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our cars in the best we can. I would like to say to Mr. Curtis and to 

 Mr. Smurr that I do not believe but what the fruit growers and fruit 

 shippers of this State have as kindly a feeling toward the railroad 

 company as they have for us; and I will say further that I do not be- 

 lieve there is much if anything that the company has lost on green fruit 

 shipments. I believe that whatever reductions have been made in the 

 rates of green fruit transportation have been kept pace with by the 

 increase in green fruit shipments. But I would rather have good serv- 

 ice at present rates than lower rates with the present service. And 

 I believe I voice the sentiment of others who have spoken before 

 me when I say that we must have it. I believe that good service 

 will do us as much good as lower prices. In fact I would rather have 

 a good, reliable service than a reduction in the rates with the same 

 service that we have had in the past. [Applause.] 



Mr. Motheral: I would like to ask a question. It has been stated in 

 the newspapers that the rate to-day for a carload of tea from here to 

 Chicago is from $80 to $85. Now, is that a fact? 



Mr. Curtis: Competition in the transportation of tea from China to 

 New York is largely influenced by the Isthmus of Suez. We have not 

 yet gone so low as $80 a car, but we have undertaken to say that we can 

 haul for $140 a car for the purpose of meeting that competition. 



Mr. Weinstock: Does the volume of business influence the freight 

 rates? 



Mr. Curtis: Unquestionably. 



Mr. Weinstock: If it were possible for the fruit growers to quadruple 

 their shipments after 1894 — in other words, having shipped say 7,000 

 carloads of green fruit in 1894, if it were possible for the fruit growers to 

 ship say 20,000 carloads in 1895, would that increase in the volume of 

 shipments entitle it to any better rates? 



[Mr. Buck in the chair.] 



Mr. Curtis: It most certainly would. 



Mr. Weinstock: Has there been any decrease in the transportation 

 rates on green fruits since 1887? 



Mr. Curtis: I am not familiar with that fact, but will ask my friend, 

 Mr. Smurr, to speak upon the point. So far as that is concerned, how- 

 ever, the net decrease in rates which might have taken place consequent 

 upon the increase in tonnage has been prevented by the greater cost of 

 carrying. Back in early times, you all know, California fruit went to 

 market in ventilated cars. The refrigerator cars came in, and the cost 

 of carriage per ton increased greatty in consequence. I remember back 

 in those days we had ordinary ten-wheel locomotives, which formed part 

 of the early equipment of the Central Pacific. We used to go up that 

 road with nine or ten cars. Now we use locomotives of nearly double 

 that power and can only haul between six and seven cars between here 

 and the Summit. I would state that as one reason why, with the recent 

 increase in the volume of fruit traffic, a reduction in freight rates has not 

 been feasible. The conditions have imposed a greater cost upon us. 



Mr. Weinstock: The situation as I understand it, and the history of 

 the fruit raisers, are substantially as follows: In 1886 the railroad com- 

 pany voluntarily, in order to meet a crisis at that time similar to the 

 crisis of this year, reduced its rates from California to Chicago from 

 $600 a car to.$300 a car, provided fifteen-car trains would be furnished 

 by the grower. 



