[181] 11 I.C.C. Rep., 558; U. S. Bureau Corp'ns Rep., p. 148. [182] Routes shown by the map on p. 647, _infra_. [183] 20 I. C. C. Rep., 200, with dissenting opinion. Reviewed by the U. S. Commerce Court 1912; _Railway Age Gazette_, chap. LII, p. 1550. P. 586, _infra_. [184] U. S. Circuit Court of Appeals, decided March 12, 1902. The history is in Ann. Rep., I.C.C., 1907, p. 114; 1908 pp. 26 and 36; and 1909, p. 26. [185] Never published. Outlined in Wisconsin _Assembly Journal_, 1905, chap. II, pp. 1463-1497. [186] _Cf._ p. 492, _infra_. [187] _Cf._ 59th Congress, 1st Session, Senate Doc. 526. [188] 13 I.C.C. Rep., 123. [189] Ann. Rep., I.C.C., 1910, p. 10. [190] _Idem_, 1909, p. 32. Circuit Court of Appeals decision, April 29, 1911, Ann. Rep., I.C.C., 1908, p. 32. [191] 18 I.C.C. Rep., 280. _Cf._ p. 401, _infra_. [192] _Boston Transcript_, Feb. 20, 1912. [193] 22 I.C.C. Rep., 51. [194] 222 U. S., 42. The system is described in the _Railway Age Gazette_, June 4, 1909. [195] 21 I.C.C. Rep., 304. Compare also before the U. S. Commerce Court; the Stock Yards case, 192 Fed. Rep., 330; the California Switching case, 188 Fed. Rep., 229; and the Crane Iron Works case, No. 55, April session, 1912. The tap-line decision, 23 I.C.C., 277, most fully discussed the general policy to be observed toward industrial roads in the lumber business. _Cf._ also the use of boat lines. 23 _Idem_, 358. [196] _Railway Age Gazette_, LII, pp. 269 and 340. [197] Evidence before the Stanley House Committee on Steel Corporation, Feb. 28, 1912, p. 3667; and Bureau of Corporations on U. S. Steel Corporation, II, p. 72. [198] _American Economic Review_, 1911, p. 789. [199] S. O. Dunn, American Transportation Question, pp. 62, 81. CHAPTER VII LOCAL DISCRIMINATION Concrete instances, 215.--Hadley's oyster case not conclusive, 217.--Two variants: lower long-haul rates by the roundabout route, as in the Hillsdale, Youngstown, and some Southern cases, 221; or by the direct route, as in the Nashville-Chattanooga and other southern cases, 225.--Complicating influence of water transportation, 232.--Market competition from various regions, a different case, 234.--The basing point (southern) and basing line (Missouri river) systems, 238.--Their inevitable instability and probable ultimate abandonment, 242.--Postage-stamp rates, illustrated by transcontinental tariffs, 245.--Which line makes the rate? 255.--Cost not distance, determines, 256.--Fixed charges v. operating expenses, 257.--Proportion of local business, 259.--Volume and stability of traffic important, 261.--Generally the short line rules, but many exceptions occur, 263.