Appendixc — United States v. Pullman Co.
Supreme Court brief1947
Ask Donna
What actually matters in this document.
Text
SUPREME COURT OF THE UNITED STATES
Ocroser TeRM, 1946 ~
No. 253
THE UNITED STATES OF AMERICA, APPELLANT
vs.
THE PULLMAN COMPANY, PULLMAN-STANDARD CAR
MANUFACTURING COMPANY, PULLMAN INCORPO-
RATED, ET AL.
No. 254
OTIS & CO., APPELLANT
vs.
THE UNITED STATES OF AMERICA, THE PULLMAN
COMPANY, PULLMAN-STANDARD CAR MANUFAC-
TURING COMPANY, ET AL.
No. 255
THE CHESAPEAKE & OHIO RAILROAD COMPANY,
THE NEW YORK, CHICAGO AND ST. LOUIS RAILROAD
COMPANY, AND PERE MARQUETTE RAILWAY COM-
PANY, APPELLANTS
vs.
THE UNITED STATES OF AMERICA, THE PULLMAN
COMPANY, PULLMAN-STANDARD CAR MANUFAC-
TURING COMPANY, ET AL.
No. 256
GLORE, FORGAN & CO., APPELLANT
va.
| THE UNITED STATES OF AMERICA, THE PULLMAN
COMPANY, PULLMAN-STANDARD CAR MANUFAC-
TURING COMPANY, ET AL.
APPEALS FROM THE DISTRICT COURT OF THE UNITED STATES
FOR THE BASTERN DISTRICT OF PENNSYLVANIA
- ”
INDEX
Record from D. C. U. a, Eastern District of Pennsylvania. .
and Central R. R. of N. J., effec-
tive Jam. 1, 196B.n0- 2224600000. 195
Record from D. ©. U. 8., Eastern District of Pennsylvania—
Continued
Docket entries—Continued
Complaint—Continued
Appendices to complaint—Continued
4. Appendix D—Exhibits—Continued
Exhibit No.—Oontinued
8—Agreement between Pullman Co.
and C. sie * mela
ver & Salt Lake R. R., Denver,
Colo., dated June 25, 1924 (and
INDEX
from D. C. U. S, astern District of Pennaylyania—
iy
il!
Lr
nA
uf i
356
367 }
375 (315
26—Agreement between Pullman Co.
and Trustee Intern’!. Gr. North’n.
R. B., effective Nov. 1, 1939..
27—Agreement between Pullman Co.
and K. C. So. R. R., effective
SI 8 SiR sccnscccccecce
a
ie
FS
bet
i.
i
t
: Sees
aa ey aie
+ pe ii : adAE beh Tie
Wee i ie iy
afnelish seed apap
— ah iil L Pail 2
we
Co.
Jan.
598
682 598
743 «= 689
802 6679
879 726
Pacific Co., effecti
|
;
5
-
Pintdeddeimaddlbesccass
and St. >
and Trustees, b
Divebenlidtbtecacsecscceos
is
making certain findings of fact and con-
law
Order of Court designating Circuit Judges to hear the cause. 681
a amended to conform to Court’s order of July
Detewesetthtodsaddenadraniiadidboasapconimeoce
Goodrich, ©. J., granting judgment in favor of
Expediting certificate. ................--..----.---..-
RR ci tho cnccntwtctennimidiestincacccce
oy i lett th ceabatlindinncttl bnbocncaccesocbous
Record from D, ©. U. 8, Hastern District of Pennaylvania—_
‘
Record from D. ©. U. S., Eastern District of Pennaylvania—
the Repair Shope for leave to intervene.
Petition of the Pullman Cer Employes Association of
the Repair Shops for leave to intervene...
Order of Court granting motion of the Pullman Car Em-
ployes Association of the Repair Shops for leave to
Car Business from the Manufacturing Business” sub-
mitted by defendant Pullman, Ine._....-.-...
Motion of the Independent Pullman Workers Federation
ers Federation for leave to intervene
Objections of the Pullman Clerks’ Association, the Pull-
man Car Employes Association of the Repair Shops and
the Independent Pullman Workers Federation to the
plan submitted by Pullman, Incorporated, and sugges-
Motion of Pullman Porters Union for leave to intervene. -
Petition of the Puliman Porters Union for leave to inter-
vim
Diimek keine RincinRoRs
paeergy pa Ha z eee cin 2
I Weak tk i HG Baas 7
end jl Han say Ha
fi ei util Hig st
Ai Hil i ie
qh il iil Hie Hitt Hasllih 1
|
1122 1063
Me bsscccecdubewkaewcbiqveto
INDEX m
Record from D. ©. U. 8&., Eastern District of Pennaylvania—
pendent Pullman Workers Federation................ 1130 1102
to intervene... .. qeevesnadendedemeccoccosceses ccs 1146 «1112
1944, and the interim order of March 22, 1945........ 1147 1113
Order of Court granting motion of Standard Steel Spring.
Company for leave to intervene. .................... 1194 1141
opeka and Santa Fe Railway Company and others... 1196 1141
Railway Company to intervene...................... 1237 1170
Supplemental Petition on behalf of the state of Colorado.. 1238 1170
e
|
i
:
:
Fe Railway Company and others.................... 1243 1173
of Pullman, Inc., of ite selection of purchaser, ete.. 1250 1177
Chesapeake and Ohio Railway Company............. 1253 1178
Ohio Railway Company... ................ 1257 1181
puSerenne® 1258 1181
|
i
|
i
bf
i
fi
Hi
fi
th
ff
j
:
:
|
|
i
|
pewcoapcese 1272 1188
aH
f
fi!
ff
|
eomesccens cooce 1274 1189
Fee
|
:
RIEIIG. nec nccawsqucectittdues ides 1275 1190
. 1193
Ff
i
i
Exhibit VII accompanying stipulation of facts._.....
Index to Vol. I of Exhibit VII
Government's trial exhibits—Continued
No. 110—Letter, Richard K. Mellon to D. A. Crawford, Origipal Print
1955
No, 115—Memorandum, D. A. Crawford to L. 8. Hunger-
ford and L. 8. Taylor, Feb. 3, 1956
No. 146—Telegram, D. A. Crawford to D. R. McLennan,
No. 329—Notice of special and annual meetings of stock-
holders of Pullman Inc., with annexed proxy state-
ment, March 17, 1000... ......2--00000-00---00-
No. 416—Telegram, Henry Sturgis to D. A. Crawford...
No. 418—Memorandum for General Contract Committee
by
No. 419—Letter, Champ Carry to D. A. Crawford, March
31, 1938.
No. 422—Letter, Hale Holden, Jr., to D. A. Crawford,
Discus tanitiasin tele aie ane. tn
Pullman Company, Nov. 5th and 6th, 1945.......... 2559-A
Caption and
et
|
i
E
i
i
i
te
ples
Te
F8aFF
vet
ly
aif
iH
if
i
1
°
:
L
i
i
;
;
;
f
i
:
B
|
Car and Foundry Co., to Robert R. Young...
Exhibit 14—Paper entitled “Statement by Carl
E. Newton, President of Chesapeake and Ohio
Railway to AAR Board, October 26, 1945, on
behalf of smaller passenger-carrying roads”...
3151
3152
Government's trial exhibits—Continued °
Transcript of hearings on four offers té purchase—Con.
Otis and Company Exhibitse—Continued
Company
Exhibit 16—Letter dated October 25, 1945, from
J. W. Davin, President, the New York,
Chicago and St. Louis Railroad Company, to
Mr. C, E. Newton, President, the Chesapeake
and Ohio Railway Company................
exhibits: m
gram, bomb production and gear and axle
program of Standard Steel Spring Company - .
Exhibit 2—Offer of Standard Steel Spring
Company to Pullman Incorporated, dated
October 25, 1945, with attached memorandum
Exhibit 6—Document entitled “Thirtieth An-
nual Report to Shareholders of the Standard
Steel Spring Company”................-..-
Spring Company and Subsidiary— Consolidated
Balance Sheet as of August 31, 1945’’........
Exhibit 8—Document entitled “Standard Steel
Spring Company and Subsidiary—Consoli-
dated Profit and Loss Statement for the Eight
Months ended August 31, 1945”_............
Exhibit 9—Paper headed “Net Sales by Years
for the 10% years ended June 30, 1945’... __-
Exhibit 10—Paper, the first line of which says
“Total Number of Shareholders’”’.........._.
Exhibit 11—Paper headed “Shares of Common
Owning One Thousand Shares or More of One
Dollar Par Value Common Stock as of October
Exhibit 18—Document dated October 24, 1945.
Railroad exhibits: .
Exhibit 1—Paper headed “The Nation’s Stream-
DOD” « vavcccerercocereiitbiants dhadiwen
3163 2311
os
Government's trial exhibite—Continued
Transcript of hearings on four offers to purchase—Oon.
Transcript of argument on four. offers to purchase The
Pullman Company, December 10th, 11th, and 12th,
2367
2389
2390
2391
2393
2402
2404
2404
2404
2409
2431
2437
2445
2447
2449
24€2
2464
2507
2539
2541
2564
2581
2584
2594
2603
2610
2616
2620
2621
2625
2631
2631
2633
2635
2638
2639
2639
THE UNITED STATES V8. THE PULLMAN COMPANY 1265
1432 Tue Potuman Company
Pullman Building, 79 East Adams Street
CHICAGO
D. A. Crawford, President.
Mr. Gur A. THomrson,
Trustee, Missouri Pacific Railroad Company, Missouri Pacific
Building, St. Lowis, Missouri.
Dear Sm: As the present operating agreement between The
Pullman Company and the Trustees of Missouri Pacific Railroad.
Company, Dr., terminates on April 19, 1940, and there may be
some delay in the execution of a new term agreement to be effec-
tive following the termination of the present agreement, it is pro-
posed that during the interim subject to cancellation on
_ 80 days notice, Pullman operations over the Missouri Pacific Rail-
road shall continue as heretofore. Distribution of the obligations
and liabilities of the parties thereto shall be in accordance with
the terms of the above mentioned expiring agreement unless and
until new agreement is executed, with provision for retroactive
effective date.
A new agreement in form which we believe should be mutually
acceptable to our respective companies is in preparation and will
be forwarded to you promptly.
I would appreciate proper execution of this letter agreement,
which is written in duplicate, with return of one executed copy
to us to indicate acceptance of the above understanding.
Very truly yours,
D. A. Crawrorp.
Accepted :
Guy A. THompson,
Trustee, Missouri Pacific Railroad Company. .
Tue Portman Company
Pullman Building, 79 East Adams Street
CHICAGO
D. A. Crawford, President.
President, The Nashwille, Chattanooga & St. Louis
Railway, Nashville, Tennesses.
Dear Sm: As the present operating agveement between The
Pullman Company and The Nashville, Chattanooga & St. Louis
Aram 15, 1940.
Apri 15, 1940.
1266 THE UNITED STATES VS. THE PULLMAN COMPANY
Railway terminates on April 30, 1940, and there may be some delay
in the execution of a new term agreement to be effective following
the termination of the present agreement, namely May 1, 1940,
it-is proposed that 1 nigra sn to cancella-
tion on 30 days notice, Pullman operations over The Nashville,
Chattanooga & St. Louis Railway shall continue as heretofore.
Distribution of the obligations and liabilities of the parties hereto
shall be in accordance with the terms of the above mentioned
expiring agreement unless and until new agreement is executed,
with provision for retroactive effective date.
A new agreement in form which we believe should be aon
- acceptable to our respective companies is in preparation and
be forwarded to you promptly.
T would a iate proper execution of this letter agreement,
which is rng re rfl errr nartenllnr Prevygedhn be spam
to us to indicate acceptance of the above understanding.
Very truly yours,
D. A. Crawrorp.
Accepted :
Frrzcrrato Ha,
President, The Nashville, Chattanooga & St. Louis Railway.
1434 Tue Portman Company
Pullman Building, 79 East Adams Street
' CHICAGO
D. A. Crawford, President.
Mr. C. E. Denney,
President, Northern Pacific Railway Uompany,
St. Paul, Minnesota,
Dear Sm: As the present operating agreement between The
Pullman Company and the Northern Pacific Railway Company
terminates on March 31, 1940, and there may be some delay in the
execution of a new term agreement to be effective April 1, 1940,
it is proposed that during the interim period, subject to cancella-
tion on 30 days notice, Pullman operations over the Northern
Pacific Railway Pope continue as heretofore. Distribution of the
obligations and liabilities of the parties thereto shall be in accord-
ance with the terms of the above mentioned expiring agreement
unless and until new agreement is executed, with provision for
retroactive effective date.
Marcu 16, 1940.
THE UNITED STATES VS. THE PULLMAN COMPANY 1267
I would appreciate proper execution of this letter agreement,
which is written in duplicate, with return of one executed copy
to us to indicate acceptance of the above understanding.
_ Very truly yours,
Accepted :
D. A. Crawrorp.
C. E. Denney,
President, Northern Pacific Railway Company.
Tae Pouiman Company
Pullman Building, 79 East Adams Street
CHICAGO
D. A. Crawford, President.
June 21, 1939.
Mr. Norman Can,
President, Richmond, Fredericksburg and Potomac
Railroad Company, Richmond, Virginia.
Dear Sm: As the present operating agreement between The
Pullman Company and the Richmond, Fredericksburg and Po-
tomac Railroad Company expires on June 30, 1939 and there may
be some delay in the execution of a new term agreement to be
effective following the expiration of the present agreement, namely
July 1, 1939, it is proposed that during the interim period, subject
to cancellation on 30 days notice, Pullman operations over the
Richmond, Fredericksburg and Potomac Railroad shall continue
as heretofore. Distribution of the obligations and liabilities of
the parties thereto shall be in accordance with the terms of the
above mentioned expiring agreement unless and until new agree-
ment is executed, with provision for retroactive effective date.
I would appreciate proper execution of this letter agreement,
which is written in duplicate, with return of one executed copy
to us to indicate acceptance of the above understanding.
Very truly yours,
D. A. Crawrorp.
Accepted :
Norman Catt,
President.
’
Richmond, Fredericksburg and Potomac Railroad Company.
7248084780
1268 THE UNITED STATES VS. THE PULLMAN COMPANY
1436 ‘Tae Putman Company
Pullman Building, 79 East Adams Street
. CHICAGO
D. A. Crawford, President.
Mr. Eannsr E, Nous,
President, Beatie ieiioen Company, The Alabama
Great Southern Railroad Company, The Cincinnati,
New Orleans and Texas Pacific Railway Company,
Georgia Southern and Florida Railway Company,
New Orleans and Northeastern Railroad Company,
Washington, D.C.
Dear Sm: As the present operating agreements between The
Pullman Company and the Southern Railway System roads above
mentioned expire on June 30, 1939 and there may be some delay in
the execution of a new term agreement to be effective following
the expiration of the present agreements, namely July 1, 1939, it
is proposed that during the interim period, subject to cancellation
on 30 days notice, Pullman operations over the Southern Railway
System shall continue as heretofore. Distribution of the obliga-
tions and liabilities of the parties thereto shall be in accordance
with the terms of the expiring agreements unless and until new
agreement is executed, with provision for retroactive effective
date.
I would appreciate proper execution of this letter agreement,
which is written in duplicate, with return of one executed copy
to us to indicate acceptance of the above understanding.
Very truly yours,
D. A. Crawrorp.
Accepted :
Ernest E. Nouns,
Southern Railway Company, The Alabama Great
Southern Railroad Company, The Cincinnati, New
Orleans and Texas Pacific Railway Company, Geor-
gia Southern and Florida Railway Company, New
Orleans and Northeastern Railroad Company.
June 26, 1939.
THE UNITED STATES VS. THE PULLMAN COMPANY 1269
1437 Tue Portman Company
Pullman Building, 79 East Adams Street
eHICAGo
D. A. Crawford, President.
Mr. J. L. Lancaster,
President, The Tewas and Pacific Railway Compny,
Dallas, T ewas.
Dear Sm: As the present operating agreement between The
Pullman Company and The Texas and Pacific Railway Company
expires on June 30, 1940, and there may be some delay in the
execution of a new term agreement, to be effective following the
expiration of the present agreement, namely July 1, 1940, it is
proposed that during the interim period, subject to cancellation
on 30 days notice, Pullman operations over The Texas and Pacific
Railway shall continue as heretofore. Except that all matters
relating to the division of revenue during this interim period shall
be suspended, distribution of the obligations and liabilities of the
parties thereto shall be in accordance with the terms of the above
mentioned expiring agreement unless and until new agreement is
executed, with provision for retroactive effective date.
I would appreciate proper execution of this letter agreement,
which ie written in duplicate, with return of one executed copy to
us to indicate acceptance of the above understanding.
Very truly yours, D. A. Cxawronn.
Accepted :
J. L. Lancaster, -
President, The Texas and Pacific Railway Company.
1438 Tue Portman Company
Pullman Building, 79 East Adams Street
CHICAGO
June 29, 1940.
D. A. Crawford, President. Comm 96, 1008.
Mr. Cuas. A. Wi
President and Géneral Manager, Atlanta and West
Point Rail Road Company, The Western Railway
_ of Alabama, Atlanta, Georgia.
Dear Sm: As the present operating agreement between The
Pullman Company and the Atlanta and West Point Rail Road
Company and The Western Railway of Alabama expires on June
30, 1939, and there may be some delay in the execution of a new
term agreement to be effective following the expiration of the
present agreement, namely July 1, 1939, it is proposed that during
1270 THE UNITED STATES V8. THE PULLMAN COMPANY
the interim period, subject to cancellation on 30 days notice, Pull-
Distribution of the and liabilities of the parties thereto
shall be in accordance with the terms of the above mentioned ex-
ae ees eee fer ae ee eee Ss ee
for retroactive effective date.
D. A. Crawrorp.
Cuas. A. WickersHam,
Atlanta and West Point Rail Road Company, The West-
ern Railway of Alabama,
1439 On the same date sleeping car service was being provided
by Pullman Company on the following railroads during
negotiations without interim
had
all revenue the negotiation of a new contract.
Atlanta, & Coast Railroad Company; Chicago,
Barlingten & Ouinty BB. Oo. The Colored ond’ Gothen nat”
way Company, and Fort Worth and Denver City Com-
=; ay sei head as ; Louisiana & Arkansas Ry. Co. ;
Railway Company
On December 2, 1940 the Pennsylvania Railroad served notice
of the termination of its agreement on December 31,
1941 in accordance with the terms of such agreement. On Decem-
ber 16, 1940 the New York Central Railroad Company served a.
similar notice.
Every operating agreement between Pullman Company and the
Railroad contains a provision substantially as follows:
“The Railroad Company shall have the right to cooperate with
other. railroad companies in forming through or continuous lines
of sleeping and parlor-car service, and The Pullman Company
pear phe tas, occharsnptboces yond oak se hela
and mana wich tbgmipen? ch or continuous lines
pon the mileage of the Railroad y in said lines,
ond diaslt too nagiad Yo receive Wit Bes!’ Siete Ser tha uno of eo”
commodations therein upon the lines of the Railroad Company,
and its mileage proportion of through and intermediate fares.”
Joint routes over railroads having Pullman service, and those
operating their own sleeping car service during the past forty
years are shown on Exhibit IV, attached hereto.
THE UNITED STATES VS. THE PULLMAN ComPANY 1271
COPY BOUND VERTICALLY
1272 THE UNITED STATES VS. THE PULLMAN COMPANY
ki dt iti
i
3
THE UNITED STATES VS. THE PULLMAN COMPANY 1273 .
_ 1274 THE UNITED STATES VS. THE PULLMAN COMPANY
THE UNITED STATES VG. THE PULLMAN ComPANY 1275
4a |
a
r3 Mee aw
Boston & Halifax...
.
é
: aie | id
aa a i ot Sen
1276 THE UNITED STATES VS. THE PULLMAN COMPANY
i
i
.
sn
Ws
| ;
THE UNITED STATES VS. THE PULLMAN COMPANY 1277
ADEE.
1278 THE UNITED STATES VS. THE PULLMAN COMPANY
THE UNITED STATES VS. THE PULLMAN GOMPANY 1279
ASSSASASASAA ASSES SAA ee ae $h
a
1280 THE UNITED STATES VS. THE PULLMAN COMPANY
a ceLt
CON pe) ont
x
:
8
z
Ed
:
&
~
THE UNITED STATES VS. THE PULLMAN COMPANY 1283
<
1284 THE UNITED STATES V8. THE PULLMAN COMPANY
xe e606 chy 344.
THIELE
4
>
a
;
: :
bd z
: :
= s
Zz
; :
a
. “
: cc
1286 Tus pica
i
|) gb
2 ae caged
1288 THE UNITED STATES VS. THE PULLMAN COMPANY
it
2
4
THE UNITED STATES VS. THE PULLMAN COMPANY 1289
wet ee
So e--=NaRaAReS
-
8
g
5
R
THE UNITED STATES VS. THE PULLMAN COMPANY 1291
|
‘el@li-s. Ala ttt. ee eee
1292 THE UNITED STATES VS. THE PULLMAN COMPANY
1465 <i 8 teaging oe & © tayo of pemmnaee oor ond ony
; equipped to manufacture passenger cars could
‘ieee ping cars. There are no basic patents covering
the construction of sleeping cars nor is there any legal restriction
SE ene ee ee ee The Amer-
ican Car & Foundry og ey epee cargtee foe Ed-
ward G. Odi Oeneane ie Car Company, and the Beth-
lehem Steel Company are all equipped to manufacture such cars.
All these manufacturers are ready and willing to manufacture
sleeping cars.
Pullman Company, in accordance with its charter powers, has
always held itself out as a company furnishing complete sleeping
car and parlor car service for the railroads over whose lines it
operates and to the passengers of such railroads. This service as
offered and rendered has at all times consisted of furnishing the
necessary facilities, supplies, equipment and other tools, as well
as supervision and the personal service of attendants. The Pull-
man Company has never held itself out to perform service in sleep-
ing cars owned by others and is not and never has been engaged in
such business. The Pullman Company is not a public utility or
“common carrier” in its dealings with railroads, but as an inde-
pendent contractor enters into separate and individual agreements
with railroads for the furnishing of sleeping and parlor car serv-
ice on the lines and to the passengers of the contracting railroad.
In doing so it relieves the railroad of the necessity of providing
such service.
As heretofore stated, Pullman Company has always supplied
the equipment with which it performs the service that it offers. °
The Pullman Company has stated upon inquiries from railroads
that its responsibilities in the performance of its sleeping and
parlor car services will be discharged only with equipment and
organization of its own choice.
1466 20. With respect to lightweight equipment the railroads
instead of preparing their own specifications have in the
main looked to the manufacturer to prepare and submit to them
in the first instance detailed plans for the construction of light-
weight cars.
30. The principal acquisitions by Pullman Company of other
sleeping car companies together with companies previously ac-
CY ES a eee
z
:
2
7
Ce
+
:
1294 THE UNITED STATES VS. THE PULLMAN COMPANY
1468 31. Although the dates of acquisition of some of the
other sleeping car companies mentioned above are set as
subsequent to 1900, actually the control of such companies, except
bie my! Company, had i acquired by Pullman prior to 1890.
circumstances surrounding the acquisitions of these com-
paniec are as follows:
ie yey tts stebae. ee oe eee nS
sleeping car company organized wen M. Pullman in the
State of Tennessee on ~ ag 10, 1866. It furnished sleeping car
service under contract on railroads then known as the Atlantic &
Gulf, Atlanta & West Point, Charlotte, Columbia & Augusta, East
Tennessee & Georgia, Georgia Railroad, Macon & Augusta, Nash-
ville & Northwestern. In 1872 this corporation had eleven sleep-
ing cars and no manufacturing facilities. On October 10, 1872,
the Pullman Southern Car Company acquired the assets of the
Pullman-Kimball & Ramsey Sleeping Car Company, which con-
sisted of eleven cars and equipments, together with all contract
rights and franchises.
About the year 1870 there were four partnerships generally
known as the Paine Lines, which furnished sleeping car service
on the Louisville & Nashville, the New Orleans, Jackson & Great
Northern, and the Southern Railroad Corporation. On October
10, 1872, the Pullman Southern Car Company acquired the assets
of the Paine Lines, which consisted of eighteen cars and equip-
ments, together with all contract rights and franchises.
The organization of the Cresent City Sleeping Car Company
as a corporation was authorized by a special aét of the State of
Kentucky on March 16, 1870. name was changed to The
Pullman Southern Car Company on February 13, 1871. The com-
pany accepted its charter on March 11, 1871. The Pullman South-
ern Car Company purchased six cars from the Pullman
1469 Company in 1872. The authorized capital stock of the
company was $1,500,000 par value, divided into shares of
$100 each.
As of July 31, 1887 stock with a par value of $1,309,200 had been
issued and was outstanding on that date. This stock had been
issued for the following considerations :
For property of the Pullman- & "SS he
r
October 10, 1872 ($60,000 of this was re-
served and held in trast by George to secure pay-
ment for work to be done cars) $250, 000
ing cars) 400, 000
THE UNITED STATES V8. THE PULLMAN COMPANY 1295
Par Value
from the Pullman Company in 1872, stock at 70
value of $74,898.37. $107, 000
the Pullman Company patents (7% % of capital stock
1872) 112, 500
to the Louisville & Nashville Railroad Company in 1872
at 70 for cash or cars. be -- 100,000
Issued for cash at 80 and/or other considerations undetermined.. 339, 700
Total issued of par value
Prior to March 16, 1870 a conference was held between Messrs.
E. H. Paine of the Paine Lines and H. I. Kimball of the Pull-
man-Kimball & Ramsey Sleeping Car Company at which there
was a discussion concerning the proposition of effecting a consoli-
dation of their respective sleeping car interests. Paine Lines and
Pullman-Kimball & Ramsey had been served with infringement
notices by the Southern Transportation Company, licensee under
sleeping car patents of the Central Transportation Company.
Similar notices had been served on the railroads on whose
1470 lines Paine Lines and Pullman-Kimball & Ramsey operated
their cars. Some of the railroads over which Paine lines
operated were dissatisfied with the condition of some of the cars
operated and had served notice of their intention to bar the further
use of these cars. omit | the notices of infringement, George
- M. Pullman, as trustee for Pullman’s Palace Car Company, had
acquired control of the Southern Transportation Company and
of the Central Transportation Company with an assignment of
their respective patent licenses and patents so that Mr. Pullman
as trustee had acquired the exclusive use of the Southern Trans-
portation Company and the Central Transportation Company
patents as well as those originally held by him and assigned
to Pullman’s Palace Car Company. Upon Pullman’s acquisi-
tion of control over these patents the Pullman-Kimball & Ram-
sey Sleeping Car Company was enabled to use them. In order
that they might be used by the Paine Lines it was necessary for
Mr. Paine to negotiate with Mr. Pullman. Messrs. Kimball
and Paine thereupon conferred with Mr. Pullman concerning
a consolidation of their respective interests. Meanwhile Paine
and his immediate associates had taken steps looking to the in-
a ap wing of the Pullman Southern Car Company, which orig-
inally they had intended to call Crescent City Sleeping Car Com-
pany. The president of the Louisville & Nashville Railroad, one
of the principal roads over which the Paine Lines operated, upon
being informed of the plan of consolidation, insisted that as the
franchise to operate over that road was valuable to the Paine
lines the road should through a share in ownership receive a
share in the earnings from sleeping car operations conducted over
its lines. After details had been worked out and agreed upon,
the plan for consolidation of the Paine Lines and Pullman-Kimball
1206 THS UNITED STATES VS. THE PULLMAN COMPANY
Southern Car was made effective and stock was issued
as above stated. As of Octoer, 1872, Mr. Pullman became
1471 the owner of a of the stock of the Pullman South-
its capital stock during the years 1873 and 1875. For the years
ending July 31, 1885 to 1891 it paid dividends on the $1,309,200
par value outstanding capital stock. The dividend rate for the
years 1885 to 1890 was 8%, and for the year 1891 was 7%. Dur-
ing the from 1873 to 1891 The Pullman Company received
aggregating $810,037 on the stock of the Pullman South-
ern Car Company held by it. On October 1, 1894 the assets of
the Pullman Southern Car Company were acquired by Pullman
Company which had controlled it from the beginning and owned
more than 90% of its stock.
The Pullman Pacific Car Company was incorporated April 24,
1868 in the State of New York. The authorized capital stock of
of $100 each. Twenty-
roe Sana pt Ames as
it
rs
ae
bas
corporation was organized to perform sleeping car service on
the lines of the Union Pacific Railroad which in 1868 was ap-
its completion .
When the Union Pacific Railroad Company wag completed May
10, 1869, the Pullman Pacific Car Company furnished sleeping
car service on that railroad and continued to do so until 1871.
Almost immediately after the organization of this corporation
Carnegie sold a portion of his stock to C. 8. Bushnell, W. E.
1472 Pigot and Henry Hotchkiss, and the balance of it tu Pull-
man’s Palace Car y on November 15, 1871. On
September 12, 1870 the Union Pacific Railroad Company sold the
stock owned by Ames as trustee for it, to C. S. Bushnell. On
November 14, 1870 Bushnell disposed of his stock to Pullman’s
Palace Car Company.
On November 15, 1871 Pullman’s Palace Car Company had
acquired the assets of the Pullman Pacific Car Company and took
over the contract which that company had with the Union Pacific
Railroad Company for sleeping car service. This company owned
THE UNITED STATES VS. THE PULLMAN COMPANY 1297
- twenty-five sleeping cars at the time of its acquisition by Pullman’s
Coach Com
under laws of the
nem ge Merde one of the Phot mcr hp of. the
Railroed y acquired certain sleeping
cars W
In IO7S the Eric Bailreed sold to the Pollan’ Palace Car
Company two-thirds of the capital stock of the Erie & Atlantic
Coach Company
In 1884 the Railrond Go Company desired to own a 50% interest in
the corporation and thereupon it requested Pullman’s Palace
Car Company to sell, and that company did sell to the railroad
company, enough stock in the Erie & Atlantic Sleeping Coach
Company to give the railroad a 50% interest in the sleeping car
company.
Soon after, the railroad company sold to Pullman’s Palace
Car Company its 50% interest. Thereupon Pullman’s Palace Car
Company acquired the assets, as distinguished from the
1473 stock of the sleeping car company, on February 24, 1888.
At that time the sleeping car company had 51 sleeping
~ —— no manufacturing facilities.
re arlor Coach Company was organized
Bs sar mg ty state of Pennsylvania May 19, 1871, by
‘Jonah Woodruff, J. Hervey Jones and their associates. That
company had no manufacturing facilities but acquired sleeping
ars from various builders thereof and in 1889 had contracts for
furnishing sleeping car service to several small lines as follows:
Long Island Railroad (parlor cars only were operated).
Central phe agence ay | of New ‘haat (local service only ;
Stock of a par value of $100,000
This acquired
Retirement of car-trust certificates, representing unpaid rental on
41 cars under trust agreement, iu which William D. Mann, lessor,
debenture bonds dated July 1, 1885, due
retired by exchange for a like par value of its 6 percent
THE UNITED STATES VS. THE PULLMAN COMPANY 1299
The Union Palace Car Company was incorporated September
= in the state of New Jersey.
Palace Car Company was origi
in 1866 the name of New York Central i
as a joint stock association under the laws of
Rew York. It always remained a t stock association.
name was changed to that of the
in December, 1886. It acquired facilities for
cars at or near the City of Buffalo in the State of New
uth,
1476 R. R.; New York
hore’ & Michignn Secthern Iy.; Hew York, Ontario &
Western Ry.; Wabash R. R. (In part) ; Kansas City, Ft. Seott &
& Louisville tom
R.R.; Bennington & Retiand
R.; Central Vermont Ry.; Torento, Hamilton & Buffalo By ;
Range Be
; Fremont, Elkhorn & Missouri Valley m Sioux One
Ry.; Canada Atlantic Ry. ; Hocking Valley Ry. Toledo,
company. Thereupon magntiotions
The Pullman Company desired to
tation of the Wagner Company, offered to
uu
Hah
ute
ay and the Lake Erie & Detroit
Hid
fi
i
Ht PUN ane
River Railway
36. After the acquisition of the
Flint & Pere Marquette Railw
“THE UNITED STATES V8. THE PULLMAN COMPANY 1301
These roads are now a part of the Pere Marquette Railway
5 car service was established on their
eleeping car service was established on the lines of this
on April 10, 1906. The railroad retained its own cars
all lied Reapsureine but wes ot the right under the contract
This company had in operation in 1909 twenty-six cars,
ing of 2 drawing-room sleeping cars, 8 sleeping cars
1479 and 16 parlor cars. Due to the seasonal character of travel
over its lines, the railroad required additional cars to
handle its winter travel. In summer most of its cars were idle.
To meet this condition the Florida East Coast expressed a desire
to have Pullman Company furnish sleeping car service over its
lines. The road’s sleeping car business was profitable and desirable
to Pullman Company. A contract was negotiated under which
Pullman Company bought the road’s equipment and furnished
sleeping car service over its lines.
Detroit & Mackinaw Ry. Co.
This company established Pullman service on March 1, 1911.
There was no purchase of cars involved.
The New York, New Haven & Hartford Railroad Company
This company operated %52 cars classified as follows: 68 sleep-
ing cars, 150 parlor cars and 34 composite cars. Many were all
wooden cars, and to replace them with steel cars would have re-
ired an investment running into millions of dollars. The New
ven had been unable to use its wooden cars in operating through
lines the New York tunnels and negotiated with Pullman
Company for a number of years before finally reaching an agree-
ment in 1912-under which that company acquired its entire fleet
of cars. The cars were appraised and the amount paid was the
total appraised value of $3,300,000, an average of approximately
$13,095 per car. _Upon the sale of the cars the New Haven gave
Pullman Co. a 20-year contract covering all the sleeping car
service operated on its lines.
1302 THE UNITED STATES VS. THE PULLMAN COMPANY
South Carolina & Georgia Railway
_ Pullman sleeping car service was established on this road some-
time after 1900, when the Southern Railway Company took over
the operation and control of this railroad.
Pecos Valley and Northeastern Railway
This company in 1901 had been for many years operating
1480 three combination and parlor cars. On November 3, 1901,
Pullman service was established on this railroad.
Pecos River Railway and the Pecos & Northern Texas Railway
Company |
The Atchison, Topeka & Santa Fe Railway Company sometime
after 1900 established Pullman sleeping car service on these roads
when it took over the operation and control of them.
Great Falls & Canada Railway Company
This railroad became a part of the Great Northern airy
Company (see that company for record subse yuent to 1900).
Peoria, Decatur & Evansville Railroad and the St. Louis, Peoria
& Northern Railway Company
The Illinois Central Railroad Company shortly after 1900.
established Pullman sleeping car service on these roads when it
took over the operation and control of them.
St. Paul & Duluth Railway Company
This company came under the control and operation of the
Northern Pacific Railway after 1900, and hence under its Pullman-
* Northern Pacific Association operations.
Great Northern Railway
On May 15, 1922 Pullman service was established on trains No.
1 and No. 2 of the Great Northern Railway Company and on June
15, 1922 on trains No. 3 and No. 4 of that road. Since that time
service on the Great Northern has been established on
all lines.
Chicago, Milwaukee & St. Paul Railway
On February 1, 1927 Chicago, Milwaukee, St. Paul and Pacific
established Pullman service on Line 291 from Chicago to Oakland,
California. The following statement shows the progressive dates
on which it established such service on other lines:
THE UNITED STATES VS. THE PULLMAN COMPANY 1303
_
x
-_
:
BSSERESSSHSHSSESSSSS
i
SEEESSESSSESSUTTETETTTSSSSSSSESSS
eleleleleie)
SSSR er Sop eeRPpRRRRRopaseo BER eSB —
re.
ce
a
e
Jone
z
es
=
Fen,
SSFSESSESSEERE
if
3
z
This railroad is still operating some of its own sleeping cars.
Minneapolis, St. Paul & Soo Ste. Marie
This company continued operating all its own cars until May 1,
1984, when Pullman service was installed on some of its through
ree n gg .
Canadian Pacific Railway Company
This company signed its first Pullman contract June 1, 1936, for
service on some of its through trains, The railroad still operates
the remainder of its sleeping car service.
Duluth, South Shore & Atlantic Railway Company
This company signed a Pullman contract December 14, 1911,
covering operation of standard cars. The service
1482 was discontinued December 31, 1932. road now oper-
ates two of its own sleeping cars. However, Pullman cars
operate in joint service with the Chicago, Milwaukee, St. Paul &
Pacific and the Chicago & North Western Railway.
1304 THE UNITED STATES VS. THE PULLMAN COMPANY
An association was a joint sleeping car enterprise between a raii-
road and the Pullman Company in which the cars operated over
the railroad were jointly owned by the parties, the railroad’s in-
terest was leased to the Pullman Company, and the cars were
operated by the Pullman Company. The profits and losses of this
joint enterprise were shared pro rata.
ec myphesich eg Rgeme oe Newb gag alam taht
ice in substitution for service i by various associations
operating on January 1, 1900, are as follows:
Pull PS ag Ue SCR SP .:
‘This association was really four associations covering sections
. of the Southern Pacific System. All were established in 1883 and
all were terminated April 1, 1900. Of these associations, the Pull-
man-Central Pacific Association, Pullman-Southern Pacific Asso-
ciation, Pillman-Mexican Intefnational Association, were owned
25% by.Pullman Company and 75% by the railroad. The Pull-
man-Uregon & California Association was owned jointly in equal
shares by Pullman and the railroad. In 1900 the railroad sold
its interest to Pullman “.: ‘pany and a contract.was negotiated
undér-which Pullmar. Compaay furnished sleeping car service
over the lines of the railroad.
Pullman-Delaware Lackawanna & Western Association
This association was established April 19, 1884, and terminated
January 1, 1903. It was owned jointly, each party thereto owning
50% of it. At its termination the railroad sold its interest
therein to Pullman Company and a contract was negotiated
1483 under which the Pullman Company furnished sleeping car .
service over the lines of the railroad.
Pullman-Missouri Pacific Association
This association was established November 1, 1866, and ter-
minated July 1, 1907. Pullman Company had a 25% interest in
the joint enterprise. At the expiration of the association agree-
ment, the railroad sold its interest to Pullman Company and .
negotiated a contract for future sleeping car service.
Pullman-Wisconsin Central Association
This association was established July 1, 1887, and terminated
November 1, 1907. It was owned jointly in equal shares by Pull-
man and the railroad. Prior to the beginning of association serv-
THE UNITED STATES VS. THE PULLMAN COMPANY 1305
ice Wisconsin Central was operating sleeping cars owned by the
Central Car Company, which was a subsidiary of the railroad com-
pany. Under the association agreement Pullman Company
acquired these cars by purchase and sold to the railroad a one-half
interest therein. At the termination of the contract the railway
company sold its interest to Pullman Company and a contract was
negotiated under which the Pullman Company furnished sleeping
_car service over the lines of the railroad.
Pullman-Atlantic Coast Line Association
This association was established December 1, 1897, and was ter-
minated June 30, 1909. At the termination of this association
contract, the railroad company sold its interest to Pullman Com-
pany and a contract was negotiated under which Pullman Com-
pany furnishing sleeping car service over the lines of the railroad.
Pullman-Northern Pacific Association
This association was established October 1, 1881, and ter-
1484 minated April 1, 1917. It was owned jointly in equal shares
by the railroad company and Pullman Company. At the
expiration of the contract, the railroad determined to go out of
the sleeping car business. The railroad thereupon sold to the Pull-
man Company its interest in 128 association sleeping cars and
entered into an agreement with the Pullman Company to furnish
car service on its lines.
Pullman-Spokane, Portland & Seattle Association
This was a small association established November 20, 1908,
and terminated August 19, 1922. Only three cars were involved
and these were jointly owned in equal shares by Pullman Com-
pany and the railroad. The railroad was operated jointly with
the Northern Pacific and the Great Northern. Upun termination
of the association agreement the railroad sold its interest in the
association cars to the Pullman Company and thereafter Pullman
sleeping car service over that line was furnished under the Pull-
man-Northern Pacific contract.
yyments
essssses isse issssssessssssnss &
RESEERTE ‘SEE ASESSSRERSSSTHSS §
SSESSESE SEX SRRELETETEETE SKS §
GIS SSS eS SSSSSSSSTSGESS
"255% came
ssssssesssesssesssssssessssssssss |
RASSURSSESESESSLEESSSESTESESESSES
SERSSTETACSSE TERE Se
SALAS} ;
Statement of dividends paid by Pullman Company
i
32
i:
oe
*
i
és
3
ry
San]
-
ond
fo)
5
8
5
g
z
:
THE UNITED STATES V8. THE PULLMAN COMPANY 1307
The following tabulation shows the dividends paid by Pullman
from January 1, 1927, to December 31, 1940, and the
source of the dividends for each of the years:
eBE2E88E25
BESESRSRES
Seeeereres
Senge oro aE
&
s
z
=
z
8
dividend declared July 12, 1927, A 15, 1927, 94.
aa pata amar ig as Dots
poge 20 of the spa dts The Pulhnan Company and
to Putian Tnearpors p Stl. 4+
1308 THE UNITED STATES VS. THE PULLMAN COMPANY
{11 RERRRBRRRRSSS | |
|] dsddadgaggas |
seee
eee
7
e328= Si:
.
’
'
7
agusdaadae |:
So gits gases | |
’
~ ’
7
ssasses | |
SSbSSEs
;
ene | :
Sebgietetetes | |
gearssassezeesase
~
PEPE EERE PEEL ERE |
Siig@vddisdtds fs sf
BSSTASSRRLIESSESSRE
aeeevecead |
séstisgsed
"Saini" | tsar Eh Smeal
Pulilman-Standard Car Manufacturing Company analysis of surplus and dividends paid
:
Z
E
=
4.
;
é
the source thereof.
1487
COPY BOUND VERTICALLY
SELSESSLSAAASSARTE
$gsasbyasslasssess
Prevrrrereer tied
séSe+ssgade sss sess
| agseaagaeuuyyy
|| gegaguuceunnnns
4) mgt. se gocemmamd
i IRR naaeennsasa
| dededadesaduuys
‘| Sagaguugzeguuns
i | eeeteisdsesssses
1310 THE UNITED STATES VS. THE PULLMAN COMPANY
paid by Pullman for the period May 1, 1927, to December
Pullman, Incorporated, Consolidated, since its creation in 1927
1488 The following sheet shows the dividends
$1, 1940, and the source thereof:
Dividends pai4
3S RRSKSBSRILVESS
@ Zoesbaecesase
it q segeececsgess
a2 “S2"s§eassseiq
47, 366, 674. 49
e.8 vo
aA *s
Ban £,
2 oe eo
BRAM ES
Earned surplus | Other surplus
u
s
47
a
py
760,
18, 261, 415. 83
‘se teene
oe 6.¢ 9.0
a
14, 999, 866. 50
950,
730,
es
730,
78, 259, 153. 35
~ Soe ner on
PRiiiiitsirit
3 € Saueeededise
dttisigegews
agie | 3 S8seqeseases
Buk, | ¢ suaudecescses
Fir] | a negeatacaesta
gg Sew Safetse
90, 702,076.99 | 138, 057, 751.48
Peaeax SB Be we E.
BEEBBe TS eS Sis B
sree erererervenue
ee +S Oe F..2°8.40.8
329 £32 F OB-3:8 5
sett ies. 4 @6-0:8
BESEZee tear See
BESO RE MASS £ ee.
BRE S2 aket SES
seer eepeetrenree
2 £2 25's oe 2-o 5
‘2’ & ¢.5 26 6
oe rerenrree
SB. 2 9 ne aoe
here reevrene
ose eee S a
EAS SSSR ERS
Fare ee
Rieke es &.
a 2's 4 2 fe 's
ehrereenvnnne
’. 6. 2 a6
Bese. Sk x)
BPTERE
Blk et.
ees eee:
eS 670.2 38
ee eS EL ee |
’
an
*?
st
‘e
ee
Bernese saiaes)
<3 ee teSee 8 9 5 6 8
Birr ress sss ssss
Reece seseere:
Zee Teg ecares.:
‘+
'
Sree e Fs
BARA |
Beas #a..
7 oe. @ }-S ‘O-s
eereaetea
Bla ae ee
a. RRR Enea gore eee 4.8 8k oer:
<feetauaauuee
COPY BOUND VERTICALLY
$87,
460,
460,
500,
028,
41, 537, 182 30
153.
dei, Ais
28 |92)\3
Re hidittictind cn tdsnedattscdicccegeccsubteactndsonuiagictancinisecticaianasigiinialige
ION: ib bei hb necs dn Mitiginthigatihncarscipndectshtakhiumickacducecntctacncsstdbhhahitddibenssacesasbicatncil
Total income including adjustments and after reserve appropriations... ...................--.---- 2-22 - nn ne nn nnn ee een enn een ene eeenneeee-
Italics denote red figures.
THE UNITED STATES VS. THE PULLMAN COMPANY 1311
1489 Pullman Company has had no funded debt since 1892.
In May 1919, Pullman Company borrowed $550,000 from
the Merchants Loan & Trust Company of Chicago and $850,000
from The First National Bank of New York. These loans were
short term and were paid at maturity. With those exceptions
. none of the Pullman group of corporations has borrowed any
money from any bank or outside organization since 1892, nor has
Pullman Company since 1893 issued any stock for cash. Neither
Pullman Incorporated nor Standard has ever issued any stock for
38. The Pullman business started about 1858 when George M.
Pullman converted some existing railroad passenger cars of the
Chicago, Alton & St. Louis Railroad Company (now .The Alton
Railroad Company) into sleeping cars. In 1858 Benjamin F. Field
and associates one of whom was George M. Pullman, secured a
contract to operate sleeping cars on the lines of the Galena & Chi-
Union (now the North Western). This contract continued
until 1867 when a new contract was made with the road by Mr.
Pullman.
In 1863-1865 the Pioneer and a similar car were built by Messrs.
Pullman and Field, who, prior to that time, had invented a folding
upper berth upon which a patent was issued to them April 5, 1864.
This invention was incorporated in these cars. These cars were
operated on the Michigan Central and Alton under contracts be-
tween the railroads and Mr. Pullman. Field sold his interest in
these curs and in the sleeping car business to Mr. Pullman in 1866.
Pullman’s Palace Car Company was incorporated under the laws
of Illinois on July 15, 1867 and took over the contracts then held
hy Mr. Pullman. ;
_ The first sleeping cars used by Pullman Company were built
under the supervision of Longstreet, as stated in paragraph 11,
in the shops of various railroads or of car building companies. In
1870 the shops of the Detroit Car & Manufacturing Com-
1490 pany located at Detroit, Michigan, were purchased at a
cost of $200,000 for the purpose of constructing and repair-
ing Pullman cars and other types of railroad cars.
In 1872 the Pullman Gompany purchased a majority of the
capital stock of the Erie & Atlantic Sleeping Coach Company and
thereby acquired repair shops leased by that company from the
Erie Railroad at Elmira, N. Y. These shops were used only for
the purpose of repairing Pullman cars.
In 1886 tne shops of the Bowers Dure Car Manufacturing Com-
pany at Wilmington, Delaware, sD wenemecon -by Pullman
Company end were used in repairing | cars. When Pull-
man Company bought this plant, the work done at the leased
1312 THE UNITED STATES VS. THE PULLMAN COMPANY
plant at Elmira was taken over by the new plant at Wilmington
and in 1888 Pullman Company surrendered its lease on the Elmira
Plant.
In 1881 Pullman Company constructed a plant at St. Louis,
Missouri, for the repair of Pullman cars. A larger plant was
needed and because of a lack of land for expansion purposes a
new repair shop was constructed in 1903 at St. Louis at a different
location.
For the reason, among others, that the requirements for equip-
re dite tin ae my, Loony = Snags alle eee hogan
Pullman Company in 1881, built a large manufacturing plant at
Pullman, Illinois, for the construction 9f Pullman cars and all
types of railroad passenger end freight equipment. Upon com-
pletion of the new plant at Pullman, Illinois, most of the building
of new cars was transferred from the Detroit shops to the new
plant. Thereafter those shops were used mainly for repairing
Pullman cars. They were sold to the Detroit United Railroad in
1902.
eestor ye 8 gn Shep tego 8 of Mann’s Boudour
Car Company which had a repair shop on leased at Ludlow,
Kentucky. eestiies soetnad die eonehioen Ween cen seat
it burned in 1920.
When Pullman Company in 1900 purchased the assets of
1491 the Wagner Palace Car Company it acquired shops at
Buffalo, N. Y. which were leased to it by the New York Cen-
tral. Afterwards Pullman Company purchased these shops and
the ground upon which they were located. These shops of the
Wagner Company were equipped to manufacture sleeping cars
and with few exceptions had done so solely for the Wagner Com-
pany. These facilities were equally useful for repairing cars and
they were thereafter used as repair shops by Pullman Company.
The Pressed Steel Car Company constructed the first all-steel
passenger coach in August, 1906. At that time Pullman Company
had under construction the first all-steel sleeping car, which was
completed on March 15, 1907. Immediately thereafter Pullman
Company began to provide facilities for the construction of such
cars. Tunnels were built under the Hudson River which enabled
the Pennsylvania Railroad Company to operate through-trains
- into New York. The tunnel authorities refused to allow wooden
cars to be hauled through the tunnel and Pullman Company agreed
with the Pennsylvania Railroad Company and the New York
Central Railroad Company to furnish a large number of all-steel
sleeping and parlor cars on these roads. In 1910 Pullman Com-
pany built its last wooden sleeping and parlor cars, and thereafter
all new Pullman cars were constructed entirely of steel. By the
THE UNITED STATES VS. THE PULLMAN COMPANY 1313
end of 1910 it had built for its own use 525 all-steel cars. By July
31, 1914, Pullman had 2,382 ll-steel cars and 4,755 wooden cars,
While wooden Pullman cars were thereafter continued in various
branches of the service for many years, a majority of such cars were
rebuilt to provide them with all-steel under-frames and steel out-
side sheathing. This was done for purposes of increased strength
and greater fire resistance.
The number and types of cars that have been added to and taken
from the supply of cars owned by Pullman and the status of that
supp ed a year from 1900 to July 31, 1940 is set forth below
it
1314 THE UNiTED STATES VS. THE PULLMAN COMPANY
Stitt d dd Ad SESESEEE NN ENN NEE
eee ESS"H8
z SRARESASRASRSRRCRSA“ISREERE Ras" *
g & ASZASRSATETAETINARTR SERS TEE 382853
Sct ido Seerdédé ddd
aie
@ | ‘+ rt
s
~aAMEATSERAEAEE: 458333
bod MADIISLLSS seer
itis itiny a-a-mesa- “-"282
; , ;
~3ngganeea2982S292 R23" *
:
te i°
ae “SaRSR248286088238 RaS8S3
: +} Sdddtdtiddid GSES SS
bid
:
a § guzvagagesgaczeazcaueaseeutz 532888
cS ob oS oS vhdectatetar eae! sid
é AgESRENRHOURTegeyEea"EREGeSE B22°sZ
a SRAEESHSSRR*959%2" “ |* isse™ ine
3 agagsuaazuseaceeszcaaeaseess staat
Acts PPS SHA hts ddaa ole is
‘from August 1, 1899, to June 30, 1941
=
las
i
AAO TOO HSQINASLENAARRRRARRER RAALRZ
:
?
:
;
g
;
é
COPY BOUND VERTICALLY
THE UNITED STATES VS. THE PULLMAN COMPANY 1315
ébddendH
8*S2R383*
RIKSSL HSE
Gbbbbr eK Ss
““"SS5833
n> SECA
wn" RSSRs
4
Pr td
aesay3933
asana-seg
#89238223
Se
’
a°343"°"* ’
;
'
’
—_—
see
sreee
'
<
BSEBASSSB
724808 —47—— 83
1316 THE UNITED STATES VS. THE PULLMAN COMPANY
1498 39. In 1921 Pullman Company entered into an agreement
weet 5 Sate te See ie eee eapeny ae
corporate assets of Haskell & Barker Company, Inc., Michi-
gan City, Indiana. The net corporate assets of Haskell & Barker
Car Company, Inc., after deductions of all liabilities, as of Sep-
tember 30, 1921, amounted to $16,908,528.05. This acquisition of
Haskell & Barker Car Company, Inc., was carried out by the
issuance of 165,000 shares of stock of Pullman Company to the
stockholders of Haskell & Barker Car Company, Inc. in full
payment. The facts stated in Appendix C of the complaint are
correct.
At the time Haskell & Barker Car Company, Inc. was acquired
y both were engaged in the business of manu-
ing freight cars to railroads. There were also
located in this same terri and engaged in this same business the
following manufacturers of freight cars:
“General American Car Company with a plant at East Chicago,
Indiana; Mt. Vernon Car Company with a plant at Mt. Vernon,
Illinois; Pressed Steel Car Company with a plant at Hegewisch,
Illinois; North American Car Company with a plant at Blue
Island, Illinois; Bettendorf Car Company with a plant at Betten-
dorf, Iowa; Ryan Car Company with a plant at cn Ihli-
nois; American Car & Foundry Company with plants at Chicago,
St. Louis, Terre Haute, Madison, Ill., and Detroit, Mich. ; Illinois
Car and Mfg. Company with plants at Chics,o, Illinois, and Ham-
miond, Indiana.”
All of these companies were in competition in the manufacture
and sale of freight cars.
Because of an aging personnel, and because of failure
1494 to keep up with the times as to methods in the manufacture
of freight cars, Pullman Company was unable at that time
to compete successfull with such other manufacturers. Its manu-
facturing costs were hi and its sales force was demoralized.
In 1921 it did not secure a single order for freight cars. On the
other hand, Haskell & Barker had a very efficient plant at Michigan
City for the manufacture of freight cars, and had an able and
adequately the duties of his office. Directors of the Pullman
believed that the j
pany. The position was tendered to him. Shortly before, Carry
THE UNITED STATES VS. THE PULLMAN COMPANY 1317
had left American Car & Foundry Company of which he was an
executive officer to become president of H: & Barker because
a group of his acquaintances at his suggestion had acquired control
of the latter company. He declined to take the presidency of
Pullman Company unless Pullman Company would acquire the
assets of Haskell & Barker. This Pullman Company did, and not
only secured the efficient plant at Michigan City but also the serv-
ices of its president and various other
40. Standard in 1927 acquired the Dickson Car Wheel Company
of Houston, Texas, and during the same year a new subsidi
corporation, the New Orleans Car Wheel Company, Inc., was
formed. Only car wheels were manufactured at both plants,
41. Since July 25, 1929 Pullman Company has owned 40,000
shares of no par value common stock of General Steel Castings
ration. This constitutes 7.19 percent of the total out-
1495 standing stock of that company, which has twelve directors.
Charles A. Liddle, president and a director of Standard is
also a director of General Steel Castings Co: ion. There are
no other common directors and common The General
Steel Castings Corporation has never manufactured any product
manufactured at any plant of any of the corporate defendants.
42. In December, 1928 Pullman Car and Manufacturing Cor-
i the freight car manufacturing business and
.
t of Tennessee Coal, Iron and Railroad Company of
i Alabama.
assets of these corporations was completed on March 1, 1930.
46. Prior to 1924 the corporate structure of Pullman Company
was a simple one consisting of a single corporate entity first in-
in 1867 under the laws of the State of Illinois at Pull-
man’s Palace Car Company. That name was changed to The
Pullman Company in 1899, All acquisitions of property and
assets by Pullman Company, prior to 1924, were in the name
of that Company or in the name of individuals as trustees for it.
49, In 1927 the Pullman Company caused to be incorporated,
as hereinabove stated, a corporation known as Pullman Incor-
porated. The accompanying corporate transactions were in fact
as described in the following excerpts submitted by Pullman
to the Securities and Exchange Commission in Pullman’s annual
report for the year ended December 31, 1935, in which it is stated :
Pullman the registrant, was organized under the
laws of the State of Delaware on June 21, 1927, with authorized
capital stock of 3,375,000 shares, without nominal or par value,
Hille
i
ih Pian a
proposed
next
pret rn tier Te oe
stockholders in assets of
On the basis of such appraisals, and as the
> Pallinan Ce
’
The
to the
pro rata interests
~
:
2
:
7
:
s
E
4
oe
E
=
=
waeete u aes
THE ated s dlieadil
a3
by
THE UNITED STATES V8. THE PULLMAN COMPANY 1319
facturing Corporation by issuing in exchange 675,000 shares of its
stock, the directors set a value thereon, being the net worth
raked cack of Tas Webmenr Otieier, aectioons eo on
appraisal of the assets of The Pullman Company as at April 30,
1927, which represented a valuation in excess of its book value or
net worth of $56,117,366.56. This appraisal and the write-up of
its assets are not given effect to or recorded on the books of The
Pullman Company as its books are kept in accordance with ac-
counting requirements of the Interstate Commerce Commission
which do not permit a carrier to give effect on its books to a write-
up of its assets.”
50. In 1927, Pullman Incorporated, became a holding company
Corporation became a wholly
subsidiary of Pullman. Pursuant to the reorganization
plan, set forth above, holders of the stock of Pullman Company
turned in their stock from time to time in exchange for stock of
Pullman, as described above, so that at the present time ital
stock of Pullman Company is more than 99.99% owned by
man.
1498 Since that time Pullman Incorporated, has
1320 THE UNITED STATES VS. THE PULLMAN COMPANY
Payments made by Pullman-Standard Car Manufacturing Company
pti siccce| HE] tee] Nee
70, 761. 03
cars to Plan 4084—6 Section, 6 Double Bedroom, pair by the
Car Company and its subsidiaries as descri
original complaint. These assets were transferred to a newly
created corporation organized under the laws of the State of
: =
i
38
fs
Hs
EF
:
4
Ff
:
;
i
5
:
:
i buildings, and real estate in Hammond, Indiana,
and Butler, Pennsylvania.” :
THE UNITED STATES VS. THE PULLMAN COMPANY 1321
Starting in 1934, a series of transactions occurred whereby title
to the domestic properties owned by Pullman Car & Manufactur-
ing Corporation and Standard Steel Car Corporation of Penn-
Sai: Seine: tenants: to tha evemnliip ot ‘tee doleadant
Standard. These transactions were accurately described by Pull-
man in its annual report for the year ended: December 31, 1935,
to the Securities and Exchange Commission as follows:
' “On February 18, 1930, Pullman Incorporated entered into
agreements with Standard Steel Car Company and Osgood Brad-
ley Car Company, whereby it acquired substantially all of the
fixed properties and net current assets of these companies in ex-
change for shares of stock of Pullman Incorporated and cash.
The value of the property so acquired, for which shares, in part,
were issued therefor at a value per share predicated on an appraisal
made of these properties at the time. By authority of the Board
of Directors February 19, 1930, a new corporation was formed
. for the purpose of acquiring and operating said properties. The
Standard Steel Car Corporation of Pennsylvania was then or-
ganized, with an authorized capital stock of $1,000,000 (par value),
_ which was issued to Pullman Incorporated in exchange for the
ies. The books of this company then reflected the value
of its assets based on the said appraisal, with a net worth of
$57 332,338.88. Subsequently various moves were made in segre-
ing and/or merging the properties carried by the Pullman
& Manufacturing Corporation and Standard Steel Car Cor-
— of Pennsylvania without any change in property values.
md now consists of the following companies: ‘
€ -Standard Car Manufacturing Company; Pullman
Standard Car Export Corporation; Pullman Car & Manufactur-
4, eNO of Alabama.”
consolidation in 1934 of the domestic manufacturing
subsidiaries of Pullman into Pullman-Standard Car Man-
uf. ing Company of Delaware was for the purposes, among
others, of effecting economies in operation, reducing taxes, and
simplifying the corporate structure.
52. By the various corporate moves and transfers described
above all the Pullman assets were consolidated into a unified
corporate structure headed by Pullman Incorporated as the hold-
ing and management company, and consisting primarily of Pull-
man Company as operating subsidiary and Pullman-Standard
-Car Manufacturing Company as the manufacturing subsidiary.
54. In all instances where Pullman Company took over sleeping
car operations conducted by railroads and other sleeping car com-
panies, the rates charged the para: K pmny were continued in
effect, notwithstanding increases in cost of operation, until
changed as described in paragraph 75 of this stipulation.
1501
1322 THE UNITED STATES V8. THE PULLMAN COMPANY
55-56. The Pullman Company, since the beginning of its opera-
tion, has negotiated individual operating agreements with the
.
0 operating agreement
& St. Paul Railroad Company in 1889,
operated its own i i
THE UNITED STATES V8. THE PULLMAN COMPANY 1323
1503 Exhibit VI
In the District Court of The United States for the Northern
District of Illinois, Eastern Division
Guaranty Trust Company or New York &f Al., COMPLAINANTS
v.
Curcaco, Mirwavuxer anv Sr. Pavt Ramway Company,
DEFENDANTS
In Equity—Consolidated Cause No. 4931.
PETITION OF RECEIVERS FOR AUTHORITY TO MAKE AND PERFORM THE
_ WORK OF, REPAIRS, RENEWALS, REPLACEMENTS, IMPROVEMENTS,
ADDITIONS, ETC., AND TO INCUR AND PAY THE COST THEREOF
Now come H. E. Byram, Mark W. Potter and Edward J.
Brundage, Receivers of Chicago, Milwaukee and St. Paul Railway
Company (hereinafter called “Railway Company”), and respect-
fully show to the court :
I
They refer to the original Order of this court appointing them
Receivers, dated March 18, 1925, in which they were directed
preserve, manage, maintain and operate the railroads and property
of the defendant Railway Company, including such railroads and
' property as it held, controlled or operated under lease,
agreements, stock ownership or otherwise ; to discharge
duties obligatory upon it; to preserve its rail
1504 property in proper condition and repair,
. efer to their Application No. 15 filed herein
No. 15 entered thereon, June 25, 1925 (Printed Record, pages 11
to 1202 inclusive), for a description of the cha r of the re-
pairs, renewals, replacements, improvements,
ments, etc., which the Receivers are required
to carry out the terms and requirements of
Appointment, dated March 18, 1925, as above
receivers have continued such operation since their appointment ;
that among other trains upon which said sleeping cars have been
;
:
:
4
:
Py
E
5
7
3
7 j
Hal
Company and the Receivers, respectively,
constructed some years ago and are not
y
oys a similar reputation; that
=
BA
HF
He
tu
$
a
s&s
S353"
iz:
cars; which include twenty percent
in actual operation under normal
in order to take care of the idle time for shop repairs,
Olympian thirty-six, bear
more cars than are
33
rc)
8
E
and two drawing rooms;
room and one compartment car, and two,
igs
LEE
a
=e
=
THE UNITED STATES VS. THE PULLMAN COMPANY 1325
Company. The average earnings
said two trains for 1924 and 1925, were $11,176 and upon
net earnings than they
1326 THE UNITED STATES VS. THE PULLMAN COMPANY
ments, improvement, additions, betterments, etc., and enter into
the agreements, as set forth in this application and to pay the cost
or expense thereby incurred.
In the District Court of the United States, for the Northern
District of Illinois, Eastern Division
Goarnanty Trust Company or New Yoru, er al., COMPLAINANTS
v
Cu1caco, Mipwatxer anv Sr. Pauw Ramwar Company, er au,
DEFENDANTS
In equity—consolidated cause No. 4931
ORDER IN RESPECT OF REPAIRS, RENEWALS, REPLACEMENTS,
IMPROVEMENTS, ADDITIONS, ETC.
Mark W. Potter and Edward J.
interested, and counsel having been heard, and it appearing
that the proposed work, projects, repairs, renewals, replacements,
THE UNITED STATES VS. THE PULLMAN COMPANY 1327
improvements, additions, etc., described in said petition are neces-
sary for the economical and efficient operation of the railroad in
the possession and management of the Receivers, for the best inter-
ests of the public in the transaction of the business of the Receivers
as a common carrier of freight and passengers, and for the
1509 maintenance, preservation and improvements of the prop-
erty, and the Court being advised in the premisés, it is
therefore,
Ordered, Adjudged and Decreed that the Receivers be and they
are authorized :
1. To do and perform the work in respect of the projects of
repairs, renewals, replacements, improvements, additions and bet-
terments set forth and described in Paragraph II of said petition.
ee ee ee
their
2. To expend the sum of not exceeding Forty Thousand Dollars
($40,000.00) out of the funds now or hereafter in their hands, for
the ts and additions to the stockyards at the city of
Milwaukee, Wisconsin, in accordance with the plan more particu-
larly set forth in Paragraph ITI of said petition.
3. To enter into an t with the Pullman Company for
the building and ing of eighteen sleeping-cars for the
“Pioneer Limited” and thirty-six -cars for the “Olympian”
and for the operation thereof by the ivers upon substantial!
the terms and conditions and set forth in Paragraph I
of said petition.
uae an wo their expenditures Fl 16 rree ein it and
set forth and descri n Paragraphs and
TV of enld petition in such a way that all of, and sal such expendi-
tures an are made to property covered by the Firat Mortgage dated
rere , 1909, of efendant, Chicago, Milwaukee and Puget
Sound Railway Company shal! be paid out of the income from the
property subject to the lien of said Mortgage, and heretofore
Dated, July 26, 1926. .
Enter ; James H. Wrixerson,
U.S. District Judge.
1510 In the District Court of the United States of America for
the Northern District of Illinois, Eastern Division
I, Charles M. Bates, Clerk of the District Court of the United
States of America for the Northern District of Illinois, do hereby
the above and foregoing to be a true and correct of
an made and entered in said Court on the 26th day of July,
A. D. 1926 as fully as the same appears of record in my office.
1328 THE UNITED STATES VS. THE PULLMAN COMPANY
In testimony whereof, I have hereunto set my hand and affixed
the seal of said Court at my office in Chicago,in said District, this
13th day of January, A. D. 1927,
Cranes M. Bates, Clerk.
1511 _In 1982 The Duluth, South Shore and Atlantic, on whose
however, on joint i
July 12, 1940, the following agreements between Pull-
man Company andthe railroads wore in fl
1. Agreement between The Pullman Company and The
Atchison, Topeka and Santa Fe Railway Company, effective
ar gs ovens
between The Pullman Company and The Balti-
rt Agreanent between The Pullman Company and Boston snd
Maine Deiiventh erent ee aa
5. Agreement between Pullman Compan Canadian
Pacific Railway Maras effective June 1, 1936.
6. Agreement between The Pullman Company and H. D, Pol-
lard, Receiver, Central of Georgia Railway Company, effective
eras 1940.
7. Agreement between The Pullman Company and The Central
Railroad Company of New Jersey, effective January 1, 1940.
8. Agreement between between The Puliman Com pany and The Chesa-
psi sod Onl ally Company, oferta Jy 1939.
9. Agreement between The Pullman
bare effective January 1, 1939. -
18. Agreement between The Pullman Company and Frank O.
Lowden, James E. Gorman and J: B. Fleming, Trustees of
the Property of the Chicago, Rock and Pacific Railway
Company, effective May 1, 1939.
THE UNITED STATES VS. THE PULLMAN COMPANY 1329
14. Agreement between The Pullman Company and The Dela-
ware and Hudson Railroad Corporation, effective January 1,
1941.
15. Agreement between The Pullman Company and Wilson
McCarthy and Henry Swan, as Trustees for The Denver and
Rio Grande Railroad Company, effective July 1, 1938.
16. Agreement between The Pullman Company and The Dela-
ware Lackawanna and Western Railroad Company, effective
December 1, 1937.
17. Agreement between The Pullman Company and John A.
Hadden and Robert E. Woodruff, Trustees, Erie Railroad Com-
gy rng are 1939.
between The Pullman Company and The Grand
Trunk y Company of Canada, dated June 7, 1916.
between The Pullman Company and
Sibheten omnes, Internationa] Great Northern Railroad
pany, effective November 1, 1939.
20. Agreement between The Pullman Company and The Kansas
~ Southern Railway Company, effective March 1, 1938,
between The Pullman Company and Berryman
i masons between The Pullman
Centtal Railroad Company, effective July 1, 1939.
24. Agreement between The Pullman Compan y and G. W.
Webster and Joseph Chapman, Trustess of The Mineepolis, St.
Paul and Sault Ste. Marie Railway Company, effective May 1,
1939.
25. Agreement between The Pullman Company and Guy A.
Thompson, Trustee of Missouri Pacific Railroad , effec-
tive May 1, 1940.
26. Agreement between The Pullman Company and C. E.
Erwin and T. M. Stevens, Receivers, Mobile and Ohio Railroad
ee effective November 1, 1934.
27. Agreement between The Pullman Company and Guy A.
Thompson, Trustee of New Orleans, Texas & Mexico Railway
Company, The Beaumont, Sour Lake & Western Railway Com-
pany, The St. Louis, Brownsville and Mexico Railway Company
and San Antonio, Uvalde & Gulf Railroad Compa.y, effective
January 1, 1939.
28. Agreement between The New York Central Railroad Com-
pany The Pittsburgh and Lake Erie Railroad Company, Rut-
Railroad Company and The Pullman Company, effective
January 1, 1936.
1330 THE UNITED STATES VS. THE PULLMAN COMPANY
29. Agreement between The Pullman Company and The New
York, Chicago and St. Louis Railroad Company, effective May 1,
1939
80. Agreement between The New York, New Haven and Hart-
ford Railroad Company and The Pullman Company, effective
January 1, 1935.
81. Agreement between The Pullman rca Ah and Norfolk
and Western Railway Company, effective July 1, 1927
Pennsylvania Railroad Company,
January 1, 1936.
33. 6 ree ety tei” te nan: a plan ermal
bem a Railway Company, effective J 1, 1939.
between The Pullman pany and Reading
Company eiltive Jy 1, 1939.
between The Pullman Company and Leigh R.
Powell, Jr., sornee da Anderson, as Receivers of Seaboard
Air Line Railway Comp , effective July 1, 1938.
36. Agreement between Pullman Company and Southern
ee ene 1, 1940,
37. Agreement between The Pullman Company and St. Louis-
San Francisco Railway Company, J. M. Kurn and John G. Lons-
dale, Trustees, effective November 1, 1934.
38. Agreement between The Pullman Company and The
Toronto, Hamilton and Buffalo Railway Company, dated January
1, ae
39. Agreement between The Pullman Company and Union
Pacific Railroad Company, effective January 1, 1940. :
40. Agreement between The Pullman Company and Norman Bi
Pitcairn and Frank C. Nicodemus, Jr., Receivers of The Wabash
Railway Company, effective May 1, 1934.
41. Agreement between The Pullman Company and T. M. Schu-
macher and Sidney M. Ehrman, Trustees, The Western Pacific
— Company, effective May 1, 1939.
42. Agreement between The Pullman Company and’ E. A. Whit-
man, as Reeciver of Wisconsin Central Railway Company, effec-
"2 oda i Com
58. 12, 1940 Pullman had with
the following railroads covering air condition Teter,
"aaa a eae and Santa Fe Railway , hah a
1515 Atlantis, Co Coast Line Railroad Company—Electrically
Driven Compression System.
The Baltimore and Ohio Railroad Company— York System.
THE UNITED STATES VS. THE PULLMAN COMPANY 1331
Boston and Maine Railroad Company—Ice-activated.
Canadian National Railway Company—Ice-activated or
Canadian Pacific Railway Company—Mechanically Driven
Compression System with brine tank auxiliary.
Central of Georgia Railway Company—Electrically Driven
Compression System
The Central "Railvond Company of New Jersey—Electrically
Driven Compression System.
The Chesapeake and Ohio Railway Company—Mechanically
Driven Compression System.
Bi cage Burlington and Quincy Railroad Company—Mechani-
Driven Compression System.
po Poona & Eastern Illinois Railway Company—Mechanically
Driven Compression System with brine tank auxiliary.
Chicago Great Western Railroad—Mechanically Driven Com-
pression System, brine tank.
MQaleneo, Milwaukee, St. Paul and Pacific Railroad Company—
Carrier Safety Steam System.
Chicago and North Western Railway Company—Ice-activated.
Chicago, Rock Island and Pacific Railway Company—Mechani-
cally Driven Compression System, brine tank auxiliary.
Colorado and Southern Railway Company—Mechanically
Driven Compression System, brine tank auxiliary.
Delaware, Lackawanna and Western Railroad Company—lIce-
activated.
The Denver & Rio Grande Western Railroad Company—Ice-
activated.
Erie Railroad Company—Safety Carrier Steam Jet Sys-
tem.
1516 ‘Florida East Coast Railway Company—Electrically
Driven Compression System.
es cope Fort Worth and col tees City Railway Company—Mechani-
Great Northern Railway Company—Ice-activated.
Illinois Central Rai Company—Mechanically Driven Com-
pression System, brine tank auxiliary.
ae Northern Railroad Company—Ice-acti-
v
Kansas City vases Railw ee a Driven
Compression System
Lehigh Valk Re fallsoet Cotapenietia-edttvaed:
Louisville & Nashville Railroad Company—Mechanically
Driven Compression System, brine tank auxiliary.
Maine Central Railroad Company—Ice-activated.
724808—47-——_84
1332 THE UNITED STATES VS. THE PULLMAN COMPANY
St. Paul & Sault Ste. Marie Railway Company—
iven Compression System, brine tank auxiliary.
The Nashville, Chattanooga & St. Louis Railway Company—
Driven System.
New York Central Railroad Company—Mechanically Driven
Compression System.
The New York, Chicago and St. Louis Railroad—Mechanically
Driven Compression System.
New York, New Haven and Hartford Railway Company—Ice-
activated.
Norfolk and Western Railway Company—Mechanitally Driven
Compression S: brine tank auxiliary
1517 += Northern Railway Companty—Mechanically
Driven “ma System.
Pennsylvania Railroad Company—Mechanically Driven Com-
pression System, brine tank auxiliary.
‘Pere Marquette Railway Company—Mechanically Driven Com-
Reading Company—Electrically Driven Compression System.
Richmond, Fredericksburg and Potomac Railroad Company—
Ice-activated.
Richmond, i and Potomac Railroad Company—
Electrically Driven
System.
St. Louis-San Francisco Railway Company—Mechanically
Driven Compression System, brine tank
St. Louis Southwestern Railway Company—Ice-activated.
Seaboard Air Line Railway Company—Mechanically Driven
Compression System.
Southern Railway Company—Mecharically Driven Com-
pression System, brine tank
Southern Pacific Company—Mechanicaliy Driven Compression
System, brine tank auxiliary.
The Texas and Pacific Railway Company—Mechanically
Driven Compression System, brine tank auxiliary.
Union Pacific: Railroad Company—Mechanically Driven Com-
pression System, brine tank
Wabash Railwa Company—lIce-activated.
Western Pacific fic Railroed Company—Mechanically Driven Com-
pression System, with brine tank added.
Wisconsin Central Railway Company—Ice-activated.
THE UNITED STATES V8. THE PULLMAN COMPANY 1333
61. Copies of all the operating agreements, including letter
between Pullman Company and the railroads which
were in effect on July 12, 1940, are contained in separate volumes
and will constitute Exhibit VIL.
1518 63. There are two types of sleeper equipment which are
referred to as coach sleepers or sleeper coaches. One of
these, which will be referred to as new-type coach sleeper, is a
car of new interior design developed as the result of research
by Pullman Company and Standard for the purpose of providing
coach passengers with sleeping accommodations at night. These
cars are divided into compartments in which three tiers of beds
may be made up at night. They furnish seating and sleeping ac-
commodations for more than forty people. A pamphlet prepared
by Pullman Company and relating to such cars is attached hereto
as Exhibit VIII. [illustrations and specifications of the interior
of said cars, applicable rates for sleeping-car service therein and
proposed methods of operation are set forth in said pamphlet.
THE UNITED STATES VS. THE PULLA(AN COMPANY
Exhibit VIII
COPY BOUND VERTICALLY
{THE UNITED STATES VS. THE PULLMAN COMPANY 1335
COPY BOUND VERTICALLY
:
=
8
:
Es
THE UNITED STATES VS. THE PULLMAN COMPANY
COPY BOUND VERTICALLY
THE UNITED STATES V8. THE PULLMAN COMPANY 1339
1340 THE UNITED STATES V8. THE PULLMAN COMPANY
COPY BOUND VERTICALLY
THE UNITED STATES VS. THE PULLMAN CoMPANY 1341
THE UNITED STATES V8. THE PULLMAN COMPANY
44 THE UNITED STATES V8. THE PULLMAN COMPANY .
COPY BOUND VERTICALLY
{HE UNITED STATES VS. THE PULLMAN COMPANY 1345
Four of such cars have been prepared by Pullman Com-
a ly $43,000 each as shown
been used experimentally on
in June
experimen
, the Great Northern, the Northern
the Chi & North Western, the Union Pacific, the
Pacific, the Santa Fe, and the Denver & Rio Grande
i completed by De-
service as of
regular
tions. The
es traffic that usually m
the service in the opinion of Pul
of developing much new business from
pay the higher rail and Pullman fare for the
Pullman i
service.
Another type of equipment referred to herein as a combination
coach-sleeping consists of old cars the interiors of which have been
semorieled to contain seats for coach passengers at one end and a
number of sleeping car sections at the other end. The operation
ne these cars is an arrangement which has been put into effect
on some lines where there is not passenger i to
f both coaches and sleeping cars.
Company put
the use of train
. N. D.,
1346 THE UNITED STATES VS. THE PULLMAN COMPANY
As of April 21, 1936 Pullman Company entered into a special
for five years with the St. Louis-Southwestern Rail-
(then being reorganized under Section 77 of the
In the District Court of the United States, Eastern Division,
Eastern Judicial District of Missouri
In Tue Marrer or Sr. Louis Sovurmwestern Rauway Company,
DEBTOR
In Proceedings for Reorganization of a Railroad; No. 8497
PETITION OF TRUSTEE FOR AUTHORITY TO ENTER INTO AGREEMENT WITH
THE PULLMAN COMPANY COVERING TWO COMBINATION CAFE-COACH-
SLEEPING CARS OPERATED ON LINES OF THE DEBTORS
The peti of Berryman Henwood, Trustee of the property
of the St. Louis Southwestern Railway Company, respect-
virtue of the ownership by said Southern Pacific Company
majority of the capital stock of the St. Louis
THE UNITED STATES VS. THE PULLMAN COMPANY 1347
Southwestern Railway Lines,” and after January 29, 1936, the
ion of cars of The Pullman Company continued over lines
of the Debtors under an informal arrangement pending negotia-
tion of a new agreement.
3. That as of January 29, 1936, The Pullman Company and
your Trustee propose to enter into a new principal agreement cov-
erifig the operation of Pullman cars over lines of the principal
Debtor and its subsidiaries (as defined therein), including the
Debtor St. Louis Southwestern Railway Company of Texas, and
that as of June 12, 1936, The Pullman Company and your Trustee
to enter into an agreement supplemental thereto, known
as the “Air Conditioning Agreement,” covering the air-condi-
tioning of the Pullman cars covered by said principal agreement.
Both of said agreements may be terminated at the time of the
adoption of a plan of reorganization herein, and for that reason
and for the reason that said agreements are operating agreements
executed in the regular course of operation of the said Debtors’
properties, he is not requesting specific authority of this Court to
enter into said agreements.
4. That, in addition to the standard Pullman cars operated
over said Debtors’ lines of railway under said agreements, there
are operated over said lines two combination cafe-coach-sleeping
cars built and owned by The Pullman Company. The operation
of said cars over said lines began on April 21, 1936. The
1524 operation of such cars over the lines of railway operated
by your Trustee has been and now is desirable and necessary
in furnishing adequate and efficient passenger transportation
service over said lines.
5. That The Pullman Company and your Trustee have nego-
tiated a proposed agreement covering the operation of said com-
bination cafe-coach-sleeping cars over the lines of railway of said
Debtors, that a copy of said agreement is attached hereto, marked
Exhibit “A,” and made a part hereof, and that in view of the
fact that said proposed principal agreement is referred to in said
agreement marked Exhibit “A,” a copy of said proposed principal
agreement is attached hereto, marked Exhibit “B” and made a
part hereof.
6. That said proposed agreement provides, inter alia, that The
Pullman Company shall receive $16.24 per car per day; that The
Pullman Company shall furnish cafe service in said cars, subject
to the right of your Trustee to take over the operation of such
cafe service; that said cars shall be equipped with mechanically
driven compression system of air-conditioning apparatus; that
The Pullman Company shall operate, inspect and maintain said
apparatus; that your Trustee shall pay the Pullman Company
7248084785
1348 THE UNITED STATES VS. THE PULLMAN COMPANY
wd wth day for o ion of said apparatus, and that
meng * mie 7 it euaieues.oa tas teak Uneaten ex
panes gmt ma "The roposed contract sets forth mutual
and liabilities of the parties covering the operation
of the cars furnished in similar form to provisions in con-
tracts between The Pullman Company and other railroad com-
panies.
7. That it is proposed that said agreement shall remain in effect
for a period of approximately five years, or from April 21, 1936,
to April 30, 1941, and that said agreement shall be binding upon
any successor trustee or trustees of the said Debtors’ property
hereafter appointed in this proceeding, and, after reorganization,
upon said ors or any company which may succeed said
Debtors in the ownership or operation of the said Debtors’ lines
of railway.
1525 8. That your Trustee believes that the rental and other
terms of the proposed agreement are fair, and that it is
in the best interest of the trust estate that he be authorized to
enter into said agreement.
Wherefore, your Trustee prays that an order be entered herein
authorizing him to enter into an agreement with The Pullman
Company substantially in the form of Exhibit “A” hereto
attached.
BerryMan Henwoon,
Trustee, St. Louis Southwestern Railway Company,
Debtor.
A. H. Kisxappon,
General Counsel,
Carteton S. Haptey,
Assistant General Counsel, Cotton Belt Building,
St. Louis, Missouri.
Dated January 29, 1937.
Unrrep Srates or AMERICA,
Eastern Judicial District of Missouri,
Eastern Division, City of St. Louis, Missouri, 8s:
Berryman Henwood, being duly sworn, upon his oath says that
he has read the above and foregoing petition and that the facts
therein stated are true, as he verily believes.
BerryMan Henwoon.
Subscribed and sworn to before me this 28 day of January 1937.
[smau] Tuo. R, Scunemer,
Notary Public,
My Commission expires August 2, 1937.
THE UNITED STATES VS. THE PULLMAN COMPANY 1349
(Exhibits A and B filed but not printed.)
Filed Jan. 29, 1937. Jas. J. O’Connor, Clerk.
1526 [Order No. 162.]}
In the District Court of the United States Eastern Division,
Eastern Judicial District of Missouri
Iw Tue Marrer or Sr. Louis Sournwestern Rar-way Company,
DEBTOR
In Proceedings for Reorganization of a Railroad; No. 8497
ORDER AUTHORIZING TRUSTEE TO ENTER INTO AGREEMENT WITH THE
PULLMAN COMPANY COVERING TWO COMBINATION CAFE-COACH-
SLEEPING CARS OPERATED ON LINES OF THE DEBTORS
The petition of Berryman Henwood, Trustee, for authority to
enter into an agreement with The Pullman Company covering two
combination cafe-coach-sleeping cars for a period of approxi-
mately five years being this day presented to the Court, and it
appearing to the Court that notice of the filing of said petition has
been served upon the mortgage trustees of the Debtor’s property
and interveners herein, and the Court being fully advised in the
premises, it is ordered :
1. That the Trustee be and he hereby is authorized to enter into
said proposed agreement with The Pullman Company covering
two combination cafe-coach-sleeping cars, for a period of
terms stated by the “Trustee in his said petition and set
1527 approximately five years, embodying substantially the
forth in Exhibit “A” attached thereto, and
2. That said agreement, if and when it becomes effective, shall
be binding upon any successor trustee or trustees of said Debtor's
property hereafter appointed by this Court in this proceeding;
that, in accordance with the terms and conditions of the agreement
to be executed substantially in the form of Exhibit “A” attached
to the Trustee’s petition, as a condition to the final confirmation
by this Court of any plan of reorganization of said Debtor, said
Plan shall provide that said Debtor or any person or corporation
acquiring substantially all of said Debtor's railways and properties
shall be or become bound by all of the terms and provisions of said
agreement ; that upon dismissal or termination of the trusteeship
or upon any sale, lease, transfer or assignment of said railways
and properties shall, as a condition to such acquisition, be or be-
come bound by all of the terms and provisions of said agreement ;
1350 THE UNITED STATES VS. THE PULLMAN COMPANY
and that thereupon the Trustee, or any successor trustee or trus-
tees of said Debtor’s property, shall be di and relieved
come bound by all of the terms and provisions of said agreement ;
Cuarzes B. Davis,
District Judge.
1528 At the present time this operation is being continued pend-
ing the making of a new agreement.
In 1936 as a result of negotiations between Pullman Company
and the Chicago & North Western Railway Company, the Chicago,
Burlington & Quincy Railroad Company, the Illinois Central
Railroad Company, the Northern Pacific Railroad Company, and
the Great Northern Railway Company (commonly known as the
Granger Roads) , the provision in the operating agreements which
gave Pullman Company the exclusive right to operate sleeping car
service on the lines “| those railroads was modified by supple-
mental agreements to exclude from its scope the operation by the
railroad companies of combination coach sleepers on lines where
there was no Pullman service, and on existing sleeping car lines
where the earnings were less than $4,000 per car per year. Sim-
ilarly, the operation of combination coach sleepers by these rail-
roads which had been begun on November 1, 1935 was removed
from the scope of this provision of the operating agreements. In
these supplemental agreements it was also provided that at the
option of the railroad company, Pullman Company would furnish
such service under special arrangements to be mutually agreed
upon. The only railroads in this group which ever established
their own service under the provisions of these supplemental
agreements were the Illinois Central and the Northern Pacific.
In 1939 the Illinois Central, because of the insistence of the
people of Natchez, Mississippi that they be given sleeping car
service, remodeled some old business cars into combination lounge,
dining and sleeping cars, and placed them in operation between
Memphis, Tennessee, and Natchez, and between New Orleans and
Natchez.
In 1938 the Northern Pacific Railway Company remod-
1529 eled two old coaches into coach-sleepers and put them in
operation between Seattle and Yakima, Washington. This
operation was discontinued on April 3, 1941.
68. The results of operations by the Pullman Company on
various railroads and the financial settlements with such railroads,
as shown by the records of Pullman Company, for the last ten
years, are shown in the following table designated Exhibit X.
‘
2
|
3
)
:
;
ccpiring in the period 1981 to 1940, inclusiee
1530 Exuisrr X.—-The Pullman Company, results of
THE UNITED STATES VS. THE PULLMAN COMPANY 1351
x
i
Saas 6a] 8
SIESBSS BER
gsegs38 58|8
sadaued 63/8
222 rer
z*-
BSZsRxe2 se
Yscdass 8
s“gaae 42
RLSEKSVSeRS
SHRSESERS =
q<ai~4 Stalak J
RSzSRSR BR
4892822 98
REREGSE ES
penconcea]
3
AgBaass 82
s224388 53
H8ES5b5 #2
saiciciciciel clef
Sasssesce
erertrr er
aesekessz
BSSLSSS FF
Tree
asegsey cx:
saciid dH aha 4
BASSsSSeses
Sistdsdad
g2eeree2 as!
dacecnz ack
BAREBIEDS
HUT
i
HN}
;
>
ee a peeehs Ht
vegan TET
un eee
g
COPY BOUND VERTICALLY
1352 THE UNITED STATES VS. THE PULLMAN COMPANY
for the contract years expir-
|
‘
3
=
5
:
§
?
:
|
2
<
Rrasssses
RSSESES85
ase geneee
Zsee2sse
$a5S6S*5
Pritt Ebr
EE R22sest
¢ aseaa
Peter te |
s
z
s
aa
SEBNSTIRES
casudsets .
Kee gasece
sreaeeasse2
$35S5ES25
ezetgine
ESSASSSA
R2Ssaeees
EEE EPE EEL
RS#eaS5"8
ESSREES
32922843
SSh82289
BSSRI RBA
cn
ee
SReSgeSs
2egataes
Egaeakge
sgacnees
RRSaacas
Seasonal 1 1940;
operation 1938, 1939, no formal]
7 EBEDEE
vi
B iddcusee
PTT
qi
f
THE UNITED STATES VS. THE PULLMAN COMPANY 1353
aa : S@nSResece j2) eesseees s5/8) =
a2 eezeseges2 (2) sakes 8) &
a | & dd delet e teuavese g <
& & & & f
gtasssesce ScRSRTRE 88 5
Prt tri ESSZHEas 22 §
adddddd & gssdésan Jz 4
-f--1-1-1-1-¥-| BASSAAAS AA &
SSAZATSSRAZR SSrRes2e= 28 a
BSSaR=SS5E2E S$SSS8E 23 2
SaaS IS “gdududd Jz <
AASAASAAS BASAASSAA BA &
Sregesase2® S2au5s8c 85 S
agdsasecudz Sieacege G3 isi
sgegigadivs Gsasaess 82 ¢
Sesaraessar SHSISSRS 23 | z
9252052522 ExESSSSE KK k
ih Sciacca S2NRHRZE ad a
sanagaganss SS2sernes ea z
ciddtacaaiatatal e2seauee 20 ¢
PEEEE ELLE LE S2ESRSES 83 8
3840866 84 8 0 Ce 6b 4 1 5 bc mE
peepee ereee oF PePR EE 88
See eeeeeeeelUlUClt;tét*~*™w”~”~C«rRCOO WHS CUES
[eet peren en: 5 BPR RRS Ee Ce
Qeee eae 2 & € Ee ee oe oc eS
[2eeaeerere - geeegguge 4
Soren earenen, - 0 @eeunre os
+e eee ee eee? +e eee eee fe
8Oe2%3,545 9 See FB Gy
Teese eeecers. ~~ ae reaeren oe
BOSS ev ote? Sau © 2 >is AT oe ee
Seerennrnen - BPR eee oa
tote ete ee
H
Pe EeEeeesay a
iiifiiiiig uecededates
| tne ‘iii
:
S€ee ere es
j PAMMAEEEEAEES | j
= ‘ee
lal alalalaLalal
nnacsersess S azsensea ah OR
sessie R223 z\8 Ra ScZks CRE
i i staal a) egtag “|| 4 seaed 03
ae|3 gandig ae va le Edees 464
; : Re ‘a as
seas se822 8 S23 Dasss +88
en ns eee
3 S g7=48 gq ave @ “2 é¢ddda dda
2 2 8 aa & BSS S88
$ $sc3 22258 8 $8 88524 abe
: g3gz $533 © 89-8 «SERES 38
_ g%sa ioe = a¢ d¢daad ada
z S888 88 S888k See
sss BSaTaB 2 RS B83nee Gea
: , eeee adds od 20s Se ESSE es
au} i |° 4424 degig ¢ 20d decide dee
t 8592 RSsas 8 49 88982 <s55
; i , B88 Hesse $0 8 SURED S55
- 3 digsg ¢ Gd Uddda dad
BS SSSF2 2a8
@s eee wve
sts. ©...” °° ° ° °+4,£48" 2222 !®68uUOCCEhM
¢2¢20 HS Mae tle Ct Bee
Senne Ss » .. 2 Piers 24a.8
See 25 Bewee ee § OT he 8 Se eee gl
&G E> Oo SRieeaewe ei! al lee
3Sa 4 ow ee wes 5 Bets tf eee 8
' ‘
#30 8 Be © pees, | Peek kt oe SF
—¢%¢ ¢@ €e 2 eae ¢ 8a 7
As, 2G Ge @ieeeeee £ we Ff og ee
gis & 2a Viweeeee fF Oe ee BP ee
a ie Bae ee ee
hat" @ £0 Oat ee it ek gk oe eT
SY 24 ay We ww &« wee ete eS eS
one La. we Cn Baie maa a
£284 @a wiv Oey i ak hl kl oe a
ona nre -e* fe “es @830e8 82a
*reteee
Crna ta aa Lae. eae es ae
sos) Ge @ ee ewe t RE ee eee
gc 8 8 ee Oe FS Fe: gee
*rtretm + BW ¢tmpeteeetmweeens
erreewm@m@e 6§ Me eeet meee
eee ome 6 ae . ¢ @meee be ete
gray
ee eee. 2 ee ee
A ites
i
olalal
@-_ memes fe Fee1asrn 684A CUT ee ae or Ae Ul
THE UNITED STATES V8. THE PULLMAN COMPANY 1355
gi®| s3ee8 anes 5 3 $853 455 ser
G| Seess cade & EcS8 faa o8¢
¢ sedge ads z ads" “24 ddd|g
& Ba BASS BAS
z Besse 92n8 F 7 SSsg 228 as=
z ESshS ae 2 3 353 S29
rT égued dius a * aa" dus
a BASAS AAAS & & K&S BAK
z R&SRS S8eF Ff 3 $853 282 ses
z #9248 20a 2 : Ea8s AS S88
a igdag oad 4 ‘ agen dud “4
& BASAS AAS A & BSAA ABA AS
2 BRscB Be=e 8 2 AGES ABA sxu
z S282 azu8 § 5 e8e8 S86 328
a SeSss ssi i a Raa S88 aad
z ASSAS SARS AB 8 S282 288 BRR
: Seuss 4528 &§ | Kase $88 Bde
a saagg saea 2 a 4253 G88 SZ
a ES@28 BRRe s a SSR SBR See
° Sstu8 se85 3 a S888 aka dad
5 g8833 2588 . a - - -
|
BeAR CBB SBE
rereet #8 ete
Senpeane eens
72a eres
petrrte #8 e#e
jeree #8 eee
$23 6 Bees
Ride * mys.
seree teee
eretnre f# fe Ff
_onaene 2e5
reere fbeve
perre #8 eee
pereprre f# fee
'
*rereet # Ote '
BSete smarts '
AaQa™S sce '
'
June
ii
7st, wvTTY, ©
sean 825 885
Tee 2232 £2.28
Ve te 28 AEP
Zee me ea oe ei
nae Bee Bese
Sener 88S 8823
Boe Mama & a eee
.2an nen s8 8
.a0 wre £2 6
ao. 2s se ef 8 &
ee oe See
[oan en bee
a a- see 6S CS
ae ss. oe
aoe ee 2 ee
an
“anwTo ©OFee
S222 B22 RAN A
1356 THE UNITED STATES VS. THE PULLMAN COMPANY
22222 28338 \8 S&ses 2282
aad2¢ 89958/9| Sees dese
gua dde~d|g| dant “22
& BS
SAS SSSZe BSSsk F225
Sh8SE BgSd3 22984 585
ga" # reees idudd diag
|
BRSEE Ray3z3 SREz2 3298
e8254 28935 BRSSE SEZ
gfdus d-“pank seddd Yard
SSS & BA SSSA ASKS
23225 SR2RF RELZR RISE
Gagsg 22582 ZEfE8 S258
sadag s28a REMSa seat
aff e
S352 g282g3 4 9 SEES SERS
Sauck SegNce 40 dee e¥as
a”
1 to 1940, inclusive—Continued
Prereeettres asidss sists
RESss a SRk2s RARS
E
ing in the period
Baas 3 :
er
Ha
#383 i
a
lal alalal
|
1
:
:
|
i
:
:
THE UNITED STATES VS. THE PULLMAN COMPANY 1357
2 RSS3ER BtSee=|s SSRRRISE
-|8| 888883 Segeas|s| Exasudda -.|9
E| Weide “ddan“|g| ésde-dg 2*| 9
Hiiais Sake] = aA OL
7 $3 seecss eeeeeeee 22
Z aan rt TT a
Fs gidaa- ; 3s
& Aadane Ba
“ RSS3E8 Sses8= RBRRSISE ==
4 988882 ceagz2 020 adda 95
ro aSesa= ddddi* e*dde-ds Ju
i ABBKEK BAER saa HA Bd
s S=ESSLA ~S5288 Sysxcsszee @B
¢ sedge deecee © asad ba
4 «= iS tse = shad
. SSsSSe SNsRer RSRSSBkS oz
é S9g8ua ZeRzcs Seussaee 59
s siued deve geedzgdg ig
z SSRRSa B2BxrR58 RSNSSRAR 2B
$ RagSSm Ssnsea eeedaees Se
: gigdgg sueess gagggee a2
addi HitHD o6@ HEEUEE
SHE HTT © THEEEE
Qi ; Hilt
EE tus
e epetehetetes - =
EET
a
Li Te
n “ans oe
>
aaaas £333333 i EESSSSS3032
o
g AAO OS HOBORN & SRSnSSRa NR A
1358 THE UNITED STATES VS. THE PULLMAN COMPANY
3
Bsn
433
3288
1940, inclusive—Continued
2322
aul
ade
eied ae
aa
a
ing in the period 1931 to
ae
ore operations included Chicago &
N Western Ry. 7
j
i
|
:
é
é
,
COPY BOUND VERTICALLY
THE UNITED STATES VS. THE PULLMAN COMPANY 1359
9 HRAzSAE9 F BEE SBASRS |S 25AER
of
¢ dsuddcss g\4@ skeeeveds|s 5
“ gietdedd alg 89 "deeded |e
§
BAKA BA BAK
E ggsesecs 3 ssgegezes
$ 436282 2 Et |
rs _
2 RRBRKSes 2 ancsenssse
& BSestese 2 gaet8aaes<
£ éisdd-as ¢ weasegdes
BSAA BA A S&S
R Mesneene 2 iictaased|
dq keagiess § || eusaaaeeH
g Mansese ¢ || ReaSEENEE
ee oe
1
errr m Mme
cegacdde @ || duEMEE AEA
z
<
“
%
a
SEASASER csavaseede
:
Bessssess 2 SASZRS2RE
gitessa= s gascnegaes
182. 54
z
rd
1
Cincinnati, New Orleans and Teras Pacific Ry
Contract effective February 1, 1935:
Operation included under C. B. & Q. R. R. Co.
Chicago, Rock Island and Pacific Ry. Co.
Contract effective July 1
Contract effective July 1
contract.
July 1, 1938 to A ‘ cane
pm AS 939
3 “ AMTOOree FS Se2teec22Rgan g naowe oO
=
-
1360 THE UNITED STATES VS. THE PULLMAN COMPANY
ing in the period 1931 to 1940, inclusive—Continued
t
:
s
2
|
;
:
8
:
:
5
:
g
i
:
¥
i
a
gsied évae
BSA
:
S
SSSlsse ses
Zzz
BiS98Ke
gésauae
5
To the railroad
company
S2F8R Feras
iris
BA
BSERISSS BBR
PEL rR REEL |
tsugedy ray
82325 RARRS
git 4 idvig
tf.) 8
SRSSSES 9BR
SERESSS $58
Sd$eeae Krzz
BSSBB BRSAS
gatas $3883
Perreeer ert
LESOREZ SRS
S232282 $a
SEERRSE GAR
in- Gross earnings | Total expenses; Net revenue
$8858 SES8E
<d
SSR2258 eee
ZESE958 833
S8akaas S88
——s
S2585 28825
RaRSR SNARS
BRSLRLE BSS
ESSSSRR AKA
S225385 8
g % 887
Delaware end Hudson R. R. Corp.
1, 1916
Contract etTective J
-_
= 7s8assee less
EEE235
SARANKA ARE
THE UNITED STATES VS. THE PULLMAN COMPANY 136]
PrERPE ner ‘ fag re
acsscsscsrrr @ 24a
Perec
gaadasat
Dr. 113,827. 52
t-t-t-t-t | BSSSASABAA | A &
$872222% 22 BBSSRSTSAR RB 8 SaR8R
“" @ = SSSSSESES § 22582
ee es sseeetemnnmuaaal 4 dessa
Fotat-t-t-f-f-1-1-1- & SSS44
S235R2582 93 RSVRSSLITS #3 £ 23882
#5eS8a25 35 PEE ESS ee 3 & &2832
agadasat oe désdddadd S aaa
BSSAAA AA SSSSARAAAA & SAKA
S8SR8289 BF Ba5zLTNRBS rT) 2 $88ss
ARSEZSRS AE SeGeeeeeae #3 # 22833
cr iS i ea ne |
BLLARSSZ 9s S2ZLSRasRS 2
SERERSAE 83 RSSSi28335 #E a
$eSSSFZ5 23 ca cick Cr g
RASS5SS9 RZ =—«-ANANAAARAR
ee:
SSS Se Se ienitantaniantiontanttantantan!
@@6@060a8
Bere
*teeree
rerereneenve
orerrenrneee
BERGE SS ie 2 eee CRESS Be 2 eee ¢ ees 6 lhe Ue
oe eonmn tee be. «2 - 2S @Paerr £ewnw ee” * «FF of ee
SO ¢ CRS ie & eee eee eee yo eee © eee ee ye be
errata
ie
Hah Ha So be fill
: Ct | Exsannensan i : siasass
cumes | Bn
; daa © Gn ur ica
$22222222322 683285222522 * 5235 Hi aUEEY
é 8 a 8
AAMTOHSrO SS Nexesresen ax 8 ~ Seno
Ce eee end
1362 THE UNITED STATES VS. THE PULLMAN COMPANY
for the contract years eapir-
|
E
:
8
3
-
&
:
g
é
F
:
i
:
:
&
3958290998
gsddddidad
RBSZERBESS
PEEL EEE PI
ddddedidds
sease2agsR
CEP EES EEE
gssagsgede
Saarkescsu
§3a9508228
SRRRARSSzE
3,804.29 Dr. 2,350.05) Dr. 1,483.44/ Dr.
RSZErS3ss3ar
PPrEriS Ete
Rereere rt
1, 535. 24
SRSRSSaSRS
GRABSSIIAS
25
effective December 17, 1922:
Georgia & Florida Railroad
November 30.
Service discontinued April 2, 1931.
Fear ok
THE UNITED STATES VS. THE PULLMAN COMPANY 1363
ageeseeee
rods
S&S
8
g
a
eSSe5e995 |8
duagstses| 5
$gug2 geese |2
dived fester |s
" «‘SSSeesess
z
FEES
“zed
s
SASH GAL SS
reterre
az “¢ $84 7
RSkSssr=8
RSESESER”
Kad —
TSRTSRSVSR
Prrrerent
Sadedeeead
$2253 sane
gsdse Rage*t
:
4
aa
iddvexadé
S2REnsVs2z
PPE it Eb
SeeseeeNs
SS385
S22a8 GEREE
#2893 S044
Prerrr rn t
SRRAASKSS
iui
:
bah Arh eng
sesegecued
BSsSh Raness
S958 de8ng
ge98s s29z8
RSRLSSSKA
grcccasaa
gasnasches
Sseseneees
SS82S RVIss
$eczs =
oO
3
-
2
.
-
RRRRRARASES
-_e a”
te
5: SEL SCONE He
RSELVneeRak xg
1364 THE UNITED STATES VS. THE PULLMAN COMPANY
dasaae- |3| gages Ag
gseassaq 42
& SSSKK A
seaeeess ggnasss 35
zeeee
To the railroad
company
aeSsesa #2
decades 44
SBSRRS=L R2SLASR 8S
g2eceaea segsag$ 68
sdidddg gd
BSES2882 Petri. ae
$SR89R58 4$s55h2 G2
ESeedde dd
in-| Gross earnings Total expenses; Net revenue
t
:
:
;
:
:
z
é
i
‘|
is
“
siseas, 2 TEENEEHEL
un
al
Exatarr X.—The Pullman Company
ing in the period 1931 to 1940, inclusive—Continued
COPY BOUND VERTICALLY
THE UNITED STATES V8. THE PULLMAN COMPANY 1365
S2222 A289e\2 88 SER 22n58 8/8) sHeentes
RSSE8 $5999 | 5 ad E28 £2239 3/2) agsecags
Siaee Zhiss “a adv “d¢id < dass 0 a
SAS BS SAE & BES
Reaag 23855 83 S55 “<5rer SRSASRSF
sas" d3ge¢ ag * sua” Eeezisge
as vende qa ana Pit bs ity
BS ‘ BE BESSASSA
NSIS2 Ssaez &2 388 32892 § SRSEASzE
R896 e226 82 E28 seeds 3 TST EES b
aesse getgdd da si* dagen 3 Sadadsad
S&S BA SSK & BESSSSSS
BRLB2 Seese 23 22k S5282 8 S=kSSBz5
caeay Au88s
Seaud ExAd2
fg S62 84382 § RESEESS
SZ S2¢ 2848 3 aR sass
83328 BERSs
ESSRS 82958
$5285 35993
33 223 Seer ARFREIZS
a3 882 28293 § $8229893
€ =u8 gegc8 § siadeses
R28E5 2Szas
gases dadas
NZ SES Aese2 ¢ Z2ShS8r8
SA “28 inadad a Gardai
ed
Beas mméeantk
rereerne #8 Pete
ererret #fene
‘eens 22 8828
reree f#eene
*rrere #teene
reece A888
eerret #8 eee
,eeree Fee 8S
eree 8teepee
seen #2968 4
[a eee weene
er ree #8 eeene
eer re f#eeete
serene #@eete
*ereree @#eenee
ae, ere
Beer SEaee
‘an
PEEP pul
flip! Hy
HB 2232 HH
ad ad mp penn
“ns avs ereeg a § ‘AzsenseR
1366 THE UNITED STATES VS. THE PULLMAN COMPANY
: 32 as SSSLSESES Zz & SERSABS
eal? ¢| saucegeza “|| seadage
: 38/8 4 | Sddssaede [yg] eaves
Bale aig aaa
E 85 RRTIRTSBS = gaeges2
Is]. gf Senazasee § | "Henaee
§ H i ie Sédsecdas ¢ suesissl
= é BA AASASASAAAA & BEAAAA
§ 85 Saksances = ZRRSSSR
— SEES8KSEE 8 RS89a55
s ds aggesedss <= tdggdee
a BAAKAGAA & -f-f-f-1-1-1-
88 AELSRZSRERZ S SSsxtnxzs
a3 S2SRRSEER 8 BEREESS
S$3SEE58R E Sadaues
(a)
$28,
25,
RR BRSSVaeese & SRETSRR
a8 RESERESES § BE2S285
- SSRRRREER waigesas
es be cogemeeee © ASSSESE
cise |e Sasiggeas & TaSasee
period 1931 to 1940, inclusive—Continued
ee | aS eee
operations of Pullman cars over the varicus railroads
Be! TP oe Pa
Oe qd
; See en
rhs Pag) | a
GT | Lit Peeeeeet. {hin
| if jen ie
: 3 ti a Cnn
\ pps BRD Hneunnie
: a ; : ee ee see : gazeene
COPY BOUND VERTICALLY
THE UNITED STATES VS. THE PULLMAN COMPANY 1367
Georgia Railroad)
3 RRLSRRRAEE
EEEEEEEEE
settlements effected.
#2/3 3529888228 | 3 BStsaesees (9) Ress
#85 ESsyseses | s GSS8s2595/8| 288
aa SERS Sasa |S tidsges<4-ig gids
| ABSA AAAS BAASSSAAAS | 8
88 SSS58RaR8R sesesssss se2s
eg Maaerteret BEZZZ22227 2328
ais + “8925 isa
&& & && tft.
s2 S429985835 sarsaseees 3225
fi Pret is Eee: PEELE EERE S| 8883
Ba BSSSA BSSAASSAAS it
82 R&SESSs2z2 RBZRBSRSSF eeae
ris R3888SS32% RSESER SIRE RSS
KR ZEUSSENSTG PePrner ere) gees
38 SRSTESBELE SISAASRERS 3222
$3 ESESRERSEE PEPE EES Fi £288
se BSEESSEEES ddiddsddaa 2288
ss BSSsaasess gasesesuas seas
” PEER EL EE EE ee aaa
EE: EEE EEL LEE! PEEL ELES# 5883
if i HIS & BE ii
i i TH SE Hi
ig SHEE Get @ guy
+ S osteitis [ ees Bid
BTS ceessccced * Psccccece ti.
et 3 aaa
: Hi
i
i aadad
; Panne
| naan
Pe te ee ee
tf
1547 | Louisville & Nasheille Railroad Com
=
-
Sazeeneers 8 g
1368 THE UNITED STATES VS. THE PULLMAN COMPANY
ZZ
geese ik
~“ grids e
BS
BEEBE 4 BAEASS
88283 = ae2zae
S3325 id (sega
gauss g givaeg
85323 $3 ESZ256
gsas zz feiss
|
|
|
:
S228R SR
addda sa
ing in the period 1991 to 1940, inclusive—Continued
Exxetair X.—The Pullman Company, results of operations
COPY BOUND VERTICALLY
THE UNITED STATES VS. THE PULLMAN COMPANY 1369
8% 82 ESsese
id é42 “divdd
Bi A465 & AAA
F
“|
a|
3 |
se auc g2aeHs
ag gu’ sedavd
BA ABB A
3
&
:
ESSE9 2
28268 2
dds
B&BS &
ZZ
24 9 «SERSES
aad aeaas
Ba &
88 S55 225558
ZZ ZZ
a * 9°" a8¢
¢ a2
, & A&A
S3282 F
étéeud ¥
& 5 &
RS SER RASHLB
ga sae adda?
dq e42 dudedd
Bi S45 & BAA
ER E56 822298
dg gu’ ceédan
BS S65 & AA
S8sa5 &
HES6K 3
gsse¢ ¢
RQ 23 Assets
aR 283 328928
83 99s 999sd%
RR RBS 2S2258
#8 $09 dascaa
dé See fdas
S2Rz2 @
86595 3
22944 3
SS N82 seress
83 242 285825
$3 358 S5dse%
RA ARS SSSRL2
a4 202 gutsea
ed add eadedd
S222e 8
asada 4
SS 253 FRSSS9
#2 444 Saddag
82 222 282228
g¢ dss ssdaae
Hi
PTE
i
Sa aa
i g
fr
ad oa aaa
Ne he
2eoreo | |
S2 222 SSSRaR BR 3
1370 THE UNITED STATES VS. THE PULLMAN COMPANY
|
,
:
:
i
3
|
:
|
iF
!
SEER SSsSlSR |=
AIRS SELESE
git sétdée
HRSRESLAES |e
kSdiee<-23 |e
&
a
&
‘ar et
A $88
+ -29q
& &
SI22 SSsraae
8852 SEfkES
gaca pétdsén
SSZRSZS&SRB
EAsRSELESS
Perr ee ieree
REZ SB=AlE
$882 385882
gos daddse
SSe22=2885
adgasgigs2
RREZESZAEL
SSSR SR2=28
ERdE S8g88
gaat coaess
SESRSSRse=
EazSSS52K3
SEE LS $f FI
R38R 2SSSSr
SSS mcicicicicd
SSASERR8ER
BRAARRKSCS
y eRe
ref
BRSRERRRRRS
ria BE
ddsisidsinssa
ia i EEEESSESEE
<<<<4<<<
g WRITE
jp
SzkL Gk2RaN
ANT LlOraeS b |
THE UNITED STATES VS. THE PULLMAN COMPANY 1371
SSRAZ BSE
sSc6% dazg
SzhEd S28
BE
R°E288
e88E58
ts ole
es2g E22
Sse22 Sscs
asugg sage
Eggs“ $348
--f-f-f-{-1
eageddces?
ESsesaa28
sabes ead |
SSoRner F228
S982 A¥Sz
as's2 Sage
e es
KESESS
S-s8eS85E
PrPPE EL et |
SRxr22 aaees
exez2 gees
Skate S828
gréer vKdré
SS8282
Kase
SARSarasR
Seseh2gss
estnndasa
i
SRBRRZ SRRG..
2ae38 gaa8
etgug gusde
ade ea
BR2588
258852
ge ded"d
RRRSSZES5
ee
Sesre eave
avosh nee
Benasa ‘
a
Base
HAIRS LARR
operations of Pull various railroads
the period 1931 to 1940, tnclusioe Contineod for the contract years eapir-
ing in
Exutarr X.—The Pullman Company, results of
1372 THE UNITED STATES VS. THE PULLMAN COMPANY
838 EF Be2xaris
E Rages Ege R28 3 gd
[/3j|> | Ss) Ee
i é SAASKA AA BS BASAA
F3gses Esa 8 33
|. Pa aes ts ‘or
3 Zz Ws" Jig ¢
g A BAA AS &
Ssssan ses a S22 EF S82ne8
f |, Se gee ed dtaaes
: gacdas gan ¢ aau 4 &xsgcg
KSSAS ASS 8 Hi BRAS
BSSI8R Bes a S88 2 SeReeas
i ¢ «sa 42 # 836883
; gidsue god g aed § SSeS
899988 e825 8 SSS 8 292585
i , ««SS8NEY HE a85 2 2ecees
i gasne sae g kag & Cuduad
&
4 RS283h $28 5 5
ee
Sil |s BREE Bae ; G28 3 280882
pulp
£665 ome
Sree nrne £22
Penreae e868
Seeenn Bee
seers Ss £24
ER et Seee
Sepenpes 889
rerane ave
Saag? aa ae
[ee ene Bes
,eec aes see
creates 2.)
Serene BEE
[erpaan\ tart
Seearten. Bee
,Seeeaes Ott
errreet tbe
Pee GBS £84
errreeete fee
rr ree fee
PER &mets
[sacs 2 eu
SVPaget teres
‘ee ret. the
Toe. x 68S a ee
rr ££ FPetere
oa. €. £2828 2.9 5 @
BS Oy PR aE RSE
ee Ff S243 98
ean) @) £528 3 9%
GR Sees pees age
72.8.8 €&88 0888
se. sete ee se
ee
ttt tee eee
asta! Pete
prem rreene
ee Adds
i
i
2 HHT
sed aaa
fee @s
SQ&z 8 Snsean a
THE UNITED STATES V8. THE PULLMAN COMPANY 1373
e813) S@skaasace|s ARSzANR FRx \F ezanes
gz'2| sesthsdeed 2 #8eu83S asi g Sk8séa
aa|¢| Sdauead--+|g| 0 Sdt“net aid |z| | Sage AS
aaa Syd sao aa
‘Ue BRBSSVSRzB S2AIBNs BRB RBSans
a6 PSShessaea Seeesse ESE epegsg
ve dddiiessss dsideea ANX Perr
&& SASSAS Bad BA
PT S28R=8ERRE R@eseaa B28 g8aces
§¢ HESSSSHSZE $3nsse2 G83 gegsas
aa agsinsant $4 aéig “d gansa4
kE SSSA Ba a
PF Qsasaseese S29RRSs BZN PT tt
Ee | gaseaseces gegaee6 g53 Peps tt]
oa PEELS S 13 1 ggsgad2 c3e gsugie
BS SAKSSSARSS SSRsBaS RSA aNSess
ds «SGRRGECESA §=— | REESENS ABZ RUSEHE
“ uae =a eee EMEA
SeRxessreae 398
ddgdeee dee
sankee
-
S295888 283
peesae
epuMeeeecRea
BECP ELT eae
errereprrehne
SeeGarRreBea®
eee eeaaen
PRaeeeRezas
-ereeuaena ®
OBZ See eee
Begeseeaaga
Seupnrean nan ee
Sate eartrte
[een ee 8 2 8
Rea EEEEeE
Bene repaaee
Pee EReR EE SE
Seep enaertne
earn a aon 2 eo
PReSRQRSeC ee
Zener ea 3 5
Baeaveeages
[22a ne Ps ay
@RUELEReRaE
VR Ceecaeege
Sa-ceseerp. =
Geet gasees ee
,e ne ee ee &
BREEPVTAa se
seep eeeegeEe
oo ae
STOTT
eit
i pn
Bekheé emma
BEeaeeBe #8235
Seagest cea ee
ZBagi.rts Begs
E@Qeas 5 Begs
.eranreas: £28
Teer ens 28.5
SaEeeanpa 2 BT
See enn. 2.9.9
7Seeeas,p @2ey
Seraeugk aweean
Beaeagerztneate
BaVeagk Svea a
San eaVamenh
Baxvegss Sa aa
B@Gskegam swe e se
Raa Ea vate
anne. A.e8
rereees #8
Bepvrregiwa vy eB
eerl7. eS aa Ba
BSS Bt ae ee
Peeves “=F 3
a sissisissisi-olaa
i an
fA
peeeEEEEE
.
Saage
sreeeee
‘te 8-3 2
Sestasa
ee © S48
2 2 aoe
seener®?
erreeue
seers
6226-5
Beaaag
i. 8 6-9
erereeuet
Beka a
settee
es 8 fom
288
Beas.
GSEBE®.
rrr
‘iit
ae
F
lal alalal
R2nk2Ra RRA A 3
mane
1374 THE UNITED STATES VS. THE PULLMAN COMPANY
for the contract years eapir-
3
|
:
3
=
2
3
&
z
!
:
3
|
|
i
|
|
|
PEE EES
Sggrécd
SS =A
be
8
&
S5988583
kereddes
ESRSERSS
88345852
egsessae
BSeESSs8
PEPEL TEs
Rkasssee
SSSREIaR
22283385
dseeesas
aseaee
peereerr
Railroad
Pennsyleania
1, 1936
December 31
I icsccussecessenccanscene’
Contract effective Jan.
Year end
Year end
uly
1, 1925:
Contract effective J
1556 | Reading Company and Atlantic City Railroad Company
SLSISSSeKz
RERSESREE
givegased
THE UNITED STATES VS. THE PULLMAN COMPANY 1375
Bet SEbRe2
#88 SReESS
S"a asecda
323588538
822352228
ae
saasocens?
PETE EELS F
——
AS= SaeRes
$28 556292
fe digas
f
35,960.91 | Dr. 14,734.76) Dr. 14,734.76
Segnggage
sreene:|
aaaeceude
SRS R2RRTS
a2 Gdseag
uka ssagus
21, 226. 15
SNSSSSALKE
agkzgSceE
prpprreres|
:
25S B3a8K2
BES RSZEZE
Esa $8222
ezassaeens
SkaNARRRA
RR S2BRso
SSS $25822
..| 1940
SS
Seespeanenes&
Ssenesegeeen @e
sees eeeese se
PEeegegxree
eeereteeunne
erereevpeunree
sseevpee eee 8
eeereenrvree
seeeceeees8 &
-eseecee ee es
-eneenee are
Seer eeeat et
tee eanreeee
eerreenneenne
oe
St. Louis & San Francisco Railroad
Contract effective April 1, 1927:
Year ending Moreh $1..................----------
i
Zeca
AAZSSoRsaa A
owe cranes
1376 THE UNITED STATES V8. THE PULLMAN COMPANY
eReaN SSES | BRRz|8
segs 8
3S gare s
BASS 884 8
for the contract years ezpir-
|
|
the period 1931 to 1940, inclusive—Continued
Company, results of
ing in
uly 1, 1907 as modified, effective
St. Louis Southwestern Railway Company
Contract effective J
J
a
aaa
~
2222 SS2R 8 3
Exuisir X.—The Pullman
THE UNITED STATES VS. THE PULLMAN COMPANY 1377
at ciel a
gsatgeed 26\4| seeauses 3/6
sa“degee Ga|s| ssksdsids §)6
—
&
B55sasg2 Be
§ gande 38
a désdg od
S@seszass 3
PETS Pit tS
gsiseaues &
Rggsee
aad
BAS
SESSRSAR 8B
SSZEREKE BE
aa“Zea6& 36
Trot
SSES9K2ES &
SeSeSRESR 2
Aaa
a98892
Rae8s=
onegse:
S2eShRee 5B
ASgRSSa5 £5
eseicetd #8
SSNSTESV=A 3
Prerrerrr ar
aededa ghd 4
Sadaednae 2
PELEES.
éaridie
ZRESLBZAR BB
SASREEE $2
Sdageeds 24
SSSzNN=Sa x
EZGRE829E 2
aagsceazg 8
Stated ddd F
SRIESS82 FF
SESSLASS BE
SSS2ekeees &
SAkS28SSS 8
Ppt spt
2 g
fie i
tf
ni
i int arene
«TTT
#2
'
1378 THE UNITED STATES VS. THE PULLMAN COMPANY
RSS229S5R38 |5 SS22S8R\2
Se¢ggeee3|§| Sdagzug|s
gedeeggeg |_| f*<ee~=/2
=
a
S222828
zstassacak
REZSELATE §
enssenansy
&
suisaazal Ssenese
822895859 RSESZS2
eeAReSENS sessess
— Tt
ae eeeal £28983
Prrretisty PP EE EE Ey
—
roads for the contract years expir-
SBITASRS
danrssae
i
)
i
i
:
Vice
1 i Thi
ra fies |
ppt a) ij E is
Peed
SSES2RaN g “Nereen ©
?
=
:
=
é
z
>
:
=
=
:
z
I
xn
2
f+
a
THE UNITED STATES VS. THE PULLMAN COMPANY 1379
SBgNcRas=s |e SSRERSRASS |S 88
BERSSAESS 3) #saskssaded|¢
—_— SseskKkaae | gs mead
| wails
sseeaeeaca
ga astaeee
a= tddedes
S| Dr.
LT Fei ti tf
PrePerer er?
SISIARVRSs
rrrtitiee sdasaaeana
aaasdseat 0 Guida
272.61) Dr. 2,076 7%) Dr.
S2858382F2 S2ORRS08K
retire re #EBE SCARE
— — eseaassess
SR2SRRRESE SRSLSSRASB
del dubabed obel ab at S$haducead
i Ha
pussies punnnn
*Raamzaenas go “NeTeerees 5
1248084787
1380 THE UNITED STATES VS. THE PULLMAN COMPANY
1 to 1940, inclusive—Contioued
ing in the period
SIitdtdat
ag\2
-~
‘Sa2eeseas
rerere
Peer re rt |
gig4- +a
sissies
aeasssars
CEE LP EE
Cidsassay
SSRSRs2Ra
a
iter
Perr rer
es
Er ET EEE EE
Peerert ier
BResanere
SANGESEEE
PELE ES aS
hagegeceed
gained
Reseetses
SSAEE8=09
SeeSesoee
esssaene-e
sddcidcticictctet
RRSESSRRE
=
-
Widesdsacs
4 ih
pen
f idddeddde
j i if
y HH
aes aaanans
g = R2cs2Rane
%
E
|
|
:
:
i
|
|
THE UNITED STATES V8. THE PULLMAN COMPANY 1381
aH HHH
a Hp oui
aja; 38 sens eesa92 senzeerey z\%
62 a? #368 882895 eagegeens
aig aad agie sddadd
= ss - Beee a.A6.00 0 Sax ge
2 rt) 98 ss2neR z
; "Megas EE
4 ne 4i¢ shud *
RB ti oe
ae ee B22 Baresz SSarteecses &
g 8% #623 AGEREA S49025288 &
‘ 22 igqe Sédddd “gid4 “ad 6
aE BAAS ASASAAA BAAR ORB
+ ae 2222 Sstsen SERVES s
4 0s si(iéSG SUC «= SRG
? 22 ease sigugg gidersdza g
2 as ease SRRzae RaRBN2ZsE 8
4 8h 0s ba AGERE «= Segegaeds 5
ee
= ss SR2R RORaSS B2eSseseer cc
R ae $88c ddsdad Higssicds #
: 3 88s 288882 sila i
rE AH
' a zannans j cttecccan “a
! fl ere 2 Sujannaiss
pump
SRESLRARR A BR
1382 THE UNITED STATES V8. THE PULLMAN COMPANY
4), SSG] BE
i:
i= =
a |4le aa HARAAAA AAR
i) = ae
; <a RaBAAAA Ae
a mee
2 } ls
| 3 a Mis
2] 4a nasesa gaeaane azz
Gddddics =€6©6©68° °°" TS
1981
Cans
(>)
Exuiarr X —The Pullman Company, results of operations
Railroad
aan
Redwaey
hechanen
_—
peaeé£ ets A Gums 6 eee 6 ome
the period
Com
ureet
so
(@
2
sc)
ie
1885
io
1640
=
1985
iaae
1987
io
Ts)
8. SL GES 2 0 peer ¢ Pg Re cee.
oe eee < s). f ee oe e
'reneeet tye tee
*erretpvretree Qe t#@ @@ tee
srprrereetee @ # @€@ 48
erreprerree Qe f#teetee
ee
ere
ere
*rereerpeee
prerrerereee 4 #t-eeee em@Peae
ing in
wee
Compeny
=
serereeeeae
ereererpereeereebe
srrprprerreee
peererure@ee
sereertree
eee
etre eee@Meeen
rere wibeee
+e ereenwvmeee
‘peep renneee
;tte
*reerereepnee " gpeet
*erervreeenee gp Weert
nt "al
j REE pean
’ Fs ANDSDOSSO 22 SAz22c82 faa A
THE UNITED STATES VS. THE PULLMAN COMPANY 1383
1565 Be es ee nes doe tes that
Pullman Company ma. and collect fares from the
traveling ic for the use of seats, berths and other service ren-
dered by it. The of the Pullman Company are
contained in the of that company.
75. The Pullman Company is the only defendant subject to the
of the Interstate Commerce Act. Aside from changes
a few individual rates, the only changes made in Pullman
since 1890 are as follows:
(a) In 1911 many reductions were made in charges for lower
berths and all upper berth rates were reduced to 80% of the lower
berth rate; |
b) In 1920 there was an increase of 20% in all Pullman rates;
(c) In 1938 there was an increase of 5% in all Pullman rates,
except for upper berths.
Subsequent to 1900 operating expenses of the Pullman Com-
y gradually increased and during the first World War the
was greatly accelerated. The railroads, as well as the
Pullman Company, were under Federal control from January 1,
1918, to March 1,1920, and during that period substantial increases
were made in railroad passenger fares, but no increases were mace
in ing or parlor car charges. On May 1, 1920, in order to meet
in part increased cost of operation, the Pullman Company
filed with the Interstate Commerce Commission tariffs increasing
its rates 20%. These rates became effective without suspension.
In November 1937, the Interstate Commerce Commission, upon
application of the Pullman Compeny for the approval of an in-
crease of 10% in all of its charges instituted a investiga -
tion, in a proceeding entitled “Increased Pullman Fares and
Charges, 1937, Ex Parte 125, 227 I. C. C. 644.”
1566 = After a hearing, the commission authorized an increase
of five percent in all of the rates of the Pullman Company,
which was the authority das Gs vate seamen ations tn eb
paragraph (c) of this paragraph. Aside from this increase no
change was made in the subnormal rates referred to in the report of
the commission.
76. For years Pullman Company has carried on research in its
own shops and laboratories and has studied and tested certain
improvements suggested or made available by others. It has
invited suggestions as to improvements from its employes and
from others and has rewarded employes whose suggestions have
been adopted by it.
Following is a list of some of the innovations made in their
sleeping cars either by George M. Pullman or by the Pullman
1384 THE UNITED STATES VS. THE PULLMAN COMPANY
Company c*:r the years shown. No stipulation is made as to the
wuthap af Palen seas to whichaneh tanavetiens wenn iastalled
or the time or manner of such installation. In case no witness is
made available to the government either for examination or cross
examination as to these innovations dated after 1910, this portion
of the sti is to be stricken.
1858—The remodeling of a Chicago & Alton coach into the first
Pullman sleeping car was begun.
1859—No, 9, the first Pullman sleeper, made its first trip from
ee ee eee ee
Candles furnished light.
A wood-burning stove
1865—The Pioneer, the first io constructed by modern
methods of the day, was put into service. Six wheel trucks were
applied to the Pioneer. Wooden panels were used on the exterior
ofthecar. A hand pump maintained the water supply.
1867—The first Pullman “hotel” car was built.
1868—The first Pullman dining car was constructed.
1873—Oil lamps replaced candles.
1875—Plain automatic brakes were adopted in place of straight
air brakes.
Parlor cars were introduced into Pullman service.
1878—A hot-water heating system replaced the hot-water
1879—Paper-center, steel-rim wheels replaced iron wheels.
1886—Electric call bells were added.
1887—The narrow vestibule was invented and applied.
Electric lights were used for the first time. Steam, in conjunc-
tion with hot-water circulation was applied to the heating appa-
ratus instead of hot water alone.
1889—Quickacting automatic brakes were installed in lieu of
plain automatic.
1890—The swinging berth curtain rod was developed.
Wooden sheathing was used on the exterior of cars instead of
wooden
1891—Pintsch gas burners replaced oil lamps after previous
experiments.
Anti-telescoping construction was developed.
1893—An air-pressure water system replaced overhead tanks.
The wide vestibule was developed.
1895—The high-speed brake was developed and first applied to
six-wheel trucks.
THE UNITED STATES VS. THE PULLMAN COMPANY 1385
“The use of paper center wheels was abandoned. '
1900—Cast-iron hub, steel-rim wheels replaced the paper-center
1906—The automatic exhaust type ventilator was applied to
the deck of the car.
The fumigation of cars became standard practice.
1908—The vacuum steam-heat system supplanted the hot-water
system. >t
The dental lavatory was first applied.
1909—The first steel sleeper was placed in service.
iding window screens replaced folding screens.
“First Aid” kits were added.
+ Pn sg air brakes were adopted.
Steel sheathing was applied to the exterior of cars.
Improved anti-telescoping construction was adopted.
1913—Electric exhaust fans were added to sleeping cars and toc
club cars and rooms where smoking is permitted.
Solid steel wheels were tried out in place of steel-tired wheels.
Water and ice were separated, a tank for each being used.
1914—The vacuum cleaning of cars was begun.
1915—Mirrors were placed in upper berths.
1916—Divided berth curtains replaced old type. .
The safety ladder replaced the step-ladder.
Universal control brakes
er aha petra ade pay hapleme
ae ange the safety cord used to support the upper berth.
1917— lights were installed.
The clasp brake was adopted (two brake shoes being applied to
each wheel).
1919—Draft gears were improved.
A buffer mechanism was added.
Window sash ventilators were added.
Safety locking center pins were added to hold the truck to the
Split front toilet seats replaced solid seats.
. 1920—The use of heavier couplers was begun.
1569 1921—Various improvements in electric lighting gen-
erator suspensions and regulators were adopted.
A new style truck was placed in service.
1386 THE UNITED STATES V8. THE PULLMAN COMPANY
“Quiet” signs were installed. , ;
-1922—Luminous berth numbers and “quiet” signs were installed.
1928—Permanent headboards were added.
A larger stepping box supplanted a smaller surfaced one.
The upper berth shelf replaced the hammock.
Rubber battery jars replaced lead-lined tanks.
Passenger and platform men were uniformed.
Carpet padding was applied.
1924—A safety-razor- receptacle was added.
An anti-pinch device for doors was installed.
End-door car numbers became standard.
A dressing shelf was installed in the men’s washroom.
“Watch Your Step” signs were applied to steps and vestibules.
Improved valves and were added to the water system.
A new three-position rest for sleeping-car sections was
developed.
New toilet indicator locks were added.
Porcelain wash bowls adopted.
1925—Shoe receptacles were added for rooms and compart-
ments.
An improved and more attractive design of seat end was
adopted.
' Porcelain wash bowls and stands were installed.
Women’s lounge rooms with baths were added.
Water coolers arranged so they can be iced from hallways
were placed in women’s dressifig rooms.
The four-tread step was adopted, thereby shortening the dist-
ance between the lower step and the step box.
Larger fans were provided in smoking rooms.
The general application of variable interior designs with plain
colors instead of graining, new decorative schemes and improved
lighting fixtures were
1570 Observation rooms were provided with lounges and tables.
Semi-enclosed section partitions with narrow sliding
headboards were installed.
The amount of insulating material in car frames was increased
and im
The lighting of toilet rooms was improved for shaving purposes
ep ane bracket lamps over mirrors.
Cars were introduced.
tek deen id tae Calle eases Called thaeneioch Goals!
to improve the general] illumination.
Berth curtains were changed in color scheme.
fixtures
ae
THE UNITED STATES VS. THE PULLMAN COMPANY 1387
Adjustable reading lamps were ‘added for the drawing-room
sofa.
1926—Lower-berth reading lamps were changed from the recess
to the bracket-and-shade type.
Additional racks were provided in drawing rooms and com-
1927—Brass window sash was employed.
A new truck was adopted to accommodate the various types of
roller-bearing applications.
The two-part vestibule door became standard.
Car flooring was improved by a change in the materials
1927—The electric generator drive was changed and new
driving pulleys with belt guards were provided.
1928—Movable revolving chairs were provided for the women’s
Two-inch metal steam connections were provided between cars
in of rubber hose.
curtain arrangement in the women’s lavatory was improved
t entangling when entering women’s room with baggage.
smoking-room sofa was improved.
An automatic locking device for the train connector was applied.
The design of jéurnal boxes was changed, the single guide
Larger steam pipes were applied.
1571 A wardrobe was provided for compartments.
ing mattresses for lower berths were developed and
generally applied.
1929—Water coolers were redesigned to overcome overflow.
A new washstand faucet with an overhanging spout was adopted
in place of the concealed spout.
‘ric exhaust fans were added generally to improve venti-
lation when cars are standing.
A section seat with a slanting top and with a second stop pro-
vided on the seat slide to permit pulling the seat cushion out, |
to make a wider and more comfortable seat, was adopted.
The journal-box design was improved to prevent the ingress of
water,
_ A special upper-berth spring mattress was adopted.
' A non-slip shoe was provided for the upper berth ladder.
A larger rack was provided for the drawing room. ,
The vitrolite shelf was adopted for the smoking room in place
of enameled steel. .
' 1980—Mechanically refrigerated air-conditioned car placed in
test service.
to
1388 THE UNITED STATES V8. THE PULLMAN COMPANY
Improvements in brake cylinder protectors and Universal
valves adopted.
Test application made of individual heat control for rooms,
concealed heat and thermostatic heat control applied to parlor and
lounge cars.
Spring cushions for chzirs, settees and couches adopted.
Tiluminated display lockers added to buffet cars.
Folding upper berth step ladders developed for bedrooms.
Exten supplementary coat hangers for single occupancy
sections.
Toilet cabinets applied to drawing rooms and compartments,
Extensive use made of chromium plating on observation railings
and gates.
More legible “Men” and “Women” bulkhead signs
1572 Bottle holders installed in drawing-room annexes and
compartments.
Mattress roll and shelf installed in cars having spring mat-
tresses.
Experiments made with rubber buffer mechanism and draft
gears.
New design sunroom end, known as the “Clipper” type,
developed and applied.
Automobile type windows and regulators applied to some ob-
servation sun rooms.
New window curtain fixture adopted.
Upper berths developed and adopted for bedrooms having
convertible sofas.
Adjustable mirror lights applied as test to washstand mirrors
in bedrooms.
Convertible sofa bed devised for bedrooms.
Double pan hoppers applied to prevent spraying.
Improved drawing room sofa adopted.
1931—Adjustable four-position section seat developed and
placed in service.
Travel accessories sale cabinets installed.
New inner spring construction developed for upper berths.
Types of positive generator drives applied for test purposes.
Cars with private sections with adjbining toilets placed in
service.
Cars with enclosed section placed in service.
Test application of permanent ladders for upper berths.
New ice-cooled air-conditioned car
in service.
THE UNITED STATES VS. THE PULLMAN COMPANY 1389
One private and five sleeping cars equipped for air-conditioning
by means of mechanical refrigeration.
Chaise lounge section cars placed in service.
Two cars equipped with double deck bedrooms.
Air-conditioning applied in nineteen cars.
1932—Cars equipped with dressing platforms in upper
berths.
1573 Improved spring construction for mattress support for
convertible sofas in bedrooms.
Improved vestibule trap door lock.
Improved buttoning arrangement devised for berth curtains.
vement in three-position headrest locking plates to pre-
vent ing.
Use of sound-deadening metal and improved platform mecha-
nism.
Improved shades applied to reading lamps and bracket fixtures.
Improved fastening arrangement for hopper casings in bed-
rooms to prevent rattling.
Design of coat hangers changed to provide more space for hang-
ing trousers, and hooks provided at each end so trousers can be
suspended from the belt straps.
New hinge construction applied to drop tables in bedrooms.
Improvement in water tank filling valve by using a weighted
cover.
Catch developed for the upper ¢=rt of vestibule doors in order
to hold them in partly open posiicn to increase air circulation.
Aid-conditioning applied to 100 «ars.
19833—Cars equipped with eight apper and eight lower rooms,
air-conditioned, placed in service.
First lightweight (all aluminum) sleeping car, George M. Pull-
man, constructed and put on exhibition at A Century of Progress.
New type rigid ladder devised for drawing rooms and compart-
ments.
New type adjustable seat arrangement adopted.
Several types of wearing plates applied to truck center plates
to reduce noise.
Air-conditioning applied to 155 cars.
1934—Installation of double pan hoppers.
New type automatic coupler appli
Standard use of metal hose.
Light excluder for single gccupancy section used in open section
cars.
1574 er: Sone pene empire a Sandee fe
place of hairfelt previously
Air-conditioning applied to 1,018 cars.
1390 THE UNITED STATES VS. THE PULLMAN COMPANY
First streamlined train “City of Salina” designed and built at
Pullman.
Second streamlined train with Pullman sleepers “City of Port-
land.”
1935—Soldered joint fittings adopted as standard for air-con-
ditioned cars.
Synthetic varnish (quick four-hour dry) adopted as standard.
oe rds for drawing room sofas for protection of children,
ore a keys of improved design.
Secoane steel liners for center plates.
Magazine and eyeglass case pocket for bedrooms.
Use of enamel for exterior of wood sash.
New design antirattle diaphragm suspension arrangement.
Various modern developments in cushions and mattresses, such
as rubberized hair of various kinds and sponge rubber cushions.
Development of “streamline” car.
Individual control of air-conditioning in sections.
Air-conditioning applied to 1,947 cars.
1936—Safety guards adopted for single occupancy sections.
rubber mattresses adopted for bedrooms.
ppers (enclosed) for bedrooms, lowered to present a better
appearance as a daytime chair.
facial tissues and paper towels adopted as auxiliary service for
men’s and women’s rooms.
Armrest for convertible sofa backs in bedroom, adopted as
standard.
Air-conditioning applied to 875 cars.
Third streamline train “City of Los Angeles.”
Fourth streamlined train “City of San Francisco.” ,
Sixth and seventh streamline trains “City of Denver.”
Two-car unit, lightweight, streamlined cars “Advance” and
“
Alloy steel truss-frame sleeping car “Forward.”
1575 1937—Developed new standard for Pullman equipment
for lightweight cars for high speed service, including:
New and improved type of trucks for 4 and 6 wheels.
New truck brakes.
New air brakes for high speed service.
Entire new car — structures; (a) Girder type of welded high
ae steel; (b) Welded truss frame type with stainless steel
siding.
New draft gears and coupler attachments.
New platform and end construction with complete enclosure
between cars for single unit cars.
THE UNITED STATES VS. THE PULLMAN COMPANY 1391
‘New materials for inside finish and bright and striking color
schmes for interior paint and upholstery.
Greatly increased illumination.
Improvement in air-conditioning with full thermostatic control
for each individual room and space in cars.
Introduction of porter’s call connections between cars.
Development of converter transformers for converting 32 volt
direct current to 110 volt alternative for electric shavers, etc.
Provided new Pullman accommodations as follows :
(a) New type drawing-rooms with folding bed, sofa, upper berth
and lounging chairs.
(b) New type compartment with sofa, upper berth and lounging
chairs.
(c) Improved type of, connected bedrooms, fully open folding
partition between rooms.
(d) Roomette accommodation, single room with folding bed.
Disappearing type of swivel and folding hoppers for bedrooms.
Telephone communication between cars. :
Latex rubber cushions for all seats and chairs and for all mat-
tresses.
New and modern design for all hardware trimmings and light-
ing fixtures.
New color scheme for car exteriors.
_ Duplex car developed and put into service. _
1576 1938—Developed DeLuxe Drawing Room accommoda-
tion.
Special lightweight stainless steel exterior truss frame cars de-
veloped for service in, Santa Fe “Super-Chief.”
Guard ropes for Single Occupancy Sections.
Lightweight. full-vitreous washstands.
Synthetic interior enamels adopted standard for lightweight
cars.
Developed new four-wheel truck with helical bolster springs
and one-way shock absorber (extensively applied in 1939).
“1939—Propane gas engines for driving air-conditioning com-
pressors and electric generators. Nonbreakable rubber buttons
versus hard rubber buttons for berth curtains.
Metal end door name plates, lightweight cars.
sangpes steel hoppers.
ew underframe construction developed incorporating in-
creased antitelescoping. a
. 1940—Development of fluorescent lighting.
Coach-Sleeper developed.
New shaving mirrors developed for washstand cabinets for
Roomettes, Bedrooms, Drawing-Room Annexes.
1392 THE UNITED STATES VS. THE PULLMAN COMPANY
New ‘Zone’ heating system adopted.
New air brake with Decelostat brake pressure control on each
car provided.”
Following the construction of the first steel passenger cars, the
pregee cteeDed s Nen tne ec tamim, gt Bt, Armee
were greatly accelerated. To this end, among other things,
Gas Geeetled'tetsiine Gf ta Pian cand weee whale mak
stronger and their weight increased accordingly. This increase in
weight continued gradually until the advent of lightweight equip-
ment. Railroad passenger cars went through a similar evolution.
During this period emphasis was also placed upon the standard-
ization of passenger equipment. Standardization reduced
1577 the costs of construction and lessened the investment in
inventory for the of wornout part or parts
destroyed in accidents. Pu Company had a committee on
standards that met frequently and considered improvements de-
SE her ee
others.
There were no substantial changes during this period in the
structural members of cars except that they were made stronger;
most of the consisted of improvements in trucks, brakes,
couplers and draft gears and in the heating and lighting and other
functions of the cars. Aside from miscellaneous improvements
thereof, the accommodations remained generally the same. Com-
partments and drawing rooms were available to those who cared
y the higher price necessary to use them.
1925, Pullman Company built and placed in operation
bedroom cars with fixed beds on the trains which departed at a late
hour. In addition to the types of accommodation, conventional
in America—sections, drawing rooms and com
Scllowiag ortuianndations have been dovdieped by Pelinty Com.
pany and Standard:
The Bedroom
The double bedroom of today is an enclosed private room, and
contains a sofa. For night-time use, this sofa forins a bed 6 feet
and 5 inches long. Above the sofa is an upper berth which
similarly makes down into a bed. The bedroom has toilet facil-
ities and a folding wash basin. A hinged desk provides a writ-
pr Be are tare nab wg tenn omc Each room is pro-
in the door, and exhaust fans, to regulate room temperature and
ighting. Each room is completely air-conditioned.
On July 12, 1940, 745 cars containing 3,484 bedrooms were in
service and on August 31, 1941, 889 cars containing 4,521 bedrooms
were in serv’
THE UNITED STATES VS. THE PULLMAN COMPANY 1393
Pullman charge for one adult, or one adult and a child under
five years of age, is approximately 14 of the lower
1578 berth fare, or for two adults is approximately twice the
lower berth fare. The Pullman charge for two bedrooms
en suite is the price of two bedrooms not to exceed the cost of a
drawing room.
An illustration of this type of room is attached hereto as Ex-
hibit XI.
1579
1394 THE UNITED STATES VS. THE PULLMAN COMPANY ©
1580 ‘Du Room
is a new accommodation consisting of upper and
lower interlocking rooms. The method of construction makes
possible twelve duplex rooms in each car together with five double
bedrooms. In the “Du Kiww ng cng anthranilate pedro
i words, the rooms are arranged on two
there is a sofa, convertible into a bed.
In each room there are individual toilet facilities, fans, and appli-
ances to regulate lighting and heating. Each “Duplex” is air
conditioned.
The upper room has a locker above the sofa for luggage. In
the lower room luggage space is under the sofa and in an overnight
rack. The upper and lower rooms are equipped with small
ee Se eee tr ee ee noes of
There al tht fd agin be wal which may be vd
Arm rests fold
sofa. Some of ‘ae aoe downstairs “Duplex”
rooms are en suite, and a sliding ition can transform two or
more of them into large rooms. of the upper rooms have
communicating doors. The “Duplex” room affords accommoda-
tions for one passenger.
The duplex car was first developed in May, 1983. On July 12,
en oceans aoe veers ane
on ee 1941, 24 cars containing 405 duplex bedrooms were
The Pullman charge for a Duplex Room is approximately 1%
th Nn ena | ge ge tllell peace» flrs ogy
5 years of age two approximately 14,
lower berth fare.
An illustration of this type of room is attached hereto as Ex-
hibit XI (a).
THE UNITED STATES VS. THE PULLMAN COMPANY 1395
1582 The Roomette
The “Roomette” is a small completely enclosed private
room containing one bed. In daytime the bed folds into the
wall at one end of the room, and the passenger has a sofa seat,
with space for undressing before the bed is lowered. For dress-
ing the passenger can make the whole room space and its com-
piste toilet facilities available by returning the bed to its niche in
the wall. The bed can be raised or lowered without assistance
from the porter. When the bed is made down for the night it is
fastened at the foot by a lock. This may be released when the
passenger desires to raise the bed, and the lock then reverses and
holds the bedding in place. The bed is 6 feet 5 inches in length.
724808—47—-88
1396 THE UNITED STATES VS. THE PULLMAN COMPANY
The door of the “Roomette” can be locked at night, or left
open and a zipper curtain drawn across the opening. Ventila-
tion, heat and light may be separately regulated. Toilet facilities
and the washstand fold into one wall. Above the washstand iss
mirrored cabinet for toilet articles, with tubular lights on each
side. There is a locker in which to hang clothes; a large rack
for luggage; a vacuum water bottle in cabinet, and box from’
which the porter can remove shoes at night.
The roomette was first developed in August, 1937. On July 12,
’ 1940, 116 cars containing 1,608 roomettes were in service and on
August 31, 1941, 166 cars containing 2,156 roomettes were in
service.
The Pullman charge for a Roomette for occupancy by one adult,
or one adult and child under 5 years of age, is approximately 1%
lower berth fare.
Illustrations of the roomette are attached hereto as Exhibit
XI (b).
1583-84
THE UNITED STATES VS. THE PULLMAN COMPANY 1397
1585 The New Compartment
A new compartment has heeri evolved which, through
re-arrangement of the fixtures, has made more space available to
the passengers than was found in conventional type of compart-
ment. Section seats by the windows have been replaced by «
transverse sofa which affords lounging space. The upper berth
remains above the windows, and is at right angles to the convertible
sofa-bed. There is space between the sofa and the opposite wall
for the lounge chair. At night the chair is placed under the upper
berth where it is still available for lounging and reading. Both
beds are 6 feet 5 inches in length and of standard berth width.
The New Compartment also has an electric fan, individual regu-
lation of the lighting and ventilation, and thermostatic heat con-
trol. Each Compartment is provided with complete toilet facili-
ties, a locker for clothes and a shoebox. Space is provided for
luggage and each compartment is air-conditioned. For daytime
travel there is room to seat four passengers. At night there is
a bed and upper berth.
The new compartment was first developed in November, 1933.
On July 12, 1940, 99 cars containing 310 compartments were in
1398 THE UNITED STATES VS. THE PULLMAN COMPANY
service and on August 31, 1941, 137 cars containing 456 compart-
ments were in service.
Illustrations of this type of room are attached herete as Ex-
hibit XI (c).
1586-87
THE UNITED STATES V8. THE PULLMAN COMPANY 1399
1588 The New Drawing Room
In the new drawing room there is more space available
to the passenger than is found in the conventional type. A longi-
tudinal bed folding into one cross wall has been substituted for
the fixed couch; the section seats by the windows have been re-
moved, and transverse sofa, convertible into a bed along one of
the cross walls of the room has been substituted. All three beds
are 6 feet 5 inches in length and of standard berth width. The
lavatory and toilet are enclosed in a separate annex. - When the
room is prepared for three persons, with the two-full-sized lower
beds in place and the upper also made down, there is still dressing
space and easy, unobstructed access to the annex, clothes closet
and to the doors to the passageway and adjacent rooms.
For day travel the wall bed d:sappears, the upper is put away
and the third bed becomes a sofa. This leaves space for the two
comfortable folding lounge chairs.
The new drawing room has:an electric fan, is provided with in-
dividual regulation of lighting and ventilation, and is air-condi-
tioned. There is a wardrobe; storage space above the annex and
under the sofa for luggage, and a shoebox on the passageway.
1400 THE UNITED STATES VS. THE PULLMAN COMPANY
The aew drawing room was first developed in November, 1933.
On July 12, 1940, 89 cars containing 178 drawing rooms were in
service and on August 31, 1941, 127 cars containing 252 drawing
rooms were in service.
Illustrations of this type of room are atiached hereto as Ex-
hibit XI (d).
1589-90
THE UNITED STATES VS. THE PULLMAN COMPANY 140]
1591 The Master Room
The Master Room is entirely new and is the most spacious
accommodation afforded. The room has two folding beds that
can be returned to their place in the wall during the daytime, thus
affording the occupants complete use of the entire floor space of ,
the room. One of the beds oceupies the space next to the windows.
The other bed takes the place of the couch and folds up against
the aisle wall, permitting the installation of a folding partition
between the Master Room and the adjoining Double Bedroom
These accommodations can be had en suite and the two rooms can
be made into one large room. The Master Room is provided
with four large comfortable folding chairs for daytime use. These
are placed beneath the folding beds at night.
bathroom, which is separate but adjoining and connects
‘ with the Master Room, contains toilet facilities, wash basin, mir-
1402 THE UNITED STATES YS. THE PULLMAN COMPANY
rored cabinet, for toilet accessories and a shower bath with pas-
senger-control of the water temperature.
The room has an electric fan, individual control of lighting and
ventilation and thermostatic control of the heating facilities.
There is a shoebox opening on the aisle. Each room is air-
conditioned.
The Pullman charge for one person is three times the lower
berth fare; for two or more persons it is approximately 41% times
the lower berth fare. The master room was first developed in
August 1936. On July 12, 1940, and on August 31, 1941, 8 cars
containing 12 master rooms were in service.
Illustrations of this type of room are attached hereto as Ex-
hibit XI (e).
1592-8
THE UNITED STATES VS. THE PULLMAN COMPANY 1403
1594 New Coach Sleeper
This type of car is described in paragraph 63 of this
stipulation.
The Duplex Roomette
This is an entirely new sinmiantesiad which the Pullman Com-
pany intends to eventually replace the lower and upper berths.
Each room has complete privacy, individual control of heating
and air conditioning, modern lighting, wash and toilet facilities
and a bed and seat. As in the duplex car described above, the
Duplex Roomettes are built on two levels. Twenty-four roomettes
are provided in each car, These roomette cars have not yet been
placed in operation.
Sketches illustrating the new duplex roomette are attached here-
to as Exhibit XI (f).
1404 THE UNITED STATES VS. THE PULLMAN COMPANY
1595-96
Tre Pv. an
——s = ee
vue. ix ROOMETTE
WON? OC CUPANEY
COPY BOUND VERTICALLY
agawar27e Ave
pesanwood X27AING
1406 THE UNITED STATES VS. THE PULLMAN COMPANY
1597 Improvements in Pullman sections have been made:
Study was made to determine the most comfortable contour
for the seat and back to accommodate the average individual.
Seats and backs were made adjustable and sponge rubber seat and
back cushions adopted as the most comfortable construction avail-
able. Sponge rubber mattresses of comfortable design were
developed and placed in use. An arrangement has been developed
which permits the raising by the passenger of the bed after it has
been made up in order to provide seating and standing space
within the section while the passenger is dressing and undressing.
This arrangement was developed in January, 1938, and has been
applied to over 7,000 sections.
A study was also made by Pullman in the lighting of its cars.
New types of lighting fixtures were introduced, increasing the
amount of illumination to the reading planes without glare. Pull-
man Company, as soon as fluorescent lighting became available,
after research, developed several devices to ‘accommodate the use
of this type of lighting to the power conditions available on Pull-
man cars, and installed such lighting on some cars.
Pullman Company and Standard over a period of seven years
devoted considerable time to research and experimentation on air-
conditioning equipment for passenger cars. As a result of an
application filed in November, 1927 it obtained a patent in 1935
relating to the air-conditioned equipment. It was the first to use
freon, a non-inflammable and non-toxic refrigerant.
In 1932, Pullman Company built the first air-conditioned train
for the Chesapeake & Ohio Railroad. Thereafter, the air con-
ditioning of equipment progressed so that by the summer of 1935
thete were almost 6,000 passenger cars so equipped, of which more
than one half were Pullman cars.
1598 Theair conditioning of railroad passenger equipment was
an important step in improving the comfort of railroad
passengers. It made possible the maintenance of comfortable
temperatures, fresh air and proper humidity during both hot and
cold weather.
In air-conditioned cars, the double window sash has replaced
the old single-glass sliding window. In order to prevent the view
of passengers from being obscured, a method of dehydrating the
air space between the two panes of glass to prevent the condensa-
tion and frosting of the interior of the panes was worked out. ~
Pullman Company participated with glass and sash manufacturers
in working this out.
In 1923, Pullman Company used aluminum extensively for non-
structural parts in the construction of surburban cars for the
Illinois Central and the Chicago & North Western. In 1934
THE UNITED STATES VS. THE PULLMAN COMPANY 1407
Standard built 21 lightweight interurban coaches of aluminum
alley throughout for the Indiana Service Corporation. These
cars are still in operation.
Standard built and Pullman Company placed on exhibition at
the Chicago World’s Fair in 1933 the George M. Pullman, the first
all-aluminum sleeping car, It constructed and delivered to the
Union Pacific in February, 1934 the first operable lightweight
streamlined train. This was built of aluminum alloy.
Neither Pullman Company nor Standard has ever built a stain-
less steel car, although Standard has used stainless steel as exterior
sheathing on some cars.
The cost of aluminum alloy, as well as the cost of stainless steel,
is high, and the steel companies at the request of Standard and
other car manufacturers developed a low-ailloy, high-tensile steel
which. since then has sold at lower prices than aluminum or stain-
less steel. In 1934 Standard built a sample car of this material for
the President’s conference committee and also built fifty
1599 passenger coaches for the New Haven Railroad and thirty-
one passenger coaches for the Boston & Maine Railroad of
this material. Standard also began the construction of lightweight
sleeping cars built of this steel for the use of Pullman Company.
Since that time the low-alloy, high-tensile steel has been used
extensively in the construction of lightweight railroad equipment.
Following is a list of patents granted to Standard and Pullman
Company in recent years:
1,712,811 of May 14, 1929, bedroom car with sleeping and twilet
facilities.
1,755,239 of April 22, 1980, vestibule Dutch door arrangement.
1,783,480 of December 2, 1930, covering slidable partition
arrangement for oper.-section Pullman cars.
1,804,428 of May 12, 1931, covering skeleton underframe of light
weight used quite extensively under New Haven and other passen-
ger train cars.
1,828,063 of October 20, 1931, showing the first rubber-and-
metal spring shock-absorbing mechanism and used on early lets
of Canadian Pacific cars.
2,000,477 of May 7, 1935, covering air conditioning system
utilizing recirculation of air and almost universally used on the
railroads of the country.
2,035,113 of March 24, 1936, showing side sill construction used
in early Union Paciic cars for attaining the streamlining contour
of the first three or four Union Pacific trains.
Design 100,000 of June 16, 1936, for first articulated, stream-
lined Union Pacific train.
2,056,218 of October 6, 1936, for the Railplane car having stream-
lined contour and of light weight with a framing covered by a
1408 THE UNITED STATES VS. THE PULLMAN COMPANY
relatively thin metal skin which supplemented the framing in
support of the car, and built for high-speed service.
2,056,225 of October 6, 1936, for streamlined steps with
1600 covered underside forming sheathing of the car when steps
are raised to preserve streamline contour of the car side.
2,056,227 of October 6, 1936, for articulated car with streamlined
contour diaphragm as used on first Union Pacific trains in connec-
tion with cylindrical vestibule units.
of September 21, 1937, covering streamlined construc-
tion of the trailer car of the early Union Pacific trains having a
substantially ovate rotundate, 3. en pecaer foto form with bottom
chute continuously curved from side wall to side wall with lowest
of the curve at car center line.
2,083,971 of June 15, 1937, covering early refrigerant —
Suna ad tame speed control means means including electric utch.
September 21, 1937, covering lightweight, high-
genes ation anmered gravity with nose and tail portions
constructed with curves sloped to offer relatively small resistance
to head winds as in our Railplane car.
Fe of October 26, 1937, covering passageway diaphragm
plate supporting rods fitted with cushioned hinges to reduce
and maintain face plate against movement
sauce teaastioeeeahs aitettay tein ta eae Gal
2,101,557 of December 7, 1937, covering the coach and the George
M. Pullman Pullman car built of aluminum and utilizing extruded
shapes in the stress longitudinal members of the cars. These cars
were exhibited at Century of Progress Exposition in Chicago in
1933.
2,122,159 of June 28, 1938, for welded draft sill used, generally,
oe Se eee
“9,184,082 of October 25, 1938, for the closed section sleeping cars
used on trains to California—City of Portland and City of San
Francisco.
- 2,147,011 of February 14, 1939, for roomette cars having its
rooms arranged u pon opposite sides of a single aisle.
1601 2,149,840 of March 7, 1939, covering our tightlock coupler
arrangement for reducing slack between the cars.
2,152,596 of March 28, 1939, for roof welding machine forming
part of our Pullman installation.
2,154,769 of April 18, 1939, for ice-activated air conditioning
pene emetic y Pullman and contract cars.
2,177,881 of Qetober 31, 1989, covering the welding carriage
forming part of our welding installation at Pullman.
2,193,836 of March 19, 1940, covering our holdover system of
air conditioning.
THE UNITED STATES VS. THE PULLMAN COMPANY 1409
2,198,839 of March 19, 1940, covering controls for our holdover
air conditi system.
rrr of 1, 1940, covering flexible footplate for wide
cars as used on Union, Pacific and Southern Pacific
trains.
of October 29, 1940, for trap door and step arrange-
ment utilizing ice breaker equipment as now used on Pullman
and other passenger train cars.
2,290,704 of November 5, 1940, covering welding carriage form-
Spaniel thn welding installation at Pullman.
Serie of November 12, 1940, covering welding jig and track
arrangement for shifting welding carriage from one side of the
jig frame to the other to alternately work upon assembled side
frame mounted upon the jig and forming part of welding installa-
‘tion at Pullman.
2,225,951 of December 24, 1940, covering dual passageway
insulated for wide platforms, as used on Union Pacific
Southern Pacific articulated cars.
’ of December 24, 1940, covering the truss side construc-
tion with sheathing flexibly mounted thereon with floating window
frames, as used on Southern Pacific cars and other trains.
2,229,047 of January 21, 1941, for rocker type, rigid
1602 footplate arrangement for narrow passageway cars,
as used on Union Pacific and Southern Pacific articu-
lated cars.
2,230,580 of F 4, 1941, covering the power units used on
the early Union Pacific trains and covering the body having a
raised cab at the front above the air passage inlet leading to the
engine room and including a trough-like depression in the roof
with perforated sides forming outlets for cooling sir after the
air had swept across the radiator in the engine room.
2,239,634 of April 22, 1941, for un center sill which
forms no part of the structure used in supporting the floor so that
vibrations from the sill are not communicated to the floor.
2,243,854 of June 3, 1941, for hinged face plate arrangement
having diaphragms conforming to the contour of the car.
There are now pending applications of Standard Jase fourteen
patents relating to devices to be used in
77-80. Materiais suitable for lightweight train cminiiion
have become available in recent years and new designs for the
use of lightweight materials for passenger car construction have
been perfected, with the object of preserving in lightweight cars
safety features present in the heavier steel cars. A Diesel two-
cycle engine practical for high speed service was developed. This
type of locomotive, now made by Electro-Motive Company and
Sa tronmrennty baieg ened on a number of railroads.
1410 THE UNITED STATES VS. THE PULLMAN COMPANY
original trains have been replaced
1608 pre eres glacrwme ny epee caver. ag
operated during the daylight hours. This obviates the
oni A ae ee
cars.
PULLMAN CoMPANY 1411
Normal consist
Omak Otte Pees C. B. & Q.-Alton.
Leale Kane Tey. C. 0.0. &
wigs, i
6 care—1 baggage-ciub; | refreshment; 3 chair; 1 diner.
4 care—1 mail-Deggngs; | mail-baggage-chair; 1 deluxe chatr;
1 diner-tounge. .
i 7 ; 4 coaches. fs
i : 1 baggage; 8 coaches, 2 diners; 1
i - | combination coach; | diner; | roomette-
: betas 1
i
i
f
HT
1412 THE UNITED STATES VS. THE PULLMAN COMPANY
List of exiting modern high-«peed trains|
a gt A Rel N. ¥. ©.
trains). Penna. New
York Chien
WLS Frm ee
a
en
a wee. N.Y. ©. Ohi-
Reeser, to
The :
& New
The Scout
cago
1608 The trains).
Penna. New tek Pittebarth,
"yale, Wag Sak,
trains). Santa Fe. Chi-
13 cars—1 4 Slaepers, T master fot double
compartment-<irawing
; 1 roomette; 1 double
ny 8S - ~ —e
; ‘duper double bedroom, i roomette
4 coaches; | club-lounge; 1 observation; |
1 fon; | diner; .
Eerudeaent tier ate me
; 1 diner; 4 sleepers; 1-16 section tourist.
eetatrst retiree teers em
A bree bean sacar
i ; ; ; ;
Pas treet sa, Fem |* Se
Rocket .
TOES OR TOLL Lo | men peters
sera
. ©. B. &Q.
pt. © aed
A .40.
> we Chicago-
=e. B.& 0. Chicago-8t.
“ace eSe e
THE UNITED STATES VS. THE PULLMAN COMPANY 1413
110 Silver bs res 3 trains). Sea-
board. tote Oe iiiemiee.
Petersburg
Vuleans g trains). Southern.
. Southern. Birming-
. Southern. Oakdale-
The (2 trains). Southern,
of U.P. Kansas-
y, i City-
and return. Kansas Oity-
of Portland. U. P. O Port-
._ jomcralaialnamee
ops i see aT
psig tee tetess?
Ha
a8
a!
tf
Q C. & N. W. Chicago and
ee). Kansas City
ity-New Orleans.
wil City of Miami, Il). Cent. Chi-
a lil, Cent. Chicago-
The} (¢ trains) Sou. Pac.
.
A
1414 THE UNITED STATES VS. THE PULLMAN COMPANY
List of existing modern high-speed trains Normal consist
OC EN: W. Oblengo tan Prancios. By
;1
cars; 2 bedroom
eee cc, —t 1 ior f dtnstte-coach; 1
we 8 “eta Se Se fe Sees | ee
mg nee (eS ETERS) * eos
=e ger
1 baggage; 1 coach; 1 sleeper; |
yr-Silver Streak. C. B. & consist: ag traffic conditions)
i onne 5 Kansas City. ° oe om railway post office-bag-
reacTan tna | es a = coset Lowes
ph ae ~~ — Eh
The cost to Pullman Com Pilg. soi mpeanngch yoda
twice the cost to Pullman heavier cars and
for depreciation
Af ileal aa an pet
pony en oth pe Miegare Beet elle Fo § hem Arafiecge team
- to the railroads on w cars regular o are wn
in Exhibit XIII. 7
1613 Exhibit XITI
The Pullman Company, New-Type Lightweight Cars as of March 31, 1941
Investment as
of Mar. 31, 1941
Union Pacific-Southern Pacific-Chicago & North-Western (Streamliners) .
Southern Pacific.
=| Sxeeess
THE UNITED STATES VS. THE PULLMAN COMPANY 1415
1614 81. In Pullman Company’s operating contracts with the
railroads the term “present-type heavyweight” car is now
used to distinguish cars of riveted carbon steel construction from
the lightweight cars of welded alloy steel. Passenger cars of the
riveted carbon steel type of construction constitute more than
90% of the railroad cars in the United States.
85. It has always the general practice in ing contracts
between sleeping car companies and railroads to ide that the
sleeping car company should have the exclusive right to operate
over the lines of the railroad except as to joint arrangements for
through line service.
87. On December 16, 1935, the Chicago, Burlington & Quincy
Railroad Company ordered from the Budd Company two 10-car
trains containing a total of eight sleeping cars for service between
Chicago and Denver. At that time the Burlington was negotiating
for a new principal operating contract with Pullman Company.
An operating agreement between Pullman Company and the Bur-
lington had expired January 31, 1935, and at that time the parties
entered into negotiations for a new operating contract, which was
not signed until March 24, 1936. In the intervening period Pull-
man Company furnished its service on all lines of the Burlington.
In the course of negotiations questions arose as to the furnish-
ing of sleeping car service by Pullman Company in the Budd-built
cars. An agreement was finally reached with respect to such cars
which was embodied in a principal operating agreement and a
tal agreement, both dated March 24, 1936. By the terms
of the supplemental agreement Pullman Company agreed to lease
from the Burlington certain lightweight cars owned by that rail-
road and built by the Budd Company, for a period of twelve and
one-half years, upon the condition among others that the railroad
og pian staan os Lange aly To any tual cg do
death of passengers therein. Pullman Company agreed to make
Shs seemsaole bo Che wilivend cetenty Su Ue wn ef maak
cars.
1615 The amount of rental paid by Pullman Company to the
Burlington for the use of these Budd-built cars is as follows:
1416 THE UNITED STATES VS. THE PULLMAN COMPANY
The Pullman Company—Chicago, Burlington and Quincy Railroad Company
(Fupmente pemting tenet Gs Pullinen Consnag an8 tie muibeal cunpeny with respect to open,
—
ME
68, 872. 61
2, 182. 80
2, 182. 80
66, 055. 41
Nors.— Payments to railroad under supplemental agreement dated 3-24-36.
May 21, 1941. ‘
1616 The Pullman Company has during the past few years
added 424 lightweight sleeping cars to the Pullman pool,
and there were on order 199 additional lightweight sleeping cars
as of May 31, 1941. This represents 11.42% of the total number of
standard sleeping cars in the pool as of May 31, 1941, and 23.07%
of the investment of Pullman therein. The railroad-owned light-
bi cars, including those on order, aggregate 4%
of 454 cars owned by the railroads as of Decem-
ber 31, 1940. Since February 2, 1931, no standard hea
This text is long and has been trimmed here. Open the source document for the complete record.
This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.