CHAPTER XII. RAILWAY AND EXPRESS RAIDERS.

I intended to take up here the railway mail-pay and postal¹ car rental² steal and then the infringement³ by express companies on the postal service and its revenues. However, since I have quoted Section 181 of the federal statutes⁵ governing, I think it as well, or better, here to take notice of the express companies’ raiding into the postal revenues—raidings into the field of service which the law specifically reserved for the operation of the nation’s Postoffice Department.

Let me ask the reader to turn back a few pages and read again that Section 181 of the federal statutes. Let me ask him also to think a moment about the character of small parcels and packages the express companies carry. To help our memories a little, let us note a few items.

The express companies carry and deliver for the general public money remittance⁸ for any sum. For carrying sealed remittance of a hundred dollars or less—for the carriage and delivery of which the government has provided in its postal money order regulations—the express companies are criminals under that Section 181.

Had the express company “influence” not reached federal legislators, it is not only highly probable, but almost a certainty, that our postal service would today be both prepared and permitted to transmit and deliver sums of money to any amount and at rates lower than now charged by the express companies.

If a publisher has ten or a hundred thousand copies of a book to deliver to mail-order purchasers, some express company steps in and makes him an offer for delivery, a trifle lower than the 8-cent-a-pound rate charged by the Postoffice Department for the same service.

In such instance, the express company making such tender of delivery on any “post route” is a criminal, under the specific wording of that Section 181.

In previous pages of this volume the reader will find testimony¹⁰ of people and of firms that pay large carriage bills for second-class matter. Among this testimony are found statements (some of them under jurat), that the express companies carry periodicals in bulk of[256] five to ten pounds and upward from New York to Chicago, and to other points equally distant from office of publication, at a rate materially below the cent-a-pound rate charged by the government for postal carriage.

In one instance, it is known that one express company has offered to contract to carry periodicals from New York to Chicago over a certain connecting railroad at a rate of one-half cent a pound.

What does that mean?

It means simply this:—The railroad handling such express business hauls express cars en train with the United States mail, and the railroad handling such express consignments¹² of periodical mail matter makes the New York-Chicago haul at somewhere around one-fourth of a cent a pound. That is, it is somewhere around one-fourth cent a pound unless the carrying road takes more than half the express company’s contract charge.

“What more?”

The express company contracting such business and the railroad handling it are criminals under that Section 181 of the federal statutes.

In this connection I wish to say that under a strict—yes, under a just—construction of that Section 181, I am not sure but that the publishers party to such contracts are not also parties to the crime.

From the letter of that section, I confess an inability to see any other construction of it than that previously¹³ stated. The United States government, or at least its legislative¹⁴ department, in 1845, intended that all such matter—letters (sealed matter), “packets,” or packages and parcels, should be turned over to the Postoffice Department for transportation, handling and delivery.

Why has not the intent of that law been carried out?

Why are the express companies permitted, and for years been permitted, so brazenly¹⁵ to perpetrate criminal violations¹⁷ of that postal statute⁶? Why and how does it chance that they (the express companies), can violate the law for years and go unscathed—go unchastized for plain, open, brazen¹⁶ violation¹⁸ of that Section 181 of the federal statutes? Yes, why?

There is but one answer; there can be but one answer.

Federal executives, federal legislators and federal judicial¹⁹ officials have connived²⁰ with private individuals and interests to nullify or make abortive²¹ that Section 181.

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Have you ever read any of Allan A. Benson’s writings? “No?” Then you have missed something you should never miss again, should opportunity perambulate around your way. Allan A. Benson says something when he writes—says it blunt, plain and hard—says it in language that guarantees its own truth—says it in an open, broad way in which no man, “even though a fool” or a joy-rider, can go astray. In both the February and the March, 1911, numbers of Pearson’s Magazine, Mr. Benson writes on the parcels post as a subject. I shall probably quote from him extendedly when I reach that division of our general subject in this volume. Mr. Benson knows his subject. And what is didactically of more importance, he makes the reader know he knows it.

Well, even with a fear that I may here reprint from him some paragraphs for which I may have a greater need later, I cannot refrain from quoting him in answer to those several “whys” I have just written, anent the violations of that Section 181 of the postal statutes.

Following his quotation²² of that section of the federal statutes, Mr. Benson says:

The purpose of this law was to give the United States government a monopoly of the mail-carrying privilege. The law was first enacted²⁴ in 1845, and, although the statutes have been revised from time to time, it stands today in precisely²⁵ the form herein given.

On the face of the law the express companies are law-breakers. But it is not enough to look at the face of a law. Everybody except the government is prohibited from carrying letters and packets—but what are “packets?” A letter is a letter; but what is a packet?

Foolish question? Yes, it ought to be—but it isn’t. The whole express business rests upon the answer to this question. When the law was enacted, there was no doubt about the meaning of the word packet, because there were no express companies to raise the question, and everybody knew that packet was a synonym²⁶, used more frequently then than now, for “parcel.” Express companies did not come along to raise the question until forty years ago.

Even the express companies, when they began business, had no doubt about the meaning of the word “packet.” This is proved by the fact that whenever they handled packets, they required shippers to affix²⁷ postage stamps. But recognition of the government’s mail monopoly had a strong tendency to curtail²⁸ express business, and there came a time when the express companies decided²⁹ to evade³⁰ the law, leave off the stamps and openly compete with the government.

See how ridiculous the express companies have since made your government. In 1883, a mail carrier who had stolen tea from a packet, made the defense³¹ at his trial that since a packet of tea was neither a letter nor a parcel, the law which prohibited tampering³² with sealed letters or parcels could not be invoked³³ against[258] him. United States Judge McCreary, who sat in the case, was not so minded. He told the jury to disregard the prisoner’s defense. In other words, a package was not only a parcel, but presumably a packet. The judge split no hairs about definitions. The mail carrier had stolen tea. That was enough. He was sent to prison.

See how another judge, years later, construed³⁴ “packet.” Nathan B. Williams, of Fayetteville, Ark., brought suit in the United States Circuit Court to prevent express companies from carrying packets. When the last judge had had his guess about the conundrum³⁵, Mr. Williams was judicially³⁶ informed that the government mail monopoly, so far as packets are concerned, extends only to “packets of letters.” In other words, a packet is a packet of letters; that and nothing more. Here are the judge’s words:

“While Congress has full constitutional powers to reserve to the postal department a monopoly of the business of receiving, transporting and delivering mails, and, in the exercise of such rights, may enact²³ such laws, regulations and rules as will effectively preserve its monopoly, yet this monopoly is intended (see the Judge read the mind of the Congress of 1845), to extend only to letters, packets of letters, and the like mailable matter, and Congress has never attempted to extend this monopoly to the transportation of merchandise in parcels weighing less than four pounds, nor to prohibit express companies from making regular trips over established post routes, or from engaging in the business of carrying such parcels for hire.”

That is what the court says—and what the court says goes. Here is what the present Attorney General of the United States says—and what the Attorney General says does not go. The Receivers’ and Shippers’ Association of Cincinnati asked the Attorney General to join in Mr. Williams’ suit, which the Attorney General declined to do for this reason:

“The department has made a very complete study of the proposition and agrees with Mr. Williams upon the law, except as to the one point, namely, that there has been an administrative³⁷ construction against the proposition for over forty years, and the chances are that a suit will be defeated on that ground.”

In other words while the Attorney General believes the express companies have been and are violating the law, the postoffice department, for forty years, has let them do it, and it seems useless to try to enforce the law.

Here, then, is the absurd situation with regard to packets into which the express companies have forced the United States government:

If a packet contains tea, and a mail carrier steals some of it, it is a packet without doubt, and the mail carrier is sent to prison.

If an express company carries a packet of tea, the packet is not a packet, because a packet is only a packet of letters.

But a mail carrier will find out rather quickly, whether a packet of tea weighing less than four pounds, is a packet or not, if he carry the packet for his own profit instead of turning over to the government the amount of the postage. Let the fact become known to the government, and he will be arrested as quickly as an officer can reach him.

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Now: Is or is not this juggling³⁸ with the law? If it is not juggling with the law, what, in your opinion, would be juggling with the law? If the foregoing decisions sound like good law to you, perhaps you ought to be upon the federal bench. You might shine as a judge. You don’t shine as a voter. You think, but you don’t act. You don’t put your thought behind your ballot³⁹. You let somebody else put his thought behind your ballot.

That is pretty plain talk—talk which should do us readers some good. It should, at least, enlighten us as to these facts.

First: The express companies have been criminally trenching upon and into the service of the Postoffice Department for forty years or more—have been raiding what were originally intended to be the legitimate⁴⁰ and legally protected revenues of that department.

Second: Such raidings have been winked⁴¹ at by our federal legislators and condoned⁴², and the raiders exonerated⁴³ by juridic opinions which were so bald, bare, brazen and cheap that they would make a practiced confidence or get-rich-quick man blush.

I intended to write further here about this raid of the express companies on postal revenues, but have concluded to defer⁴⁴ much of what I intended to say in handling this phase of our general subject to the closing division of this volume—the parcels post. One reason for doing so is that today it is not the express companies which command and direct the raidings that express business is making, and for some years has made, into what rightly and legally should be the field of postal revenue gathering⁴⁵. Twenty years ago, a trifle more or less, when John Wanamaker was Postmaster General, he stated to a committee or delegation⁴⁶ calling on him, that there were four insuperable objections to the establishment of a parcels post at that time. He named the four objections. They were, if I remember rightly, “The Adams Express Company, the American Express Company, the Wells-Fargo Express Company and the United States Express Company.” It may be he named the Southern or some other express company instead of the United States Express Company. I cannot remember. At any rate he named four express companies as the “insuperable objections” to the establishment of a parcels post.

Well, he was right for the period in which he spoke⁴⁷. But twenty years is a long time in a swift, governmentally aided get-rich-quick age or country like ours. There are some dozen or more express companies now—a dozen or more on paper—quasi-express companies.

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The railroad companies and railroad officials control the express companies and the express business of this country today.

A departmental report of the government showed, as stated in the Saturday Evening Post of May 27, 1911, “that the four principal express companies have thirty-seven directors, of whom thirty-two are residents of New York, two are residents of Chicago and three of San Francisco. These express directors are also directors in twenty-five of the leading railroad systems of the United States.”

So, today, if Mr. Wanamaker were inclined to do so, he would probably revise his statement of twenty or more years ago. He would probably say that the railroads of this country stood as the insuperable objection or obstruction⁴⁸ to the establishment and operation of an efficient, cheap and serviceable parcels post—the failure or neglect to do which is running one of the greatest raids into postal revenues this or any other nation has ever known.

Mr. Albert W. Atwood in writing to this point under the general caption⁴⁹ “The Great Express Companies,” in the American Magazine, February, 1911, issue, says:

Perhaps you have thought of all this before, but do you also know that the six largest express companies are among our greatest bankers? With them, in one year, the public has deposited $352,590,814 and their transactions in money orders, travelers’ checks, letters of credit and bills of exchange rival those of the most powerful banks. This business, unlike any other form of banking⁵⁰ is under no governmental jurisdiction⁵¹ and goes untaxed. It is made possible only by using the machinery⁵² of the regular banks, although to these the express companies pay no revenue. In the money-order line, express companies compete with the postoffice and do about one-third as much business as the government. The American Express alone has handled nearly 17,000,000 money orders in one year. That the public has confidence in the safety of the express companies as banks admits of no doubt, and it has been credibly⁵³ reported that in the panic of 1907 money was withdrawn⁵⁴ from banks, which the people did not trust, and invested in express money orders.

Transportation in a multitude of forms and branch banking do not comprise the sum total of express activities. The surplus funds of these huge institutions have grown large enough to require constant investment, and the express companies form a close second to the savings⁵⁵ banks and insurance companies as the most dependable, regular and important class of investors⁵⁶ in railroad securities. Diversified⁵⁷ as the functions of the express companies have become, success has more than kept pace with their extension into varied⁵⁸ fields, and a keen, wideawake public interest in the express business is demanded, not alone by the public and necessary character of the business itself, but still more by the extraordinary return which the companies receive for service performed.

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Six companies control more than 90% of the country’s express business, and of these the Adams is one of the oldest and most powerful. Organized more than fifty-six years ago, its capital stock had grown to $10,000,000 by 1866, in which year the members of the association, as the shareholders⁵⁹ are called, received a stock dividend⁶¹ of $2,000,000. The $10,000,000 of stock itself did not represent shares issued for cash. According to the company’s own reports, no shares were ever issued for cash. The 100,000 shares were given to members of the association to represent each member’s pro⁹ rata ownership in the assets which had accumulated from earnings⁶². As late as 1890, according to the census⁶³ figures, the company had an actual investment in property employed in its business of but $1,128,195. Yet it had been paying 8% dividends⁶⁴ for many years, or 80% on the actual value of the property in use. In 1898 it distributed $12,000,000 of its own bonds to stockholders, these bonds to be secured by the deposit in trust of the surplus funds not used in the express business. At this time the company reduced its dividend rate to 4%, but as 4% was also paid on the bonds, the stockholders did not suffer any loss of income. By 1904 the dividend rate had mounted to 10%, the bond interest remaining at 4%. In 1907, $24,000,000 additional bonds were given to the stockholders, likewise secured by another fat surplus, and like the first issue, paying 4% in interest. Dividends on the stock have since been maintained at 12% and there has grown up another surplus of nearly $25,000,000 which must soon be disbursed⁶⁵. Meanwhile the property actually employed for express purposes has grown to but something more than $6,000,000.

Moreover, there is another large fund slowly but surely accumulating in connection with the 1907 bond distribution. This 1907 gift to the shareholders was in the form of a bond issue secured by the deposit of stocks and bonds of other corporations formerly⁶⁶ owned by the company itself. The deed of trust provides that if the income from these stocks and bonds is more than enough to pay interest of 4% a year on the $24,000,000 of Adams Express bonds, the surplus shall accrue⁶⁷ and be distributed in 1947 among the holders⁶⁰ of the Adams Express bonds. As a matter of fact there is a computed⁶⁸ excess income derived⁷⁰ in this way of $151,517.50 a year and by 1947 this will have mounted up to more than $6,000,000, not allowing for compound interest. Here is a 50% extra dividend being nourished along toward maturity⁷¹. If there is any better example of being able to eat one’s cake and have it too, I have yet to hear of it.

At the outbreak of the civil war the Adams Express Company turned its routes in the Southern States, in which it had enjoyed a complete monopoly, over to the Adams-Southern Express Company, created by the Georgia courts for the purpose of assuming this business. The property of the association was to be represented by 5,000 shares, of which 558 were then issued. The Adams Express Company has held to the present day a dominant⁷² interest in this association, which it created to facilitate business during the war. After hostilities⁷³ ceased, it resumed some of its Southern routes by agreement with the Adams-Southern Express Company, whose name had meanwhile been changed to the Southern[262] Express Co. The two companies still work in common and use the same wagons⁷⁴ and offices in many places.

But close as the Southern Express is to its parent company, it has a separate enough existence to justify⁷⁵ a separate account of its money-making capabilities⁷⁶. Referring to the original 558 shares of stock, the secretary and treasurer⁷⁷ of the Southern Express says: “None of the original twenty-four stockholders are living and there is no existing record to show how much was realized from the distribution.” This does not help us much, but in another report to the Interstate Commerce Commission the company appears to know what these records showed, for it says “none of its stock was ever issued for real property, equipment, acquisition of securities, or for any other purpose in the sense in which the issuance of stock is understood in connection with corporations.” But we do find that in 1866 the number of shares was increased to 30,000 and distributed to the owners as a stock dividend. Plainly, the civil war did not impoverish⁷⁸ the express carriers. Then in 1886 enough more new stock was created to give the owners five shares in place of every three which they already held, so that there are now 50,000 shares.

Five hundred and fifty-eight shares of stock, the circumstances of whose issue are known to no one living, have sprouted⁷⁹ into 50,000 shares by the mere⁸⁰ process of paying stock dividends. Dividends of 8%, or $400,000 a year, are now paid upon the 50,000 shares, although the entire value of the company’s property, real estate, buildings, equipment, furniture, etc., was only $944,179 on June 30, 1909. Here are dividends of 8% on $5,000,000 stock, or more than 40% on the value of the property employed in the business. And this is not all. The Southern Express Company owns high-grade stocks and bonds valued at almost $4,000,000, which may some fine day form the basis of another melon.

If the Adams Express Company and its Southern associate were the only ones to shower their members with unheard-of profits we might be inclined to think they had been visited with peculiar⁸¹ and exceptional good fortune. Such is far from being the case. Let us proceed alphabetically⁸² and see how the members of the American Express Company have fared.

The Adams and American are easily the two most important of the express companies, and control, or have controlled at various times, all the other important companies with the exception of the Pacific. Since 1868 the capital of the American has stood at $18,000,000, this stock having been issued in exchange for the shares of the original American Express Company and the Merchants’ union Express Company, under articles of merger⁸³ and association dated November 25, 1868. The company’s books show that $5,300,000 was the value of the assets taken over at that time. There was $183,819 in cash; $1,261,023 in securities; $2,200,300 in real estate, less a mortgage of $505,143; and $1,260,000 in equipment; making a total of $4,400,000. New stock was sold which realized $900,000 in cash, making a total of $5,300,000 in assets for the $18,000,000 of stock. No new stock has been issued since 1868 and no further cash has been paid into the treasury⁸⁵ except from earnings.

From its own balance sheet we find the company now has less than $10,000,000 in real property and equipment, all of which does not represent property[263] employed in the service, because the item “real property” includes real estate investments.

With an original investment in cash and property of but one-third the par⁷ value of its capital stock, the American Express Company now pays dividends on this stock of 12% a year and for many years paid 6, 8 and 10%. Moreover, it has accumulated from its earnings a fund of more than $20,000,000 which is invested in readily negotiable stocks and bonds, the yearly income on which amounted to $1,178,000 in 1909. Among these securities are such high-grade railroad stocks as Chicago and Northwestern, Northern Pacific, New Haven⁸⁶, New York Central and union Pacific.

Six years ago (1904-5), the substantial assets of the American Express Company had grown from $5,300,000, the amount fixed⁸⁷ in the articles of association, to six times that amount. These assets, let me repeat, did not represent new capital put into the business, for none whatever was put in, but were accumulations of earnings over and above funds required to carry on the business and pay dividends of 8% upon $18,000,000 of stock. Even the association’s own shareholders failed to see the need of such a treasure and in 1906 a committee representing them addressed the officers of the company thus: “It is evident the management has faith in its ability to conserve⁸⁸ the vast fund so accumulated beyond the needs of the business, without wasting the same or embarking⁸⁹ it in new and dangerous ventures, and while we personally neither criticise⁹⁰ them nor express any want of confidence in them, still it is our opinion, and that of many representative holders of long standing⁹¹, experience and means, that this immense fund should not be further rapidly increased to become a source of temptation to the possible weakness or a snare⁹² to the possible inexperience of their successors.”

I would like to quote further from both Mr. Benson and Mr. Atwood. The former writes two articles which appeared in Pearson’s Magazine in February and March, 1911, clearly showing not only why we have no parcels post, but, to some extent, the raid which the express companies have made and are making on postal service revenues that rightfully and legally should accrue to the government. The latter, Mr. Atwood, speaks in three splendid articles in the American Magazine (February, March and April), under the caption, “The Great Express Monopoly.” Each of the gentlemen handles his subject masterfully. Each of them set forth⁹⁴ facts which every American citizen should know and, knowing, should go after every public official who has ignorantly permitted or knowingly condoned, aided or cloaked the criminal raiding into the legitimate field of the postal service and revenues. Every one who can should get hold of and read the five articles referred to. I shall probably quote further from them in the closing division of this volume, but to appreciate them fully⁹³ one should read them entire and connectedly.

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Sufficient has here been said, however, to show any fair-minded reader that our express companies, or the railways which use the express companies merely as pinch-bars to pry⁹⁵ into our postal revenues on the one hand and as cloaks for excessive rates to the general public for handling light or parcels freight on the other, are illegally taking millions of dollars annually⁹⁶ for a service which should be, and which was originally intended to be, rendered by the Postoffice Department.

I say that the express companies, or the railroads over which they operate and which, today, virtually own and control them, are doing an illegal business—a business carried on in flat contravention and defiance⁹⁷ of the plain letter of the federal statutes.

I say further: The contravention of law which makes this vast lootage—steal—possible has no other basis for its past and present raiding of the field of postal revenues than corrupted⁹⁸ federal legislators and, either corrupted or loose screwed, juridic opinions which are permitted to stand in place of the plainly worded statute of 1845.

And there is a colossal¹⁰⁰ irony¹⁰¹ in the brazen effrontery¹⁰² with which this raiding of the postal revenues by the express companies has been, and is, carried on.

On the one hand, we have public officials cackling about its costing the government 4 to 9 cents a pound to transport and handle second-class mail matter—rather, making voluble and voluminous guesses that it costs from 4 to 9 cents a pound—while on the other hand, the express companies enter into contracts with publishers to carry and deliver at line stations that same second-class matter at one-half cent a pound.

When it is remembered that the express companies must “split” with the transporting railroad to the extent of 40 to 63 per cent of their gross haulage and delivery charge, the talk of its costing the government 4 to 9 cents to do what the express companies do for a half-cent—in some cases possibly, for less even than that—passes, from the domain¹⁰³ of irony and becomes disgusting twaddle.

The postal rate for carrying merchandise parcels not exceeding four pounds is 16 cents a pound. That rate is, as previously stated, outrageously¹⁰⁴ high and the maximum weight of four pounds is almost as outrageously low. Both the postal weight and rate have been held for years at the figures named, it has been numerously asserted[265] and is generally believed, by the “influence” of express company and railroad lobbying in Congress. The result is that by far the larger portion of light or parcels shipments go by express instead of by mail, as it was clearly intended in the law of 1845 they should go.

To get this business, the express companies cut under the government charge of 16 cents a pound, as they can both easily and profitably do.

Nor do they hold the shipper to a maximum of four pounds for any single package or parcel. In fact, they set up practically no maximum parcels weight, and they deliver at any postoffice or station along their lines of service. In fact, again, the express companies now have, it is asserted, a sort of compensating¹⁰⁵ agreement by which the company collecting the business can have another company make deliveries, each company taking its prorated share of the profit on the carriage and handling of the parcel or consignment¹¹.

Such arrangement, it will readily be seen, enables the express company to accept package consignments for delivery at almost any point in the country, if on a railroad, or for delivery at some rail point near the addressed destination of the parcel.

Then, too, as Mr. Benson points out, the railroads and railroad officials and owners are also controlling owners of the express companies. Being so, they do not hesitate virtually to “club” the public into shipping¹⁰⁶ its parcels freight by express. They do this by fixing a minimum weight in their freight tariffs¹⁰⁸. That minimum is 100 pounds. That is, it will cost the shipper as much to send a four or ten pound package to destination by fast freight as it would cost him to send 100 pounds.

The foregoing is sufficient to show the reader that the express companies are permitted to raid the legitimate business of the Postoffice Department—or what should be and, under the law, was intended to be the business of the Postoffice Department.

The express companies, or their railroad control—which amounts to the same thing—also forage¹⁰⁹ the field of third-class matter which, by law, was made a preserve of the Postoffice Department.

The postal rate for third-class mail matter is eight cents per pound. That rate is, of course, away too high. With The Man on the Ladder the conviction remains¹¹⁰, as it has been a conviction for twenty or more years, that the postal rate of eight cents per pound[266] for third-class matter is three times what that rate should be—easily double the charge that should be made to cover the legitimate cost to the government for handling it, which cost is all that the department should seek or be permitted to collect.

Trusting that the reader will find excuse for me, I desire to repeat here what, in substance, I have written into an earlier page:

The postal service of the nation should not be made a revenue-producing service, any more than the War, Navy, Interior, Justice or other departments of the federal service should be made revenue-producers.

If the people pay—have paid and are willing to pay—the actual cost of an efficient, honestly administered and managed postal service, that is all they should be asked or expected to pay.

But returning to the express companies’ raidings into the postoffice revenues, let me here assert what every observant citizen of intelligence knows: The express companies are today carrying millions of pounds of books—leather, cloth and paper bound books—at a rate for carriage and delivery materially below the government’s excessive rate of eight cents a pound.

These same express companies are today carrying thousands of tons of catalogues, pamphlets, business, political and other circulars, color prints of apparel fabrics¹¹¹, etc., etc., which the Postoffice Department ought to handle—and, under the law, should handle, and, but for that extortionate rate of eight cents a pound would handle.

It has been repeatedly asserted by persons who are familiar with carriage and handling costs, both in the postal and private service, that the postal rate of 8 cents a pound for third-class mail matter has been maintained—and is maintained—by reason of corrupt⁹⁹ and corrupting¹¹² influences (the coat-pocket “dropped roll,” the “job” bribe¹¹³, the “deposit slip,” etc., etc.), which express and railway interests have liberally exerted upon federal legislators and upon executive and judicial officeholders—exerted upon “public servants.”

However, that may be, the facts today are that the postal service rate of 8 cents a pound for third-class matter is so excessive—so conspicuously¹¹⁴ above the cost of the service rendered—that the express companies find no difficulty in under-cutting it—in many cases, more than cutting it in half—and still reap millions of profit from the handling of such matter.

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If a publisher has an edition of five, ten or one hundred thousand of a book to be delivered in piece, or single copies, an express company representative will see him at once—often see him before the book is from the press. If the publisher is doing a large and general business in book publishing or the book trade, the express companies have already seen him, by representative, and a carriage and handling charge agreed upon, under which the contracting or agreeing express company will handle any or all the publisher’s books, both single copies and trade shipments, at a rate much below the government’s postage rate of eight cents a pound.

If a publisher brings out a book which weighs, when wrapped or jacketed for mailing, say one pound on which the mailing charge would be 8 cents, the express company tenders a rate of 7 cents. If the edition of the book is a large one the express company will tender a rate of 6 cents or even a rate as low as 5 cents or 4 cents.

In performing such service the express company is a violator of law—a brazen outlaw¹¹⁶. Yet the government not only permits this outlawry¹¹⁷, but, by maintaining that excessive rate of 8 cents a pound, the government virtually invites it.

What I have above said applies with equal or even greater force to the transportation and distribution of mercantile and other catalogues, and of descriptive pamphlets, etc. However, I think sufficient has been said to cover the point raised.

The government persists in charging a third-class rate which virtually drives thousands of tons of third-class matter to the express companies. The express companies handle this vast tonnage at a cost charge to the sender or shipper, ranging from 16? per cent to 50 per cent below the government’s mail rate.

The express companies roll up millions—many millions—of profits every year, while at the higher rate, the government officials (some of them), slash¹¹⁸ up the ambient with rapier verbiage¹¹⁹ about “deficits” and make extension-ladder guesses at what it “actually costs” the Postoffice Department to carry and handle a pound of third, or some other, class of mail matter.

Another raid upon the postal revenues—and the raid is by the oldest gang of looters in the game—or graft¹²⁰—is the railroads.

For lo, these many years, the railroads have carried the mails at a carriage charge of $21.37 a ton per annum per line mile of haul.[268][9] That is $21.37 is allowed on “dense¹²¹” traffic lines where the daily mail weight is above 5,000 pounds. On lines where the daily weight is 5,000 lbs., the rate is $171.00 per annum per line mile of haul. For mail weights less than 5,000 pounds the rate of pay varies, the ton-mile rate increasing from 21.37 cents for a weight above 5,000 pounds, to $1.17 per ton-mile for an average weight of 200 pounds.

Following are tabulations showing the scale of mail pay and also the postoffice car rental pay. I get them from the Wolcott Commission report made in 1901. The tables and accompanying paragraphs form part of the testimony of Mr. Marshall M. Kirkman, who at the time of the Wolcott Commission hearings was Second Vice-President of the Chicago and Northwestern Railway. The rates of pay may have been modified in some slight degree since 1901. If so, I have not learned of the fact. I am of the opinion that the figures given by Mr. Kirkman still govern as rates of mail pay and car rentals¹²³, and as Mr. Kirkman was speaking for the railroads the reader may depend upon it that the case of the railroads—especially of the Chicago and Northwestern, then a system of about 5,000 miles of trackage—was presented in as favorable a light as the governing facts would permit:

RATES BASED ON THE WEIGHT OF THE MAILS.[10]
Average daily weight of mails over whole route.     Present pay
per mile
per annum.     Present rate
per ton
per mile.[11]     Present rate
per hundred
pounds per
mile.[12]
            Cents
200 pounds     $42.75     $1.170     5.85
500 pounds     64.12     .700     3.50
1,000 pounds     85.50     .468     2.34
2,000 pounds     128.25     .351     1.75
4,000 pounds     156.46     .214     1.07
5,000 pounds     171.00     .187     .96
Each 2,000 pounds in excess of 5,000 pounds     21.37     .058     .29

[269]

The most striking feature of this table is the rapid decline in the rates paid with an increase of weight.

In addition to the above payments based upon weight there is an additional allowance when full-sized postoffice cars are provided, the Postoffice Department deciding when these are necessary. The rates of pay for these cars are as follows:

RATES ALLOWABLE FOR FULL-SIZED POSTOFFICE CARS.[13]
Length of car.     Rate per
mile of track
per annum.     Rate per mile
run by cars.
        Cents
40 feet     $25.00     3.424
45 feet     27.50     3.786
50 feet     32.50     4.471
55 to 60 feet     40.00     5.498

The first column, which shows the rate paid per mile of track per annum, is likely to be misunderstood. The compensation seems very liberal, and it would be so in fact if it were as large as it appears to be. To gain $25 per mile per annum a 40-foot car must make a round trip over each mile of road per day. If it only makes one trip over the road each day, it will earn but $12.50 per mile per annum, as it would be but half of what is known as a line. The statute reads:

“That … pay may be allowed for every line comprising a daily trip each way of railway postoffice cars, at a rate not exceeding twenty-five dollars per mile per annum for cars forty feet in length.…”

Let us here take note what the foregoing tabulated¹²⁵ figures mean—figures which Mr. Kirkman argued, if I read his testimony correctly, are too low[14]. I have read the testimony of numerous other railroad representatives, testimony before the Loud Commission, 1898, the Wolcott Commission, 1901, the Penrose-Overstreet Commission, 1907, and before the Hughes Commission, whose report is not yet compiled for publication. Each and all of them, so far as I have read their testimony, argue eloquently¹²⁶ that the present rates of railway mail-pay and car rentals are, if unfair at all, unfair to the railroads—that the rates of pay are too low.

In this connection a most peculiar, if not indeed a peculiarly[270] suggestive, harmony of opinion appears to have existed between the special pleaders for the railroads in this matter of railway mail-pay and government officials—both executive and legislative—who have had most to do with fixing railway pay rates. The government has spent millions of dollars for investigations¹²⁸ by commissions, by Senate and House committees, by inspectors¹²⁹, special agents, etc. Each commission has heard numerously from the railways. Twenty-seven of them were in hearing before the Wolcott Commission. The testimony of Mr. Kirkman, from whom I quote the preceding tabulations, while varying in phase, phrase and verbiage from the other railroad representatives, has two essential features common to them all, or, I should say, three features common to them all.

1. The railroad representatives unanimously oppose any reduction in the rates for railway mail pay (weights pay), and mail car rentals—“space charge,” they call it.

2. They are a unit in declaring that the present rates are too low, but they as unitedly express a willingness to continue business at the old rates rather than to contemplate¹³⁰ the possibility of a reduction in them, or even squarely to argue the justice and fairness of such a reduction.

3. When forced down to “tacks”—down to specific facts—by some interrogating¹³¹ member of the commission before which they are testifying, these railroad representatives again have a marked similarity as to “form.” Each comes eloquently forward with his own set or sets of figures and proceeds to make his own application of them. But when some commissioner¹³² asks for information and enlightenment as to “net cost,” “relative cost,” etc., of mail carriage as compared with the cost of express, freight or passenger handling, the railroad representatives, almost to a man, at once begin to display a dense denseness¹³³ that is marvelously wondrous¹³⁴ or wonderously marvelous, as the reader may choose to word it.

The peculiar or suggestive harmony between the opinions of these railway representatives and the controlling executive and legislative officials of the Federal Government, is especially conspicuous¹¹⁵ under point 2 as numbered above. The railway people plead that the ruling rates are too low, but are willing to stand for them. However, they do not want the rates lowered.

The peculiar harmony of opinions just adverted¹³⁵ to is ample[271] evidence, or so it appears to The Man on the Ladder, of this one fact:

The present rates of pay for railway mail weight carriage are the rates fixed by the act of 1879. Freight, express and passenger rates or tariffs have been changed—have been lowered. The railways did not want the mail rates lowered and the governmental powers that be, and have been, were apparently¹³⁶ at least, quite willing to take their view of the matter, even if they did not concur¹³⁷ in the numerous half-baked, threadbare arguments advanced by the railroad people in support.

The rates of railway mail pay have remained the same for thirty-three years—until 1908.

Comment is unnecessary.

As evidence in support of points 1 and 3 as above numbered, points on which railroad representatives so uniformly agree in support of, or, with equal uniformity, display concurring¹³⁸ lapses¹³⁹ of memory or lack of knowledge relating to, I shall here quote further from Mr. Kirkman’s testimony before the Wolcott Commission. In electing to quote from Mr. Kirkman rather than from another to evidence points 1 and 3, I am influenced only by the fact that I have the report of the Wolcott Commission before me at the moment, and to the further fact that Mr. Kirkman’s testimony appears to me cogently¹⁴⁰ illustrative of the points to which I have called the reader’s attention.

In closing his prepared or written testimony (page 208 of the report), Mr. Kirkman says:

In conclusion, it may be stated that the compensation afforded this railroad for carrying the mail is not now in excess of what it should be. It is not improper¹⁴¹, therefore, for us to beg, if rates can not be increased, that no further reductions may be made; also, that the practice of fixing the compensation paid for mail service on the basis of the weight carried at the commencement of the four-year periods (instead of on the weights carried in the middle of the periods), may be abandoned in favor of a more equitable¹⁴² system.

From the above it will be seen that this witness states with confidence that the compensation his road (the Chicago and Northwestern) receives “is not now in excess of what it should be” and begs that, “if the rates cannot be increased, that no further reductions be made.”

[272]

I shall now reprint a few pages from the report of Mr. Kirkman’s oral testimony as illustrative of point 3:

By Mr. Catchings:

Q. What did you state were the gross receipts from your whole system for carrying the mails?—A. About $800,000.

Q. Now, can you state to this commission what your net profit was for carrying that amount over your system?—A. I do not know.

Q. Can you make any estimate?—A. No, sir.

Q. You heard the testimony of Mr. Simpson (representing the Flint and Pere Marquette Railroad), did you not?—A. Yes, sir.

Q. He stated that his road carried the mails at a dead loss. What that loss was he was unable to give us. I understand you to say that you do make a profit out of carrying the mails?—A. I beg your pardon. I said that, because we got approximately the same rate per ton per mile for carrying the mails as for express (and that the express rate had been a matter of careful negotiation¹⁴³ as between our company and the express company); I have reason to believe that we would not have taken the express business unless we derived a profit from it, and therefore I think it is reasonable to suppose that we must derive⁶⁹ a profit from the postoffice business.

Q. Do you mean to tell me that you have no estimate as to the cost of carrying this mail matter?—A. Not to my knowledge. We have taken what the Government gave us. As I have shown you, they have never pretended to remunerate us for many services rendered.

Q. If you are unable to say what your profit was for carrying this mail, how can you complain that you are not being properly compensated¹⁴⁴ for the service rendered?—A. Because we render so many services today that we did not formerly when the rate was fixed.

Q. I understand; but, so far as we know from your testimony, you may be amply compensated for it.—A. We receive, as I said before, a certain rate from the express company for analogous¹⁴⁵ service, and do not render them anything like the equivalent that we render the Postoffice Department, so that we must derive a great deal more profit from the express business than we do from the postoffice.

Q. Still, it would not follow that you were not deriving¹⁴⁶ proper compensation for carrying the mail, would it?—A. It would not follow that we do not derive some compensation from it.

Q. Unless you are prepared to tell us what your profit is, or your loss, as the case may be, of course you can not expect us to know it, and, unless we know it, you can not expect us to sympathize with the complaint.—A. We are not making complaint about the compensation we receive, but the threat held over our heads that our compensation would be cut down. When they cut us down on the land-grant roads they did not make it a matter of negotiation at all; they just simply took off 20 per cent.

Q. Do you not think that the best way to prove this complaint would be to show that you are not receiving due compensation?—A. If I was keeping a boarding house and you came to me and I agreed to give you two meals a day, and[273] you afterwards exacted four, because you are mightier¹⁴⁷ than I in forcing it, would it be necessary for me to prove that I was giving you something that you were not entitled to under your contract?

Q. You ought to show us what your net profits are.—A. It is impossible.

By the Chairman:

Q. General Catchings calls your attention to this: In your direct examination I asked you if you had any suggestions to make to this commission in the matter of changes of law. You said you thought the law should be so changed as to increase your compensation to an adequate sum. Now, in answer to General Catchings, you say that it is remunerative¹⁴⁸; he asks you how much you make, and you can not tell; then he asks you why you recommend a change in the law if you will not tell the commission what you are now making by it, and if you can tell what your profits in carrying the mail are. That is what General Catchings is anxious to have you tell.

By Mr. Catchings:

Q. I would like very much to know if we are under-paying these roads; we would like to pay them.—A. You ask a question that there is nobody but Omniscience¹⁴⁹ could answer, because there is no possible method by which you can determine accurately¹⁵⁰ what the cost is of carrying traffic. The Government did pretend at one time to divide the expense of operating as between passenger and freight, but finally abandoned it. Now, if you can not determine the cost between passenger and freight, how can you determine it between mail and other kinds?

Q. There is one thing certain; if the roads can not determine it, the Government can not.—A. Is it not true that, in matters of this kind, no one would expect anything definite in the absence of definite information?

Q. I do not see why you can not figure as well the cost of carrying these mails as you can the cost of carrying the express packages. I do not see why it ought to be more difficult for you to determine that.—A. There is not any single thing that a railroad carries, from a first class passenger to a cord of stone, that it can tell accurately what the cost is. Tariffs are a matter of evolution.

Q. At least, your road is better off than the Flint and Pere Marquette, for they carry at a loss and you carry at a profit—A. I did not say we carry at a profit; but I say that is my judgment¹⁵¹, sir.

Q. I believe something has been said about the extraordinary cost at which these railroads handle these postal cars. I would like to have you help me reach a conclusion from that. How many railway postal cars have you on your system?—A. I do not know how many we do have.

By the Chairman:

Q. Does your statement show?—A. No, sir; it does not.

By Mr. Catchings:

Q. How much do you receive from the government for the railway postal cars?—A. We receive certain compensation for cars over a given length.

Q. You stated, I believe, the gross revenue to you for these cars?—A. We have a great many that we do not receive any revenue from the government for their use.

[274]

Q. I want to know what your revenue is from the postal cars?—A. I can not tell you.

Q. You can furnish that amount?—A. Yes, sir.

Q. I wish you would furnish this commission a statement showing the gross revenue to your system of road derived from these postal cars; and then I wish you would furnish a statement showing what the cost to you is of maintaining those cars, keeping them in repair, what the estimated cost to you is of hauling them, and the number of cars?—A. I will give you all that you desire so far as I can.

By Mr. Loud:

Q. You stated, Mr Kirkman, that you were Vice-President of the Chicago and Northwestern?—A. Yes, sir.

Q. Are you General Manager?—A. No, sir.

Q. What is your particular business in connection with the railroad?—A. I have charge of the local finances and accounts of the company.

Q. You are not prepared to answer technically¹⁵², then, questions that might be propounded¹⁵³ to you, as has been developed in the examination by Mr. Catchings, about the cost of the operation of a car and the cost of the transportation of a ton of freight, passengers, etc?—A. I am as well prepared to answer the question as anyone. There is no one, as I said before, who knows what the cost is or can tell you definitely, simply for the reason that it is utterly¹⁵⁴ impossible to fix the cost as between passengers and freight, for instance.

Q. What is the use of our investigation¹²⁷, then?—A. I am here before this commission; my time here, perhaps, represents ten dollars or ten cents. What am I going to charge it to? In this case perhaps to mail. In many expenses of railroads there are questions impossible to determine as to what expenditures¹⁵⁵ should be charged to. You may make, as the General has, a comparison between the Flint and Pere Marquette, what he thinks is an approximate statement of cost; it may be more, and it may not. For instance, the Government of the United States requires that the mail shall be carried on fast trains—

Q You are going into quite an argument. You ought to be able to tell what it cost to haul the mail.—A. No, sir; I can not.

Q. You can not tell?—A. No, sir; nobody can tell.

Q. Could not your General Manager give us some information on that subject?

Mr. Chandler. He can tell how much their gross receipts are and what the gross expenditures are, and he can tell whether their whole business is done at a profit or not; but I do not understand that the railroads can subdivide¹⁵⁶ their receipts and expenditures so as to tell whether any particular branch of it actually pays a profit or not. The previous witness undertook to do it, and I noticed, as he went on, that it was mere guesswork. Mr. Kirkman says he never has done it.

The Witness. I want to say, Mr. Loud, that this question of division of cost has been up before railroads and experts for forty years, and here is what the chief engineer of the Pennsylvania says in regard to it. He estimates that the[275] cost, for instance, of maintenance of track and machinery increases with the square of the velocity¹⁵⁷.

By the Chairman:

Q. How much do you charge this maintenance of way?—A. What is the wear and tear of machinery and track from the passage of a particular train? No one can tell nor guess approximately. In an examination of this question I gave it, probably, the most exhaustive study that I have given any subject in my life, because so much depended on it—I searched all the records of Scotland and England and of the United States to determine, but unavailingly—

By Mr. Loud:

Q. Could you not put a train of five cars on and run it from Chicago to Council Bluffs¹⁵⁸ and give approximately what that train would cost to operate and the approximate cost of wear and tear to your rails?—A. I can determine all those things that are apparent; that is, the cost—

Q. That is all we expect; what is reasonable.—A. But then there is the question of interest and the wear and tear of machinery and track.

Q. Let us discard the interest. You ought to be able to get at the cost of operation.—A. That train so run has to receive the constant attention of station men, of track men, the whole length. If you will give it a moment’s reflection you will see how utterly impossible it is to determine it accurately enough to state here to this commission.

Q. Approximately, it ought to be a perfectly¹⁵⁹ easy matter. It seems to be to other railroad men.—A. I do not think there is any railroad man who has given it any more attention than I have and no railroad man understanding the subject will do more than guess at it.

Q. I will ask you a few questions. If you can answer them I wish you would. How many miles of land-grant railroad have you?—A. My impression is that we have about 600.

Q. Out of your total of 5,000 miles?—A. Yes, sir.

Q. What is the average charge on your road for freight per ton mile?—A. Last year ninety-nine one-hundredths of a cent per ton mile.

Q. You do not know how much it costs? That is correct, is it not? You do not know how much it costs?—A. That is correct.

Q. You do not know how much it costs to operate a 40 or 60 foot mail car?—A. No, sir; only approximately.

Q. Can you say, approximately, how much?—A. No, sir. It will afford me great pleasure to give you all this information that can be determined¹⁶⁰ if you desire, but it is valueless in itself.

Q. Can you say approximately?—A. I can not. I would be very glad to furnish you all the figures, but such questions, like the cost of the velocity with which we send trains across the country, are unknown.

Q. Does it cost a dollar a mile as the outside?—A. I could not——

Q. Would it not?—A. I would not want to pay you the disrespect of saying a thing that I know nothing about.

[276]

The foregoing testimony appears on pages 213-216 of the Wolcott report. The italics are mine. When so well informed a railroad man as Mr. Kirkman answers questions—questions covering that which appears, to a layman¹⁶¹ at least, to be essential in successful railway management—as he is reported in the foregoing, what is to be thought of such testimony? With all due respect to Mr. Kirkman, it may be said that his apparently frank confession¹⁶² of ignorance as to several points made subject of inquiry¹⁶³ by the commissioners¹⁶⁴ in the part of his testimony quoted, many readers of it are left with more or less valid¹⁶⁵ grounds for doubt—grounds for asking more or less offensive questions: “Was the witness telling the truth or equivocating—stalling for time?” If he told the truth—if his acknowledged ignorance was genuine—as to several essential factors in the successful management and financing of a railroad—then of what value are his—or any other railroad man’s—statistics and tabulations of cost, profits, losses, rates, tariffs, “cost of velocity,” etc., etc.?

Mr. Kirkman’s reputation for truth and veracity¹⁶⁶, I believe, is as high as that of any other railroad man’s in the country, yet on several basic factors in the problem which the Wolcott Commission was, presumably at least, trying to solve, he confessed an ignorance as profound as its members and the officials of the Postoffice Department acknowledge. If, as Mr. Kirkman virtually testifies, the information sought is beyond the ken⁸⁴ of man, then why persist in spending thousands—yes millions—of money trying to run it down?

If these railroad men do not know the things which it is necessary to know to arrive at a solution of this railway mail carrying problem—to arrive at a just, equitable rate of pay for the service rendered—why waste more time on them?

That question brings us back to the rails again.

Why do not our postal officials and commissions reach out to Cornville and summon a few eighth-grade nubbins? Then turn over to them the wastefully¹⁶⁷ collected and collated¹⁶⁸ statistics, data and talk which the Postoffice Department has in cold storage and tell them to “go to it” at, say, $25 per week?

Yes, why not?

Skilled lawyers, reputed “experts,” men of “experience” and “students,” it would seem, have told all they know about this railway mail cost problem—told the truth or equivocated¹⁶⁹ or lied about it, to[277] the best of their ability and in full accord and harmony with their several “standards” of veracity. Still they have failed to uncover or to divulge¹⁷⁰ the essential and governing factors in the problem—failed for thirty or forty years. Is it not about time, then, for sensible people, I would ask, to enter the plea of the Master and say, “Suffer little children to come unto me?”

Any average “shock” of eighth-grade nubbins from Cornville, or from other hamlets where the “little red school house” has been in fairly active operation, will “figger” the cost—the cost to the railroads—of mail haulage and handling, in not to exceed four weeks.

That is, such a bunch of eighth graders will arrive at a dependable solution of this forty-year-old problem in four weeks, if they are given the plain, bald facts upon which a correct solution depends, and not turned loose on a lot of befuddling¹⁷¹, alleged¹⁷² data and accepted “testimony.”

As I must necessarily touch upon the raid of the railroads into postal revenues when I reach the closing division of this volume, I shall not comment further here on the testimony and special pleadings presented by railroad representatives to the several postal commissions that have sat and sat and then “reported.” The commissions probably—possibly, if not probably—reported the best they could on the evidence presented to them. Certain it is, their reports present much valuable—much informative—data of which neither Congress nor the Postoffice Department appears to have made any constructive¹⁷³ or corrective use.

Before quitting this railway pay raid, however, it may be well to do a little figuring—basing our figures on Mr. Kirkman’s tabulations of rates, printed some pages back. The tables of rates are correct. They ought to be. If rate-tables could vote the youngest of the two was entitled to the suffrage¹⁷⁴ many years since.[15] But let us look into and over them in a little-red-school-house way.

The first mail rail-haul weight is 200 pounds. That weight of mail is carried on some cornfield railroad—“a feeder.” It is all bundled or sacked, if “free in country” or other second-class matter, sacked or pouched¹⁷⁵ if first or third-class, and, also, if valuable fourth-class. Some of the fourth-class, if large in dimension of package, may, of course, be loose. But whatever their class, character, pouching¹⁷⁶, sacking, casing, or jacketing, that estimated weight (estimated[278] once every four years), is received by the railroad and dumped into a corner of a “general utility” car. By that I mean a car used for carrying baggage and express matter, between stations—jars, buckets, boxes, bags, etc., of local “favors” or shipments; such as jam, fruits, eggs, butter, and even “line loafers” who are going to mother, uncle, or friend for a few days feed, or—sometimes—going to the local metropolis¹⁷⁷ for a “good time.”

But let us, for the moment, stick to that quadrenially estimated 200 pounds of mail. At the several stations along the cornfield or “feeder” railroad the packages, sacks and pouches¹⁷⁸ of mail are tossed off to the station agent. Coops of chickens, cases of eggs, tubs or jars of butter and crates¹⁷⁹ of fruit or vegetables are taken on.

Have you, the reader, ever traveled on a “cornfield line?” Have you ever “got off to stretch your limbs” at some station between start or “change” to destination? Have you, while stretching those limbs of yours, ever noticed or taken note of the miscellaneous and promiscuous¹⁸⁰ sort of goods—merchandise and human adipose¹⁸¹ tissue—that get into companionship, into carriage or housed connection, with that “estimated” 200 pounds of United States mail?

Well, if you have, no argument is necessary to convince you that the “railway mail pay” rate on that cornfield line is from two to five times the rate paid for any other weight (tonnage) carried.

Turn back and look at the table of railway mail-pay (weight). Look at the rate per 100 pound per mile haul—5.85 cents, or eleven and seven-tenths cents for carrying 200 pounds one mile.

Do you weigh 200 pounds? If not, our President and several other gentlemen in this country do, and you, the President, or the other gentlemen, will be carried—and for thirty or more years have been carried on any railroad east of the “Rockies”—for three cents a mile.

Now, you, the President, or other gentlemen, pay only two cents a mile for rail haulage on most all of the cornfield or “feeder” lines (and on “trunk” lines as well), east of the Rocky Mountains.

You see the joke of it? The postal revenue raid in it?

Two hundred pounds of United States mail is railroaded in a general—a catch-all or pick-up—car at a government charge of 11.7 cents per mile, while you, the President, or other gentlemen, pay but 3 cents! You, and the other fellows as well, have an upholstered seat, have watering and toilet facilities and accommodations, have[279] smoking, “pitch,” “high-five,” “cinch,” “euchre” and, maybe, even “poker” as divertisements—with palatable¹⁸² “wets” on the side!

You, the President, and the other gentlemen, have all this sumptuous¹⁸³ haulage for three (or two) cents a mile, while the 200 pounds (averaged every four years) of United States mail, handled as junk or dunnage, pays 11.7 cents a mile.

Does it not look—look to you—somewhat off at the corners somewhere? Does it not look as if that railway “system” feeder line was getting robustly¹⁸⁴ large pay for the service rendered?

Well, if it does not so appear to you, it appears to me that you should, at your earliest convenience, consult some qualified¹⁸⁶ and competent alienist, or drop into a “rest resort” for six months or more.

As to the other weights given in that tabulation¹²²—500, 1,000 and up to 5,000—nothing here needs be said. They are all below the “postoffice car” weights. At the weights, 5,000 pounds per day of mail-haul, the student of this rail-mail pay raid should sit up and begin to observe his nurse and the attending physician.

Before I further inflict¹⁸⁷ the reader with personal comments, it might be of mutual¹⁸⁸ advantage to quote a recognized authority on the weights actually carried in postal mail cars—weights of actual mail.

I take the following from the official report of the Penrose-Overstreet Commission, pages 30-31.

“It is stated in the report of Dr. Henry C. Adams to the former Commission (Vol. II, 233), that—

“The average loading of the postoffice car, according to the testimony before the Commission is 2 tons. It must be admitted, in view of the great weight of these cars, that such loading pays little regard to the requirements of economy. It is doubtful if, on the basis of such loading, the railways could afford to carry mail at a rate much cheaper than it is now carried. On the other hand, if cars were loaded with 3? tons, which Mr. Davis says is an easy load, or should the average load go as high as 6 tons, which, according to testimony, is accomplished¹⁸⁹ on the Pennsylvania Railroad by a special train, I am confident that railways operate upon a margin¹⁹⁰ of profit in carrying mail that warrants a reduction in pay.

“For the purpose of emphasizing the importance of loading as essential to the determination of railway mail compensation, as well as to suggest the line of desired improvement in the present railway mail service, it may be added that were it possible to load 5 tons in a car, the expense would be reduced to $1,766 per mile of line; that is to say, a sum less than one-half the amount actually paid.”

Dr. Adams in the foregoing was presenting a judgmental[280] summary, or digest, of the testimony before the Wolcott Commission on this “railway-mail-pay” question. His opinion, or conclusion, as to the dominant factors involved, has been recognized as authority—if not final authority—on the points to which he spoke.

Now, let us figure a little more. I’m not much at “ciferin.” Maybe the reader can help me along. Let’s get properly started.

Those rail “postoffice cars,” of which Dr. Adams spoke, are from 40 to 55 feet or more in length. They must weigh, empty, or “stripped,” figuring running trucks, body, etc., forty to one-hundred or more thousand pounds. So, according to Dr. Adams, this twenty to fifty ton vehicle is sent hurtling over a hundred or a five-hundred mile run on a steel track with finest and most modern engine or motive¹⁹¹ power, baggage and express cars ahead, and sleepers¹⁹², buffet¹⁹³, diner and observation cars trailing, to carry two tons of United States mail in each mail car in the train.

Oh yes, I know that Dr. Adams spoke some years ago (1901, I believe), and spoke of the “average load” of mail carried by mail cars then. I also know that our present Postmaster General has “gone after” this railway mail car raiding—has made them carry more load. All praise to him for doing so. It was an action which any of his predecessors¹⁹⁴ had the power to have taken, and which should save millions of postal revenues.

The department report for 1910 (P157), states, there were 1,114 full and 3,208 apartment postal cars in service—rented cars—while there were 206 of the former and 559 of the latter (a total of 765), kept in “reserve.” That makes a total of 5,087 postal cars for which the government pays rent.

There is, however, another strong presumption—with some very robust¹⁸⁵ facts which investigation has uncovered—that a considerable number of the so-called “reserve” cars are in the hospitals about railroad shops, where such patients receive little but “open air treatment.” In “emergencies” it is legitimate, of course, to presume that the division traffic manager may order out or put on the rails any of these hospital cars, “full” or “apartment,” as first aids to the injured. And it is right that he does so.

But why, in the name of George Washington, should all these hospital cars be charged up to the Postoffice Department? Yes, why?

[281]

Oh, yes, I know that they are all in “service” or “reserve”—all subject to department orders. But when one looks down from the ladder top into these shop-hospital yards for car patients, he not unfrequently sees, unless he is freakishly nearsighted or a victim of a new brand of strabismus, an old “flat-wheeler” which bears a marked resemblance to one that he used to, in days agone (long agone), pause, while husking the “down-row,” and gaze at in admiration¹⁹⁵ as well as wonderment. Of course, it did not wear “flat wheels” then. It also carries some mars and scars of time, just as The Man on the Ladder carries marks which did not stand out so conspicuously then as now. But there, on its sides, appears, somewhat dimmed by age, that patriotic¹⁹⁶, stirring designation: U. S. Mail Car.

This is not intended as a criticism. It is merely a suggestion as to where the present or some future Second Assistant Postmaster General may find additional raiding into the postal revenues.

A few years since, Professor Parsons asserted, (so the public press declared—I have not the document by me and am writing hurriedly—the Professor will, therefore, excuse me if I mis-spell or misquote. Corrections will be made in later editions) that the railway mail pay and car rental raid amounted to something like $24,000,000 a year.

Speaking again from press reports, Mr. Hitchcock seems to have been going after those raiders. At any rate he appears to have stopped that graft sluiceway to the extent—reports vary—of from nine to fourteen millions of dollars a year.

Again, Mr. Hitchcock, we say, may your tribe increase—on this line of action.

Now let us return and do a little “red-school-house” figuring on this railroad pay raid. Some pages back, we reprinted Mr. Kirkman’s tables of weight and car rental pay to the railways. You can glance back and verify the figures when you deem necessary. Here “orders” force me to hurry. But in spite of orders a few generalizations¹⁹⁷ in “cipherin,” have to be made.

Many pages back, the Postoffice Department’s own distribution of mail weights for 1907 (the last preceding “weighing period”), was printed. For ready reference, we will here reprint it.

[282]
    Per Cent.
First-class matter     7.29
Second-class matter     36.38
Third-class matter     8.32
Fourth-class matter     2.73
Franked matter     .21
Penalty matter     1.99
Equipment carried in connection therewith     38.12
Empty equipment dispatched     4.96
Total     100.00

A few pages back we figured out how a 200-pound mail weight haul stacks against, around and up-to a 200-pound human avoirdupois haul, assuming, of course, that the aforesaid avoirdupois is not casketed with the mail, express or baggage in front. Well, with that understanding, the reader may take my previous statements anent those 200 pounds of U. S. mail matter and human avoirdupois—whether citizen or imported—as made. He should also understand that what was then said fits, of course with a varying application, to the wheatfield, cornfield, oilfield, cottonfield, timber, tobacco and other “feeder” fields, which carry our mails at varying rates of pay for varying weights up to 5,000 pounds.

Now, at the weight of 5,000 pounds (2? tons), is about where the “postoffice car” enters, and it is to the mail-carriage-pay the railways get for this postoffice car service we wish here to “cipher” on a little. As a start, however, the “example” must be “set.” To do that a little preliminary figuring must be done.

The quadrennial weighing of the mails is now in progress. The last preceding weighing was in 1907. In the interim¹⁹⁸, however, Mr. Hitchcock, has made some special or test weighing—a good and commendable¹⁹⁹ business movement—of second-class mail.

From these weighings the department, I take it, has arrived at estimated results more or less satisfactory—to itself at least. The 1910 report presents a tabulated tonnage of second-class matter on page 329. A prolix²⁰⁰ discussion of the cost of handling second-class mail appears on immediately associated pages. The discussion is a masterly, a forensic²⁰¹, production, and, outside of Indiana, the habitat of experts, it may stand out in fair form as a literary production. Our Third Assistant Postmaster General must, though, have got the wires crossed or the gear jammed on his comptometer to have reached those two “answers.”

[283]

Sixty-two and a fraction per cent of the total mail is second class.

To haul and handle a pound of second-class mail costs the government nine and a fraction cents.
SOME LITTLE RED SCHOOL HOUSE FIGURING.

Now, let us sit down on the veranda²⁰², bring out the little red school house slates²⁰⁴ and do some figuring on this railway pay problem, question, proposition, or whatever the “experts” may choose to call it.

First, there, on page 329 of the 1910 report, it states, “estimated” on the basis of those 1907 “special weighings,” that there were 873,412,077 pounds of second-class mail carried and handled.

Let’s see! Yes, of course, how simple it is. There’s that 1907 table of percentages, a page or so back.

As it was “figured out” in 1907 by the people who did the weighing, or who bossed it, we may consider it as dependable as the Third Assistant Postmaster General’s figures on page 329 of the department’s 1910 report.

The reader will please understand me. I do not mean to say that either the 1907 or 1910 reports are dependable.

I wish the reader to understand that I understand, or believe, them both to be merely guesses—guesses more or less mis-stitched in the knitting and more or less frazzled and threadbare by reason of long service.

But they are what we have to “figger” from.

Page 329 of the 1910 report says:

Total mailings (second-class), 873,412,077 pounds.

The 1907 tabulation of distributed mail weights (see table a few pages back) says that second-class mail, in carriage, is 36.39 per cent of the total mail weight.

Here’s where we put our slates into service.

We’ll first divide (look back at that 1907 table), 873,412,077 pounds by .3638—that being the percentage of second-class to the total of mail carried, as reported in the “special weighing” of 1907.

Well, .3638 into 873,412,077 gives us 2,400,802,850 pounds as the gross mail weight carriage in 1910.

That does not look near so large, nor so questionably²⁰⁵ peculiar, as does some other “answers” we are figuring out on our little red school-house slates.

[284]

Looking back to that 1907 tabulated estimate, we find that, of the total weight carried—and paid for as mail—.4308 of that total for which we patriotic, likewise confiding²⁰⁶, kitchen-garden citizens pay is not mail at all.

A glance at that 1907 tabulation will show us that 43.08 per cent. of the total mail weight for which the government pays is for “equipment” and “empty equipment dispatched.”

Now let’s take our slates again and multiply that total weight 2,400,802,850 pounds by .4308. “Well, what’s your answer?”

One billion, thirty-four million, two hundred forty-five thousand, eight hundred and sixty-eight pounds!

Well, that’s some tonnage, is it not? Of course, as the reader will readily grab hold of, that tonnage is not, in itself, staged as a “feature” in this “ciphering.” This is a big country and its tonnages are big, whether of wheat, corn, pigs, fools, or mail. It is a “curtain” comparison we desire to have noticed and studied. Look at it, study it prayerfully, then put your thinker to work for about thirty seconds.

According to the Postoffice Department’s own figures and estimates, it appears that a total tonnage of 2,400,000,000 pounds (omitting the tail figures), were handled, and the cost of all paid for by this grand old government of ours.

Next, let us notice that 1,034,000,000 pounds (tail figures again omitted), was not mail at all—sacks, fixtures²⁰⁷, etc., etc.

Now, look at it—the result.

Railroads were paid for carrying 2,400,000,000 pounds of mail.

Of that total weight 1,034,000,000 (nearly half) was “equipment” and “empty” equipment “dispatched.”

Beyond the showing of these figures, comment is scarcely necessary for anyone at all familiar with railway traffic methods and costs—whether the haulage is by slow or fast freight or by express—anyone will see the raid in it.

Look at that haulage of “equipment,” which the postoffice revenues pay for! Pay for as mail. Look it over, and over again and then sit up and do a little hard thinking.

Waters Pearse, of Pearseville, Texas, ships, say ten or twenty coops of chickens to Chicago. He may ship by express or by fast freight—the latter of course, if “Wat” and his friends have been able to make up a carload. “Wat” consigns²⁰⁸ his chickens to some Commission[285] house in Kansas City, St. Louis, Chicago or elsewhere. Wherever our friend “Wat” of Pearceville, Texas, ships, or whether he ships by express or by fast freight, his empty coops will be returned to him without charge.

If Steve Gingham, in Southern Illinois—“Egypt”—has a hen range and his hens have been busy, Steve will have several cases of eggs to ship every week or ten days. Well, all Steve has to do is to take his cases of eggs over to the railroad station. Some express company will pick them up and take them to Chicago, to St. Louis, to Cincinnati, or other market. In a few days, about the time Steve gets the check for his eggs, he’ll find the cases on the station platform returned to him, without charge.

What we’ve said about our friends, Wat down in Texas, and Steve in “Egypt,” is equally true of any shipment of any sort of specially¹²⁴ crated²⁰⁹ fruit or vegetables, of boxed, bucketed or canned fish, milk, etc., etc. The shipping cases, buckets, boxes or cans are returned to the shipper without charge. Yet here is this great government of ours paying the railways for nearly one ton of fixtures and equipment for every ton of mail (all classes), carried. Fixtures, equipment, etc., aggregated²¹⁰, in the weighing of 1907 (see tabulation a page or two back), 43.08 per cent of the total weight for which the government has paid mail-weight rates for four years—paid for hauling those racks, frames, sacks, etc., etc., back and forth over the rail-line haul every day of the four years.

Railroad people and their representatives have written voluminously, likewise fetchingly, to prove to an easily “bubbled” public that the government has been paying too little rather than too much for the rail carriage of its mails. I have read numerous such vestibuled productions. They were all good; top-branch verbiage and rhetoric²¹¹, so smooth, noiseless and jarless in coupling that the uncritical reader’s sympathies are often aroused, and his conviction or belief enlisted²¹² by the sheer massive grandeur²¹³ of the terminology²¹⁴ used. Try almost any of these promotion²¹⁵ railway mail-pay talkers and throw the belt on your own thought-mill while you read. Four times in five the ulterior-motive writer or speaker will have you rolling into the roundhouse or repair shop before you know you have even been coupled onto the train. When you emerge, if your thinker is still off its belt, you will find yourself about ready to “argue” that the railroads are very much[286] underpaid, if, indeed, not grossly wronged by the government. I would like to quote some of the picture arguments from several of these railway studios but cannot. As illustrative of the general ensemble²¹⁶ of these forensic art productions, I will, however, reproduce here a gem⁴ from one of them—a bit of verbal canvas so generic²¹⁷ and homelike as to class as a bit of real genre²¹⁸.

The reader will find it in Pearson’s Magazine for June, 1911. Who personally perpetrated it, I know not, and the magazine sayeth not. The editor of Pearson’s, however, assures us that the article from which the following excerpt²¹⁹ is made, was “prepared” by the authority and under the direction of the Committee on Railway Mail Pay, and as prominent members of said committee the editor gives the names of Julius Kruttschnitt, Director of Maintenance and Operation, union and Southern Pacific Systems; Ralph Peters, President and General Manager, Long Island Railroad; Charles A. Wickersham, President and General Manager, Western Railway of Alabama; W. W. Baldwin, Vice-President, C. B. & Q. Railroad; Frank Barr, Third Vice-President and General Manager of the Boston and Maine Railroad.

That is certainly a representative quintette of railway artists and generally recognized as qualified to produce—verbally—almost anything in railway art, from a freehand tariff¹⁰⁷ to a “car shortage” done in oil while the crops ought to be moving. Am sorry I cannot quote more extendedly. The following, however, will give the reader a sample of the “style” and also of the “argument” common to most of the protective and promotive railway word pictures:

If, as has been reported, a certain railroad president ever did utter the famous phrase attributed to him, “the public be damned,” the public has more than gotten even. It does the damning itself nowadays instead, and so effective is its verdict that we are even confronted with the spectacle of the government itself bowing to the popular prejudice irrespective of the facts in the case. Undoubtedly²²⁰ we have become a nation of stone-throwers. To a certain extent this has worked for the public benefit. Every deserved stone has worked for the correction of admitted evils. But so rapidly has the public taken to the lately discovered pastime of stone-throwing that it not infrequently uses its strength like a giant, and that, we have been told, is tyrannous. Let a corporation raise its head nowadays and it is greeted by a shower of stones of which perhaps not ten per cent. are intelligently cast. The only thing to do in such a case is to “duck;” argument becomes futile²²¹ in the heat of battle.…

[287]

That is sufficient to show the “style.” The article then proceeds to give some mail-service history and to cite a few points wherein by “arbitrary” rulings the government is grievously wronging the railroads in under-paying them for the carrying of the mails. The following is one of the strong points or arguments presented:

Furthermore, the railroads hold that an additional injustice²²² was done in this connection in the adoption²²³ of the present methods of determining the weights. In addition to the several reductions from the act of 1873 above mentioned, and in spite of the fact that various government committees admitted their injustice, a singular order amounting practically to a juggling of weights in favor of the government was issued under the date of June 7, 1907.

Under the date of March 2, 1907, the following order was issued:

“When the weight of mail is taken on the railway routes, the whole number of days the mails are weighed shall be used as a divisor for obtaining the weight per day.”

But under date of June 7, 1907, a surprising order was issued reading as follows:

“When the weight of mail is taken on railway routes, the whole number of days included in the weighing period should be used as a divisor for obtaining the average weight per day.”

Certainly this is a startling change of methods on the part of a government which has been attempting to establish a high standard of integrity in the conduct of all business. Slight as the difference in the wording of the two orders may seem upon a casual reading, the actual effect is drastic. Under the order of March 2, 1907, the total amount of mail weighed to obtain the average daily weight was to be divided by the total number of days on which it was handled. Surely there could be no other fairer basis of determining the average weight. But under date of June 7, 1907, the system of weighing was changed, so that to determine the daily average weight of mail the total weight should be divided, not by the number of days on which it was weighed, but by the whole number of days included in the weighing period irrespective of whether mails were handled daily during the whole period or not. As a matter of fact in many cases they were not, and this arbitrary “change of divisor,” as it is called, further reduced the pay of the railroads for the transportation of mails by about 12 per cent in addition to the reductions above mentioned which congressional committees had previously characterized as unfair.

There, now. Is not that profoundly and beautifully conclusive²²⁴? The strictures, hard and unjust regulations and arbitrary impositions of the government in the matter of railway mail weights is working great wrong to the roads; is, in fact, so cutting into their earnings as to jeopardize²²⁵ their solvency²²⁶ or to force them to raise freight and passenger rates in order to continue business.

Very sad, very sad, indeed! And how unjust it is for the Postmaster General so to cut down railway mail pay as possibly to cut[288] down the dividends the railroads have been paying the “widows and orphans” who own stock in the roads—stocks and bonds aggregating²²⁷ two or three times their tangible²²⁸ value. Especially wrong was it for the Postmaster General to issue and enforce such drastic orders after “congressional committees” had declared any reduction of the weight-pay rate “unfair.”

I shall not impose on the reader any extended discussion or consideration of the quoted bubble talk. A few comments I will make—comments which it is hoped will peel off sufficient of the rhetorical coloring to let the reader see at least enough of the real subject (the points involved), as will enable him to make a robust and correct guess at the “ground-plan” of both the sub and the superstructure the railway talkers and speakers are trying to erect²²⁹.

First: Every right-minded citizen should—and when he rightly understands the matter, I believe, will—give the Postmaster General unstinted praise and commendation for the issuance and enforcement of the two orders which the railway men quote and complain about.

Second: The rail people say the last order (see quotation), “reduced the pay of the railroads by about 12 per cent.”

Without questioning the veracity of the gentlemen under whose “authority” that statement is made, The Man on the Ladder, as a judgmental precaution, shall line up with the folks “from Missouri” until that 12 per cent is set forth in fuller relief—until he is shown. The reader will observe that the railroad authorities quoted merely say that the “arbitrary change of divisor further reduced the pay of the railroads.” Whether or not the pay received by the roads before that order was issued was too low, low enough or too high is not directly stated by the writer or writers. That it is designed to have the reader draw the conclusion that the rate was low enough or too low before that second order was issued is made evident by the reference to the expressed opinions of “congressional committees”—opinions to the effect that the “reductions” forced by the first order were “unfair.”

Third: The names of many men of both ability and of integrity have appeared upon the rosters²³⁰ of the Committees on Postoffices and Postroads of both the Senate and the House during the past forty years. In face of that fact stands forth in bold relief a fact so bare and bald—and so suggestive of wrongs done and doing by the rail[289] people—as to remove it from the field of serious debate. That fact is: For forty or more years the railroad men and allied²³¹ interests have by lobbies, or other persuasive²³² means, got the Congressional Committees (Senate, House and joint), to do about what they wanted done in the matter of rail carriage and pay for handling the mails, or to prevent the committees from doing things they did not want done.

Fourth: That “change of divisor,” covered in the order of June 27, 1907, and which these railroad men accuse of causing a shrinkage of 12 per cent in the mail-weight pay the roads were receiving under the order of March 2, 1907, and prior, possibly was based on some valid reasons or grounds, or upon grounds the then Postmaster General believed to be valid. I have not before me, at the moment, any written data or information as to the reasons assigned by the postal authorities for that “change of divisor”, or whether they assigned any reasons for the order making the change. I know, however, of one very good reason there was for making such a change on several railroads or divisions of roads.

The weighing of the mails was formerly made during a period of 90 to 105 days, or fifteen weeks, once every four years. The law now permits the Postoffice Department to make special weighings, I believe. On the average daily mail weight for those 105 days the postal department based its contract with the roads for carrying the mails for four years.

Now notice this: The terms of such contracts not only implied but specifically required a daily carriage of the mail weight for the number of days designated, allowing, of course, for wrecks²³³, washouts and other unavoidable interruptions in the movements of trains.

Keeping that in mind, suppose the Postmaster General discovered that on a good many mail runs—“lines” or “half-lines”—suppose that the chief of the department discovered a condition on many mail runs similar to that I personally know to have existed on a few, in years 1907 and prior. That was, briefly²³⁴ stated, this:

The contract called for a daily carriage of so much mail weight and the government paid for that per diem carriage, the days of unavoidable interferences and interruptions included. Suppose that the postoffice authorities discovered that, by reason of the diversion of the mails to other lines, the daily mail service was not rendered;[290] or discovered, as in at least one instance I discovered, that the contracting road (or roads) gave little consideration to the daily service clause save during the weighing period, dropping the mail from train—skipping a day’s service—whenever it was to their interests to do so, and often assigning the most flimsy reasons for so doing or assigning no reasons at all?

That order of June 7, 1907, would have a tendency to stop that sort of disrespect and abuse of contract stipulations, would it not?

Fifth: The writer of the article from which we have quoted appears to have got himself somewhat twisted in his consideration of that order of March 2, 1907. It seems that (see first paragraph of quotation) he would have the reader class it among those several forced reductions which “various government committees” had called unjust. But, further along, it is stated that “surely there could be no other fairer basis of determining the average weight” than that furnished in that order of March 2.

I wonder why the railroad lobby so strenuously²³⁵ opposed that order of March, 1907—connived and schemed for its rescinding²³⁶, until the order of June 7, 1907, gave the gang of corruptionists something still more objectionable to the interests they served? Yes, I wonder why they so hotly opposed that order of March 2? If there could be “no other fairer basis of determining the average weight” in June, 1911 (the publication date of the article from which we have quoted), why was it not fair in March, 1907? And why was it not a fair and just basis for arriving at the average daily mail weights for many weighing periods prior to 1907? Did anyone ever hear any railway man advocating the “fair basis” provided in that order of March? Most certainly The Man on the Ladder never heard of such advocacy. The railway people did not advocate such a “fair” method of ascertaining²³⁷ the average daily mail weight their roads carried during a period of fifteen weeks—or during any other period—because they were beneficiaries of some very unfair methods and practices which gave them pay for mail weights their roads did not carry.

As I refer later to some of the practices indulged in the weighing periods, I will here mention only a method used for years prior to the issuance of that order in March, 1907—a method of arriving at the “average daily weight” for the carriage of which the railroad was to be paid for a period of four years. That method was, though I have been[291] unable to learn that it was ever officially authorized²³⁸ by the Postoffice Department, to find the daily average for each week covered in the weighing period and then arrive at the average for the whole period by dividing the sum of the weekly averages by the number of weeks in which the mail was weighed.

Nothing wrong with that is there? Should work out fair and square, should it not? Well, it did not. The method was all right in theory and in letter, but a crooked²³⁹ practice was worked into its application—worked into it by collusion between crooked railway and public officials. And the crookedness²⁴⁰ of the practice was very plain and bold and bald. It was what in street parlance²⁴¹ would be called “raw.” Here it is in figures:

Take a “heavy” mail line. Say the total mail weight for a week was, using a round figure, 840,000 pounds or 420 tons. Now dividing that total by 7, the number of days in a week and the number of days also on which the mail was weighed, would give a daily average of 120,000 pounds, or 60 tons. That is all clear and straight, is it not? Most certainly it is.

But the crooked application of the method divided the week’s total by 6 instead of by 7—divided the total of seven days’ weights by six. The railway people, you see, were great respecters of the Sabbath. They would run trains on Sunday to accommodate the public and to meet the necessities of their business, which was, and is, perfectly proper. They would also carry the mails for your Uncle Sam, which was also right and proper. But their lofty respect for the Holy Sabbath, or the high esteem²⁴² in which they held our much loved and much abused Uncle, was such as induced them to hold up said Uncle as a respecter of the Sabbath, or seventh day, while they “held him up” in averaging his mail weights.

In the illustrative example we have put on the slate²⁰³, the “hold up” would amount to—let’s see: 840,000 pounds, or 420 tons, divided by 6 gives us 70 tons as the daily average for the week, instead of 60 tons, as the actual average was. That is a “hold up” for pay for ten tons a day—for 10 tons not carried.

“What did the hold-up amount to in cash?”

Yes, it might be well to follow our hypothetical or illustrative example to its cash terminal. Well, that is easily and quickly done.

The rate of pay per ton mile per year on daily weights above[292] 2? tons is $21.37.[16] That ten tons added to the daily average would give to the railroads, then, just $213.70 in unearned cash each day.

If the contract stood for full four years on such false average, the railroad would pull down just 1,460 times $213.70 of unearned money or a total of $312,002 in the four years.

I would, of course, not have the reader understand that our hypothetical example would fit all railroads. Many, in fact most, of the mail-carrying roads average in mail weight much below sixty tons per day—even below ten tons per day. Some roads were and are paid for an average above sixty tons. Nor would I have the reader understand that the crooked practice just mentioned was common to all mail-carrying roads. There were possibly—yes, probably, some exceptions—some roads that carried so little mail as not to make a steal of a sixth of its weight-pay worth while.

I would, however, have the reader understand that I mean to assert that most of the mail-carrying roads were parties to the crooked method here described and that the hypothetical figures here given applied²⁴³, proportionally, to any average per diem weight of mail covered in the carriage contract, whether it was one ton or a hundred tons.

I would also have the reader understand me to assert that, so far as information has reached me, no railroad man, or man representing the rail mail-carrying interests, ever questioned the “fairness” of the crooked practice just described—a practice which looted the government of millions of dollars.

As a raider into postal revenues, this thieving practice, it must be admitted, deserves conspicuous mention—more extended notice than I have given it.
FOOTNOTES

[9] 5,000 to 48,000 pounds, $20.30 per ton. Above 48,000 pounds, $19.24 per ton.

[10] Land grant roads receive but 80 per cent of these rates.

[11] This is the rate received for carrying each ton handled 1 mile, and is obtained by dividing the yearly compensation by 365 and then dividing the daily compensation thus obtained by the number of tons carried 1 mile each day.

[12] This rate was obtained in the same manner as the ton-mile rate.

[13] By full-sized cars is meant cars 40 feet or more in length and wholly devoted²⁴⁴ to mail.

[14] Car and mile-run rates corrected for 1908 and since.

[15] Tables corrected for 1908.

[16] The rate 1907 and prior. Now the rate is $20.30 for tonnages between 2? and 24 tons and $19.24 for each ton above 24 tons.

1 postal   

adj.邮政的，邮局的

参考例句：

• A postal network now covers the whole country.邮路遍及全国。
• Remember to use postal code.勿忘使用邮政编码。

2 rental   

n.租赁，出租，出租业

参考例句：

• The yearly rental of her house is 2400 yuan.她这房子年租金是2400元。
• We can organise car rental from Chicago O'Hare Airport.我们可以安排提供从芝加哥奥黑尔机场出发的租车服务。

3 infringement   

n.违反；侵权

参考例句：

• Infringement of this regulation would automatically rule you out of the championship.违背这一规则会被自动取消参加锦标赛的资格。
• The committee ruled that the US ban constituted an infringement of free trade.委员会裁定美国的禁令对自由贸易构成了侵犯

4 gem   

n.宝石，珠宝；受爱戴的人 [同]jewel

参考例句：

• The gem is beyond my pocket.这颗宝石我可买不起。
• The little gem is worth two thousand dollars.这块小宝石价值两千美元。

5 statutes   

成文法( statute的名词复数 )； 法令； 法规； 章程

参考例句：

• The numerous existing statutes are complicated and poorly coordinated. 目前繁多的法令既十分复杂又缺乏快调。 来自英汉非文学 - 环境法 - 环境法
• Each agency is also restricted by the particular statutes governing its activities. 各个机构的行为也受具体法令限制。 来自英汉非文学 - 环境法 - 环境法

6 statute   

n.成文法，法令，法规；章程，规则，条例

参考例句：

• Protection for the consumer is laid down by statute.保障消费者利益已在法令里作了规定。
• The next section will consider this environmental statute in detail.下一部分将详细论述环境法令的问题。

7 par   

n.标准，票面价值，平均数量；adj.票面的，平常的，标准的

参考例句：

• Sales of nylon have been below par in recent years.近年来尼龙织品的销售额一直不及以往。
• I don't think his ability is on a par with yours.我认为他的能力不能与你的能力相媲美。

8 remittance   

n.汇款，寄款，汇兑

参考例句：

• Your last month's salary will be paid by remittance.最后一个月的薪水将通过汇寄的方式付给你。
• A prompt remittance would be appreciated.速寄汇款不胜感激。

9 pro   

n.赞成，赞成的意见，赞成者

参考例句：

• The two debating teams argued the question pro and con.辩论的两组从赞成与反对两方面辩这一问题。
• Are you pro or con nuclear disarmament?你是赞成还是反对核裁军？

10 testimony   

n.证词；见证，证明

参考例句：

• The testimony given by him is dubious.他所作的证据是可疑的。
• He was called in to bear testimony to what the police officer said.他被传入为警官所说的话作证。

11 consignment   

n.寄售；发货；委托；交运货物

参考例句：

• This last consignment of hosiery is quite up to standard.这批新到的针织品完全符合规格。
• We have to ask you to dispatch the consignment immediately.我们得要求你立即发送该批货物。

12 consignments   

n.托付货物( consignment的名词复数 )；托卖货物；寄售；托运

参考例句：

• Police have seized several consignments of pornography. 警方没收了好几批运来的色情物品。 来自《简明英汉词典》
• I want you to see for yourself how our consignments are cleared in London. 我要你亲自去看看我们的货物在伦敦是怎样结关的。 来自辞典例句

13 previously   

adv.以前，先前（地）

参考例句：

• The bicycle tyre blew out at a previously damaged point.自行车胎在以前损坏过的地方又爆开了。
• Let me digress for a moment and explain what had happened previously.让我岔开一会儿，解释原先发生了什么。

14 legislative   

n.立法机构，立法权；adj.立法的，有立法权的

参考例句：

• Congress is the legislative branch of the U.S. government.国会是美国政府的立法部门。
• Today's hearing was just the first step in the legislative process.今天的听证会只是展开立法程序的第一步。

15 brazenly   

adv.厚颜无耻地；厚脸皮地肆无忌惮地

参考例句：

• How dare he distort the facts so brazenly! 他怎么敢如此肆无忌惮地歪曲事实！ 来自《现代英汉综合大词典》
• "I don't know," he answered, looking her brazenly over. “我也不知道，"他厚颜无耻地打量着她。 来自英汉文学 - 嘉莉妹妹

16 brazen   

adj.厚脸皮的，无耻的，坚硬的

参考例句：

• The brazen woman laughed loudly at the judge who sentenced her.那无耻的女子冲着给她判刑的法官高声大笑。
• Some people prefer to brazen a thing out rather than admit defeat.有的人不愿承认失败，而是宁肯厚着脸皮干下去。

17 violations   

违反( violation的名词复数 )； 冒犯； 违反（行为、事例）； 强奸

参考例句：

• This is one of the commonest traffic violations. 这是常见的违反交通规则之例。
• These violations of the code must cease forthwith. 这些违犯法规的行为必须立即停止。

18 violation   

n.违反(行为)，违背(行为)，侵犯

参考例句：

• He roared that was a violation of the rules.他大声说，那是违反规则的。
• He was fined 200 dollars for violation of traffic regulation.他因违反交通规则被罚款200美元。

19 judicial   

adj.司法的，法庭的，审判的，明断的，公正的

参考例句：

• He is a man with a judicial mind.他是个公正的人。
• Tom takes judicial proceedings against his father.汤姆对他的父亲正式提出诉讼。

20 connived   

v.密谋 ( connive的过去式和过去分词 )；搞阴谋；默许；纵容

参考例句：

• Her brother is believed to have connived at her murder. 据信她的哥哥没有制止对她的谋杀。 来自《简明英汉词典》
• The jailer connived at the escape from prison. 狱吏纵容犯人的逃狱。 来自辞典例句

21 abortive   

adj.不成功的，发育不全的

参考例句：

• We had to abandon our abortive attempts.我们的尝试没有成功，不得不放弃。
• Somehow the whole abortive affair got into the FBI files.这件早已夭折的案子不知怎么就进了联邦调查局的档案。

22 quotation   

n.引文，引语，语录；报价，牌价，行情

参考例句：

• He finished his speech with a quotation from Shakespeare.他讲话结束时引用了莎士比亚的语录。
• The quotation is omitted here.此处引文从略。

23 enact   

vt.制定(法律)；上演，扮演

参考例句：

• The U.S. Congress has exclusive authority to enact federal legislation.美国国会是唯一有权颁布联邦法律的。
• For example,a country can enact laws and economic policies to attract foreign investment fairly quickly.例如一个国家可以很快颁布吸引外资的法令和经济政策。

24 enacted   

制定（法律），通过（法案）( enact的过去式和过去分词 )

参考例句：

• legislation enacted by parliament 由议会通过的法律
• Outside in the little lobby another scene was begin enacted. 外面的小休息室里又是另一番景象。 来自英汉文学 - 嘉莉妹妹

25 precisely   

adv.恰好，正好，精确地，细致地

参考例句：

• It's precisely that sort of slick sales-talk that I mistrust.我不相信的正是那种油腔滑调的推销宣传。
• The man adjusted very precisely.那个人调得很准。

26 synonym   

n.同义词，换喻词

参考例句：

• Zhuge Liang is a synonym for wisdom in folklore.诸葛亮在民间传说中成了智慧的代名词。
• The term 'industrial democracy' is often used as a synonym for worker participation. “工业民主”这个词常被用作“工人参与”的同义词。

27 affix   

n.附件，附录 vt.附贴，盖(章)，签署

参考例句：

• Please affix your signature to the document. 请你在这个文件上签字。
• Complete the form and affix four tokens to its back. 填完该表，在背面贴上4张凭券。

28 curtail   

vt.截短，缩短；削减

参考例句：

• The government hopes to curtail public spending.政府希望缩减公共事业开支。
• The minister had to curtail his visit.部长不得不缩短访问日期。

29 decided   

adj.决定了的，坚决的；明显的，明确的

参考例句：

• This gave them a decided advantage over their opponents.这使他们比对手具有明显的优势。
• There is a decided difference between British and Chinese way of greeting.英国人和中国人打招呼的方式有很明显的区别。

30 evade   

vt.逃避，回避；避开，躲避

参考例句：

• He tried to evade the embarrassing question.他企图回避这令人难堪的问题。
• You are in charge of the job.How could you evade the issue?你是负责人，你怎么能对这个问题不置可否？

31 defense   

n.防御，保卫；[pl.]防务工事；辩护，答辩

参考例句：

• The accused has the right to defense.被告人有权获得辩护。
• The war has impacted the area with military and defense workers.战争使那个地区挤满了军队和防御工程人员。

32 tampering   

v.窜改( tamper的现在分词 )；篡改；（用不正当手段）影响；瞎摆弄

参考例句：

• Two policemen were accused of tampering with the evidence. 有两名警察被控篡改证据。 来自《简明英汉词典》
• As Harry London had forecast, Brookside's D-day caught many meter-tampering offenders. 正如哈里·伦敦预见到的那样，布鲁克赛德的D日行动抓住了不少非法改装仪表的人。 来自辞典例句

33 invoked   

v.援引( invoke的过去式和过去分词 )；行使（权利等）；祈求救助；恳求

参考例句：

• It is unlikely that libel laws will be invoked. 不大可能诉诸诽谤法。
• She had invoked the law in her own defence. 她援引法律为自己辩护。 来自《简明英汉词典》

34 construed   

v.解释（陈述、行为等）( construe的过去式和过去分词 )；翻译，作句法分析

参考例句：

• He considered how the remark was to be construed. 他考虑这话该如何理解。
• They construed her silence as meaning that she agreed. 他们把她的沉默解释为表示赞同。 来自《简明英汉词典》

35 conundrum   

n.谜语；难题

参考例句：

• Let me give you some history about a conundrum.让我给你们一些关于谜题的历史。
• Scientists had focused on two explanations to solve this conundrum.科学家已锁定两种解释来解开这个难题。

36 judicially   

依法判决地，公平地

参考例句：

• Geoffrey approached the line of horses and glanced judicially down the row. 杰弗里走进那栏马，用审视的目的目光一匹接一匹地望去。
• Not all judicially created laws are based on statutory or constitutional interpretation. 并不是所有的司法机关创制的法都以是以成文法或宪法的解释为基础的。

37 administrative   

adj.行政的，管理的

参考例句：

• The administrative burden must be lifted from local government.必须解除地方政府的行政负担。
• He regarded all these administrative details as beneath his notice.他认为行政管理上的这些琐事都不值一顾。

38 juggling   

n. 欺骗, 杂耍(=jugglery) adj. 欺骗的, 欺诈的 动词juggle的现在分词

参考例句：

• He was charged with some dishonest juggling with the accounts. 他被指控用欺骗手段窜改账目。
• The accountant went to prison for juggling his firm's accounts. 会计因涂改公司的帐目而入狱。

39 ballot   

n.（不记名）投票，投票总数，投票权；vi.投票

参考例句：

• The members have demanded a ballot.会员们要求投票表决。
• The union said they will ballot members on whether to strike.工会称他们将要求会员投票表决是否罢工。

40 legitimate   

adj.合法的，合理的，合乎逻辑的；v.使合法

参考例句：

• Sickness is a legitimate reason for asking for leave.生病是请假的一个正当的理由。
• That's a perfectly legitimate fear.怀有这种恐惧完全在情理之中。

41 winked   

v.使眼色( wink的过去式和过去分词 )；递眼色（表示友好或高兴等）；（指光）闪烁；闪亮

参考例句：

• He winked at her and she knew he was thinking the same thing that she was. 他冲她眨了眨眼，她便知道他的想法和她一样。
• He winked his eyes at her and left the classroom. 他向她眨巴一下眼睛走出了教室。 来自《现代汉英综合大词典》

42 condoned   

v.容忍，宽恕，原谅( condone的过去式和过去分词 )

参考例句：

• Terrorism can never be condoned. 决不能容忍恐怖主义。
• They condoned his sins because he repented. 由于他的悔悟，他们宽恕了他的罪。 来自辞典例句

43 exonerated   

v.使免罪，免除( exonerate的过去式和过去分词 )

参考例句：

• The police report exonerated Lewis from all charges of corruption. 警方的报告免除了对刘易斯贪污的所有指控。
• An investigation exonerated the school from any blame. 一项调查证明该学校没有任何过失。 来自辞典例句

44 defer   

vt.推迟，拖延；vi.(to)遵从，听从，服从

参考例句：

• We wish to defer our decision until next week.我们希望推迟到下星期再作出决定。
• We will defer to whatever the committee decides.我们遵从委员会作出的任何决定。

45 gathering   

n.集会，聚会，聚集

参考例句：

• He called on Mr. White to speak at the gathering.他请怀特先生在集会上讲话。
• He is on the wing gathering material for his novels.他正忙于为他的小说收集资料。

46 delegation   

n.代表团；派遣

参考例句：

• The statement of our delegation was singularly appropriate to the occasion.我们代表团的声明非常适合时宜。
• We shall inform you of the date of the delegation's arrival.我们将把代表团到达的日期通知你。

47 spoke   

n.（车轮的）辐条；轮辐；破坏某人的计划；阻挠某人的行动 v.讲，谈（speak的过去式）；说；演说；从某种观点来说

参考例句：

• They sourced the spoke nuts from our company.他们的轮辐螺帽是从我们公司获得的。
• The spokes of a wheel are the bars that connect the outer ring to the centre.辐条是轮子上连接外圈与中心的条棒。

48 obstruction   

n.阻塞，堵塞；障碍物

参考例句：

• She was charged with obstruction of a police officer in the execution of his duty.她被指控妨碍警察执行任务。
• The road was cleared from obstruction.那条路已被清除了障碍。

49 caption   

n.说明，字幕，标题；v.加上标题，加上说明

参考例句：

• I didn't understand the drawing until I read the caption.直到我看到这幅画的说明才弄懂其意思。
• There is a caption under the picture.图片下边附有说明。

50 banking   

n.银行业，银行学，金融业

参考例句：

• John is launching his son on a career in banking.约翰打算让儿子在银行界谋一个新职位。
• He possesses an extensive knowledge of banking.他具有广博的银行业务知识。

51 jurisdiction   

n.司法权，审判权，管辖权，控制权

参考例句：

• It doesn't lie within my jurisdiction to set you free.我无权将你释放。
• Changzhou is under the jurisdiction of Jiangsu Province.常州隶属江苏省。

52 machinery   

n.(总称)机械，机器；机构

参考例句：

• Has the machinery been put up ready for the broadcast?广播器材安装完毕了吗？
• Machinery ought to be well maintained all the time.机器应该随时注意维护。

53 credibly   

ad.可信地；可靠地

参考例句：

• I am credibly informed that. 由可靠方面听说。
• An effective management software ensures network to run credibly. 一个高效的网管软件是网络运行的可靠保证。

54 withdrawn   

vt.收回；使退出；vi.撤退，退出

参考例句：

• Our force has been withdrawn from the danger area.我们的军队已从危险地区撤出。
• All foreign troops should be withdrawn to their own countries.一切外国军队都应撤回本国去。

55 savings   

n.存款，储蓄

参考例句：

• I can't afford the vacation,for it would eat up my savings.我度不起假，那样会把我的积蓄用光的。
• By this time he had used up all his savings.到这时，他的存款已全部用完。

56 investors   

n.投资者，出资者( investor的名词复数 )

参考例句：

• a con man who bilked investors out of millions of dollars 诈取投资者几百万元的骗子
• a cash bonanza for investors 投资者的赚钱机会

57 diversified   

adj.多样化的，多种经营的v.使多样化，多样化( diversify的过去式和过去分词 )；进入新的商业领域

参考例句：

• The college biology department has diversified by adding new courses in biotechnology. 该学院生物系通过增加生物技术方面的新课程而变得多样化。 来自《简明英汉词典》
• Take grain as the key link, develop a diversified economy and ensure an all-round development. 以粮为纲，多种经营，全面发展。 来自《现代汉英综合大词典》

58 varied   

adj.多样的，多变化的

参考例句：

• The forms of art are many and varied.艺术的形式是多种多样的。
• The hotel has a varied programme of nightly entertainment.宾馆有各种晚间娱乐活动。

59 shareholders   

n.股东( shareholder的名词复数 )

参考例句：

• The meeting was attended by 90% of shareholders. 90%的股东出席了会议。
• the company's fiduciary duty to its shareholders 公司对股东负有的受托责任

60 holders   

支持物( holder的名词复数 )； 持有者； （支票等）持有人； 支托（或握持）…之物

参考例句：

• Slaves were mercilessly ground down by slave holders. 奴隶受奴隶主的残酷压迫。
• It is recognition of compassion's part that leads the up-holders of capital punishment to accuse the abolitionists of sentimentality in being more sorry for the murderer than for his victim. 正是对怜悯的作用有了认识，才使得死刑的提倡者指控主张废除死刑的人感情用事，同情谋杀犯胜过同情受害者。

61 dividend   

n.红利，股息；回报，效益

参考例句：

• The company was forced to pass its dividend.该公司被迫到期不分红。
• The first quarter dividend has been increased by nearly 4 per cent.第一季度的股息增长了近 4%。

62 earnings   

n.工资收人；利润，利益，所得

参考例句：

• That old man lives on the earnings of his daughter.那个老人靠他女儿的收入维持生活。
• Last year there was a 20% decrease in his earnings.去年他的收入减少了20%。

63 census   

n.(官方的)人口调查，人口普查

参考例句：

• A census of population is taken every ten years.人口普查每10年进行一次。
• The census is taken one time every four years in our country.我国每四年一次人口普查。

64 dividends   

红利( dividend的名词复数 )； 股息； 被除数； （足球彩票的）彩金

参考例句：

• Nothing pays richer dividends than magnanimity. 没有什么比宽宏大量更能得到厚报。
• Their decision five years ago to computerise the company is now paying dividends. 五年前他们作出的使公司电脑化的决定现在正产生出效益。

65 disbursed   

v.支出，付出( disburse的过去式和过去分词 )

参考例句：

• In the 2000—2008 school year, $426.5 million was disbursed to 349085 students. 2000至2008学年，共有349085名学生获发津贴，总额达4.265亿元。 来自《简明英汉词典》
• The bank has disbursed over $350m for the project. 银行已经为这个项目支付了超过3.5亿美元。 来自辞典例句

66 formerly   

adv.从前，以前

参考例句：

• We now enjoy these comforts of which formerly we had only heard.我们现在享受到了过去只是听说过的那些舒适条件。
• This boat was formerly used on the rivers of China.这船从前航行在中国内河里。

67 accrue   

v.(利息等)增大，增多

参考例句：

• Ability to think will accrue to you from good habits of study.思考能力将因良好的学习习惯而自然增强。
• Money deposited in banks will accrue to us with interest.钱存在银行，利息自生。

68 computed   

adj.[医]计算的，使用计算机的v.计算，估算( compute的过去式和过去分词 )

参考例句：

• He computed that the project would take seven years to complete. 他估计这项计划要花七年才能完成。 来自《简明英汉词典》
• Resolving kernels and standard errors can also be computed for each block. 还可以计算每个块体的分辨核和标准误差。 来自辞典例句

69 derive   

v.取得；导出；引申；来自；源自；出自

参考例句：

• We derive our sustenance from the land.我们从土地获取食物。
• We shall derive much benefit from reading good novels.我们将从优秀小说中获得很大好处。

70 derived   

vi.起源；由来；衍生；导出v.得到( derive的过去式和过去分词 )；（从…中）得到获得；源于；（从…中）提取

参考例句：

• Many English words are derived from Latin and Greek. 英语很多词源出于拉丁文和希腊文。 来自《简明英汉词典》
• He derived his enthusiasm for literature from his father. 他对文学的爱好是受他父亲的影响。 来自《简明英汉词典》

71 maturity   

n.成熟；完成；(支票、债券等)到期

参考例句：

• These plants ought to reach maturity after five years.这些植物五年后就该长成了。
• This is the period at which the body attains maturity.这是身体发育成熟的时期。

72 dominant   

adj.支配的，统治的；占优势的；显性的；n.主因，要素，主要的人(或物)；显性基因

参考例句：

• The British were formerly dominant in India.英国人从前统治印度。
• She was a dominant figure in the French film industry.她在法国电影界是个举足轻重的人物。

73 hostilities   

n.战争；敌意(hostility的复数)；敌对状态；战事

参考例句：

• Mexico called for an immediate cessation of hostilities. 墨西哥要求立即停止敌对行动。
• All the old hostilities resurfaced when they met again. 他们再次碰面时，过去的种种敌意又都冒了出来。

74 wagons   

n.四轮的运货马车( wagon的名词复数 )；铁路货车；小手推车

参考例句：

• The wagons were hauled by horses. 那些货车是马拉的。
• They drew their wagons into a laager and set up camp. 他们把马车围成一圈扎起营地。

75 justify   

vt.证明…正当(或有理)，为…辩护

参考例句：

• He tried to justify his absence with lame excuses.他想用站不住脚的借口为自己的缺席辩解。
• Can you justify your rude behavior to me?你能向我证明你的粗野行为是有道理的吗？

76 capabilities   

n.能力( capability的名词复数 )；可能；容量；[复数]潜在能力

参考例句：

• He was somewhat pompous and had a high opinion of his own capabilities. 他有点自大，自视甚高。 来自辞典例句
• Some programmers use tabs to break complex product capabilities into smaller chunks. 一些程序员认为，标签可以将复杂的功能分为每个窗格一组简单的功能。 来自About Face 3交互设计精髓

77 treasurer   

n.司库，财务主管

参考例句：

• Mr. Smith was succeeded by Mrs.Jones as treasurer.琼斯夫人继史密斯先生任会计。
• The treasurer was arrested for trying to manipulate the company's financial records.财务主管由于试图窜改公司财政帐目而被拘留。

78 impoverish   

vt.使穷困，使贫困

参考例句：

• We need to reduce the burden of taxes that impoverish the economy.我们需要减轻导致经济困顿的税收负荷。
• America still has enough credibility to a more profitable path that would impoverish its creditors slowly.美国尚有足够的信用来让其得以选择一条更加有利可图的路径使它的债权人们渐渐贫困枯竭。

79 sprouted   

v.发芽( sprout的过去式和过去分词 )；抽芽；出现；（使）涌现出

参考例句：

• We can't use these potatoes; they've all sprouted. 这些土豆儿不能吃了，都出芽了。 来自《简明英汉词典》
• The rice seeds have sprouted. 稻种已经出芽了。 来自《现代汉英综合大词典》

80 mere   

adj.纯粹的；仅仅，只不过

参考例句：

• That is a mere repetition of what you said before.那不过是重复了你以前讲的话。
• It's a mere waste of time waiting any longer.再等下去纯粹是浪费时间。

81 peculiar   

adj.古怪的，异常的；特殊的，特有的

参考例句：

• He walks in a peculiar fashion.他走路的样子很奇特。
• He looked at me with a very peculiar expression.他用一种很奇怪的表情看着我。

82 alphabetically   

adv.照字母顺序排列地

参考例句：

• I've arranged the books alphabetically so don't muddle them up. 我已按字母顺序把这些书整理了，千万不要再弄乱。 来自《简明英汉词典》
• They are all filed alphabetically under author. 这些都是按照作者姓名的字母顺序归档的。 来自辞典例句

83 merger   

n.企业合并，并吞

参考例句：

• Acceptance of the offer is the first step to a merger.对这项提议的赞同是合并的第一步。
• Shareholders will be voting on the merger of the companies.股东们将投票表决公司合并问题。

84 ken   

n.视野，知识领域

参考例句：

• Such things are beyond my ken.我可不懂这些事。
• Abstract words are beyond the ken of children.抽象的言辞超出小孩所理解的范围.

85 treasury   

n.宝库；国库，金库；文库

参考例句：

• The Treasury was opposed in principle to the proposals.财政部原则上反对这些提案。
• This book is a treasury of useful information.这本书是有价值的信息宝库。

86 haven   

n.安全的地方，避难所，庇护所

参考例句：

• It's a real haven at the end of a busy working day.忙碌了一整天后，这真是一个安乐窝。
• The school library is a little haven of peace and quiet.学校的图书馆是一个和平且安静的小避风港。

87 fixed   

adj.固定的，不变的，准备好的；(计算机)固定的

参考例句：

• Have you two fixed on a date for the wedding yet?你们俩选定婚期了吗？
• Once the aim is fixed,we should not change it arbitrarily.目标一旦确定，我们就不应该随意改变。

88 conserve   

vt.保存，保护，节约，节省，守恒，不灭

参考例句：

• He writes on both sides of the sheet to conserve paper.他在纸张的两面都写字以节省用纸。
• Conserve your energy,you'll need it!保存你的精力，你会用得着的！

89 embarking   

乘船( embark的现在分词 )； 装载； 从事

参考例句：

• He's embarking on a new career as a writer. 他即将开始新的职业生涯——当一名作家。
• The campaign on which were embarking was backed up by such intricate and detailed maintenance arrangemets. 我们实施的战争，须要如此复杂及详细的维护准备。

90 criticise   

v.批评，评论；非难

参考例句：

• Right and left have much cause to criticise government.左翼和右翼有很多理由批评政府。
• It is not your place to criticise or suggest improvements!提出批评或给予改进建议并不是你的责任！

91 standing   

n.持续，地位；adj.永久的，不动的，直立的，不流动的

参考例句：

• After the earthquake only a few houses were left standing.地震过后只有几幢房屋还立着。
• They're standing out against any change in the law.他们坚决反对对法律做任何修改。

92 snare   

n.陷阱，诱惑，圈套；（去除息肉或者肿瘤的）勒除器；响弦，小军鼓；vt.以陷阱捕获，诱惑

参考例句：

• I used to snare small birds such as sparrows.我曾常用罗网捕捉麻雀等小鸟。
• Most of the people realized that their scheme was simply a snare and a delusion.大多数人都认识到他们的诡计不过是一个骗人的圈套。

93 fully   

adv.完全地，全部地，彻底地；充分地

参考例句：

• The doctor asked me to breathe in,then to breathe out fully.医生让我先吸气，然后全部呼出。
• They soon became fully integrated into the local community.他们很快就完全融入了当地人的圈子。

94 forth   

adv.向前；向外，往外

参考例句：

• The wind moved the trees gently back and forth.风吹得树轻轻地来回摇晃。
• He gave forth a series of works in rapid succession.他很快连续发表了一系列的作品。

95 pry   

vi.窥(刺)探，打听；vt.撬动(开，起)

参考例句：

• He's always ready to pry into other people's business.他总爱探听别人的事。
• We use an iron bar to pry open the box.我们用铁棍撬开箱子。

96 annually   

adv.一年一次，每年

参考例句：

• Many migratory birds visit this lake annually.许多候鸟每年到这个湖上作短期逗留。
• They celebrate their wedding anniversary annually.他们每年庆祝一番结婚纪念日。

97 defiance   

n.挑战，挑衅，蔑视，违抗

参考例句：

• He climbed the ladder in defiance of the warning.他无视警告爬上了那架梯子。
• He slammed the door in a spirit of defiance.他以挑衅性的态度把门砰地一下关上。

98 corrupted   

（使）败坏( corrupt的过去式和过去分词 )； （使）腐化； 引起（计算机文件等的）错误； 破坏

参考例句：

• The body corrupted quite quickly. 尸体很快腐烂了。
• The text was corrupted by careless copyists. 原文因抄写员粗心而有讹误。

99 corrupt   

v.贿赂，收买；adj.腐败的，贪污的

参考例句：

• The newspaper alleged the mayor's corrupt practices.那家报纸断言市长有舞弊行为。
• This judge is corrupt.这个法官贪污。

100 colossal   

adj.异常的，庞大的

参考例句：

• There has been a colossal waste of public money.一直存在巨大的公款浪费。
• Some of the tall buildings in that city are colossal.那座城市里的一些高层建筑很庞大。

101 irony   

n.反语，冷嘲；具有讽刺意味的事，嘲弄

参考例句：

• She said to him with slight irony.她略带嘲讽地对他说。
• In her voice we could sense a certain tinge of irony.从她的声音里我们可以感到某种讥讽的意味。

102 effrontery   

n.厚颜无耻

参考例句：

• This is a despicable fraud . Just imagine that he has the effrontery to say it.这是一个可耻的骗局. 他竟然有脸说这样的话。
• One could only gasp at the sheer effrontery of the man.那人十足的厚颜无耻让人们吃惊得无话可说。

103 domain   

n.(活动等)领域，范围；领地，势力范围

参考例句：

• This information should be in the public domain.这一消息应该为公众所知。
• This question comes into the domain of philosophy.这一问题属于哲学范畴。

104 outrageously   

凶残地； 肆无忌惮地； 令人不能容忍地； 不寻常地

参考例句：

• Leila kept smiling her outrageously cute smile. 莱拉脸上始终挂着非常可爱的笑容。
• He flirts outrageously. 他肆无忌惮地调情。

105 compensating   

补偿，补助，修正

参考例句：

• I am able to set up compensating networks of nerve connections. 我能建立起补偿性的神经联系网。
• It is desirable that compensating cables be run in earthed conduit. 补偿导线最好在地下管道中穿过。

106 shipping   

n.船运（发货，运输，乘船）

参考例句：

• We struck a bargain with an American shipping firm.我们和一家美国船运公司谈成了一笔生意。
• There's a shipping charge of ￡5 added to the price.价格之外另加五英镑运输费。

107 tariff   

n.关税，税率；(旅馆、饭店等)价目表，收费表

参考例句：

• There is a very high tariff on jewelry.宝石类的关税率很高。
• The government is going to lower the tariff on importing cars.政府打算降低进口汽车的关税。

108 tariffs   

关税制度； 关税( tariff的名词复数 )； 关税表； （旅馆或饭店等的）收费表； 量刑标准

参考例句：

• British industry was sheltered from foreign competition by protective tariffs. 保护性关税使英国工业免受国际竞争影响。
• The new tariffs have put a stranglehold on trade. 新的关税制对开展贸易极为不利。

109 forage   

n.(牛马的)饲料，粮草；v.搜寻，翻寻

参考例句：

• They were forced to forage for clothing and fuel.他们不得不去寻找衣服和燃料。
• Now the nutritive value of the forage is reduced.此时牧草的营养价值也下降了。

110 remains   

n.剩余物，残留物；遗体，遗迹

参考例句：

• He ate the remains of food hungrily.他狼吞虎咽地吃剩余的食物。
• The remains of the meal were fed to the dog.残羹剩饭喂狗了。

111 fabrics   

织物( fabric的名词复数 )； 布； 构造； （建筑物的）结构（如墙、地面、屋顶）：质地

参考例句：

• cotton fabrics and synthetics 棉织物与合成织物
• The fabrics are merchandised through a network of dealers. 通过经销网点销售纺织品。

112 corrupting   

（使）败坏( corrupt的现在分词 )； （使）腐化； 引起（计算机文件等的）错误； 破坏

参考例句：

• It would be corrupting discipline to leave him unpunished. 不惩治他会败坏风纪。
• It would be corrupting military discipline to leave him unpunished. 不惩治他会败坏军纪。

113 bribe   

n.贿赂；v.向…行贿，买通

参考例句：

• He tried to bribe the policeman not to arrest him.他企图贿赂警察不逮捕他。
• He resolutely refused their bribe.他坚决不接受他们的贿赂。

114 conspicuously   

ad.明显地，惹人注目地

参考例句：

• France remained a conspicuously uneasy country. 法国依然是个明显不太平的国家。
• She figured conspicuously in the public debate on the issue. 她在该问题的公开辩论中很引人注目。

115 conspicuous   

adj.明眼的，惹人注目的；炫耀的，摆阔气的

参考例句：

• It is conspicuous that smoking is harmful to health.很明显，抽烟对健康有害。
• Its colouring makes it highly conspicuous.它的色彩使它非常惹人注目。

116 outlaw   

n.歹徒，亡命之徒；vt.宣布…为不合法

参考例句：

• The outlaw hid out in the hills for several months.逃犯在山里隐藏了几个月。
• The outlaw has been caught.歹徒已被抓住了。

117 outlawry   

宣布非法，非法化，放逐

参考例句：

118 slash   

vi.大幅度削减；vt.猛砍，尖锐抨击，大幅减少；n.猛砍，斜线，长切口，衣衩

参考例句：

• The shop plans to slash fur prices after Spring Festival.该店计划在春节之后把皮货降价。
• Don't slash your horse in that cruel way.不要那样残忍地鞭打你的马。

119 verbiage   

n.冗词；冗长

参考例句：

• Stripped of their pretentious verbiage,his statements come dangerously close to inviting racial hatred.抛开那些夸大其词的冗词赘语不论，他的言论有挑起种族仇恨的危险。
• Even in little 140-character bites,that's a lot of verbiage.即使限制在一条140个字也有很大一部分是废话。

120 graft   

n.移植，嫁接，艰苦工作，贪污；v.移植，嫁接

参考例句：

• I am having a skin graft on my arm soon.我马上就要接受手臂的皮肤移植手术。
• The minister became rich through graft.这位部长透过贪污受贿致富。

121 dense   

a.密集的，稠密的，浓密的；密度大的

参考例句：

• The general ambushed his troops in the dense woods. 将军把部队埋伏在浓密的树林里。
• The path was completely covered by the dense foliage. 小路被树叶厚厚地盖了一层。

122 tabulation   

作表，表格； 表列结果； 列表； 造表

参考例句：

• A tabulation of a function of two variables is cumbersome, but possible. 二元函数的列表法是不方便的，然而是可能的。
• Such a tabulation cannot represent adequately the complex gradation relationships between the types. 这样的图表不能充分代表各类型之间的复杂级配关系。

123 rentals   

n.租费，租金额( rental的名词复数 )

参考例句：

• In some large hotels, the income derived from this source actually exceeds income from room rentals. 有些大旅馆中，这方面的盈利实际上要超过出租客房的盈利。 来自辞典例句
• Clerk: Well, Canadian Gifts is on the lower level. It's across from Prime Time Video Rentals. 噢，礼品店在楼下，在黄金时刻录像出租屋的对面。 来自口语例句

124 specially   

adv.特定地；特殊地；明确地

参考例句：

• They are specially packaged so that they stack easily.它们经过特别包装以便于堆放。
• The machine was designed specially for demolishing old buildings.这种机器是专为拆毁旧楼房而设计的。

125 tabulated   

把（数字、事实）列成表( tabulate的过去式和过去分词 )

参考例句：

• Results for the test program haven't been tabulated. 试验的结果还没有制成表格。
• A large number of substances were investigated and the relevant properties tabulated. 已经研究了多种物质，并将有关性质列成了表。

126 eloquently   

adv. 雄辩地(有口才地, 富于表情地)

参考例句：

• I was toasted by him most eloquently at the dinner. 进餐时他口若悬河地向我祝酒。
• The poet eloquently expresses the sense of lost innocence. 诗人动人地表达了失去天真的感觉。

127 investigation   

n.调查，调查研究

参考例句：

• In an investigation,a new fact became known, which told against him.在调查中新发现了一件对他不利的事实。
• He drew the conclusion by building on his own investigation.他根据自己的调查研究作出结论。

128 investigations   

（正式的）调查( investigation的名词复数 )； 侦查； 科学研究； 学术研究

参考例句：

• His investigations were intensive and thorough but revealed nothing. 他进行了深入彻底的调查，但没有发现什么。
• He often sent them out to make investigations. 他常常派他们出去作调查。

129 inspectors   

n.检查员( inspector的名词复数 )；（英国公共汽车或火车上的）查票员；（警察）巡官；检阅官

参考例句：

• They got into the school in the guise of inspectors. 他们假装成视察员进了学校。 来自《简明英汉词典》
• Inspectors checked that there was adequate ventilation. 检查员已检查过，通风良好。 来自《简明英汉词典》

130 contemplate   

vt.盘算，计议；周密考虑；注视，凝视

参考例句：

• The possibility of war is too horrifying to contemplate.战争的可能性太可怕了，真不堪细想。
• The consequences would be too ghastly to contemplate.后果不堪设想。

131 interrogating   

n.询问技术v.询问( interrogate的现在分词 )；审问；（在计算机或其他机器上）查询

参考例句：

• She was no longer interrogating but lecturing. 她已经不是在审问而是在教训人了。 来自辞典例句
• His face remained blank, interrogating, slightly helpless. 他的面部仍然没有表情，只带有询问的意思，还有点无可奈何。 来自辞典例句

132 commissioner   

n.（政府厅、局、处等部门）专员，长官，委员

参考例句：

• The commissioner has issued a warrant for her arrest.专员发出了对她的逮捕令。
• He was tapped for police commissioner.他被任命为警务处长。

133 denseness   

稠密，密集，浓厚； 稠度

参考例句：

• Real estate industry is one of the typical capital denseness industries. 房地产业是一个非常典型的资本密集型行业。
• India is one of the countries that have great denseness in population. 印度是人口高度密集的国家之一。

134 wondrous   

adj.令人惊奇的，奇妙的；adv.惊人地；异乎寻常地；令人惊叹地

参考例句：

• The internal structure of the Department is wondrous to behold.看一下国务院的内部结构是很有意思的。
• We were driven across this wondrous vast land of lakes and forests.我们乘车穿越这片有着湖泊及森林的广袤而神奇的土地。

135 adverted   

引起注意（advert的过去式与过去分词形式）

参考例句：

• The speaker adverted to the need of more funds. 这位演说人论及需要增加资金问题。
• He only adverted to the main points of my argument. 他只提到我议论的要点。

136 apparently   

adv.显然地；表面上，似乎

参考例句：

• An apparently blind alley leads suddenly into an open space.山穷水尽，豁然开朗。
• He was apparently much surprised at the news.他对那个消息显然感到十分惊异。

137 concur   

v.同意，意见一致，互助，同时发生

参考例句：

• Wealth and happiness do not always concur.财富与幸福并非总是并存的。
• I concur with the speaker in condemning what has been done.我同意发言者对所做的事加以谴责。

138 concurring   

同时发生的，并发的

参考例句：

• Concurring with expectations, the degree of polymorphism was highest in the central. 正如所料，多型性程度在中部种群中最高。
• The more an affect arises from a number of causes concurring together, the greater it is. 同时凑合起来以激起一个情感的原因愈多，则这个情感将必愈大。

139 lapses   

n.失误，过失( lapse的名词复数 )；小毛病；行为失检；偏离正道v.退步( lapse的第三人称单数 )；陷入；倒退；丧失

参考例句：

• He sometimes lapses from good behavior. 他有时行为失检。 来自辞典例句
• He could forgive attacks of nerves, panic, bad unexplainable actions, all sorts of lapses. 他可以宽恕突然发作的歇斯底里，惊慌失措，恶劣的莫名其妙的动作，各种各样的失误。 来自辞典例句

140 cogently   

adv.痛切地，中肯地

参考例句：

• Her case was cogently argued. 她的案件辩驳得很有说服力。 来自辞典例句

141 improper   

adj.不适当的，不合适的，不正确的，不合礼仪的

参考例句：

• Short trousers are improper at a dance.舞会上穿短裤不成体统。
• Laughing and joking are improper at a funeral.葬礼时大笑和开玩笑是不合适的。

142 equitable   

adj.公平的；公正的

参考例句：

• This is an equitable solution to the dispute. 这是对该项争议的公正解决。
• Paying a person what he has earned is equitable. 酬其应得,乃公平之事。

143 negotiation   

n.谈判，协商

参考例句：

• They closed the deal in sugar after a week of negotiation.经过一星期的谈判，他们的食糖生意成交了。
• The negotiation dragged on until July.谈判一直拖到7月份。

144 compensated   

补偿，报酬( compensate的过去式和过去分词 )； 给（某人）赔偿（或赔款）

参考例句：

• The marvelous acting compensated for the play's weak script. 本剧的精彩表演弥补了剧本的不足。
• I compensated his loss with money. 我赔偿他经济损失。

145 analogous   

adj.相似的；类似的

参考例句：

• The two situations are roughly analogous.两种情況大致相似。
• The company is in a position closely analogous to that of its main rival.该公司与主要竞争对手的处境极为相似。

146 deriving   

v.得到( derive的现在分词 )；（从…中）得到获得；源于；（从…中）提取

参考例句：

• I anticipate deriving much instruction from the lecture. 我期望从这演讲中获得很多教益。 来自《简明英汉词典》
• He anticipated his deriving much instruction from the lecture. 他期望从这次演讲中得到很多教益。 来自辞典例句

147 mightier   

adj. 强有力的，强大的，巨大的 adv. 很，极其

参考例句：

• But it ever rises up again, stronger, firmer, mightier. 但是，这种组织总是重新产生，并且一次比一次更强大，更坚固，更有力。 来自英汉非文学 - 共产党宣言
• Do you believe that the pen is mightier than the sword? 你相信笔杆的威力大于武力吗？

148 remunerative   

adj.有报酬的

参考例句：

• He is prepared to make a living by accepting any remunerative chore.为了生计，他准备接受任何有酬报的杂活。
• A doctor advised her to seek remunerative employment.一个医生建议她去找有酬劳的工作。

149 omniscience   

n.全知，全知者，上帝

参考例句：

• Omniscience is impossible, but we be ready at all times, constantly studied. 无所不知是不可能，但我们应该时刻准备着，不断地进修学习。 来自互联网
• Thus, the argument concludes that omniscience and omnipotence are logically incompatible. 因此，争论断定那个上帝和全能是逻辑地不兼容的。 来自互联网

150 accurately   

adv.准确地，精确地

参考例句：

• It is hard to hit the ball accurately.准确地击中球很难。
• Now scientists can forecast the weather accurately.现在科学家们能准确地预报天气。

151 judgment   

n.审判；判断力，识别力，看法，意见

参考例句：

• The chairman flatters himself on his judgment of people.主席自认为他审视人比别人高明。
• He's a man of excellent judgment.他眼力过人。

152 technically   

adv.专门地，技术上地

参考例句：

• Technically it is the most advanced equipment ever.从技术上说，这是最先进的设备。
• The tomato is technically a fruit,although it is eaten as a vegetable.严格地说，西红柿是一种水果，尽管它是当作蔬菜吃的。

153 propounded   

v.提出（问题、计划等）供考虑[讨论]，提议( propound的过去式和过去分词 )

参考例句：

• the theory of natural selection, first propounded by Charles Darwin 查尔斯∙达尔文首先提出的物竞天择理论
• Indeed it was first propounded by the ubiquitous Thomas Young. 实际上，它是由尽人皆知的杨氏首先提出来的。 来自辞典例句

154 utterly   

adv.完全地，绝对地

参考例句：

• Utterly devoted to the people,he gave his life in saving his patients.他忠于人民，把毕生精力用于挽救患者的生命。
• I was utterly ravished by the way she smiled.她的微笑使我完全陶醉了。

155 expenditures   

n.花费( expenditure的名词复数 )；使用；（尤指金钱的）支出额；（精力、时间、材料等的）耗费

参考例句：

• We have overspent.We'll have to let up our expenditures next month. 我们已经超支了，下个月一定得节约开支。 来自《简明英汉词典》
• The pension includes an allowance of fifty pounds for traffic expenditures. 年金中包括50镑交通费补贴。 来自《简明英汉词典》

156 subdivide   

vt.细分（细区分，再划分，重分，叠分，分小类）

参考例句：

• You can use sales organizations to subdivide markets into regions.用销售组织将市场细分为区域。
• The verbs were subdivided into transitive and intransitive categories.动词可细分为及物动词和不及物动词。

157 velocity   

n.速度，速率

参考例句：

• Einstein's theory links energy with mass and velocity of light.爱因斯坦的理论把能量同质量和光速联系起来。
• The velocity of light is about 300000 kilometres per second.光速约为每秒300000公里。

158 bluffs   

恐吓( bluff的名词复数 )； 悬崖； 峭壁

参考例句：

• Two steep limestone bluffs rise up each side of the narrow inlet. 两座陡峭的石灰石断崖耸立在狭窄的入口两侧。
• He bluffs his way in, pretending initially to be a dishwasher and then later a chef. 他虚张声势的方式，假装最初是一个洗碗机，然后厨师。

159 perfectly   

adv.完美地，无可非议地，彻底地

参考例句：

• The witnesses were each perfectly certain of what they said.证人们个个对自己所说的话十分肯定。
• Everything that we're doing is all perfectly above board.我们做的每件事情都是光明正大的。

160 determined   

adj.坚定的；有决心的

参考例句：

• I have determined on going to Tibet after graduation.我已决定毕业后去西藏。
• He determined to view the rooms behind the office.他决定查看一下办公室后面的房间。

161 layman   

n.俗人，门外汉，凡人

参考例句：

• These technical terms are difficult for the layman to understand.这些专门术语是外行人难以理解的。
• He is a layman in politics.他对政治是个门外汉。

162 confession   

n.自白，供认，承认

参考例句：

• Her confession was simply tantamount to a casual explanation.她的自白简直等于一篇即席说明。
• The police used torture to extort a confession from him.警察对他用刑逼供。

163 inquiry   

n.打听，询问，调查，查问

参考例句：

• Many parents have been pressing for an inquiry into the problem.许多家长迫切要求调查这个问题。
• The field of inquiry has narrowed down to five persons.调查的范围已经缩小到只剩5个人了。

164 commissioners   

n.专员( commissioner的名词复数 )；长官；委员；政府部门的长官

参考例句：

• The Commissioners of Inland Revenue control British national taxes. 国家税收委员管理英国全国的税收。 来自《简明英汉词典》
• The SEC has five commissioners who are appointed by the president. 证券交易委员会有５名委员，是由总统任命的。 来自英汉非文学 - 政府文件

165 valid   

adj.有确实根据的；有效的；正当的，合法的

参考例句：

• His claim to own the house is valid.他主张对此屋的所有权有效。
• Do you have valid reasons for your absence?你的缺席有正当理由吗？

166 veracity   

n.诚实

参考例句：

• I can testify to this man's veracity and good character.我可以作证，此人诚实可靠品德良好。
• There is no reason to doubt the veracity of the evidence.没有理由怀疑证据的真实性。

167 wastefully   

浪费地，挥霍地，耗费地

参考例句：

• He soon consumed his fortune, ie spent the money wastefully. 他很快就把财产挥霍殆尽。
• Small Q is one flies upwards the bracelet youth, likes enjoying noisily, spends wastefully. 小Q则是一个飞扬跳脱的青年，爱玩爱闹，花钱大手大脚。

168 collated   

v.校对( collate的过去式和过去分词 )；整理；核对；整理（文件或书等）

参考例句：

• When both versions of the story were collated,major discrepancies were found. 在将这个故事的两个版本对照后，找出了主要的不符之处。 来自《简明英汉词典》
• Information was collated from several data centers around the country. 信息从城市四周的几个数据中心得到校对。 来自互联网

169 equivocated   

v.使用模棱两可的话隐瞒真相( equivocate的过去式和过去分词 )

参考例句：

• He had asked her once again about her finances. And again she had equivocated. 他又一次询问她的财务状况，她再次含糊其词。 来自辞典例句

170 divulge   

v.泄漏(秘密等)；宣布，公布

参考例句：

• They refused to divulge where they had hidden the money.他们拒绝说出他们把钱藏在什么地方。
• He swore never to divulge the secret.他立誓决不泄露秘密。

171 befuddling   

v.使烂醉( befuddle的现在分词 )；使迷惑不解

参考例句：

172 alleged   

a.被指控的，嫌疑的

参考例句：

• It was alleged that he had taken bribes while in office. 他被指称在任时收受贿赂。
• alleged irregularities in the election campaign 被指称竞选运动中的不正当行为

173 constructive   

adj.建设的，建设性的

参考例句：

• We welcome constructive criticism.我们乐意接受有建设性的批评。
• He is beginning to deal with his anger in a constructive way.他开始用建设性的方法处理自己的怒气。

174 suffrage   

n.投票，选举权，参政权

参考例句：

• The question of woman suffrage sets them at variance.妇女参政的问题使他们发生争执。
• The voters gave their suffrage to him.投票人都投票选他。

175 pouched   

adj.袋形的，有袋的

参考例句：

• He pouched the pack of cigarettes. 他把这包香烟装入口袋中。 来自辞典例句
• His face pouched and seamed. 他的面孔肉松皮皱。 来自辞典例句

176 pouching   

vt.& vi.（使）成为袋状（pouch的现在分词形式）

参考例句：

177 metropolis   

n.首府；大城市

参考例句：

• Shanghai is a metropolis in China.上海是中国的大都市。
• He was dazzled by the gaiety and splendour of the metropolis.大都市的花花世界使他感到眼花缭乱。

178 pouches   

n.（放在衣袋里或连在腰带上的）小袋( pouch的名词复数 )；（袋鼠等的）育儿袋；邮袋；（某些动物贮存食物的）颊袋

参考例句：

• Pouches are a peculiarity of marsupials. 腹袋是有袋动物的特色。 来自《简明英汉词典》
• Under my eyes the pouches were heavy. 我眼睛下的眼袋很深。 来自《简明英汉词典》

179 crates   

n. 板条箱, 篓子, 旧汽车 vt. 装进纸条箱

参考例句：

• We were using crates as seats. 我们用大木箱作为座位。
• Thousands of crates compacted in a warehouse. 数以千计的板条箱堆放在仓库里。

180 promiscuous   

adj.杂乱的，随便的

参考例句：

• They were taking a promiscuous stroll when it began to rain.他们正在那漫无目的地散步，突然下起雨来。
• Alec know that she was promiscuous and superficial.亚历克知道她是乱七八糟和浅薄的。

181 adipose   

adj.脂肪质的，脂肪多的；n.（储于脂肪组织中的）动物脂肪；肥胖

参考例句：

• After I become pouch operation adipose meeting second birth?我做眼袋手术后脂肪会再生吗？
• Adipose tissue as seen in a regular histological section.组织切片可见脂肪组织。

182 palatable   

adj.可口的，美味的；惬意的

参考例句：

• The truth is not always very palatable.事实真相并非尽如人意。
• This wine is palatable and not very expensive.这种酒味道不错，价钱也不算贵。

183 sumptuous   

adj.豪华的，奢侈的，华丽的

参考例句：

• The guests turned up dressed in sumptuous evening gowns.客人们身着华丽的夜礼服出现了。
• We were ushered into a sumptuous dining hall.我们被领进一个豪华的餐厅。

184 robustly   

adv.要用体力地，粗鲁地

参考例句：

• These three hormones also robustly stimulated thymidine incorporation and inhibited drug-induced apoptosis. 并且这三种激素有利于胸（腺嘧啶脱氧核）苷掺入和抑制药物诱导的细胞凋亡。 来自互联网
• The economy is still growing robustly, but inflation, It'seems, is back. 经济依然强劲增长，但是通胀似乎有所抬头。 来自互联网

185 robust   

adj.强壮的，强健的，粗野的，需要体力的，浓的

参考例句：

• She is too tall and robust.她个子太高，身体太壮。
• China wants to keep growth robust to reduce poverty and avoid job losses,AP commented.美联社评论道，中国希望保持经济强势增长，以减少贫困和失业状况。

186 qualified   

adj.合格的，有资格的，胜任的，有限制的

参考例句：

• He is qualified as a complete man of letters.他有资格当真正的文学家。
• We must note that we still lack qualified specialists.我们必须看到我们还缺乏有资质的专家。

187 inflict   

vt.(on)把…强加给，使遭受，使承担

参考例句：

• Don't inflict your ideas on me.不要把你的想法强加于我。
• Don't inflict damage on any person.不要伤害任何人。

188 mutual   

adj.相互的，彼此的；共同的，共有的

参考例句：

• We must pull together for mutual interest.我们必须为相互的利益而通力合作。
• Mutual interests tied us together.相互的利害关系把我们联系在一起。

189 accomplished   

adj.有才艺的；有造诣的；达到了的

参考例句：

• Thanks to your help,we accomplished the task ahead of schedule.亏得你们帮忙,我们才提前完成了任务。
• Removal of excess heat is accomplished by means of a radiator.通过散热器完成多余热量的排出。

190 margin   

n.页边空白；差额；余地，余裕；边，边缘

参考例句：

• We allowed a margin of 20 minutes in catching the train.我们有20分钟的余地赶火车。
• The village is situated at the margin of a forest.村子位于森林的边缘。

191 motive   

n.动机，目的；adv.发动的，运动的

参考例句：

• The police could not find a motive for the murder.警察不能找到谋杀的动机。
• He had some motive in telling this fable.他讲这寓言故事是有用意的。

192 sleepers   

n.卧铺（通常以复数形式出现）；卧车( sleeper的名词复数 )；轨枕；睡觉（呈某种状态）的人；小耳环

参考例句：

• He trod quietly so as not to disturb the sleepers. 他轻移脚步，以免吵醒睡着的人。 来自辞典例句
• The nurse was out, and we two sleepers were alone. 保姆出去了，只剩下我们两个瞌睡虫。 来自辞典例句

193 buffet   

n.自助餐；饮食柜台；餐台

参考例句：

• Are you having a sit-down meal or a buffet at the wedding?你想在婚礼中摆桌宴还是搞自助餐？
• Could you tell me what specialties you have for the buffet?你能告诉我你们的自助餐有什么特色菜吗？

194 predecessors   

n.前任( predecessor的名词复数 )；前辈；（被取代的）原有事物；前身

参考例句：

• The new government set about dismantling their predecessors' legislation. 新政府正着手废除其前任所制定的法律。 来自《简明英汉词典》
• Will new plan be any more acceptable than its predecessors? 新计划比原先的计划更能令人满意吗？ 来自《简明英汉词典》

195 admiration   

n.钦佩，赞美，羡慕

参考例句：

• He was lost in admiration of the beauty of the scene.他对风景之美赞不绝口。
• We have a great admiration for the gold medalists.我们对金牌获得者极为敬佩。

196 patriotic   

adj.爱国的，有爱国心的

参考例句：

• His speech was full of patriotic sentiments.他的演说充满了爱国之情。
• The old man is a patriotic overseas Chinese.这位老人是一位爱国华侨。

197 generalizations   

一般化( generalization的名词复数 )； 普通化； 归纳； 概论

参考例句：

• But Pearlson cautions that the findings are simply generalizations. 但是波尔森提醒人们，这些发现是简单的综合资料。 来自英汉非文学 - 生命科学 - 大脑与疾病
• They were of great service in correcting my jejune generalizations. 他们纠正了我不成熟的泛泛之论，帮了我大忙。

198 interim   

adj.暂时的，临时的；n.间歇，过渡期间

参考例句：

• The government is taking interim measures to help those in immediate need.政府正在采取临时措施帮助那些有立即需要的人。
• It may turn out to be an interim technology.这可能只是个过渡技术。

199 commendable   

adj.值得称赞的

参考例句：

• The government's action here is highly commendable.政府这样的行动值得高度赞扬。
• Such carping is not commendable.这样吹毛求疵真不大好。

200 prolix   

adj.罗嗦的；冗长的

参考例句：

• Too much speaking makes it a little prolix.说那么多，有些罗嗦了。
• Her style is tediously prolix.她的文章冗长而乏味。

201 forensic   

adj.法庭的，雄辩的

参考例句：

• The report included his interpretation of the forensic evidence.该报告包括他对法庭证据的诠释。
• The judge concluded the proceeding on 10:30 Am after one hour of forensic debate.经过近一个小时的法庭辩论后，法官于10时30分宣布休庭。

202 veranda   

n.走廊；阳台

参考例句：

• She sat in the shade on the veranda.她坐在阳台上的遮荫处。
• They were strolling up and down the veranda.他们在走廊上来回徜徉。

203 slate   

n.板岩，石板，石片，石板色，候选人名单；adj.暗蓝灰色的，含板岩的；vt.用石板覆盖，痛打，提名，预订

参考例句：

• The nominating committee laid its slate before the board.提名委员会把候选人名单提交全体委员会讨论。
• What kind of job uses stained wood and slate? 什么工作会接触木头污浊和石板呢？

204 slates   

（旧时学生用以写字的）石板( slate的名词复数 )； 板岩； 石板瓦； 石板色

参考例句：

• The contract specifies red tiles, not slates, for the roof. 合同规定屋顶用红瓦，并非石板瓦。
• They roofed the house with slates. 他们用石板瓦做屋顶。

205 questionably   

adv.可疑地；不真实地；有问题地

参考例句：

• These were estates his father questionably acquired. 这些财产不一定是他父亲努力获得的。 来自互联网

206 confiding   

adj.相信人的，易于相信的v.吐露（秘密，心事等）( confide的现在分词 )；（向某人）吐露（隐私、秘密等）

参考例句：

• The girl is of a confiding nature. 这女孩具有轻信别人的性格。 来自《现代英汉综合大词典》
• Celia, though confiding her opinion only to Andrew, disagreed. 西莉亚却不这么看，尽管她只向安德鲁吐露过。 来自辞典例句

207 fixtures   

（房屋等的）固定装置( fixture的名词复数 )； 如（浴盆、抽水马桶）； 固定在某位置的人或物； （定期定点举行的）体育活动

参考例句：

• The insurance policy covers the building and any fixtures contained therein. 保险单为这座大楼及其中所有的设施保了险。
• The fixtures had already been sold and the sum divided. 固定设备已经卖了，钱也分了。 来自英汉文学 - 嘉莉妹妹

208 consigns   

v.把…置于（令人不快的境地）( consign的第三人称单数 )；把…托付给；把…托人代售；丟弃

参考例句：

• Where a business entity consigns goods to others for sale. 四营业人委讬他人代销货物者。 来自互联网
• In Oulanem Marx does what the Devil does: he consigns the entire human race to damnation. 在《Oulanem》里，马克思做了魔鬼所做的事：他诅咒全人类下地狱。 来自互联网

209 crated   

把…装入箱中( crate的过去式 )

参考例句：

• If I know Rhoda she's already crated and boxed them out of sight. 如果没猜错罗达的脾气，我相信她已经把它们装了箱放到一边了。
• Tanks must be completely drained of fuel before the vehicles are crated. 车辆在装箱前必须把油箱里的燃油完全排干。

210 aggregated   

a.聚合的，合计的

参考例句：

• He aggregated her to a political party. 他吸收她参加一政党。
• The audiences aggregated a million people. 观众总数达100万人。

211 rhetoric   

n.修辞学，浮夸之言语

参考例句：

• Do you know something about rhetoric?你懂点修辞学吗？
• Behind all the rhetoric,his relations with the army are dangerously poised.在冠冕堂皇的言辞背后，他和军队的关系岌岌可危。

212 enlisted   

adj.应募入伍的v.（使）入伍， （使）参军( enlist的过去式和过去分词 )；获得（帮助或支持）

参考例句：

• enlisted men and women 男兵和女兵
• He enlisted with the air force to fight against the enemy. 他应募加入空军对敌作战。 来自《现代汉英综合大词典》

213 grandeur   

n.伟大，崇高，宏伟，庄严，豪华

参考例句：

• The grandeur of the Great Wall is unmatched.长城的壮观是独一无二的。
• These ruins sufficiently attest the former grandeur of the place.这些遗迹充分证明此处昔日的宏伟。

214 terminology   

n.术语；专有名词

参考例句：

• He particularly criticized the terminology in the document.他特别批评了文件中使用的术语。
• The article uses rather specialized musical terminology.这篇文章用了相当专业的音乐术语。

215 promotion   

n.提升，晋级；促销，宣传

参考例句：

• The teacher conferred with the principal about Dick's promotion.教师与校长商谈了迪克的升级问题。
• The clerk was given a promotion and an increase in salary.那个职员升了级，加了薪。

216 ensemble   

n.合奏(唱)组；全套服装；整体，总效果

参考例句：

• We should consider the buildings as an ensemble.我们应把那些建筑物视作一个整体。
• It is ensemble music for up to about ten players,with one player to a part.它是最多十人演奏的合奏音乐，每人担任一部分。

217 generic   

adj.一般的，普通的，共有的

参考例句：

• I usually buy generic clothes instead of name brands.我通常买普通的衣服，不买名牌。
• The generic woman appears to have an extraordinary faculty for swallowing the individual.一般妇女在婚后似乎有特别突出的抑制个性的能力。

218 genre   

n.(文学、艺术等的)类型，体裁，风格

参考例句：

• My favorite music genre is blues.我最喜欢的音乐种类是布鲁斯音乐。
• Superficially,this Shakespeare's work seems to fit into the same genre.从表面上看， 莎士比亚的这个剧本似乎属于同一类型。

219 excerpt   

n.摘录，选录，节录

参考例句：

• This is an excerpt from a novel.这是一部小说的摘录。
• Can you excerpt something from the newspaper? 你能从报纸上选录些东西吗？

220 undoubtedly   

adv.确实地，无疑地

参考例句：

• It is undoubtedly she who has said that.这话明明是她说的。
• He is undoubtedly the pride of China.毫无疑问他是中国的骄傲。

221 futile   

adj.无效的，无用的，无希望的

参考例句：

• They were killed,to the last man,in a futile attack.因为进攻失败，他们全部被杀，无一幸免。
• Their efforts to revive him were futile.他们对他抢救无效。

222 injustice   

n.非正义，不公正，不公平，侵犯（别人的）权利

参考例句：

• They complained of injustice in the way they had been treated.他们抱怨受到不公平的对待。
• All his life he has been struggling against injustice.他一生都在与不公正现象作斗争。

223 adoption   

n.采用，采纳，通过；收养

参考例句：

• An adoption agency had sent the boys to two different families.一个收养机构把他们送给两个不同的家庭。
• The adoption of this policy would relieve them of a tremendous burden.采取这一政策会给他们解除一个巨大的负担。

224 conclusive   

adj.最后的，结论的；确凿的，消除怀疑的

参考例句：

• They produced some fairly conclusive evidence.他们提供了一些相当确凿的证据。
• Franklin did not believe that the French tests were conclusive.富兰克林不相信这个法国人的实验是结论性的。

225 jeopardize   

vt.危及，损害

参考例句：

• Overworking can jeopardize your health.工作过量可能会危及你的健康。
• If you are rude to the boss it may jeopardize your chances of success.如果你对上司无礼，那就可能断送你成功的机会。

226 solvency   

n.偿付能力，溶解力

参考例句：

• Fears about the solvency of the banks precipitated the great economic crash.对银行偿付能力出现恐慌更加速了经济的崩溃。
• Their targets,including profitability ratios,solvency ratios,asset management ratios.其指标包括盈利比率、偿债能力比率、资产管理比率。

227 aggregating   

总计达…( aggregate的现在分词 )； 聚集，集合； （使）聚集

参考例句：

• The thesis first promotes based Object Oriented Modeling method-Aggregating & Deriving Mothod. 本文首先提出了基于面向对象思想的建模方法——聚合派生法。
• Multidimensional data cubes are composed of base cube and other cubes aggregating on base cube. 多维立方体由基本立方体和基本立方体的聚集产生的立方体组成。

228 tangible   

adj.有形的，可触摸的，确凿的，实际的

参考例句：

• The policy has not yet brought any tangible benefits.这项政策还没有带来任何实质性的好处。
• There is no tangible proof.没有确凿的证据。

229 erect   

n./v.树立，建立，使竖立；adj.直立的，垂直的

参考例句：

• She held her head erect and her back straight.她昂着头，把背挺得笔直。
• Soldiers are trained to stand erect.士兵们训练站得笔直。

230 rosters   

n.花名册( roster的名词复数 )；候选名单v.将（姓名）列入值勤名单( roster的第三人称单数 )

参考例句：

• Teams have until Monday, Oct. 29 to set their rosters. 球队可以在下周一之前，即10月29确定他们的15人常规赛名单。 来自互联网
• Rosters, R& R, FIFO or country-based lifestyle limiting your opportunities? 枯燥单调的生活方式限制了你的机会？ 来自互联网

231 allied   

adj.协约国的；同盟国的

参考例句：

• Britain was allied with the United States many times in history.历史上英国曾多次与美国结盟。
• Allied forces sustained heavy losses in the first few weeks of the campaign.同盟国在最初几周内遭受了巨大的损失。

232 persuasive   

adj.有说服力的，能说得使人相信的

参考例句：

• His arguments in favour of a new school are very persuasive.他赞成办一座新学校的理由很有说服力。
• The evidence was not really persuasive enough.证据并不是太有说服力。

233 wrecks   

n.沉船( wreck的名词复数 )；（事故中）遭严重毁坏的汽车（或飞机等）；（身体或精神上）受到严重损伤的人；状况非常糟糕的车辆（或建筑物等）v.毁坏[毁灭]某物( wreck的第三人称单数 )；使（船舶）失事，使遇难，使下沉

参考例句：

• The shores are strewn with wrecks. 海岸上满布失事船只的残骸。 来自《现代英汉综合大词典》
• My next care was to get together the wrecks of my fortune. 第二件我所关心的事就是集聚破产后的余财。 来自辞典例句

234 briefly   

adv.简单地，简短地

参考例句：

• I want to touch briefly on another aspect of the problem.我想简单地谈一下这个问题的另一方面。
• He was kidnapped and briefly detained by a terrorist group.他被一个恐怖组织绑架并短暂拘禁。

235 strenuously   

adv.奋发地，费力地

参考例句：

• The company has strenuously defended its decision to reduce the workforce. 公司竭力为其裁员的决定辩护。
• She denied the accusation with some warmth, ie strenuously, forcefully. 她有些激动，竭力否认这一指责。

236 rescinding   

v.废除，取消( rescind的现在分词 )

参考例句：

• You realize this effectively kills any chance we have of rescinding that order. 你意识到了这样我们就没机会废除这一命令？ 来自电影对白

237 ascertaining   

v.弄清，确定，查明( ascertain的现在分词 )

参考例句：

• I was ascertaining whether the cellar stretched out in front or behind. 我当时是要弄清楚地下室是朝前还是朝后延伸的。 来自辞典例句
• The design and ascertaining of permanent-magnet-biased magnetic bearing parameter are detailed introduced. 并对永磁偏置磁悬浮轴承参数的设计和确定进行了详细介绍。 来自互联网

238 authorized   

a.委任的，许可的

参考例句：

• An administrative order is valid if authorized by a statute.如果一个行政命令得到一个法规的认可那么这个命令就是有效的。

239 crooked   

adj.弯曲的；不诚实的，狡猾的，不正当的

参考例句：

• He crooked a finger to tell us to go over to him.他弯了弯手指，示意我们到他那儿去。
• You have to drive slowly on these crooked country roads.在这些弯弯曲曲的乡间小路上你得慢慢开车。

240 crookedness   

[医]弯曲

参考例句：

• She resolutely refused to believe that her father was in any way connected with any crookedness. 她坚决拒绝相信她父亲与邪魔歪道早有任何方面的关联。
• The crookedness of the stairway make it hard for the child to get up. 弯曲的楼梯使小孩上楼困难。

241 parlance   

n.说法；语调

参考例句：

• The term "meta directory" came into industry parlance two years ago.两年前，商业界开始用“元目录”这个术语。
• The phrase is common diplomatic parlance for spying.这种说法是指代间谍行为的常用外交辞令。

242 esteem   

n.尊敬，尊重；vt.尊重，敬重；把…看作

参考例句：

• I did not esteem him to be worthy of trust.我认为他不值得信赖。
• The veteran worker ranks high in public love and esteem.那位老工人深受大伙的爱戴。

243 applied   

adj.应用的；v.应用，适用

参考例句：

• She plans to take a course in applied linguistics.她打算学习应用语言学课程。
• This cream is best applied to the face at night.这种乳霜最好晚上擦脸用。

244 devoted   

adj.忠诚的，忠实的，热心的，献身于...的

参考例句：

• He devoted his life to the educational cause of the motherland.他为祖国的教育事业贡献了一生。
• We devoted a lengthy and full discussion to this topic.我们对这个题目进行了长时间的充分讨论。