[25]. Quoted from a synopsis of the Report.
[26]. Railroad Freights, Ohio House of Representatives, 1879, pp. 159–163.
[27]. Hardy v. Cleveland & Marietta R. R., Circuit Court, Ohio, E. D., 1887, 31 Fed. Rep. 689; Senate Select Committee on Interstate Commerce, 49th Congress, 1st Session, p. 199.
[28]. Besides the references already given on the Rice affair, see the Trust Investigation of Congress, 1888; the testimony in the Rice case before the Interstate Commerce Commission, Nos. 51–60, 1887; Decisions of the I. C. C., vol. 1, pp. 503, 722; vol. 2, p. 389; vol. 3, p. 186; vol. 4, p. 228; vol. 5, pp. 193, 660; State of Ohio v. Standard Oil Co., 49 Ohio St. Rep. 317; Lloyd, chapters xv, xvi, xvii; and Tarbell’s History.
[29]. I. C. C., First Report, 1887.
[30]. Passes (annual in this case) to persons not in the regular service of the carrier held unlawful. State v. Northern Pacific, p. 359, vol. 2, Decisions, 1888.
[31]. Sale of 1000–mile tickets to commercial travellers at $20 while charging others $25 illegal. Chicago & Grand Trunk, p. 147, vol. 1, Decisions, 1887.
[32]. Paying commissions; selling tickets through brokers at reduced rates; rate wars, etc. Pennsylvania, New York Central, Wabash, Chicago & Alton, vol. 2, 1888, p. 513.
[33]. Discounts to shippers receiving more than 30,000 tons a year illegal. Providence and Worcester, vol. 1, 1887, p. 170.
[34]. In many cases the direct rate between two points, X and Y, was found to be greater than the combination of the rate from X past Y to a competitive point Z and the local rate back from Z to Y. For example, goods could be shipped from the Pacific coast to Kansas City and then back to points west of Kansas City more cheaply than they could be sent direct from the coast to these intermediate points. This enabled a shipper informed of the combination rates to get an advantage over one with less information who relied on the published tariffs stating the rates between his place of business and the points to or from which his shipments were to be sent. The Commission took up this matter in 1887 and the traffic managers of the roads agreed to revise their tariffs so that the direct local rate should in no case exceed the through rate plus the local rate back from the terminus or competitive point. This rule resulted in many material reductions of the rates to intermediate points; for example, the points between Denver and the Missouri River on the lines controlled by the Southern Pacific. See Martin v. Southern Pacific R.R. I. C. C. Decisions, vol. 2, 1888, pp. 1, 4.