HARDWOOD RECORD 



35 



heiglit and over twelve inches iu diameter. This species was fornrerly 

 very abuudant on the coast hills of Porto Rico, but now the merchant- 

 able trees are nearly exterminated. The wood is considered as valua- 

 ble as that of Gimyacan ofi'u-inale. 



Maracaiba liguum-vitae (Gnayaccin arboreum) of Brazil, also 

 called palo santo, is a tree that grows from sixty to seventy feet in 

 height and upwards to two feet in diameter. The wood is dark 

 brown, excessively hard, fine and close-grained, and has structural 

 and other qualities similar to those of true lignum-vitae. 



West Indian or Martinique ironwood (Ixora ferr^a), called lignum- 

 vitae in British Guiana, is a dark brown, and exceedingly hard wood, 

 valuable for cogs, shafts and furniture, and is often used as a sub- 

 stitute for the true lignum-vitae. 



One of the best substitutes that is available for use in place of the 

 vanishing supply of lignum-vitae is the mancono (Xanthostemon 

 verdugoiiianiis) of the Philippine Islands. The genuine kind has a 

 resinous odor, which the mancono does not possess, and while it is 

 different also iu other respects, it has good enough qualities to in- 

 dicate that it might be utilized as a successful substitute. It is 

 closely related botanically to Guayacan officinale. 



The African lignum-vitae (Combretum truncatum) is a large tree, 

 wliich is abundant in lower Guinea and the Mosambique districts. 



The wood is very hard, heavy, close-grained, with a deep reddish- 

 bro>vn heartwood and light-colored sapwood. 



Other woods used for engraving, turning, tool-handles, and walk- 

 ing sticks, and suitable for all the purposes for which true lignum- 

 vitae IS now employed are produced by the following Australian 

 trees commonly known as Australian lignum-vitae, and are botanically 

 called Acacia fakata, Myrius somenioidcs, Eucalyptus pohjanthema, 

 Phyllanthus fcrdinandi, and Vitex lignum-vitae. 



India supi.lies a very important wood known as lignum-vitae of 

 Pegu (.1/e/<,«.or/io«a usitalL^sima). The Burmese call it thitsi and 

 the English-speaking people of India have named it the varnish tree 

 because it exudes a black resin which repels ants. It grows plenti- 

 fully in different paits of India and Burma, and forms extensive 

 torests, where the trees attain often enormous sizes. Some of the 

 trees have a clear length of forty-five fe«t to the first branches with 

 a diameter of about four feet near the ground. The wood is ex- 

 ceedingly hard, heavy, very fine and close-grained and is of a reddish 

 brown color. Its extreme closeness of grain and density of structure 

 suggests a relationship with the true lignum-vitae.. The specific 

 gravity of this wood is so great that it often serves in place of 

 iron as anchors for the native boats; a cubic foot weighs about 

 fifty-four pounds. It answers very well for the purposes for which 

 the West Indian kinds are now used so extensively. 





:^tM;m^a^t>■vjiu.^i^^^JA^.^^t;t^^^^^^.,^^;;;;^;;^^ 



Equitable Rate Adjustment 



jtlx 



The discussion of the various phases of rate charges is so constant 

 and has led to such an aggravation of the contenders that the wonder 

 arises that some amicable method of settling the question for all time 

 has not long ago been advanced. In treating of the question, a writer 

 in a recent issue of Trade and Transportation says that late 

 press reports credit the western railroads with planning 

 another move for a general freight late advance. This may or may 

 not be intended by the carriers, but there is sufScient color to these 

 rumors to suggest a discussion of the subject— a discussion not in 

 the spirit of. adverse criticism because an advance may be contem- 

 plated, but rathej- with the thought of arriving at a more comprehen- 

 sive, and a less objectionable procedure than was followed on the 

 occasion of the attempted general rate advance of June, 1910, and as 

 employed in other instances since that time. 



The purpose of the article may be assumed to be that the carriers 

 jave iu preparation for presentation before the Interstate Commerce 

 Commission a showing of a need for greater revenue for upkeep, 

 reasonable return on investment, to maintain a satisfactory standard 

 of credit and for extensions and improvements, and which they believe 

 may be secured only by charging higher freight rates. With this 

 condition then we are brought face to face with the question of the 

 method, or the best method, to be followed in undertaking lo make 

 the advances— a method calculated to secure the desired result and to 

 entail the least hardship upon producers, middlemen, consumers and 

 the carriers themselves, and that would encounter the least opposition 

 at the hands of the freight paying public in general. 



Perhaps a more unsatisfactory plan than that adopted by the 

 carriers in the general rate advance instance could not be hit upon. 

 To emphasize this statement it is only necessary to recall how, without 

 conferring with shippers, and in close secrecy, amendments were 

 printed to the principal mid-western tariffs; and how these amend- 

 ments were kept out of the hands of shippers until within a few 

 days, ten days or two weeks, of date effective. By reason of this 

 method of procedure, and in the belief that the changes had been 

 hastily considered and contained many advances which were unrea- 

 sonable and injurious, vigorous protest was made, finally resulting in 

 prolonged and expensive hearings, and in the end meeting with "dis- 

 approval of the commission. 



This experience was probably typical of others and is mentioned 

 to bring under review the effect on shippers. Promptly on receipt of 

 these amendments, the changes were canvassed with the result that 



trips were taken and calls made on executive traffic officials of the 

 railroads serving St. Joseph, Mo., upon whom it was urged that con- 

 ference be granted to shippers with a view to arriving at more equit- 

 able adjustments. To these officials it was pointed out how such a 

 conference would disclose to them the fact that while some of the 

 advances could be accepted without hardship, others ought not to 

 stand, while in still other instances no advances were announced where 

 the same could be made; that on the whole there was everv prospect 

 that in conference the way would be clear to secure the same measure 

 of increase, and at the same time allay objection. The carriers were 

 not asked to hold their tariffs in abeyance (legally they could not) 

 but merely for assurances that at an early day they would meet their 

 patrons in conference to go over the schedules with a view of read- 

 justment. This request was denied. With a situation of this kind 

 before them there was nothing left to the shippers but to tamely 

 submit— or fight it out. Surely a better plan may be found should 

 the time come when the carriers again feel warranted in moving for 

 higher rates! 



The writer further says: 



' ' I believe it fair to say that in a majority of instances petitions 

 for rate reductions in the Middle West have origin in a desire to over- 

 come inequalities or for the removal of discrimination between either 

 localities, commodities or individuals; or that were there greater 

 equality in these respects complaints, compared to the present, would 

 be few and far between. This being true, then some feasible plan 

 for solution of these questions is desirable. The wise builder looks 

 to the soundness of the foundation before erecting the superstructure. 

 Seemingly too many rate structures have arisen without the due re- 

 gard to the foundation, and because of this there is almost continuous 

 rate .contention and litigation, and from which cause the carriers 

 encounter their most serious rate difficulties. That there is solution 

 of these difficulties along the way of conference I firmly believe. 



"By conference, in this instance, is meant something entirely dif- 

 ferent from that in vogue in recent years. It means the coming to- 

 gether of carriers and shippers imbued with a spirit of give and 

 take; with a determination to arrive at adjustments as nearly equit- 

 able as it may be possible to reach. When the foundation of equality 

 is laid, then, and then only, should be considered the matter of 

 advances to a general higher level; and advances from this point 

 ought to be horizontally made, or almost wholly so. If advances bo 

 brought forward in this manner, and if sufficient reason be shown for 



