13.

Petition of Indiana State Board of Commerce, of Indianapolis, Ind., praying for certain amendments to the interstate-commerce law.

[Presented by Mr. Fairbanks, February 23, 1902.]

Whereas discriminations in freight rates are resulting in great injustice to individuals and great damage to industries in Indiana; and

Whereas the interstate-commerce act as at present constituted is inadequate to relieve this state of affairs; and

Whereas it is the sense of the Indiana State Board of Commerce that amendments. to the interstate-commerce act should be speedily adopted which will give the Commission greater power, and which will expedite the final adjustment of cases decided by that Commission:

Resolved, That we urge the Senators and Representatives from the State of Indiana to do all in their power to advance on the Calendar and push to early favorable vote the amendments to the interstate-commerce act known as the Nelson bill in the Senate and the Corliss bill in the House, and that copies of this resolution be forwarded to the above-mentioned Senators and Representatives and to the chairmen of the Committees on Interstate Commerce in both Houses, and that a copy of this be forwarded to the executive committee of the Interstate-Commerce Law Convention at St. Louis, Mo.

C. J. MURPHY, Secretary.

14.

Resolutions of Granite Manufacturers' Association of New England, favoring increasing the power of Interstate-Commerce Commission.

[Presented by Mr. Gallinger, March 7, 1902; also by Mr. Elkins.]

Hon. JACOB H. GALLINGER, Washington, D. C.

BOSTON, February 25, 1902.

DEAR SIR: At the annual meeting of the Granite Manufacturers' Association of New England, held at Barre, Vt., the 12th instant, the following resolution was unanimously adopted:

RESOLUTION.

Whereas the interstate-commerce law declares that railway rates shall be just and reasonable and shall not discriminate between persons, localities, or commodities, and creates a Commission for the purpose of securing to the public the benefit of these provisions; and

Whereas that Commission, in view of the interpretation which the courts have put upon the original act, has not at the present time the necessary power to secure shippers and the public just, reasonable, and nondiscriminatory rates, and can not even exercise the authority which it did in this respect during the early years of its existence:

Resolved, That the "Act to regulate commerce" should be so amended as to give the Interstate-Commerce Commission the means to enforce the provisions of that act, and especially in the following particulars:

1. To give the Commission power, after it has upon formal complaint and hearing determined that a rate or a practice is in violation of law, to prescribe the thing which the carrier shall do to bring itself into conformity with the law. There is no way, in our opinion, in which the public can be secured in the enjoyment of a just rate except by compelling the carrier to make that rate.

2. To make the orders of the Interstate Commerce Commission effective of themselves, subject to the right of the carriers to review the lawfulness and reasonableness of these orders in the courts. Under the present system it has required on the

average more than three years to compel a railroad to obey an order of the Commission. After a shipper has tried his case before the Commission and obtained an order for relief he must still spend three years in litigation before that relief is available. No such system can in most cases be of any benefit to the public.

3. To require a uniform classification. The present power of the railways to change classifications at will puts the shipper completely at their mercy. This is illustrated by the action of the railways in putting in effect their new classification January 1, 1900.

4. To compel the railways to keep their accounts in a specified manner and to make those accounts open to Government inspection. This is no more than is now required in case of national banks, and would be the most effective means of preventing the payment of rebates and similar unlawful practices.

We believe these amendments are embodied in Senate bill No. 3575, introduced February 5, 1902, and House bill No. 8337, introduced January 9, 1902, and we urge upon our Senators and Representatives in Congress to give these bills their careful consideration and support.

Yours, respectfully,

WM. H. MITCHELL, President.

15.

Petition of the Granite Manufacturers Association of New England, praying for the passage of Senate bill 3575.

[Presented by Mr. Frye March 7, 1902.]

BOSTON, February 25, 1902.

Hon. Wм. P. FRYE, Washington, D. C.

DEAR SIR: At the annual meeting of the Granite Manufacturers' Association of New England, held at Barre, Vt., the 12th instant, the following resolution was unanimously adopted:

RESOLUTION.

Whereas the interstate-commerce law declares that railway rates shall be just and reasonable and shall not discriminate between persons, localities, or commodities, and creates a Commission for the purpose of securing to the public the benefit of these provisions; and

Whereas that Commission, in view of the interpretation which the courts have put upon the original act, has not at the present time the necessary power to secure shippers and the public just, reasonable, and nondiscriminatory rates, and can not even exercise the authority which it did in this respect during the early years of its

existence.

Resolved, That the "Act to regulate commerce" should be so amended as to give the Interstate Commerce Commission the means to enforce the provisions of that act and especially in the following particulars:

1. To give the Commission power, after it has upon formal complaint and hearing determined that a rate or a practice is in violation of law, to prescribe the thing which the carrier shall do to bring itself into conformity with the law. There is no way in our opinion in which the public can be secured in the enjoyment of a just rate except by compelling the carrier to make that rate.

2. To make the orders of the Interstate Commerce Commission effective of themselves, subject to the right of the carriers to review the lawfulness and reasonableness of these orders in the courts. Under the present system it has required on the average more than three years to compel a railroad to obey an order of the Commission. After a shipper has tried his case before the Commission and obtained an order for relief he must still spend three years in litigation before that relief is available. No such system can in most cases be of any benefit to the public.

3. To require a uniform classification. The present power of the railways to change classifications at will puts the shipper completely at their mercy. This is illustrated by the action of the railways in putting in effect their new classification January 1, 1900.

4. To compel the railways to keep their accounts in a specified manner and to

make those accounts open to Government inspection. This is no more than is n required in case of national banks and would be the most effective means of I venting the payment of rebates and similar unlawful practices.

We believe these amendments are embodied in Senate bill No. 3575, introdu February 5, 1902, and House bill No. 8337, introduced January 9, 1902, and we u upon our Senators and Representatives in Congress to give these bills their care consideration and support.

Yours, respectfully,

WM. H. MITCHELL,

President

Petition on behalf of the Pacific Coast Lumber Manufacturers' Association, urging the sage of H. R. 8337, to enlarge the powers of the Interstate Commerce Commission. [Presented by Mr. Foster, of Washington, March 10, 1902.]

SEATTLE, WASH., February 28, 1902

Hon. A. G. FOSTER, Hon. GEO. TURNER, Hon. W. L. JONES, Hon. F. W. CUSHM GENTLEMEN: At a meeting of this association, representing an annual outpu 1,350,000,000 feet of lumber and 2,000,000,000 shingles, held in Tacoma on Wed day, February 26, the following resolutions were adopted by unanimous vote: "Resolved, That the interests of the country at large, and particularly of this S and of the lumber and shingle manufacturers, will be promoted by the passage of bill now before Congress, enlarging the powers of the Interstate Commerce C mission.

"That the Pacific Coast Lumber Manufacturers' Association heartily indorses pending measure, known as H. R. bill No. 8337.

"That the secretary is hereby directed to submit a copy of this resolution to e of the Senators and Congressmen from this State, and request that their influence exerted in support of the measure."

In accordance with the foregoing instructions I urge upon you to give the meas your unqualified support. The present interstate-commerce law is practicall dead letter, as far as its enforcement is concerned, and shippers of lumber produ from this State have and are suffering from the effects of the inability of the C mission to enforce the law, and the flagrant abuses consequent upon its nonenfor ment. VICTOR H. BECKMAN, Secretary

Sincerely, yours,

17.

Petition of the Granite Manufacturers' Association of New England, praying for legisla giving the Interstate Commerce Commission power to carry out the provisions of the interst

commerce act.

[Presented by Mr. Proctor, March 13, 1902.]

BOSTON, February 25, 1902

Hon. REDFIELD PROCTOR, Washington, D. C.

DEAR SIR: At the annual meeting of the Granite Manufacturers' Association New England, held at Barre, Vt., the 12th instant, the following resolution unanimously adopted:

RESOLUTION.

Whereas the interstate-commerce law declares that railway rates shall be just a reasonable and shall not discriminate between persons, localities, or commodities, a creates a Commission for the purpose of securing to the public the benefit of th provisions; and

Whereas that Commission, in view of the interpretation which the courts ha put upon the original act, has not at the present time the necessary power to sec shippers and the public just, reasonable, and nondiscriminatory rates, and can even exercise the authority which it did in this respect during the early years of existence;

Resolved, That the "act to regulate commerce" should be so amended as to g

the Interstate Commerce Commission the means to enforce the provisions of that act, and especially in the following particulars:

1. To give the Commission power, after it has upon formal complaint and hearing determined that a rate or a practice is in violation of law, to prescribe the thing which the carrier shall do to bring itself into conformity with the law. There is no way, in our opinion, in which the public can be secured in the enjoyment of a just rate except by compelling the carrier to make that rate.

2. To make the orders of the Interstate Commerce Commission effective of themselves, subject to the right of the carriers to review the lawfulness and reasonableness of these orders in the courts. Under the present system it has required on the average more than three years to compel a railroad to obey an order of the Commission. After a shipper has tried his case before the Commission and obtained an order for relief, he must still spend three years in litigation before that relief is available. No such system can, in most cases, be of any benefit to the public.

3. To require a uniform classification. The present power of the railways to change classifications at will puts the shipper completely at their mercy. This is illustrated by the action of the railways in putting in effect their new classification January 1, 1900.

4. To compel the railways to keep their accounts in a specified manner and to make those accounts open to Government inspection. This is no more than is now required in case of national banks, and would be the most effective means of preventing the payment of rebates and similar unlawful practices.

We believe these amendments are embodied in Senate bill No. 3575, introduced February 5, 1902, and House bill No. 8337, introduced January 9, 1902, and we urge upon our Senators and Representatives in Congress to give these bills their careful consideration and support.

Yours, respectfully,

18.

Wм. H. MITCHELL, President.

Petition of the Chamber of Commerce of Milwaukee, Wis., praying for the passage of the so-called Nelson-Corliss bill to amend the interstate-commerce act.

[Presented by Mr. Quarles, March 17, 1902.]

Hon. J. V. QUARLES,

CHAMBER OF COMMERCE,

Milwaukee, March 12, 1902.

United States Senate, Washington, D. C.

DEAR SIR: The following resolutions were adopted at a meeting of the board of directors of this chamber of commerce, held March 11, 1902:

"Whereas the Milwaukee Chamber of Commerce has heretofore placed itself on record on several occasions in favor of such amendment of the interstate-commerce act as will give it greater effectiveness; and

"Whereas a bill is now pending in Congress for this purpose, known as the NelsonCorliss bill, designated in the House as H. R. 8337 and in the Senate as S. 3575: Therefore,

"Resolved, That the board of directors of the said chamber of commerce hereby respectfully requests the Senators and Representatives in Congress from this State to give the said bill their active support and to use their influence in every proper way to secure its early enactment.

66

Resolved, That the secretary be requested to forward a certified copy of the foregoing preamble and resolution to each of the said Senators and Representatives."

Very truly, yours,

W. J. LANGSON, Secretary.

19.

Petitions of Blanton Milling Company, of Indianapolis; of the Harvest Queen Milling Company, of Elkhart; of the Bremen Roller Mills, of Bremen; of Igleheart Brothers, of Evansville; of Harris Milling Company, of Greencastle; of the Goshen Milling Company, of Goshen, of the Mayflower Mills, of Fort Wayne; of C. Tresselt & Sons, of Fort Wayne; of the Lebanon Roller Mills, of Lebanon; of the Gem Flouring Mill Company, of Rushville; of Willard Kidder, of Wabash; of Valley Roller Mills, of Connersville; of William Suckow, of Franklin, all in the State of Indiana, praying for the passage of the so-called Nelson-Corliss bill (S. 3575.)

[Presented by Mr. Fairbanks, March 18, 1902.]

Hon. CHARLES W. FAIRBANKS,

United States Senate, Washington, D. C.

INDIANAPOLIS, IND., March 12, 1902.

DEAR SIR: We desire to respectfully call your attention to bill 3575, known as the Nelson-Corliss bill.

Doubtless you are aware that among the very fundamental industries of the country is the flour-milling business, which represents the largest investment of capital, with few exceptions, of any home industry. Furthermore, activity and prosperity in the flour-milling trade is productive of a corresponding prosperity amongst workingmen, farmers, merchants, manufacturers, bankers, and railroads.

It is an industry which is particularly rooted in all of its ramifications, directly or indirectly, with all classes of people. It is a representative American industry. The wheat grown in this country should be milled in America. Owing to the increased acreage in the wheat-growing country there has been a gradual increase in our wheat production. The most of this wheat should be milled in America, not foreign countries. The export of wheat should be in a less ratio than formerly, by reason of the increased milling facilities and capacity of this country and the increased activity on the part of the millers in building up a foreign trade for American flour. Unfortunately exports of wheat have increased at a greater ratio than the exports of flour. In fact, the increase in the exports of wheat in the past two years has been very noticeable and the ratio of flour exported, compared with wheat, has decreased abnormally. This, we believe, is contrary to the fundamental American idea of trade expansion. No country in the world is better equipped to mill its own wheat than America; hence the exportation of flour should be encouraged and aided by our governmental policies, commercial, legislative, as well as executive.

About three years ago the Central Traffic Association, also independent railway and fast freight lines, made the freight rate to the seaboard lower than on flour, the product of wheat. This was made, as claimed by the transportation companies, for the reason that it cost more to transport flour than it did wheat, but the difference in the cost, per admission of railway officials, was less than 1 cent per 100 pounds. The transportation companies, in defending their position, failed to tell your honorable Congressional committee that flour millers have to pay a charge of 13 cents per 100 pounds over and above the published tariff rates for the privilege of stopping and milling the wheat in transit.

This charge is a heavy embargo on the milling trade for this privilege merely. As everyone connected with the millers as well as the transportation companies knows, this is far in excess of the actual cost of this milling-in-transit privilege. Several times statistics and facts have been produced proving the assertion of the transportation companies to be wrong. In fact, the transportation companies are showing a better net profit on the transportation of flour than on wheat. The milling industry of this country is suffering because of this added embargo on the transportation of flour. Steamship companies have made more favorable rates on the transportation of wheat because of the different and unlike conditions to any that railway companies

have to meet.

The export trade of this country has been gradually and is now rapidly being diverted to foreign millers. Such millers are enabled to buy American wheat, lay it down at Liverpool, for illustration, mill it, and undersell us at a profit to such an extent that the export flour trade of America at this time is unprofitable. The primary cause of the distress in the flour-milling trade is due to this discrimination in freight rates. The millers of the United States do not ask for more favorable rates on flour than wheat, but simply for equal rates plus 12 cents per hundred charged for milling in transit. Are you in favor of seeing justice done to the American millers? We believe, upon inquiry from men directly or indirectly interested in the export flour trade, that you will find the above statements verified. We therefore