobile & Ohio Railroad, Southern Railway, St. Louis, Iron Mountain & Southern Rail- TRAFFIC GEOGRAPHY 279 way, St. Louis & San Francisco Railroad, St. Louis Transfer Company and the Columbia Transfer Company. The jurisdiction covers traffic from St. Louis to Memphis, New Orleans, Mobile and other Mississippi river points and Gulf ports related thereto; also from St. Louis to Ohio river crossings on traffic destined to Southeastern and Carolina territories. A. D. Hall, chairman, St. Louis, Mo., is the only officer of the association. I CHAPTER XIII. Miscellaneous Rate Construction Points Sec. 1. Ports of Export and Import in United States and Possessions. Sec. 2. Gulf Foreign Freight Committee Ports. Sec 3. Panama Canal Rate Points. Sec. 4. Tidewater Ports. (1) Atlantic Coast Ports. (2) United States Pacific Coast Ports. (3) Canadian Ports. (a) Canadian Atlantic Coast Ports. (b) Canadian Pacific Coast Ports. (4) Mexican Ports. (281) CHAPTER XIII. Miscellaneous Rate Construction Points Sec. 1. PORTS OF EXPORT AND IMPORT IN UNITED STATES AND POSSESSIONS. There are a number of points in the United States and possessions to and from which goods are transported by water, some of which have bonded warehouses, as follows : (1) Ports to which merchandise may be transported without appraisement under the act of June 10, 1880. Albany, N. Y. Astoria, Ore. Atlanta, Ga. Baltimore, Md. Bangor, Me. Bath, Me. Bellingham, Wash Birmingham, Ala. Boston, Mass. Bridgeport, Conn. Buffalo, N. Y. Burlington, Vt. Calais, Me. Charleston, S. C. Chattanooga, Tenn Chicago, 111. Cincinnati, Ohio. Cleveland, Ohio. Coal City, 111. _ Columbus, Ohio. Corry, Pa. Council Bluffs, Iowa. Dayton, Ohio. Denver, Colo. Des Moines, Iowa Detroit, Mich. Dubuque, Iowa. Duluth, Minn. Dunkirk, N. Y. Durango, Colo. Durham, N. C. Eagle Pass, Tex. Eastport, Me. El Paso, Tex, Enfield, Conn. Erie, Pa. Evansville, Ind. Everett, Wash. Fall River, Mass. Fernandina, Fla. Galveston, Tex. Gladstone, Mich. Gloucester, Mass. Grand Haven, Mich. Grand Rapids, Mich. Green Bay, Wis. .Greenwich, Conn, Hartford, Conn. Honolulu, Hawaii. Houston, Tex. Indianapolis, Ind. Jacksonville, Fla. Kansas City, Mo. Key West, Fla. Knoxville, Tenn. Laredo, Tex. Lincoln, Neb. Los Angeles, Cal. Louisville, Ky. Marquette, Mich. Memphis, Tenn. Middletown, Conn Milwaukee, Wis. Minneapolis, Minn Mobile, Ala. Nashville, Tenn< Newark, N. J. New Bedford, Mass. New Haven, Conn. New Orleans, La. Newport, R. I. Newport News, Va. New York, N. Y. Niagara Falls, N.Y. Nogales, Ariz. Norfolk, Va. Norwalk, Conn, Oakland, Cal. Ocala, Fla. Ogdensburg, N. Y. Omaha, Neb. Oswego, N. Y. Peoria, 111. , Petersburg, Va. Petoskey, Mich. Philadelphia, Pa. Pittsburgh, Pa. Port Arthur, Tex. Port Huron, Mich. Portland, Me. Portland, Ore. Portsmouth, N. H. Port Townsend, Wash. .Providence, R. I, Richmond, Va. Rochester, N, Y. St. Augustine, Fla. St. Joseph, Mo, St. Louis, Mo, St. Paul, Minn, Sabine Pass, Tex. Saginaw, Mich. Salt Lake City, Utah. San Antonio, Tex. San Diego, Cal. Sandusky, Ohio. San Francisco, Cal. Sault Ste. Marie, Mich. Savannah, Ga. Seattle, Wash. Sioux City, Iowa. South Manchester, Conn. Spokane, Wash. Springfield, Mass. Stamford, Conn. Superior, Wis. Syracuse, N. Y. Tacoma, Wash. Tampa, Fla. Titusville, Pa. Toledo, Ohio, Utica, N. Y. Vanceboro, Me. Washington, D. C. Wilmington, Del. Wilmington, N. C. Worcester, Mass, (283) 284 AMERICAN COMMERCE ASSOCIATION (2) List of ports at which bonded warehouses are established. Albany, N. Y. Baltimore, Md. Bangor, Me. Bath, Me. Belfast, Me. Bonner's Ferry, Idaho. Boothbay, Me. Boston, Mass. Bridgeport, Conn. Brownsville, Tex. Brunswick, Ga. Buffalo, N. Y. Burlington, Vt. Cape Vincent, N. Y Castine, Me. Chattanooga, Tenn Chicago, 111. Cincinnati, Ohio. Columbus, Ohio. Corry, Pa. Dayton, Ohio. Denver, Colo. Detroit, Mich. Duluth, Minn. Durham, N. C. Eagle Pass, Tex. Eastport, Me. El Paso, Tex. Evansville, Ind. Everett, Wash. Fall River, Mass. Fernandina, Fla. Galveston, Tex. Gladstone, Mich. Gloucester, Mass. Grand Rapids, Mich. Green Bay, Wis. Hartford, Conn. Honolulu, Hawaii. Houston, Tex. .Indianapolis, Ind. Kansas City, Mo. Key West, Fla. Laredo, Tex. Lincoln, Neb. Los Angeles, Cal. Louisville, Ky. Memphis, Tenn. Minneapolis, Minn Milwaukee, Wis. New Haven, Conn. New London, Conn. New Orleans, La. Newport News, Va. Newark, N. J. New York, N. Y. Niagara Falls, N. Y. Ogdensburg, N. Y. Omaha, Neb. Oswego, N. Y. Pensacola, Fla. Perth Amboy, N. J Petersburg, Va. Philadelphia, Pa. Pittsburgh, Pa. Plattsburg, N. Y. Port Huron, Mich. Portal, N. D. Portland, Me. Portland, Ore. Portsmouth, N H. Port Townsend, Wash. Providence, R. L Provincetown, Mass. Richmond, Va. Rochester, N. Y. St. Joseph, Mo. St. Louis, Mo. St. Michael, Alaska. St. Paul, Minn. Salem, Mass. San Diego, Cal. San Francisco, Cal. San Juan, P. R. ,Saut Ste. Marie, Mich. Savannah, Ga. Seattle, Wash. Skagway, Alaska. Spokane, Wash. Springfield, Mass. Superior, Wis. Syracuse, N. Y. Tacoma, Wash. Tampa, Fla. Toledo, Ohio. Utica, N. Y. Wilmington, Del. Wilmington, N. C. (3) List of ports where no bonded warehouse is established, but where customhouse premises are used for storage of bonded merchandise. Aguadilla, P. R. Arecibo, P. R. Arroyo, P. R. Charleston, S. C. Cleveland, Ohio. Fajardo, P. R. Humacao, P. R. Jacksonville, Fla. Marquette, Mich. Mayaguez, P. R. Nashville, Tenn. Norfolk, Va. Peoria, 111. Ponce, P. R. Sandusky, Ohio. Washington, D. C. (Georgetown). Worcester, Mass. Sec. 2. GULF FOREIGN FREIGHT COMMITTEE PORTS. The following are the Gulf Foreign Freight Committee Ports under the jurisdiction of the Gulf Foreign Freight Com- mittee, E. B. Boyd, Agent, offices at Chicago. Algers, La. Gulf Port, Miss. Bomar, Tex. Key West, Fla. Corpus Christi, Mobile, Ala. Tex. New Orleans, La. Galveston, Tex. Pensacola, Fla. Port Arthur, Tex. Texas City, Tex. Port Bolivar, Tex. Veltin, La. Port Chalmette, Westwego, La. La. TRAFFIC GEOGRAPHY 285 Sec. 3. PANAMA CANAL RATE POINTS. The Panama Canal Rate Points are points named in the tariffs applying through the Panama Canal as follows : Balboa. Colon. Panama City. Sec. 4. TIDEWATER PORTS. (1) Atlantic Coast Ports. The following are the principal Atlantic coast ports in the United States: Baltimore, Md. East Boston, Mass. New York, N. Y. Portsmouth, Va. Boston, Mass. Jacksonville, Fla. Norfolk, Va. Providence, R. I. Brookl)-n, N. Y. Jersey City, N. J. Philadelphia, Pa. Savannah, Ga. Brunswick, Ga. Newport News, Portland, Me. Wilmington, N. C. Charleston, S. C. Va. Port Royal, S. C. (2) Pacific Coast Ports. The Pacific Coast Ports are as follows : Albina, Ore. Oakland, Cal. San Diego, Cal. Seattle, Wash. East Portland, Ore.Redondo Beach, San Francisco, Cal.Tacoma, Wash. East San Pedro, Cal. San Pedro, Cal. Cal. (3) Canadian Ports. The Canadian Ports are divided into the Atlantic Coast and Pacific Coast Ports, and are as follows : (A) Canadian Atlantic Coast Ports. Halifax, N.S. Point Levi, P. Q. St. John, N. B. West St. John, Montreal, P. Q. Quebec, P. Q. Sydney, N. S. N. B. (B) Canadian Pacific Coast Ports. Prince Rupert, Vancouver, B. C. Victoria, B. C. B.C. (4) Mexican Ports. Guaymas. Mazatlan. San Bias. Topolobampo. Hermosillo. Progresso. Santa Cruz. Vera Cruz. Manzanillo. Puerto Mexico. Tampico. CHAPTER XIV. Glossary of Terms: also Agencies Publishing Tariffs and a Directory of State Com- missions and Associations Sec. 1. Definition of Terms. Sec. 2. Chiefs of Railroad Tariff Bureau. Sec. 3. Chairman of Tariff Agencies. Sec. 4. Railroad Claim Agents. Sec. 5. The State Commissions. Sec. 6. The Interstate Commerce Commission. Sec. 7. Canadicin Railway Commission. (287) CHAPTER XIV. Agencies Publishing Tariffs and a Directory of State Commissions and Associations Sec. 1. DEFINITION OF TERMS. There are terms and expressions used in traffic work which are of and particularly distinctive of transportation, and were adopted into, or became part of, the language of transpor- tation through custom or peculiar significance. It has been deemed best to define such terms and expressions as they come up in the text rather than undertake to publish them in the form of a glossary or lexicon of phrases. The place to define a term in order to give it its proper meaning is where it is used in the subject-matter. Sec. 2. CHIEFS OF RAILROAD TARIFF BUREAU. The names of the Chiefs of Tariff Bureau, where the car- rier has such an officer, may be ascertained by reference to the list of officers, of the particular line, as published in the cur- rent Official Railway Guide (National Railway Publication Company, 75 Church street, New York, N. Y.). Sec. 3. CHAIRMEN OR AGENTS OF FREIGHT ASSO- CIATIONS OF TRAFFIC BUREAUS. The names of the Chairman or Agent of the freight asso- ciations or traffic bureaus may be ascertained by reference to the Official Railway Guide, Quarterly Supplement, issued January, April, July and October. Sec. 4. RAILROAD FREIGHT CLAIM AGENTS. The name and address of overcharge, and loss and damage claim agents to whom claim correspondence should be di- (289) 290 AMERICAN COMMERCE ASSOCIATION rected, may be ascertained by consulting the list of officers, of the various lines, as published in the current Official Rail- way Guide. Sec. 5. STATE RAILROAD COMMISSIONS. Alabama Railroad Commission. Montgomery, Ala. Clias. Henderson, President. Leon MeCord. Frank X. Julian. S. P. Kennedy, Secretary. Edgar B. Kay, Consulting Engi- neer. R. TV. Solomon, Rate Clerli. Miss LlUian B. Lipscomb, Reporter and Stenographer. Arizona Corporation Commis- sion. Phoenix, Ariz. TT. P. Geary, Chairman. A. W. Cole. F. A. Jones. Frank De Sonza, Secretary. Railroad Commission of Arkan- sas. Little Rock, Ark. W. F. McKnIght, Chairman. Geo. W. Bellamy, Commissioner. J. Sam Rowland, Commissioner. Ernest Tipton, Secretary. H. JI. Gregory, Rate Expert- Railroad Commission of the State of California. 833 Market St., San Francisco. John M. E.shleman, President. H. D. LoTeland. Alex. Gordon. Max Thelen. E. O. Edgerton. Charles R. Detrick, Secretary. H. H. Sanborn, Rate Expert. W. C. Earle, Chief Engineer. Li. R. Reynolds, Auditor. P. A. Slnsheimer, Bond Expert. Railroad Commission of Colo- rado. Denver, Colo. Aaron P. Anderson, President. Sheridan S. Kendall, Commissioner. George T. Bradley, Commissioner. John W. Flintham, Assistant Sec- retary. Connecticut Public Utilities Com- mission- Hartford, Conn. Richard T. Higglns, Chairman. Theo. B. Ford. John H. Hale. Henry F. Blllinga, Secretary. Railroad Commissioners for the State of Florida. Tallahassee, Fla. R. Hudson Burr, Chairman. N. A. Blitch. Royal C. Dunn. J. Will Yon, Secretary. F. M. Hudson, Counsel. F. P. Damon, Inspecting Engineer. J. H. Tench, Rate Expert. Railroad Commission of Georgia. Atlanta, Ga. Chas. Mnrphey Candler, Chairman. George Hillyer, Vice Chairman. Joseph F. Gray. Paul B. Trammell. James A. Perry. Campbell Wallace, Secretary. J. Prince Webster, Rate Expert. James K. Hines, Special Attorney. Idaho Public Utilities Commis- sion. Boise, Idaho. J. A. BlomquLst, President. Axel P. Ram-stedt. Judge D. W. Standrod. E. G. Gallet, Secretary Public Utilities Commission of Illinois. Springfield, HI. James E. Qnan, Chairman. O. P. Thompson. Richard Yates. Frank H. Funk. W alter A. Shaw. William Kilpatriok, Secretary. Chas. J. Smith, Assistant Secretary. Frank G. Ewald, Consulting Engi- neer. Thos. Ii. Wolf, Rate Clerk. Public Service Commission of Indiana. Indianapolis, Ind. Thomas C. Duncan, Chairman. John F. McClnre, Frank E. Payne. James L. Clark. Charles J. Murphy. J. L. Reiley, Secretary. Charles G. Stewart, Clerk. M. T. Brady, Tariff Clerk. H. O. Garman, Engineer. TRAFFIC GEOGRAPHY 291 Sec. 5. State Railroad Commissions — Continued. Iowa Board of Railroad Commis- sioners. Des Moines, Iowa. Clifford Tliorue, Chairman. D. J. Palmer. N. S. Ketchum. George L. McCanghan, Secretary. W. H. Henry, Clerk. A. D. Beals, Rate Clerk. J. H. Henderson, Commerce Coun- sel. Dwight N. Le^vi^, Assistant Com- merce Counsel. Kansas Public Utilities Commis- sion. Topeka, Kan. C. F. Foley, Chairman. James A. Cable. John 31. Klnkel. W'. P. Feder, Secretary. J. H. Close, Asst. Secretary. T. J. Strickler, Engineer. A. E. Helm, Rate Clerk. W. L. Monson, Asst. Rate Clerk. Geo. H. Fleishman, Asst. Rate Clerk. W. G. Grice, Reporter. Kentucky Railroad Commission. Frankfort, Ky. Li. B. Finn, Chairman. Wm. F. Klair. H. G. Garrett. W. J. J. Preuss, Rate Clerk. R. Tobin, Secretary. Railroad Commission of Louisi- ana. Baton Rouge, La. Shelby Taylor, Chairman. Henry B. Schrelber. Bark A. Bridges. Henry Jastremskl, Secretary. W. 31. Barrow, Counsel. Railroad Commission of Maine. Augusta, Me. Elmer P. Spoflord, Chairman. Frank Kelzer. John A. Jones. Geo. F. Giddings, Clerk. Elmer E. Parkman, Asst. Clerk. Maryland Public Service Com- mission. Builders' Exchange Building, Balti- more, Md. N. E. Corner Charles and Lexing- ton Streets. Philip D. Laird, Chairman. Albert G. Towers. E. Clay Timanus. Benjamin T. Fendall, Secretary. Wm. C. Bruce, Gen'l Counsel. Osborne I. Yellott, Assistant Gen'l Counsel. Chas. E. Phelps, Jr., Chief Engr. Massachusetts Public Service Commission. Frederick J. 3IacLeod, Chairman. George W". Anderson. Everett E. Stone. Clinton A\'hite. George W". Bishop. Andrew A. Highlands, Secretary. Charles E. Mann, Executive Secre- tary. Allan BrookB, Assistant Secretary. Lewis E. 31oore, Bridge and Signal Engineer. Massachusetts — Board of Gas and Electric Light Commis- sioners. 15 Ashburton Place, Boston. Forrest E. Barker, Chairman. Slorris Schafl. Alonzo R. Weed. Robert G. Tobey, Chief Clerk. Michigan Railroad Commission. Lansing, Mich. Law^on T. Hemans, Chairman. Cassins L. Glasgow. James Seolly. Willard >'. Sweeney, Secretary. James Bice, Inspecting Engineer. R. R. Darwin, Chief Rate Inspector. Minnesota Railroad and Ware- house Commissioners. St. Paul, Minn. Ira B. Mills, Chairman. Chas. F. Staples. Chas. E. Elmqnlst. A. C. Clansen, Secretary. Thomas Yapp, Assistant Secretary. A. L. Flynn, Rate Clerk. D. F. Jnrgensen, Engineer, Lyndon A. Smith, Counsel. Mississippi Railroad Commission. Jackson, Miss. F. 31. Sheppard, President. George R. Edwards. W. B. Wilson. James Galceran, Secretary. Missouri Public Service Commis- sion. Jefferson City, Mo. John 31. Atkinson, Chairman. Wm. F. Woemer. John Kennish. Howard B. Shaw. Frank A. Wightman. Edwin J. Bean, Counsel. T. 31. Bradbury, Secretary. C. B. Bee, Rate Expert. 292 AMERICAN COMMERCE ASSOCIATION Sec. 5. State Railroad Commissions — Continued. Railroad Commission of Mon- tana. Helena, Mont. D. Boyle, Chairman. E. A. Morley. J. H. Hall. R. F. McLiaren, Secretary. W. J. Uaynes, Rate Clerk. Nebraska State Railway Com- mission. Capitol Building, Lincoln, Neb. H. T. Clarke, Jr., Chairman. Thomas L<. Hall. H. G. Taylor. A. B. Allen, Secretary. U. G. Powell, Rate Clerk. C. H. Gerber, Engineer. li. E. Wettlin^, Accountant. Nevada Public Service Commis- sion. Carson City, Nev. H. P. Bartlne, Chairman. J. F. Shaughnessy. W. H. Simmons. E. H. Walker, Secretary. W. K. Freudenberger, Chief Engi- neer. New Hampshire Public Service Commission. Concord, N. H. Edward C. Nlles, Chairman. John E. Benton, Clerk. Thomas W. D. Worthen. W. H. Timm, Assistant Clerk. John W. Storrs, Chief Inspector. Board of Public Utility Commis- sioners for the State of New Jersey. Trenton, N. J. Ralph W. E. Donees, President. Thomas J. Hillery. Winthrop More Daniels. Alfred N. Barber, Secretary. Frank H. Sommer, Counsel. State Corporation Commission of New Mexico. Santa Fe, N. M. M. S. Groves, Chairman. Hugh H. Williams. O. li. Owen. Edwin F, Coard, Clerk. B. P. Seggerson, Rate Expert. Thos. J. Sanford, Corporation Clerk. New York. New York Public Service Com- missions. First District — (Greater New York.) New York, N. T. Edward E. McCall, Chairman. Mllo R. Maltbie. John E. Eustls. J. Sergeant Cram. George V. S. W^illiams. Geo. S. Coleman, Counsel. Travis H. Whitney, Secretary. James B. W^alker, Assistant Secre- tary. Alfred Craven, Chief Engineer. Second District — (All of the State Outside Greater Ne-w York). Albany, N. Y. Martin S. Decker, Chairman. James E. Sague. Devoe P. Hodson. Curtis N. Douglas. Frank H. Mott, Secretary. Francis X. Disney, Asst. Secretary. LiCdyard P. Hale, Counsel. W. E. Griggs, Chief of TarifE Bu- reau. North Carolina Corporation Commission. Raleigh, N. C. Ed'ward L. Travis, Chairman. William T. Lee. George P. Pell. A. J. Maxwell, Secretary. North Dakota Commissioners of Railroads. Bismarck, N. D. W. H. Stutsman, President. O. P. ]V. Anderson. W. H. Mann. Walter F. Cushlng, Secretary. Public Utilities Commission of Ohio. Offices — New First National Bank Building, Columbus, Ohio. O. H. Hughes, Chairman. Edw. W. Doty. C. C. Marshall. C. A. Radcliffe, Secretary. E. H. Hanna, Auditor and Statis- tician. D. S. Archer, Chief Clerk. O. P. Gothlin, Supt. Bureau of Rates and Service. li. G. WTiite, Electrical Expert. C. V. Critchfleld, Gas Expert. Geo. X. Cannon, Telephone Expert. J. J. Fox, Inspector Locomotive Boilers. W^m. Stroup, Inspector Couplers and Brakes. J. B. Dugan, Inspector. O. F. McJunkin, Inspector. John Hussey, Inspector. G. J. Nicholson, TarifE Expert. TRAFFIC GEOGRAPHY 293 Sec. 5. State Railroad Commissions — Continued. Corporation Commission of Oklahoma. Oklahoma City, Okla. J. E. Love, Chairman. Georgre A. Henshaw. A. P. W^atson. J. H. Hyde, Secretary. A. I. Thompson, Engineer. Railroad Commission of Oregon. Salem, Ore. Frank J. Bfiller, Chairman. Clyde B. Atchison. Thomas K. Campbell. Hylen H. Corey, Secretary. Carl Smith, Assistant Secretary. James M. Willey, Jr., Auditor. T. C. Davles, Rate Clerk. E. W. Moreland, Railroad Engineer. Richard H. Dearborn, Utilities Engineer. Public Service Commission of the Commonwealth of Pennsyl- vania. Harrisburg, Pa. Nathaniel ETving, Chairman. S. LiaRue Tone. Samuel W. Pennypacker. Emory R. Johnson. Milton J. Brecht. Charles P. Wright. Frank M. "Wallace. Archibald B. Millar, Acting Secre- tary. William N. Trinkle, Attorney. John P. Dohoney, Investigator of Accidents. George A. Wood, Marshal. Rhode Island — Public Utilities Commission. Providence. W^illiam C. Bliss, Chairman. Samuel E. Hudson. Robert F. Rodman. South Carolina Railroad Com- mission. Columbia, S. C. John G. Richards, Jr., Chairman. G. McD. Hampton. B. Li. Caughman. J. P. Darby, Secretary. South Dakota Ralroad Commis- sion. Pierre, S. D. F. C. Robinson, Chairman. J. J. Murphy, Vice-Chairman. W. G. Smith. P. W. Dougherty, Counsel. T. E. Cassill, Secretary. Tennessee Railroad Commission. Nashville, Tenn. B. A. Enloe, Chairman. H. H. Hannah. Frank Avent. Miss Willie Fields, Secretary. Railroad Commission of Texas. Austin, Tex. Allison Mayfield, Chairman. William D. AVilliams. Earle B. Mayfield. E. R. McLean, Secretary. R. D. Parker, Engineer. W. E. FitzGerald, Expert Acct. O. D. Huduall, Rate Clerk. Vermont Public Service Commis- sion. Brattleboro, Vt. Robert C. Bacon, Chairman. ^VilIiam R. AVarner. Park H. Pollard. Neil D. Clawson, Clerk. State Corporation Commission — Virginia. Richmond, Va. Robert R. Prentis, Chairman. Wm. F. Rhea. J. Richard Wingfleld. R. T. Wilson, Secretary. Public Utilities Commission of the District of Columbia. Washington, D. C. Lleut.-Col. Chester Harding, Corps of Engineers, U. S. Army, Chairman. Frederick L. Siddons. Oliver P. Newman. Captain Julian L, Schley, Corps of Engineers, U. S. Army, Execu- tive Officer. Conrad H. Syme, General Counsel. J. G. W^illiams, Statistician and Accountant. H. C. Eddy, Engineer. The Public Service Commission of Washington. Olympia, Wash. M. M. Godman, Chairman. Arthur A. Lewis. Frank R. Spinning. J. H. BroTFu, Secretary. F. S. Burroughs, Chief Engineer. O. O. Calderhead, Statistician. West Virginia Public Service Commission. Charleston, W. Va. Lee Ott, Chairman. Howard N. Ogden. Charles H. Bronson. W^ade C. Kilmer. W^. W^. Whyte, Secretary. 294 AMERICAN COMMERCE ASSOCIATION Sec. 5. State Railroad Commissions — Concluded. Railroad Commission of Wis- consin. Madison, Wis. John H. Roemer, Chairman. Halford Erickson. David HarloTce. liewls E. Gettle, Secretary. C. M. Larson, Engineer. Public Utilities Commission. Manila, P. I. Mariano Cni, Chairman. Stephen Bonsai. Clyde A. DeWitt. Manitoba Public Utilities Com- mission. "Winnipeg-, Canada. H. A. Robson, K. C, Commissioner. A. W. Smith, Secretary. New Brunswick Public Utilities Commission. St. John, New Brunswick, Canada. Geo. O. Dickson Otty, Chairman, P. O. Box 274, St. John. A. B. Connell, K. C. Felix Michaud. Fred P. Robinson, Clerk, P. O. Box 647, Fredericton. Nova Scotia Board of Commis- sioners of Public Utilities. Technical College Bldg., Halifax, N. S. John IT. Ross, K. C, Chairman. R. T. Macllreith, K. C, Vice -Chair- man. Parker R. Colpitt. Laura B. Taylor, Clerk and Secre- tary. The Ontario Railway and Munici- pal Board. Toronto, Ont. D. M. Mclntyre, K. C, Chairman. A. B. Ingram, Vice-Chairman. H. ]V. Kittson, Commissioner. H. C. Small, Secretary. Quebec Public Utilities Commis- sion. Quebec, Canada. F. W. Hibbard, K. C, President. Sir George Garnean. F. C. Laberge. M. Jos. Ahem, Secretary. Sec. 6. INTERSTATE COMMERCE COMMISSION. Washington, D. C. James S. Harlan, of Illinois, Chair- man. Fdgar E. Clark, of Iowa. Jndson C. Clements, of Georgia. H. C. Hall, of Colorado. W. M. Daniels, of New Jersey. Charles C. McChord, of Kentucky. Balthasar H. Meyer, of Wisconsin. George B. McGinty, Secretary. Alfred Holmead, Assistant Secre- tary. Lester Sissler, Chief Clerk. J. M. Jones, Chief of Bureau of Tariffs. F. W. Sweney, Chief Examiner of Accounts. W. J. Meyers, Statistician. Sec. 7. CANADIAN RAILWAY COMMISSION. Ottawa, Ontario. Hon. Henry Ij. Drayton, Chief Com- missioner. D'Arcy Scott, Assistant Chief Com- missioner. Hon. M. E. Bernier, Deputy Chief Commissioner. James 31ills, Commissioner. S. J. McLean, Commissioner. A. S. Goodeve, Commissioner. A. D. Cart^vright, Secretary. G. A. Mountain, Chief Engineer. Jas. Hardwell, Chief Traffic Officer. A. G. Blair, Law Clerk. E. A. Primeau, Assistant Secretary. A. J. IVixon, Chief Operating Officer. Clyde Leavitt, Chief Fire Insp. INDEX Pag« Agencies promoting Commerce, Common Carrier 19 Agencies publishing tariffs: Glossary of terms, Directory of State Commissions and Associations 287-294 Agents or chairmen of Freight Associations or Traffic Bureaus. 289 Agricultural Implements, Annual Production of in United States— Plate No. 2 66 Allegheny Plateau, The 55, 56 Annual Production of Principal Industries in the United States —Chart of— Plate No. 2 66 Anthracite Coal Mining Fields, Map No. 12 *78 Anthracite Coal, Value of. Products of Mines — Plate No. 6.. .. *106 Anthracite Coal, Value of, by States — Plate No. 3 *68 Appalachian Ridges, The 54, 55 Application of Classifications — Exceptions to 172 Area of the United States, Territorial Extension, etc. — General 62, 63 Area, Pacific, The 61, 62 Associations, Major Traffic — Map No. 18 148 (See Map 18 — Major Traffic Associations.) Atlantic Coastal Plain, The 53 Average Percentage of Total Shipments — Plate No. 4, viz.:.. 72 Manufactured Articles. Merchandise. Miscellaneous Products. Products of Agriculture. Products of Animals. Products of Forests. Products of Mines. Bakery Goods, Annual Production of in the United States — Plate No. 2 66 Barley, Oats, Rice and Rye, Products of Commerce 75,76 Basin Ranges 61 Beets, Sugar — Natural Resources, Distribution of — Map No. 16 *82 *Following. 297 298 AMERICAN COMMERCE ASSOCIATION Page Beginning of Commerce 11,12 Bituminous Coal Mining Fields — Map No. 12 *76 Bituminous Coal, Value of. Products of Mines— Plate No. 6.. *106 Bituminous Coal, Value of by States— Plate No. 3 *68 Boots and Shoes, Annual Production of in the United States — Plate No. 2 66 Butter and Cheese, Products of Commerce 74 Canadian Classification Territory 172 Canadian Classification Territory — Map No. 17 *168 Canadian Railway Commission 294 Carriages and Wagons, Annual Production of in the United States— Plate No. 2 66 Carriers, Common, Agencies Promoting Commerce 19 Cars, Street and Steam, Annual Production of in the United States— Plate No. 2 66 Cattle — Natural Resources — Distribution of — Map No. 16 82 Cattle on Farms — Map No. 4 *S8 Chairmen or Agents of Freight Associations or Traffic Bureaus. 289 Chapters Developing the Traffic Flow 79-105 Charges, Transportation, Effect of 115 Charges, Transportation, Nature of 32-37 Charges, Transportation, Relation of to Industry and Com- merce 23, 24 Chart of Annual Production of Principal Industries in the United States— Plate No. 2 66 Cheese and Butter, Products of Commerce 74 Chemicals, Annual Production of in the United States — Plate No. 2 66 Chiefs of Railroad Tariff Bureaus 289 Citrus Fruits, Natural Resources, Distribution of — Map 16 *82 Civilization, Wants of Man, Increase with 41 Classification and Traffic Territories, Origin of 144-148 Classification, Exceptions to the Application of 172 Classification Governing Interstate Traffic 173-175 Classification Territories, Different Factors Developing 167-169 Classification Territories, Intrastate (All States)— Map No. 19 *174 Classification Territories, The 165-175 Classification Territory, Canadian 172 Classification Territory, Canadian — Map No. 17 *168 Classification Territory, Interstate— Map No. 17 *168 Classification Territory, Mexican 172 Classification Territory, Mexican — Map No. 17 *168 ♦Following. TRAFFIC GEOGRAPHY 299 Page Classification Territory, Ofificial 169, 170 Classification Territory, Official — Map No. 17 *\68 Classification Territory, Southern 171 Classification Territory, Southern — Map No. 17 *168 Classification Territory, Southern, Rate Adjustment Terri- tories in — Map 24 246 (See Map 24 Rate Adjustment Territories in Southern Classification territory.) Classification Territory, State 173-175 Classification Territory, Western 170 Classification Territory, Western — Map No. 17 *168 Clay-Products of Mines, Value of — Plate No. 6 *106 Climate, The Most Important Factor Controlling Industry and Commerce 42, 43 Climatic and Natural Conditions as Factors in Traffic Flows.. 104, 105 Clothing, Men's, Annual Production of in the United States — Plate No. 2 66 Clothing, Women's, Annual Production of in the United States— Plate No. 2 66 Coal and Coal Products — Products of Commerce 76,77 Coal, Anthracite, Products of Mines, Value of — Plate No. 6. .. *106 Coal, Anthracite, Valuation of by States — Plate No. 3 *68 Coal, Bituminous, Products of Mines, Value of — Plate No. 6.. 106 Coal, Bituminous, Value of by States — Plate No. 3 *68 Coal Mining Fields — Map 12 76 (See Map 12 — Coal Mining Fields.) Coal, Natural Resources, Distribution of — Map 16 *82 Coastal Plain, The Atlantic 53 Coflfee and Spices, Annual Production of in the United States — Plate No. 2' 66 Columbian Plateau, The 60, 61 Colorado Plateau, The 61 Commerce, Agencies Promoting, Common Carriers 19 Commerce and Industry, Factors Controlling 39-47 Commerce and Industry, Factors Promoting 44, 45 Commerce and Industry, Movement of the various Products of 94-97 Commerce and Industry, Natural Conditions affecting 42 Commerce and Industry, Products of — Percentage shipped... 92-94 Commerce and Industry, Relation of to Railroads 90-92 Commerce and Industry, Relation of Transportation charges to 23, 24 Commerce and Industry, Relation of Transportation to 23 Commerce and Industry, Relation of Weather to 45, 46 Commerce, Beginning of , 11.12 ♦Following. 300 AMERICAN COMMERCE ASSOCIATION Pass Commerce Clause of the Constitution 15, 16 Commerce, General Meaning of 16, 17 Conunerce, Leading Products of 65-78 Commerce, Products of, Distribution of the 41, 42 Commerce, Products of. Sources of the 49-63 Commerce, Technical Meaning of 17-19 Commerce, The Nature of 9-19 Commerce, The Regulation 14, 15 Commerce to Business, Relation of 13, 14 Conmierce Centers, The Leading 86-90 Commercial, Industrial and Traffic Factors Controlling Traffic Flows 138-144 Commissions, State Railroad, also Officials of 290-294 (See State Railroad Commissions, also Officials of.) Common Carriers; Agencies Promoting Commerce 19 Comparative R. R. Freight Tonnage of Principal Countries — Plate No. 5 108 (See Plate Xo. 5 — Comparative R. R. Freight Tonnage of Principal Countries.) Competition and Monopoly, Railroad 31, 32 Composite View of the Subject Traffic — Introduction 4, 5 Conditions Affecting Transportation Service 97-104 Conditions, Climatic and Natural, as Factors in Traffic Flows. 104, 105 Conditions, Natural, Affecting Commerce and Industry 42 Construction Points and Freight Rate Territories, Origin of.. .148-153 Consumption — Production — Transportation 46, 47 Controlling Factors, Industrj- and Commerce 39—47 Copper and Other Ores, Products of Commerce 77, 78 Copper, Natural Resources of. Distribution of — Map No. 16... *82 Copper, Products of Mines, Value of — Plate No. 6 *106 Copper, Value of by States — Plate No. 3 *68 Corn, Maximimi Production of — Map No. 10 *74 Corn, Natural Resources, Distribution of — Map No. 16 *82 Com, Non-Productive Area of — Map No. 10 *74 Com or Maize, Products of Commerce 74, 75 Com, Productive Area of — Map No. 10 *74 Cotton Goods, Annual Production of in the United States — Plate No. 2 66 Cotton, Maximum Production of — Map No. 8 *84 Cotton, Natural Resources, Distribution of — Map No. 16 *82 Cotton, Non-Productive Area of — Map No. 8 *84 Cotton, Productive Area of — Map No. 8 *84 Cotton, Products of Commerce 73, 74 ^Following. TRAFFIC GEOGR-\PHY 301 Pass Cottonseed and Oil, Annual Production of in the United States —Plate No. 2 66 Cows, Dair>-, on Farms — Map No. 9 *60 Crops, Forage, Natural Resources, Distribution of — Map No. 16 *82 Cross Sectional Diagram of the United States 51, 52 Cross Section of the United States — Plate No. 1 *50 Dairy Cows on Farms — Map No. 9 *60 Dairying, Natural Resources, Distribution of — Map No. 16 *82 Dairy Products, Natural Resources, Distribution of — Map No. 16 *82 Definition of Terms 289 Development of Classification and Trafific Territories 133-163 Director^' of State Commissions and Associations, Agencies Publishing TariflFs and Glossary Terms 287-294 Discrimination, Kinds and Effect of 27-31 Discrimination, Nature of 25-27 Distribution of Natural Resources 82, 83 Distribution of Natural Resources — Map No. 16 *82 Distribution of Population 81 Distribution of the Products of Commerce 41, 42 Effects and Kinds of Discriminations 27-31 Effects of Transportation Charges 115 Eggs, Poultry, Fish, Oysters and Game, Products of Com- merce 71 Electrical Apparatus, Annual Production in the United States — Plate No. 2 66 Equipment, Railwaj-, Necessary for Freight Service 110-114 Exceptions to the Application of Classifications 172 Factors Controlling Industry and Commerce 39-47 Factors Controlling the Location of Industries 85-86 Factors Developing the Different Classincation Territories. . .167-169 Factors Developing the Traffic Flow 79-105 Factors Promoting Industry and Commerce 44, 45 Farms, Cattle on — Map No. 4 *58 Farms, Dairy Cows on — Map No. 9 *60 Freight Associations or Traffic Bureaus, Agents or Chair- men of 289 Freight Claim Agents, Railroad 289, 290 Freight Rate Territories and Rate Construction Points, Or- igin of 148-153 Freight Service, Railway Equipment Necessary 110-114 Freight Ser^-ices Required 107-131 ♦Following. 302 AMERICAN COMMERCE ASSOCIATION Freight Tonnage, Comparative Railroad, of Principal Coun- tries 108 (See Plate No. 5 — Comparative Railroad Freight Tonnage of Principal Countries.) Fish, Eggs, Poultry, Oysters and Game, Products of Commerce 71 Fisheries, Natural Resources, Distribution of — Map No. 16.... *82 Flour and Wheat, Products of Commerce 72, 73 Flour Mill Products, Annual Production of in the United States— Plate- No. 2 66 Forage, Natural Resources, Distribution of — Map No. 16 *82 Forage and Hay, Maximum Production of — Map No. 5 *56 Forage and Hay, Non-Productive Area of — Map No. 5 *S6 Forage and Hay, Productive Area of — Map No. 5 *56 Forage Crops, Natural Resources, Distribution of — Map No. 16 *82 Forage Fruit, Natural Resources, Distribution of — Map No. 16 *82 Forest Products, Manufactured Value of by States — Map No. 6 *70 Foundry Products, Annual Production of in the United States— Plate No. 2 66 Fruits, Citrus, Natural Resources, Distribution of — Map No. 16 *82 Fruit, Forage, Natural Resources, Distribution of — Map No. 16 *82 Fruits, National Resources, Distribution of — Map No. 16 *82 Furniture, Annual Production of in the United States — Plate No. 2 66 Game, Poultry, Eggs, Fish and Oysters, Products of Com- merce 71 Gas, Annual Production of in the United States — Plate No. 2.. 66 Gas, Natural and Petroleum, Value of by States — Plate No. 3.. *68 General Meaning of Commerce 16, 17 General Products of Commerce 78 General Territorial Extension of the United States, Area, etc.. 62,63 Geography, Traffic, Importance of a Knowledge of — Intro- duction 3, 4 Geography, Traffic, The Value of — Introduction 3-8 Glossary of Terms: Agencies Publishing Tariffs and Directory of State Commissions and Associations 287-294 Good Soil, Importance of 44 Goods Shipped, Nature of 109, 110 Grain, Natural Resources, Distribution of — Map No. 16 *82 Granite, Natural Resources, Distribution of — Map No. 16 *82 Granite, Trap Rock, Products of Mines — Value of — Plate No. 6 *106 Great Plains, The 59, 60 Gulf Plains, The 56, 57 ♦Following. TRAFFIC GEOGRAPHY 303 Page Gypsum, Products of Mines, Value of — Plate No. 6 *106 Hay and Forage, Maximum Production — Map No. 5 *56 Hay and Forage, Non-Productive Area — Map No. 5 *56 Hay and Forage, Productive Area of — Map No. 5 *56 Hemp, Natural Resources, Distribution of — Map No. 16 *82 Hop, Natural Resources, Distribution of — Map No. 16 *82 Horses, Natural Resources, Distribution of — Map No. 16 *82 Hosiery and Knit Goods, Annual Production of in the United States— Plate No. 2 66 Importance of a Knowledge of Traffic Geography — Introduc- tion 3, 4 Importance of Good Soil 44 Industrial, Commercial and Traffic Factors Controlling Traffic. 138-144 Industries, Factors Controlling the Location of 83-86 Industries, Principal Production of in the United States, An- nual Chart of— Plate No. 2 66 Industry and Commerce, Factors Controlling 39-47 Industry and Commerce, Factors Promoting 44, 45 Industry and Commerce, Movements of the Various Prod- ucts of 94-97 Industry and Commerce, Natural Conditions Affecting 42 Industry and Commerce, Products of. Percentage of Shipped. 92-94 Industry and Commerce, Relation of to Railroads 90-92 Industry and Commerce, Relation of Transportation to 23 Industry and Commerce, Relation of Transportation Charges to 23, 24 Industry and Commerce, Relation of Weather to 45, 46 Introduction 3-8 Iron and Steel, Annual Production of in the United States — Plate No. 2 66 Iron and Steel, Products of Commerce 68, 69 Iron Ore, Natural Resources, Distribution of — Map No. 16... *82 Iron Ore, Value of by States — Plate No. 3 *68 Iron, Products of Mines — Plate No. 6 *106 Interstate Classification Territories — Map No. 17 *168 Interstate Commerce Commission — Officials, etc 294 Intrastate Traffic, Classifications Governing 173-175 Kinds and Effects of Discriminations 27-31 Kinds of Transportation Service 114 Knit Goods and Hosiery, Annual Production of in the United States— Plate No. 2 66 Lake Plains, The 58, 59 Land, Improved, Proportion of to Total Area — Map No. 3 *62 ♦Following. 304 AMERICAN COMMERCE ASSOCIATION Paga Lead and Zinc Products of Mines, Value of — Plate No. 6 *106 Lead or Zinc, Value of by States — Plate No. 3 *68 Leading Commercial Centers, The 86-90 Leading Minerals, Value of by States — Plate No. 3 *68 Leading Products of Commerce, The 65-78 Lead, Natural Resources, Distribution of — Map No. 16 *82 Leather, Tanning, Annual Production of in the United States — Plate No. 2 66 Lignite and Sub-Bituminous Coal Mining Fields — Map No. 12. *76 Limestone, Products of Mines, Value of — Plate No. 6 *106 Limestone, Value of by States — Plate No. 3 *68 Liquor, Malt, Annual Production of in the United States — Plate No. 2 66 Liquors, Distilled, Annual Production of in the United States — Plate No. 2 66 Location of Industries, Factors Controlling 83-86 Lumber and Timber, Annual Production of in the United States— Plate No. 2 66 Lumber and Lumber Products, Products of Commerce 71,72 Maize or Corn, Products of Commerce 74, 75 Major Traffic Associations 148 (See Map 18 — Major Traffic Associations.) Manufactured Forest Products, Value of by States — Map No. 6 *70 Manufactured Products, Average Percentage of Total Ship- ments—Plate No. 4 93 Manufacturing Products, Value of by States — Map No. 13 *78 Map No. 1 — Mean Annual Precipitation in the United States.. *42 Map No. 2 — Physiographic Regions of the United States *52 Map No. 3 — Proportion of Improved Land to Total Area *62 Map No. 4 — All Cattle on Farms ♦SB Map No. 5 — Hay and Forage — Maximum Production, Pro- ductive and Non-Productive Areas *56 Map No. 6 — Value of Manufactured Forest Products by States *70 Map No. 7 — Maximum Production, Productive and Non-Pro- ductive Areas *72 Map No. 8 — Maximum Production, Productive and Non-Pro- ductive Areas *72 Map No. 9 — Dairy Covins on Farms *60 Map No. 10 — Corn — Maximum Production, Productive and Non-Productive Areas *74 Map No. 11 — Oats — Maximum Production, Productive and Non-Productive Areas *74 Map No. 12— Coal Mining Fields *76 *Following, TRAFFIC GEOGRAPHY 305 Page Map No. 13 — Value of Products of Manufacturing by States.. *78 Map No. 14 — Value of Products of Mines and Quarries *!! Map No. 15 — Population of United States per square mile by States *80 Map No. 16 — Natural Resources — Distribution of *82 Map No. 17 — Classification Territories — Interstate *168 Map No. 18 — Major Traffic Associations, viz *148 Associated Railways of the Virginias and Carolinas Ter- ritory. Canadian Freight Association Territory. Central Freight Association Territory. New England Freight Association Territory. Southeastern Freight Association Territory. Southeastern Mississippi Valley Association Territory. Southwestern Tariff Committee Territory. Trans-Continental Freight Bureau Territory. Trans-Missouri Freight Bureau Territory. Trunk Line Association Territory. Western Trunk Line Committee Territory. Map No. 19 — Classification Territories — Intrastate *17-! (All states in United States.) Map No. 20 — Traffic Flows as explained on Pages 136 and 137 *136 Map No. 21 — Minor Freight Associations, viz *158 Colorado Freight Bureau Territory. Colorado-Utah Freight Bureau Territory. Illinois Freight Committee Territory. Local Utah Freight Committee Territory. Michigan Freight Committee Territory. Middle States Freight Association Territory. Mississippi Valley Freight Association Territory. Pacific Coast Freight Bureau Territory. Map No. 22 — Territorial Groups in Trans-Continental Freight Bureau Tariffs *224 Map No. 23 — Territorial Groups and Texas Common Points Territory in Southwestern Tariff Committee Tariffs *226 Map No. 24 — Rate Adjustment Territories in Southern Clas- sification Territory, viz *246 Atlanta Sub-Territory. Carolina Territory South of Walhalla Line. Green Line Territory. Mississippi Valley Territory. Montgomery Sub-Territory. Map No. 25 — Trans-Mississippi and Northwestern Territories. *218 ♦Following. 306 AMERICAN COMMERCE ASSOCIATION Page Marble, Natural Resources, Distribution of — Map No. 16 ♦SZ Marble, Products of Mines, Value of — Plate No. 6 *106 Ma!rkets and Traffic Flows 135-137 Maximum Production of Corn — Map No. 10 *74 Maximum Production of Cotton — Map No. 8 *84 Maximum Production of Forage and Hay — Map No. 5 *56 Maximum Production of Oats — Map No. 11 *86 Maximum Production of Wheat — Map No. 7 *12 Mean Annual Precipitation in the United States — Map No. 1.. *42 Meaning of Commerce, General 16, 17 Meaning of Commerce, Technical 17-19 Member Lines and Officials of Traffic Associations in Official Classification Territory, viz.: Canadian Freight Association 201 Central Freight Association 181-200 Chicago & Ohio River Committee 210, 211 Michigan Freight Committee (Officials only) 212 Middle States Freight Association (Officials only) 209, 210 New England Freight Association Territory 179,180 Trunk Line Association 180-181 St. Louis-Cincinnati-Louisville Freight Committee (Offi- cials only) 213 Member Lines and Officials of Traffic Associations in Southern Classification Territory, viz.: Southeastern Freight Association 249-251 Southeastern Mississippi Valley Association 247-249 Southern Freight Association 278, 279 Southern Weighing & Inspection Bureau (Officials only). 278 Virginia Freight Association 277, 278 Virginia Lines Tariflf Bureau (Officials only) 277 Member Lines and Officers of Traffic Associations in Western Classification Territory, viz.: Canadian Freight Association — Western Lines 243 Colorado-Utah Freight Bureau (Officials only) 223,224 Pacific Freight Bureau (Officials only) 231 Seaboard Colorado-Utah Freight Bureau (Officials only). 223 Seaboard Missouri River Freight Bureau (Officials only) .230, 231 Southwestern Tariff Committee (Officials only) 226,227 Texas Tariff Bureau 243 Trans-Continental Freight Bureau 224, 226 Trans-Missouri Freight Committee (Officials only) 222,223 Western Trunk Line Committee 217 *Following. TRAFFIC GEOGRAPHY 307 Page Merchandise, Average Percentage of Total Shipments of — Plate No. 4 93 Metals, Precious, Deep Mines, Value of by States — Plate No. 3 *68 Metals, Precious, Natural Resources, Distribution of — Map No. 16 *82 Metals, Precious, Products of Mines, Value of — Plate No. 6... *106 Mexican Classification Territory 172 Mexican Classification Territory — Map No. 17 *168 Milk Products, Annual Production of in the United States — Plate No. 2 66 Minerals, Leading, Value of by States — Plate No. 3 *68 Mines and Quarries, Products of, Value of by States — Map No. 14 *88 Mines, Value of Products of — Plate No. 6 *106 Mining Fields, Coal, viz.: Anthracite, Bituminous, Lignite and Sub-Bituminous — Map No. 12 *76 Minor Freight Associations — Map No. 21 158 (See Map No. 21 — Minor Freight Associations.) Miscellaneous Products, Annual Percentage of Total Ship- ments of— Plate No. 4 *93 Miscellaneous Rate Construction Points, viz.: Gulf Foreign Committee Ports 284 Panama Canal Rate Points 285 Ports of Export and Import in United States 283, 284 Tidewater Ports 285 Molasses and Sugar, Annual Production of in the United States— Plate No. 2 66 Monopoly and Competition, Railroad 31, 32 Mountains and Rainfall 43 Mountain Regions, The Rocky 60 Movements of the Various Products of Industry and Com- merce 94-97 Mules, Natural Resources, Distribution of — Map No. 16 *82 Natural and Climatic Conditions as Factors in Traffic Flows. .104, 105 Natural Conditions Affecting Industry and Commerce 42 Natural Gas-Petroleum, Products of Mines, Value of — Plate No. 6 *106 Natural Gas, Value of by States— Plate No. 3 *68 Natural Resources, Distribution of 82, 83 Natural Resources of United States, Distribution of — Map No. 16, viz *82 ♦Following, 308 AMERICAN COMMERCE ASSOCIATION Cattle, Citrus Fruits, Coal, Copper, Corn, Cotton, Dairying, Dairy Products, Fisheries, Forage, Forage Crops, Forage Fruits, Fruit, Grain, Granite, Hemp, Hops, Horses, Iron Ore, Lead, Marble, Mules, Petroleum, Phosphate Rock, Page Precious Metals, Rice, Sheep, Sugar, Sugar Beets, Swine, Tobacco, Turpentine, Vegetables, Wool, Zinc. Nature of Commerce 9-19 Nature of Discriminations 25-27 Nature of Goods Shipped 109, 110 Nature of Transportation 21-37 Nature of Transportation Charges Zl-Zl New England Plateau 52 Non-Productive Area of Corn— Map No. 10 *74 Cotton— Map No. 8 *84 Forage and Hay — Map No. 5 *108 Oats— Map No. 11 *86 Wheat— Map No. 7 *n North Temperate Zone, Most Productive 46 Northwestern and Trans-Mississippi Territory — Map No. 25.. *218 Oats, Maximum Production of — Map No. 11 *86 Oats, Non-Productive Area of *78 Oats, Productive Area *1^ Oats, Rye, Barley and Rice, Products of Commerce 75,76 Officials of State Railroad Commissions 290-294 (See State Railroad Commissions — also Officials.) Officials of the Interstate Commerce Commission 292 Officials and Member Lines of Traffic Associations in Official Classification Territory (See Member Lines and Officials of Traffic Associations in Official Classification Territory.) Officials and Member Lines of Traffic Associations in Southern Classification Territory (See Member Lines and Officials of Traffic Associations in Southern Classification Territory.) ♦Following, TRAFFIC GEOGRAPHY 309 Pago Officials and Member Lines of Traffic Associations in West- ern Classification Territory (See Member Lines and Officials in Western Classification Territory.) Official Classification Territory 169, 170 Official Classification Territory— Map No. 17 *168 Official Classification Territory, Rate Points and Traffic Ter- ritories in (See Traffic Territories and Rate Points in Official Clas- sification Territory.) Oil and Cottonseed, Annual Production of in the United States— Plate No. 2 66 Ore, Iron, Natural Resources, Distribution of — Map No. 16... *82 Ore, Iron, Value of by States— Plate No. 3 *68 Ores and Copper, Products of Commerce 77, 78 Organization of the Principal Traffic Associations 158-163 Origin of Classification and Traffic Territories 144-148 Origin of Freight Rate Territories and Rate Construction Points 148-153 Oysters, Poultry, Eggs, Fish and Game, Products of Com- merce 71 Ozark Plains 57 Packing House Products, Annual Production of in the United States— Plate No. 2 66 Packing House Products, Products of Commerce 69, 70 Pacific Area, The 61, 62 Percentage of Products of Industry and Commerce Shipped.. 92-94 Petroleum, Annual Production of in the United States — Plate No. 2 66 Petroleum, Natural Resources, Distribution of — Map No. 16.. *82 Petroleum-Natural Gas, Products of Mines, Value of — Plate No. 6 *106 Petroleum-Natural Gas, Value of by States — Plate No. 3 *68 Piedmont Plateau, The 53, 54 Phosphate Rock, Natural Resources, Distribution of — Map No. 16 *82 Phosphate Rock, Products of Mines, Value of — Plate No. 6... *106 Phosphate Rock, Value by States— Plate No. 3 *68 Physical Divisions, Natural, of the United States 52 Physiographic Regions of the United States — Map No. 2 *52 Planing Mill Products, Annual Production of in the United States— Plate No. 2 66 Plains, The Atlantic Coastal y. 53 *Following. 310 AMERICAN COMMERCE ASSOCIATION Page Plains, The Great 59, 60 Plains, The Gulf 56, 57 Plains, The Lake 58, 59 Plains, The Ozark 57 Plains, The Prairie 57, 58 Plate Xo. 1 — Cross Section of the United States *50 Plate Xo. 2 — Annual Production of Principal Industries in the United States 66 Plate Xo. 3 — Value of Leading Minerals by States *68 Plate Xo. 4 — Average Percentages of Total Shipments, viz.. . 93 Manufactured Articles. Merchandise. Miscellaneous Products. Products of Agriculture. Products of Animals. Products of Forests. Products of Mines. Plate X"o. 5 — Comparative Railroad Freight Tonnage of Prin- cipal Countries, viz 108 Austria. Belgium. Canada. Denmark. France. Germany. Holland. Italy. Russia. Scandinavia. Switzerland. L'nited Kingdom. United States. Plate Xo. 6 — Value of Products of Mines *106 Plateau, The Allegheny 55, 56 Plateau, The Columbian 60, 61 Plateau, The Colorado 61 Plateau, The Xew England 52 Plateau, The Piedmont 53, 54 Points, Rate Construction, Miscellaneous (See Miscellaneous Rate Construction Points.) Population, Distribution of 81 Population per square mile by states — Map Xo. 15 *80 * Following. TRAFFIC GEOGRAPHY 311 Page Poultry, Eggs, Fish, Oysters and Game, Products of Com- merce 71 Prairie Plains, The 57, 58 Precious Metals, Deep Mines, Value by States — Plate No. 3.. *68 Precious Metals, Natural Resources, Distribution of — Map No. 16 *82 Precious Metals, Products of Mines, Value of — Plate No. 6... *106 Precipitation, Mean Annual, in the United States — Map No. 1. *42 Present Traffic Associations (See Traffic Associations, Present.) Printing, Book and Job, Annual Production of in the United States— Plate No. 2 66 Printing, Newspaper, Annual Production of in the United States 66 Production — Transportation — Consumption 46, 47 Production of Principal Industries in the United States, An- nual — Plate No. 2, viz 66 Agricultural Implements, Bakery Goods, Boots and Shoes, Carriages and Wagons, Cars, Steam and Street, Chemicals, Clothing, Men's, Clothing, Women's, Coffee and Spices, Cotton Goods, Cottonseed and Oil, Distilled Liquors, Electrical Apparatus, Flour Mill Products, Foundry Products, Furniture, Gas, Hosiery and Knit Goods, Iron and Steel, Leather, Tanning, Liquor, Malt, Lumber and Timber, Milk Products, Molasses and Sugar, Packing House Products, Petroleum, Planing Mill Products, Printing, Book, Job and Newspaper, Refining and Smelting, Shipbuilding, Silk and Silk Goods, Tobacco, Woolen Goods, Worsted Goods. Productive Area of Corn — Map No. 10 *74 Productive Area of Cotton — Map No. 10 *74 Productive Area of Forage and Hay — Map No. 10 *74 Productive Area of Oats — Map No. 10 *74 Productive Area of Wheat — Map No. 10 *74 Productive Regions of the United States 51 ♦Following. ' 312 AMERICAN COMMERCE ASSOCIATION Faga Products, Dairy, Natural Resources, Distribution of — Map No. 16 *82 Products, Value of in the United States 67 Products of Agriculture, Average percentage of Total Ship- ments — Plate No. 4 93 Products of Animals, Average percentage of Total Ship- ments — Plate No. 4 93 Products of Commerce, viz.: Butter and Cheese 74 Coal and Coal Products 76, 77 Copper and Other Ores 77, 78 Corn or Maize 74, 75 Cotton 73, 74 Distribution of the 41, 42 Flour and Wheat 72, 73 General 78 Iron and Steel 68, 69 Leading, The 65-78 Lumber and Lumber Products 71, 72 Oats, Rye, Barley and Rice 75, 76 Packing House Products 69, 70 Poultry, Eggs, Fish, Oysters and Game 71 Sheep and Wool 70 Sources of the 49-63 Wheat and Flour 72,73 Products of Commerce and Industry, Percentage of Shipped.. 92-94 Products of Commerce and Industry, Various Movements of.. 94-97 Products of Forests, Average Percentage of Total Shipments —Plate No. 4 93 Products of Manufacture, Value of by States — Map No. 13... *78 Products of Mines, Average Percentage of Total Shipments — Plate No. 4 93 Products of Mines, Value of the — Plate No. 6 *106 Products of Mines and Quarries, Value of by States — Map No. 14 *88 Promoting Industry and Commerce, Factors 44, 45 Proportion of Improved Land to Total Area — Map No. 3 *62 Purposes of Traffic Associations 153-156 Pyrite-Sulphur, Products of Mines, Value of — Plate No. 6 *106 Quarries and Mines, Value of Products of, by States — Map No. 14 *88 Quicksilver, Products of Mines, Value of — Plate No. 6 *106 Railroad Competition and Monopoly 31,32 ^Following. TRAFFIC GEOGRAPHY 313 Page Railroad Freight Claim Agents 289, 290 Railroad Freight Tonnage, Comparative, of Principal Coun- tries (See Plate No. 5 — Comparative Railroad Freight Tonnage of Principal Countries.) Railway Equipment Necessary for Freight Service 110-114 Rainfall and Temperature 43 Rainfalls and Mountains >, 43 Ranges, The Basin 61 Rate Adjustment Territories in Southern Classification Ter- ritory 246 (See Map No. 24 — Rate Adjustment Territories in South- ern Classification Territory.) Rate Construction Points, Miscellaneous (See Miscellaneous Rate Construction Points.) Rate Construction Points and Freight Rate Territories, Origin of 148-153 Rate Points and Traffic Territories in Official Classification Territory , (See Traffic Territories and Rate Points in Official Clas- sification Territory.) Rate Points and Traffic Territories in Southern Classification Territory (See Traffic Territories and Rate Points in Southern Clas- sification Territory.) Rate Points and Traffic Territories in Western Classification Territory (See Traffic Territories and Rate Points in Western Clas- sification Territory.) Rate Territories and Rate Construction Points, Freight, Origin of 148-153 Refining and Smelting, Annual Production of in the United States— Plate No. 2 66 Regions, Physiographic, of the United States — Map No. 2 *52 Regions, Productive, of the United States 51 Regions, The Rocky Mountain 60 Relation of Commerce to Business 13, 14 Relation of Industry and Commerce to Railroads 90-92 Relation of Traffic Geography to Traffic Work — Introduction. 5-8 .Relation of Transportation to Industry and Commerce 23 Relation of Transportation Charges to Industry and Com- merce 23, 24 ♦Following. 314 AMERICAN COMMERCE ASSOCIATION Page Relation of Weather to Industry and Commerce 45, 46 Rice, Natural Resources, Distribution of — Map No. 16 *82 Rice, Oats, Rye and Barley, Products of Commerce 75,76 Ridges, The Appalachian 54, 55 Rock, Phosphate, Natural Resources, Distribution of — Map No. 16 *82 Rock, Phosphate, Products of Mines, Value of — Plate No. 6. . *106 Rock, Phosphate, Value of by States — Plate No. 3 *6S Rock, Trap, Granite, Products of Mines, Value of — Plate No. 6 *106 Rocky Mountain Regions, The 60 Rye, Oats, Barley and Wheat, Products of Commerce 75, 76 Sandstone, Products of Mines, Value of — Plate No. 6 *106 Sectional Diagram, Cross, of the United States 51, 52 Sheep and Wool, Products of Commerce 70 Sheep, Natural Resources, Distribution of — Map No. 16 *82 Shipbuilding, Annual Production of in the United States — Plate No. 2 65 Shipments, Average Percentage of Total 96 (See Plate No. 4 — Average Percentage of Total Ship- ments.) Shoes and Boots, Annual Production of in the United States — Plate No. 2 66 Silk and Silk Goods, Annual Production of in the United States— Plate No. 2 66 Slate, Products of Mines, Value of — Plate No. 6 *106 Smelting and Refining, Annual Production of in the United States— Plate No. 2 66 Soapstone-Talc, Products of Mines, Value of — Plate No. 6 *106 Soil, Good, Importance of 44 Sources of the Products of Commerce 49-63 Southern Classification Rate Points and Traffic Territories... (See Traffic Territories and Rate Points in Southern Clas- sification Territory.) Southern Classification Territory 171 Southern Classification Territory — Map No. 17 *168 Southern Classification Territory, Rate Adjustment Ter- ritories in 246 (See Map 24 — Rate Adjustment Territories in Southern Classification Territory.) Southern Classification Territory, Rate Points and Traffic Territories in (See Traffic Territories and Rate Points in Southern Clas- sification Territory.) *Folloviring. TRAFFIC GEOGRAPHY 315 Page Southwestern Tariff Committee Territory — Texas Common Points Territory and Territorial Groups — Map No. 23 *226 Spices and Coffee, Annual Production of in the United States — Plate No. 2 66 State Associations and Commissions — Glossary Terms — Agencies Publishing Tariffs 287-294 State Classification Territories 173-175 State Railroad Commissions (United States and Canada) (also Officials) 290-294 Alabama Railroad Commission. Arizona Corporation Commission. Railroad Commission of Arkansas. Railroad Commission of the State of California. Railroad Commission of Colorado. Connecticut Public Utilities Commission. Railroad Commissioners for the State of Florida. Railroad Commission of Georgia. Idaho Public Utilities Commission. Public Utilities Commission of Illinois. Public Service Commission of Indiana. Iowa Board of Railroad Commissioners. Kansas Public Utilities Commission. Kentucky Railroad Commission. Railroad Commission of Louisiana. Railroad Commission of Maine. Maryland Public Service Commission. Massachusetts Public Service Commission. Massachusetts Board of Gas and Electric Light Commis- sioners. Michigan Railroad Commission. Minnesota Railroad and Warehouse Commission. Mississippi Railroad Commission. Missouri Public Service Commission. Railroad Commission of Montana. Nebraska State Railway Commission. Nevada Public Service Commission. New Hampshire Public Service Commission. Board of Public Utility Commissioners for the State of New Jersey. State Corporation Commission of New Mexico. New York Public Service Commission, First and Second Districts. North Carolina Corporation Commission. ♦Following. 316 AMERICAN COMMERCE ASSOCIATION Page North Dakota Commissioners of Railroads. Public Utilities Commission of Ohio. Corporation Commissioners of Oklahoma. Railroad Commission of Oregon. Public Service Commission of the Commonwealth of Pennsylvania. Rhode Island Public Utilities Commission. South Carolina Railroad Commission. South Dakota Railroad Commission. Tennessee Railroad Commission. Railroad Commission of Texas. Vermont Public Service Commission. State Corporation Commission — Virginia. Public Utilities Commission of the District of Columbia. The Public Service Commission of Washington. West Virginia Public Service Commission. Railroad Commission of Wisconsin. Public Utilities Commission — Manila, P. I. Manitoba Public Utilities Commission. New Brunswick Public Utilities Commission. Nova Scotia Board of Commissioners of Public Utilities, The Ontario Railroad and Municipal Board. Quebec Public Utilities Commission. Board of Railway Commissioners for Canada. Sub-Bituminous and Lignite Coal Mining Fields — Map No. 12. *76 Sugar, Natural Resources, Distribution of — Map No. 16 *82 Sugar and Molasses, Annual Production of in the United States— Plate No. 2 66 Sugar Beets, Natural Resources, Distribution of — Map No. 16. *82 Sulphur-Pyrite, Products of Mines, Value of — Plate No. 6 *106 Swine, Natural Resources, Distribution of — Map No. 16 *82 Talc-Soapstone, Products of Mines, Value of — Plate No. 6.... *106 Tariff Bureaus, Railroad, Chiefs of 289 Technical Meaning of Commerce 17-19 Temperature and Rainfall 43 Terms, Miscellaneous, Definition of 289 Territorial Extension of the United States, Area, etc 62, 63 Territorial Groups and Texas Common Point Territory in Southwestern Tariff Committee Tariffs — Map No. 23 *226 Territorial Groups in Trans-Continental Tariffs — Map No. 22. *224 Territories, Classification, The 165-175 Territories, Classification and Traffic, Origin of 144-148 Territories, Classification, Different, Factors Developing 167-169 ♦Following. TRAFFIC GEOGRAPHY 317 Page Territories, Traffic and Classification, Origin of 144-148 Territory, Classification, Interstate — Map No. 17 *168 Texas Common Point Territory and Territorial Groups in Southwestern Tariff Committee Tariff — Map No. 23 *226 The Allegheny Plateau 55, 56 The Appalachian Ridges 54, 55 The Atlantic Coastal Plain 53 The Basin Ranges 16 The Classification Territories 165-175 The Colorado Plateau 61 The Columbian Plateau 60, 61 The Great Plains 59, 60 The Gulf Plains 56,57 The Lake Plains 58, 59 The Leading Commercial Centers 86-90 The Leading Products of Commerce 65-78 The Natural Physical Divisions of the United States 52 The Nature of Commerce 9-19 The Nature of Transportation 21-37 The New England Plateau 52 The Origin of Classification and Traffic Territories 144-148 The Ozark Plateau 57 The Pacific Area 61, 62 The Piedmont Plateau 53, 54 The Prairie Plains 57, 58 The Regulation of Commerce 14, 15 The Rocky Mountain Regions 60 The Transportation Problem — Present and Past, viz 115-131 Introduction 115, 116 (1) The Horse in Transportation 116,117 (2) Beasts of Burden and Human Carriers 117,118 (3) Improved Highways an Aid to Transportation 118 (4) The Conestoga Wagon 118,119 (5) Turnpikes, Bridges, Tolls 119, 120 (6) Early Problems in the Cost of Transportation 121 (7) Canals Stimulate Building of Good Roads 121 (8) The Economic Effect of Good Roads and Highways. .121, 122 (9) Early American Railways 122, 123 (10) The Rail and Locomotive Railroads vs. the Canal. . .123-124 (11) Tramways, Colliery or Quarry Railroads 124 (12) The Primitive American Railways 124,125 (13) Growing Interest in Railroad Improvement 125-128 *Following. 318 AMERICAN COMMERCE ASSOCIATION Faeei (14) The First Steam Railroad 128,129 (15) Beginning of the Great American Railroad Systems. 129-131 The Value of Traffic Geography — Introduction 3-8 Tobacco, Annual Production of in the United States — Plate No. 2 66 Tobacco, Natural Resources, Distribution of — Map No. 16 *82 Traffic and Classification Territories, The Origin of 144-148 Traffic Associations, Major (see Major Traffic Associations). Traffic Associations, Present, viz. 156-158 Introduction 156 I Major Traffic Associations 156,157 II Minor Traffic Associations 157 III Local Freight Traffic Associations 157,158 IV Specific Traffic Committees 158 Traffic Associations, Principal, Organization of 158-163 Traffic Associations, Purpose of 153-156 Traffic Bureaus or Freight Associations, Agents or Chair- men of 289 Traffic Flows, Climatic and Natural Conditions, as Factors in 104, 105 Traffic Flows, Commercial, Industrial and Traffic Factors Gov- erning 138-144 Traffic Flows, Factors Developing 79-105 Traffic Flows— Map No. 20 136 Traffic Flows, Natural and Climatic Conditions, as Factors in 104, 105 Traffic Flows, Traffic, Industrial and Commercial Factors Con- trolling 138-144 Traffic Flows and Markets 135-137 Traffic Geography, Importance of a Knowledge of — Introduc- tion 3, 4 Traffic Geography, the Value of, Introduction SS Traffic Geography to Traffic Work, Relation of — Introduction. 5 Traffic, Industrial and Commercial Factors Controlling Traffic Flows 138-144 Traffic, Intrastate, Classification Governing 173-175 Traffic Territories and Rate Points in Official Classification Territory, viz 177-213 Canadian Freight Association Basing Points 204,205 Canadian Freight Association Territory 201 Central Freight Association Basing Points 205-207 Central Freight Association Rate Percentage Points 202,203 Central Freight Association Territory 181-200 *Following. TRAFFIC GEOGRAPHY 319 Fags Chicago & Ohio River Committee Territory 210,211 Chicago Junction Points 207 Illinois Freight Committee Points 203 Junctions of Central Freight Association and Western Roads 207,208 Michigan Freight Committee Territory 212 Middle States Freight Association Territory 209,210 Mississippi Valley Freight Association Territory 211,212 New England Freight Association Territory 179, 180 Nev/ England and Trunk Line Basing Points 203,204 Ohio River Crossings 207 St. Louis-Cincinnati-Louisville Freight Committee Terri- tory 213 Territory— "East of Indiana— Illinois State Line" 208,209 Territory — "East of Western Termini of Trunk Lines" 209 Trunk Line Association Territory 180,181 Trunk Line and New England Basing Points 203,204 Western Termini of Trunk Line Points 201,202 Traffic Territories and Rate Points in Southern Classification Territory, viz 243-277 Associated Railways of Virginia and Carolinas 252 Atlanta Sub-Territory 275 Carolina Territory South of Walhalla Line 265, 266 Carolina Territory Basing Points 276 Carolina Territory 257-263 Green Line Territory 263-265 Joint Southeastern Mississippi Valley and Southeastern Freight Association Territory 251, 252 Mississippi Valley Basing Points 256-257 Mississippi Valley Territory 252-256 Montgomery Sub-Territory 275 Southeastern Common Points 275, 276 Southeastern Freight Association Territory 249-251 Southeastern Mississippi Valley Territory 247-249 Southeastern Territory 266-275 Southern Freight Association Territory 278,279 Southern Weighing and Inspection Bureau Territory 278 Virginia Cities 277 Virginia Freight Association Territory 277,278 Virginia Lines Tariff Bureau Territory 277 Traffic Territories and Rate Points in Western Classification Territory, viz 215-243 Arkansas Common Points 233, 234 Canadian Freight Association — Western Lines 243 Colorado Common Points 238, 239 320 AMERICAN COMMERCE ASSOCIATION Page Colorado-Utah Territory 223, 224 Duluth, Winona, St. Paul and Common Points 232,233 Intermediate Pacific Coast Terminals 241 Louisiana Basing Points 233 Mexican Common Points 237, 238 Mississippi River Crossings 231 Missouri River Crossings 232 Montana Common Points 242 North Pacific Coast Terminals 240, 241 Northwest Territory 219-222 Oklahoma Basing Points 234, 235 Pacific Freight Bureau Territory 231 Traffic Territories and Rate Points in Western Classification Territory, viz 213-241 Prorating Points in Iowa and Missouri 243 Rio Grande Crossings 232 Seaboard Colorado-Utah Territory 223 Seaboard Missouri River Territory 230,231 South Pacific Coast Terminals 239, 240 Southwestern Tariff Committee Territory 226,227 Spokane Rate Points 242 Texarkana Rate Points 235 Texas Common Points including Houston and Galveston and points taking higher and lower rates. Fort Worth-Dallas Group No. 1 (Burnt District). Fort Worth-Dallas Group No. 2 235-237 Texas Tariff Bureau Territory 243 Trans Continental Intermediate Territory 224 Trans Continental North Coast Territory 224 Trans Continental South Coast Territory 224-226 Trans Mississippi River Territory 227-230 Trans Missouri Freight Committee 222-223 Utah Common Points 239 Western Trunk Line Committee Territory 217, 218 Trans Continental Tariffs, Territorial Groups in — Map No. 22. *224 Trans Mississippi River and Northwest Territories — Map No. 25 *218 Transportation, Production, Consumption 46, 47 Transportation, Nature of, The 21-37 Transportation, Relation of to Transportation and Commerce. 23 Transportation Charges, Effects of 115 Transportation Charges, Nature of 32-37 ♦Following. TRAFFIC GEOGRAPHY 321 Page Transportation Charges, Relation of, to Industry and Com- merce 23, 24 Transportation Problem, Present and Past (see The Trans- portation Problem). Transportation Service, Conditions Affecting 97-104 Transportation Service, Kinds of 114 Trap Rock-Granite, Products of Mines, Value of— Plate No. 6. *106 Turpentine, Natural Resources, Distribution of — Map No. 16. *82 United States, Cross Section of the— Plate No, 1 *50 United States, Cross Section Diagram of 51,52 United States, Physiographic Regions of the — Map No. 2 *52 United States, Productive Regions of the 51 United States, Territorial Extension of, Area, etc 62,63 United States, the Natural Physical Divisions of the 52 Value of Leading Minerals by States — Plate No. 3 *68 Value of Manufactured Forest Products by States — Map No. 6. *70 Value of Products in the United States 67 Value of Products of Manufacturing by States — Map No. 13.. *78 Value of Products of Mines — Plate No. 6 *106 Value of Products of Mines and Quarries, by States — Map No. 14 *77 Value of Traffic Geography, The — Introduction 3-8 Vegetables, Natural Resources, Distribution of — Map No. 16., *82 Wagons and Carriages, Annual Production of in the United States— Plate No. 2 66 Wants of Man Increase with Civilization 41 Weather, Relation of, to Industry and Commerce 45, 46 Western Classification Territory 170 Western Classification Territory — Map No. 17 *168 Western Classification Territory, Rate Points and Traffic Ter- ritories in (see Traffic Territories and Rate Points in Western Classification Territory). Wheat, Maximum Production of — Map No. 7 *72 Wheat, Non Productive Area of — Map No. 7 *72 Wheat, Productive Area of — Map No. 7 *72 Wheat and Flour, Products of Commerce 72,73 Wool, Natural Resources, Distribution of — Map No. 16 *82 Wool and Sheep, Products of Commerce 70 Woolen Goods, Annual Production of in the United States — Plate No. 2 66 Worsted Goods, Annual Production of in the United States — Plate No. 2 66 Zinc, Natural Resources, Distribution of — Map No. 16 *82 Zinc and Lead, Products of Mines, Value of — Plate No. 6 *106 Zinc and Lead, Value of by States— Plate No, 3 *68 ♦Following. ^