CONGRESS. (INTEE-STATK COMMERCE.) 



amount by the substitute not less than one 

 thousand dollars and his company to triple 

 damages and to costs and expenses, at the dis- 

 cretion of the complaining party. 



"There are two other roads in like circum- 

 stances, and which afford a like striking in- 

 stance of the gross injustice which will follow 

 this legislation the Pennsylvania Railroad and 

 the Baltimore and Ohio. The main line of the 

 Pennsylvania runs from the Delaware at Phila- 

 delphia to the Ohio at Pittsburg. The com- 

 pany owns or controls the Philadelphia and 

 Erie from the port of Erie to its main line at 

 Harrisburg. It controls the Allegheny Valley 

 from the oil regions of Pennsylvania to its 

 main line at Pittsburg. All these are wholly 

 within the State of Pennsylvania. It passes 

 through the gas-coal region and the coke re- 

 gion of western Pennsylvania. It connects 

 with the Ohio River at Pittsburg, and is there 

 fed by the immense traffic which is gathered 

 from all the great rivers of the West and 

 brought to Pittsburg. It connects those great 

 freight-producing cities Philadelphia and Pitts- 

 burg. 



"Now take the Baltimore and Ohio. Its 

 main line runs from the bay at Baltimore to 

 the Ohio River at Wheeling. It has a branch 

 from Grafton to Parkersburg, also on the 

 river. It practically owns and actually con- 

 trols another line or branch from Cumberland 

 to Pittsburg. It also traverses the gas-coal 

 region and the coke region of western Penn- 

 sylvania, and connects the great freight-pro- 

 ducing centers of Pittsburg and Baltimore. It 

 gathers traffic from the commerce of the Ohio 

 River at Wheeling and Parkersburg. It also 

 has connections with the oil regions of Penn- 

 sylvania by means of the Pittsburg and West- 

 ern. I need hardly say to gentlemen what 

 quantities of freight originate at the points 

 named, and are carried by these companies. 

 From the Connellsville coke region alone, 

 when the ovens are in operation, there are 

 sent nine hundred car-loads of coke a day ; 

 most of it, it is true, going West, but much of 

 it going East over these roads. I can not state 

 what goes from other points or from other 

 sources, but 1 know it to be enormous. 



"As to all this traffic the Pennsylvania road 

 will not be subject to any of the provisions of 

 this bill, while the Baltimore and Ohio will be 

 as to all and every part of it. The Pennsyl- 

 vania may deal with shippers as it may please ; 

 it may discriminate as it may think proper, 

 and grant such favors and impose such bur- 

 dens as to it may seem good ; it may build up 

 one man and break down another, with no 

 act of Congress to molest or make it afraid ; 

 while the Baltimore and Ohio, as to all this 

 traffic, will be tied hand and foot. It must 

 treat all this freight as interstate commerce. 

 It must make it stand upon the same footing 

 precisely as the freight which it carries from 

 Chicago, from St. Louis, from Cincinnati, from 

 any part of the boundless West giving to one 



217 



no advantage over the other, and imposing no 

 burdens upon one which it does not impose 

 upon the other. It can not discriminate be- 

 tween these freights, while the Pennsylvania 

 can. It can not distinguish between freights 

 coming to it by rail from other States and those 

 before referred to, while the Pennsylvania can. 

 Its officers become criminals for doing what 

 Pennsylvania officials may do without impair- 

 ing their reputation as honest men." 



In discussing the propriety of making freight 

 charges without regard to length of haul, Mr. 

 Budd, of California, made an enumeration of 

 conditions affecting cost of transportation: 

 " The following are a few of the many ele- 

 ments that enter into the cost of transporta- 

 tion ; many of these are much more important 

 than distance: 1. Gradients. I append a ta- 

 ble showing the hauling power of a thirty- 

 three-ton locomotive : 



" 2. Cost of road itself. All will understand 

 that, to make the same rate of profit on two 

 roads of equal length and volume of traffic, 

 more must be charged upon the costlier one. 



" 3. Wages paid. These differ greatly. On 

 the Pacific coast they are over one third 

 greater than the average on the railroads of 

 the United States. 



"4. Cost of fuel and materials, which vary 

 greatly. 



"5. The direction of the haul. This is a 

 greater item than is generally supposed. It 

 has been estimated that, because the west- 

 bound cars are generally empty, freight can 

 ofte.n be carried in them at a profit over oper- 

 ating expenses for from one third to one fifth 

 of the east-bound charges. This was calculated 

 a few years since over the Pittsburg and Fort 

 Wayne. It was also found by Morehouse, of 

 the Illinois Central, that the average cost of 

 freight transportation over that line per ton 

 per mile was 15-8 mills, but that return freight 

 could be carried for three mills per ton per 

 mile, or at about one sixth of this, and that if 

 the cars traveled both ways loaded the freight 

 charges could be reduced one half and still 

 yield the same profits. Under section 4, how- 

 ever, one could not charge less for a shorter 

 haul of return than for a longer haul of through 

 freight. 



" 6. Speed. The importance of this I have 

 shown. 



" 7. Competition. The controlling influence 

 of water and rail competition all understand. 

 It is not only competition between lines of 

 transportation that determined their rates, but 

 also the competition of places. The competi- 



