202 TIMBER VALUATION 



flitches; (2) lumber or other partially finished articles, not yet 

 worked into a final manufactured product; (3) finished articles 

 like boxes, barrels, doors or blinds; and (4) ' woods of value ' 

 such as walnut and mahogany." 



(2) Local rates are rates which apply between stations on the 

 same railway system, usually within a state. 



(3) Thru or joint rates, on the other hand, apply to shipments 

 made for long distances, commonly over two or more railways. 



(4) Combination rates are rates which are the sum of two or 

 more local rates with or without reduction. 



(5) Basing rates are the sum of a thru rate to a terminus like 

 New York and a local rate to the point of destination. For 

 example, the all rail rate from Chicago to Bridgeport, Conn., 

 would be the thru rate from Chicago to New York plus the local 

 rate between New York and Bridgeport. 



(6) Manufacture-in-transit rates permit the conversion of logs 

 into rough or dressed lumber en route. For example, a lumber 

 concern may ship its logs to the mill where they are sawn and 

 planed and then re-ship the lumber, all on the same rates. Such 

 rates are really combination commodity rates with special privi- 

 leges in regard to the use of the freight cars employed. 



In any consideration of the subject of forest product freight 

 charges it must be constantly borne in mind that these industries 

 have seldom received any special consideration on the part of the 

 railroads. The freight agent has tried to make his charges " as 

 high as the traffic would stand." Consequently higher rates are 

 applied to the more valuable classes and grades whenever they 

 can be easily distinguished. This is usually taken care of by the 

 commodity classification already discussed. For example, cabi- 

 net woods pay more than ordinary softwood Imnber. There is, 

 however, one apparent exception to this general rule. Dressed 

 lumber commonly pays no higher rate than rough lumber, 

 although there may be a difference of $50 per M in the sale value 

 of the two. But the reason for this is not far to seek. It is 

 simply a matter of convenience. The cost of inspection on the 

 part of the railroad would be excessive, it is feared, were the freight 

 rates varied with the grades. As a result seasoned and dressed 



