DEMUREAGE INFOKMATIOlsr FOR FARMERS. 23 



account be loaded promptly. To this extent then their responsibihty 

 for unnecessary car detention throughout the country is lessened. 

 As has been shown, however, they suffer most from car shortages. 

 Some of the State demurrage codes contain provisions apparently 

 designed as special concessions in favor of the farmer. No doubt 

 other industries would not very readily give up any special conces- 

 sions in their favor on the strength of the farmer voluntarily giving ^ 

 up his. It would seem, however, the proper thing for farmers to 

 insist on the ehmination from all demurrage regulations of all special 

 concessions in then' favor. Then they could with greater force de- 

 mand the abohtion of concessions in favor of others. This would 

 mean a minimum of car detention, more cars for all shippers, and 

 greater prosperity for the farmer. 



APPENDIX. 



Below are two tables showing variations from the uniform code on interstate and 

 intrastate traffic. The uniform code is taken as the normal and the only two features 

 of it included are the free time allowed for loading and unloading and the demmTage 

 rate. Time allowed for reconsigning, completion of load, and other pui-poses men- 

 tioned in rule 2 of the code are not taken into consideration here either under "nor- 

 mal time" or "additional time," nor are such features here considered in detailing 

 the variations from the uniform code. 



When no entries are shown in the various columns it is to be understood that the 

 uniform code applies, or that the corresponding provisions of State codes are the same 

 as those of the uniform code. 



Table I contains a list of all the demurrage bureaus, together with the headquar- 

 ters and a general description of the territory embraced in the jui-isdiction of each 

 one. This information is taken from the Official Railway Equipment Register. 

 Some of the bureaus are confined to a particular State, as, for example, Montana, 

 North CaroKna, and Tennessee. However, no one bui-eau necessarily includes all 

 the roads in any one State nor is any one State necessarily confined to one particular 

 biireau. Tennessee has two bureaus within its borders, while Illinois has four. On 

 the other hand a single road may be divided among several bureaus, the Santa Fe 

 System, for example, having portions of its line under seven different bureaus. The 

 Lake Superior Demurrage Bureau is confined practically to the two cities of Duluth 

 and Superior. Some are shown as operating in a certain State when in reality they 

 may include only a few stations on some particular road in that State. The Illinois 

 and Iowa, aa an example, has in Kentucky only the station of Paudcah on the Chi- 

 cago, Burlington <& Quincy Road. 



Attention is called to the fact that the demurrage bureaus, on intrastate traffic 

 williin the various States, administer the provisions of the State codes. Consequently 

 Table I shows variations from the uniform code on interstate traffic only. 



TaVjle II contains a list of all the States and shows which ones have railroad com- 

 misaions. It shows also in which ones demurrage is regulated by statute and in which 

 ones it is regulated by orders of the cominission. As to "reciprocal demurrage" the 

 three most important features are shown, namely: Time allowed carriers in which 

 to furni.Hli earn, the bafiis for extension of time where there is a sliding scale, and the 

 penalty irnpo.sed for failure U^ furnish fiars within the tinio allowed. Inasmuch as 

 "reciprocal demurrage " applies on intniHtate traffic only, all reciprocal features shown 

 are neceHearily variationa from the uniform code. 



