of handling freight rate transportation matters for shippers generally. I have represented the shippers generally of these various Intermountain States in proceedings before the Interstate Commerce Commission during the last 25 years, and many of the proceedings were among the most important that have received the consideration of the Interstate Commerce Commission. Prior to that time I was engaged in the railroad business for a number of years. I feel that I am quite thoroughly familiar with the freight rate adjustment as it applies in this Mountain-Pacific territory.

Senator MURDOCK. Of course your testimony will be tied in to the effect of freight rates on shipments of metals and minerals?

FREIGHT RATES ON MINERALS AND ORES

Mr. PRICKETT. That is the purpose of it, and Senator, I was just about to explain that I was requested by the Publicity and Industrial Development Commission to prepare some data for submission at this hearing relating, from a rate standpoint, to the commodities here being considered, particularly with respect to the steel and the alunite ore-ore commodities, and I have prepared two exhibits in which these various rate set-ups are shown. These exhibits I think will portray the situation better than if any attempt is made to read the various rates into the record, and I was wondering Mr. Chairman, if you would like to give them a number. I have several copies prepared for distribution.

Senator O'MAHONEY. You want to print these as part of your testimony, do you?

Mr. PRICKETT. If you please Senator. I don't know that you have numbered any exhibits.

Senator O'MAHONEY. No; we have not and it is probably not necessary, unless you have some other exhibits. Have you?

Mr. PRICKETT. No; just the two.

Senator O'MAHONEY. You have two?

Mr. PRICKETT. Yes, sir.

Senator O'MAHONEY. These will be admitted to the record as the exhibits of Mr. Prickett, numbered 1 and 2.

Mr. PRICKETT. Now, I would like to proceed, if I may, with an explanation of these exhibits.

RATES, UTAH TO PACIFIC COAST, LOWER THAN FROM EAST TO PACIFIC COAST

The first exhibit is a statement showing the distances and rates applicable to various iron and steel articles from Ironton, Utah, to various Pacific coast points, and in comparison therewith, those from the other origin points shown to the same destinations; also the distances and rates applicable to the commodities of coal and iron ore, to Ironton from the Utah origins shown.

EXHIBIT NO. B (WITNESS H. W. PRICKETT)

Statement showing distances and rail rates, in cents per 100 pounds and/or in dollars per ton of 2,000 pounds (except as otherwise noted), applicable to various mentioned iron and steel articles from Ironton, Utah, to various Pacific

coast points, and in comparison therewith those from the other origin points
shown to the same points of destination; also the distances and rates applicable
to the commodities of coal and iron ore to Ironton from the Utah origins shown.
Except as to the distances shown in lines 34-37, those shown from the origins
set forth are computed to San Francisco, Calif., which are submitted as being
representative to the other Pacific coast destinations.

STRUCTURAL STEEL (INCLUDING ANGLES, BARS, BEAMS, CHANNELS, PLATES'

?Applicable only via intercoastal steamship lines.

Indicates minimum rate applicable to cast-iron pipe under 18 inches in diameter; higher rates apply on shipments having larger diameter dimensions.

Not applicable to Portland, Oreg.; Tacoma, Wash.; and Seattle, Wash.

Not applicable to Seattle.

EXPLANATION OF AUTHORITY FOR RATES

1.-P. F. T. B. 260, I. C. C. No. 1310, J. P. Haynes, agent.

2.-Agent L. E. Kipp's Tariff No. 1-V, I. C. C. 1472.

3.-Agent L. E. Kipp's Tariff No. 4-R, I. C. C. 1458. 4.-U. S. I. C. 2-6 S. B.-I No. 6.

5.-G. I. C. No. 1-B. S. I. No. 3.

6.-Union Pacific Tariff 6074-H, I. C. C. No. 4792.

7.-Union Pacific Tariff 7210, P. S. C. U. No. 193.

8.-Denver & Rio Grande Western Tariff 5904-H, I. C. C. 689. 9.-P. F. T. B. 52-F, I. C. C. 1360, Agent J. P. Haynes.

Distance computed via

(1) Union Pacific R. R.

EXPLANATION OF ROUTE SYMBOLS

(2) Union Pacific-Ogden, Utah-Southern Pacific.

(3) Denver & Rio Grande Western-Ogden, Utah-Southern Pacific.

(4) St. Louis & San Francisco-Kansas City, Mo.-Union Pacific-Ogden, Utah-Southern Pacific. (5) Pennsylvania-Chicago-Chicago & North Western-Omaha-Union Pacific-Ogden, UtahSouthern Pacific.

(6) Carbon County-Columbia Junction, Utah-Denver & Rio Grande Western.

(7) Chicago & North Western-Omaha-Union Pacific-Ogden-Southern Pacific.

(8) Intercoastal Steamship Lines.

Now, Ironton is near Provo and a steel plant is in operation there at this time. This exhibit is being introduced in evidence for the purpose of showing from a transportation standpoint the freightrate advantages that the steel plant at Ironton, Utah, has in marketing iron and steel products at Pacific coast points in relation to other competitive sources of supply.

Senator O'MAHONEY. Well, as I glance over this first exhibit of yours it would indicate that the freight rate per ton from Ironton to Los Angeles, for example

Mr. PRICKETT. That is to all Pacific coast points.

Senator O'MAHONEY. To all Pacific coast points, is lower——
Mr. PRICKETT. Substantially so.

Senator O'MAHONEY. Than that from any other producing center.
Mr. PRICKETT. Correct.

Senator O'MAHONEY. Now, if that be true, it follows that the freight rate has not prevented the development of ore at Ironton. Mr. PRICKETT. That is true.

Senator O'MAHONEY. Then what has prevented it?

Mr. PRICKETT. That is something I cannot answer. This, as I understand it, is offered for the purpose of showing it is not a freight rate that we do have an advantage from a freight-rate standpoint, and that from that standpoint there is no reason why the movement from Utah should not bs substantial.

Senator O'MAHONEY. That point is clear from your exhibit, I think.

Mr. PRICKETT. Yes; except that I do want to explain in connection with the rates shown, for example, in lines 5 and 6, Mr. Chairman, those are only the intercoastal rates, the intercoastal steamship rates. Now then, the rates to New Orleans, in order to obtain the lowest rate from Birmingham there should be added a rate of $2.03 per gross ton from Birmingham on pig iron; on cast-iron pipe $2.70 a ton; on ingots, billets, and blooms, $2.48 a ton; on sheet bars, $2.48 a ton; and on structural steel, $3.20 per ton.

Those are the rates in effect, the rates I have last referred to, via the rail and barge lines. So, by adding those rates to the rates shown from New Orleans to Pacific coast points, you would have the combination rates, but those rates would not include the marine insurance and the incidental port charges.

Now, I could make an additional explanation of this exhibit, but time will hardly permit of that.

Now the other exhibit. There is shown the rates on alunite ore, for example, from Marysvale to Tacoma; that is the rate the railroads have agreed to adopt, $5.50 per ton. It shows likewise the rates to that territory as being on a lower level than from the competitive points. Then the other rates shown on this exhibit are rates on Gilsonite, potassium, lead bullion, and copper bullion.

EXHIBIT NO. 2 (WITNESS H. W. PRICKETT)

Statement showing distances and rail rates, in cents per 100 pounds, and/or in dollars and cents per ton of 2,000 pounds (except as otherwise noted), applicable to the various mentioned commodities, in effect from and to the points shown. The purpose of this statement is to show, in the first group of rates, the relationship in the approved rate on alunite ore concentrates from Ironton, Utah to Tacoma, Wash., with those in effect on the same commodity (or bauxite ore concentrates) to Tacoma, Wash., and other nearby destination points, from competitive points of origin; also to show the existing level of rates, applicable from Utah, on the other commodities shown on the statement.

Indicates rate not published; however, interested carriers have agreed to its publication.
Indicates rates shown are applicable to a long ton, 2,240 pounds.

Indicates rate applicable only in connection with a minimum shipment of 1,800 tons at one time from one consignor to one consignee.

Indicates applies only to shipments refined at Selby, Calif., and exported thence via the high seas to destinations other than in the United States, Canada, or Mexico. Rate will not apply to shipments for domestic consumption.

(Explanations, et al., continued on p. 742)