[Sec. 21 
discrimination 
ion arises when 
ges more for a 
• e in the same 
ance. Specific 
J fourth section 
id the right to 
mtingent upon 
ot infrequently 
on, despite the 
or many years 
imination have 
-s discretionary 
n rate mating, 
?r point being 
distant point, 
mitted—is not 
ice in the rate 
cost of service 
ost commonly 
illy all freight 
tion of freight, 
1 the value of 
)rtant consid- 
]e relationship 
veral parts of 
ction of rates 
ciple to class 
; employed in 
ite Commerce 
es in Central 
territory west 
ethod of rate 
Sec. 21] 
le first-class 
each 5-mile 
From 50 to 
in distance. 
iile “block,” 
3k. Beyond 
"he rates on 
ws: 
6th 
vlass 
28% 
$ relationship 
tes, and one 
r established 
I s' 
I 
o 
ORTATION RATES 
1117 
under this scale j 
percentage reiati , 
class rates has b 1 
based primarily | O | 
In 1918 a milt i 
stale established j| 
In several parts 
effect, and just i f 
class rates to be " 
Territory. A m 
that part of Offi 
□3 
Freight Asaociat 
CJl 
Interstate Comi 
PERCENTAG 
> 
CJl 
principle is not 
i making of rates 
ro 
even in long disi 
o 
principle occurs 
to traffic passin 
00 
side, and Centra 
is usually called 
_x 
The rate beta 
-■vj 
rates in this stn 
I Central Freight 
en 
New York to C 
the distance fro] 
_X 
New York to C 
into “percentag 
Xew York. Th 
100 lb. Indians 
Chicago rate, o 
-1 
Chicago rate, St 
Tl 
| is the element vt 
■| 
The rates froi 
points in Centn 
rates from New 
Scranton and V 
which are percc 
EE 
Boston, Philade 
York by fixed ; 
example, are 6 c 
less on each of t 
that enjoyed b 
most points the 
O 
New York to Cl 
J was consequent 
o 
co 
in rates, betwee: 
to 11.42. Had 
o 
rates been prese 
co 
now be about $1 
Philadelphia-Ct 
o 
N> 
I 
f: 
►been some slight deviation from the original 
ilasses, but the mileage scale system of making 
Commodity rates in this territory are likewise 
3 was adopted in New England, similar to the 
jar in Central Freight Association Territory. 
I Southwest mileage scales have been put into 
don has under consideration a mileage scale of 
throughout the entire Southern Classification 
hlso been proposed for Trunk Line Territory 
i Territory between New England and Central 
nd this scale is also being considered by the 
n. 
'hough the exact application of the distance 
i making of rates for long distances as in the 
listance is often the factor of chief importance 
pod example of the application of the distance 
fcure which has long been in effect with respect 
England and Trunk Line Territories on one 
aon Territory on the other. This rate structure 
system. 
pd Chicago is the yardstick by which all other 
jed. The rate from New York to any point in 
jitory is a certain percentage of the rate from 
this percentage was roughly the ratio which 
ie point in question bore to the distance from 
Freight Association Territory is now divided 
•ints in a group taking the same rates from 
[from New York to Chicago is now $1.42 per 
;he 93% group, takes 93% of the New York- 
b. Pittsburgh takes 60% of the New York 
leveland 71%, and Cincinnati 87%. Distance 
the percentages. 
Is other than New York to Chicago and other 
ktion Territory bear a definite relation to the 
lations, such as Albany, Syracuse, Rochester, 
h the center of a group—as a rule take rates 
pw York rates, but the North Atlantic ports 
pre, take rates which differ from those of New 
lass rates from Philadelphia to Chicago, for 
b. on each of the first two classes, and 2 cents 
iltimore has a differential slightly greater than 
vhile Boston’s class rates westbound are to 
•k’s. For many years the first-class rate from 
ts per 100 lb., and the rate from Philadelphia 
eral percentage increases, and one decrease, 
jrought the New York-Chicago first-class rate 
(elation between New York and Philadelphia 
Iss rate from the latter city to Chicago would 
[ntenance of the fixed differential has made the 
rate $1.36. 
O 
-si 
00 
-vl 
> 
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