The records of the Engineering Department were examined. The records of the Accounting Department were analyzed, various annual reports were examined and a corporate history of the road prepared.
Special forms for securing information were not prepared, and no rules, or definite order of procedure to be used for all roads alike, were adopted.
It is somewhat difficult to determine from the appraiser's report just what part of it covers actual work done, and what part is theory developed from the work, but presumably maps were prepared and profiles secured which represented the original conditions of construction.
The field inspection was made on hand-cars or on foot, each field inspector being furnished with the plans, profiles, etc.
The same conditions existed in Washington as elsewhere, that is, certain records were not kept up, and were found to be inaccurate and unreliable, and, as a result, the appraiser reported the condition to be such as "to cause much unnecessary work subsequently in checking."
A percentage of depreciation was not placed in the field, but was determined by "mortality tables," or by ascertaining the probable years of structure life, then determining from the age of the particular structure under consideration its percentage of depreciation, a method by no means new. It is not stated that any attempt was made to compare these tables with the rules of the Master Car Builders Association for valuing equipment, and no field inspection of equipment was made. The prevailing prices of materials formed the basis for estimating the cost of reproduction.
The value of motive power and rolling stock was apportioned among the States on the basis of engine- and car-mileage.
The land values were fixed by the Railroad Commission sitting as a court; real estate men from the large cities, real estate experts brought by the railway companies, and others testified; and, based on this testimony, the value was determined by the Commission in the same manner as in a condemnation case. Three right-of-way experts, all of whom had had experience in purchasing right of way for roads, were in the regular employ of the Commission, and details as to present values were referred to them.
The chief point of difference between this work and that of the other States apparently was the effort to ascertain first cost of the properties plus additions. This was done by an examination of the accounts of the railway companies.
The result of the Washington work, as far as rate-making is concerned, is indeterminate, as the United States Courts have held that the Commission may not fix freight rates. The Supreme Court of the State has held that they could. The Supreme Court has also held that the Tax Commission should accept the findings of the Railroad Commission for the purpose of taxation, with the result, as stated by Mr. Gray, that more than $1,250,000 more was received last year than during any prior year from railroad taxes.