TABLE 2.-Average barge rates on unregulated commodities (coal, sulfur, grain) Tariff Authorities: Mississippi Valley Barge Line, ICC Nos. 75, 81, 89, 97, 101; Campbell Transportation Co., ICC Nos. 3, 5; Union Barge Line Corp., ICC Nos. 2, 6, 7; American Barge Line Co., ICC Nos. 17, 27, 37, 41, 50, 51, 54, 57, 66, 68, 70, 73, 83, 89, 92, 94, 96, 104, 107, 110, 122, 126; Federal Barge Line, ICW, ICC Nos. 3, 4, 209, 216, 217, 254, 261, 279, 282, 291, 297, 298, 302, 312, 313; Inland Waterways Corp., ICC Nos. 219, 225, 237, 259, 284, 307. Cearts per ton TABLE 3.-Average barge rates regulated commidities (iron and steel articles, sugar and newsprint), 1942–54 1 No rates on newsprint available prior to 1952 for this distance. No rates on newsprint available prior to 1946 for this distance. Tariff authorities: Mississippi Valley Barge Line, ICC Nos. 81, 89, 97, 101; Union Barge Line Co., ICC Nos. 2, 6, 7; American Barge Line, ICC Nos. 13, 63, 81; W. G. Oliphant's, ICC Nos. A2, A42, A60; Federal Barge Line, ICC Nos. 3, 209, 282, 289, 298, 312, 313; Campbell Transportation Co., ICC Nos. 3, 5. 350 300 250 200 150 100 Barge Hauls of 500 to 1000 Kilos (Average Rates) Coal 200 TABLE 4.—Average rates paid on petroleum products, by years, St. Louis and/or Hartford from New Orleans and/or Baton Rouge 1941. 1942 1943. TABLE 5.-Average rates paid on petroleum products, by years, Chicago from St. Louis and/or Wood River [In mills per ton-mile] 3.10 1949 2.99 1950 3.50 1951. 3.37 3.03 3.38 Average rates by years. X no rate available for 1946. # First six months only Saa Tables 1 and 2. Mr. HARRIS. Is Mr. Eisenhart here? Mr. HARRIS. I observe that you represent the Great Lakes common carriers and you have others here with you; do you not? Mr. EISENHART. Just one, Mr. Chairman. In order to facilitate the hearing and expedite it, we have eliminated two that we had proposed and it will be a very, very short statement by Mr. Arthur Sullivan and then I have a statement, and I have cut that down and will cut it down further on the oral presentation. I would like, therefore, to ask at this time if we might file the two statements of the gentlemen referred to on your list and a supplemental statement by myself at a future date? Mr. HARRIS. We, of course, will permit that, and in view of the fact that it is 12 o'clock now and the House is in session, there will be at least 2 or maybe more rollcalls immediately, so the committee will adjourn until 2 o'clock, at which time you may come back with your group and we will hear you first. The committee will adjourn until 2 o'clock. (Whereupon, at 12 noon, a recess was taken until 2 p. m., this same day.) AFTERNOON SESSION (The hearing was resumed at 2 p. m., pursuant to recess.) Mr. HARRIS. The committee will come to order. Mr. Lloyd C. Dell. Mr. Dell, you are the general traffic manager of the Fairmont Foods Co., of Omaha, Nebr., and I understand you have a very brief statement that you would like to make. STATEMENT OF LLOYD C. DELL, GENERAL TRAFFIC MANAGER, FAIRMONT FOODS CO., OMAHA, NEBR. Mr. DELL. Yes; very brief, Mr. Chairman. My name is Lloyd C. Dell, general traffic manager of Fairmont Foods Co., with headquarters at 3201 Farnam Street, Omaha, Nebr. Fairmont Foods Co. handles a complete line of more than 70 items of fresh frozen fruits, vegetables, and juices and a complete line of dairy products such as butter and related products, dressed poultry, and eggs. We are located in 32 States with operations from coast to coast and from the Gulf of Mexico to the Canadian border. Approximately 35 percent of our transportation is via rail as compared with 65 percent via motor carrier, which includes common carrier, contract carrier, and carriers of exempt agricultural commodities. We also own and operate a fleet of our own trucks for operation between our branches and for pickup and delivery service. I have been engaged in the traffic department of my company since 1918, and have been in charge of my department for the past 10 years. During this time I have been closely associated with and have carefully studied and observed transportation in all its phases as it has developed over the past 38 years. In that period of time we have, of course, witnessed many changes. I agree with the statement in the report of the Cabinet Committee to the effect that since the close of World War II there has occurred a virtual revolution in transportation. I also agree with the general conclusion that the system by which the Government seeks to regulate transportation needs constant study in order to keep pace with new developments, not only in the field of transportation, but in business also, to keep informed of new commodities with regard to their transportation characteristics. Not very many years ago practically all of our transportation was via rail. In those days, there was no such thing as frozen foods. Time has wrought many changes, both in the commodities we handle and in the way they are transported. Only 5 percent of our dairy products and only 35 percent of our total traffic now moves via rail. A large part of this railroad movement consists of heavy carloads of frozen fruits and vegetables in transcontinental service, that is, from the Pacific coast territory to the Atlantic seaboard, with considerable volume of fruit concentrates and seafoods from Florida and the gulf to various parts of the country. The only traffic that we are still moving via rail is that on which we have a freight cost advantage. This traffic is composed of commodities which we can move in large quantities to take advantage of a lower rate which applies on a high minimum weight, and in addition by such |