[769] Brief for U.S., loc. cit., p. 12.
[770] 191 Fed. Rep., 861.
[771] The plan is in Railway Age Gazette, June 4, 1909, p. 1182. New tariffs are described in ibid. Cf. also Boston Transcript, November 28, 1910, for other plans.
[772] 21 I.C.C. Rep., 329, 400. Both the Spokane and Nevada cases are combined in the appeal to the Supreme Court; as is also the independent order of the Commission denying relief from the fourth section to the Union Pacific and other roads.
[773] Chap. X, supra, especially the map facing p. [365].
[774] 9 I. C. C. Rep., 318. The first suggestion I find of graded rates is in the dissenting opinion in this St. Louis Business Men's League case. Reprinted in our Railway Problems.
[775] Brief for U. S., loc. cit., p. 55. Annual Report I. C. C., 1911, p. 31.
[776] A compromise offered by the railways and accepted by commercial bodies pending the Supreme Court decisions was filed June 18, 1912. It is estimated to save Spokane shippers alone about $500,000 annually. Class rates are the Commission's from the seaboard, but from interior points are somewhat lower. The acceptance of the distance principle is the significant point.
"As the distance, St. Paul to Spokane, approximately 1500 miles, is 150 per cent. of the distance Omaha to Salt Lake, approximately 1000 miles, a reasonable rate from St. Paul to Spokane would not be less than 130 per cent. of the rate from Missouri river to Salt Lake, and in the proposed tariff rates from St. Paul to Spokane would be made accordingly.
"From Mississippi common points as defined by current tariffs, the rates would be 112½ per cent. of the St. Paul rates.