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involved. The applicant represented that the grant of authority sought would have no adverse effect upon the human environment in the area involved.

The president of Darling Transfer, Inc., testified that Darling handles substantial freight originating outside of Missouri and destined for interior Missouri points, that many of the destination points are within the scope of applicant's existing authority. that Darling has participated in interline business with the applicant for many years, and that applicant's service is excellent. He further testified that Bethany Express and Circle M are the only carriers authorized to serve the points involved in the application in this proceeding, that Circle M has not solicited Darling's interline traffic, that Darling conducts interline business with Bethany Express, but that it has had numerous problems with Bethany Express in the past such as (1) lack of prompt service and (2) failure of Bethany Express to obtain Darling's split on revenues from collect shipments. As to delays, Darling's witness pointed out that Bethany has no dock in Kansas City (whereas McCarty does), and that Bethany must make pickups at Darling's dock, a procedure that frequently results in several days delay. Numerous letters and invoices were presented by Darling to demonstrate delays on the part of Bethany and other problems pertaining to freight charges. For these reasons, Darling supports the grant of the application in this proceeding, stating that it would be in the best interest of the shipping public.

The store manager of the B. F. Goodrich Company of St. Joseph testified in support of the application indicating that existing service to communities involved in the application is not satisfactory. Goodrich sells tires (automobile, truck, and farm tractor) and batteries, at wholesale and retail, to various automobile agencies, implement dealer, service stations, and tire stores located in the communities embraced in the application. During rush periods in the spring or fall, Goodrich averages 3 or 4 shipments a week, ranging in weight from 400 to 500 pounds a shipment, but some shipments weigh 2,000 to 3,000 pounds. Off-season shipments are sporadic, occurring once a week or sometimes at longer intervals of a month or two. About half of Goodrich's shipments to these communities originates in St. Joseph and the other half in Kansas City, Kans. Much of Goodrich's merchandise is moved to destination points in Goodrich-owned trucks; some of it is picked up at Goodrich's warehouses by individual customers. In the past, Goodrich has used the services of Bethany Express but pickup delays of 1 or 2 days on the part of Bethany Express has rendered its service unreliable. This witness represented that he had never heard of Circle M, that Circle M had never solicited Goodrich's business, that Goodrich used the service, to some extent, of Hall and Wells Truck Line, predecessor in interest to Circle M, but was dissatisfied with its service because "it would be a couple of days before they would get around to it." Also, to a limited extent, Goodrich uses the services of United Parcel and Merchants Delivery but such service is not always suitable since these carriers are subject to weight limitations, and Goodrich's shipments usually exceed those limitations.

Continuously since 1964, Goodrich has been using the service of the applicant to transport its products from its warehouses to such points as Trenton, has received overnight or 1 day service, and has found the service of the applicant to be very good. This witness emphasized the need for prompt service to farmers, particularly during the harvesting season, when a "half day's time means a difference of whether he makes money and gets his crops out or whether he loses it." Based on past experience with the applicant, he feels that the applicant is capable of fulfilling that need.

The remaining witnesses supporting the application are engaged in various types of business in communities involved in the application, and for the most part, they are

receivers of freight of LTL shipments. Some of them, however, have need for outbound service by motor common carrier. Mostly all of them expressed dissatisfaction with existing service on grounds that it is unreliable or too circuitous. Witness Elbert, who is in partnership with his father, operates department stores located in Gallatin, Pattonsburg, and Maysville, Mo.' He testified that his stores receive about 300 shipments of dry goods and clothing a year from 27 companies located in States east of Missouri and that St. Louis, Mo., is the natural gateway for the interchange of such shipments. At present, the Elbert shipments move from St. Louis to Kansas City, Mo., and then from Kansas City to Gallatin via the applicant's truck line. From Gallatin, the merchandise is then transported to Pattonsburg in Elbert's privately owned vehicles. Although Bethany Express has authority to serve Pattonsburg, this witness indicated that the circuitous routing via the applicant and Elbert's own trucks provides faster service than that of Bethany Express. He also testified that the direct service from St. Louis via the applicant into his area in lieu of the circuitous routing now used would save approximately 4 days, and that prompt delivery service is an important factor in competing with the major discount stores in the area. With an annual inventory of $250,000 and a tight marketing schedule, witness Elbert emphasized that time is of the essence. Elbert stores presently do not use Bethany Express because Bethany "don't get the goods in," using, whenever possible. United Parcel and Merchants Delivery on small shipments of a hundred pounds or less. Witness Elbert, therefore, supports the application herein for direct service from St. Louis to Gallatin. On brief, it is pointed out that the proposed service for the Elbert stores would not detract from or compete with Bethany's business because Bethany Express does not presently have this business.

The Lambert Manufacturing Company, whose general manager, Bud Lewis, supported the application for service to and from Gallatin and Bethany, manufactures sport hats and caps. It has need for service for inbound shipments of raw materials originating in the Southern and Eastern States, and for outbound shipments of its finished product. At present, most of its raw material, ranging in weight from 150 to 1,200 pounds, is shipped through the St. Louis gateway, thence to Kansas City, Mo., and from Kansas City to the Lambert Gallatin plant via the applicant. Some of it is shipped directly to Kansas City, Mo., and then interlined with the applicant for delivery to the Lambert plant in Gallatin. For raw materials used in the Bethany plant. Lambert generally uses its own trucks for transporting the materials from Gallatin back to Bethany. To a limited extent, Lambert uses the services of Yellow Freight Lines and Bethany Express for shipments destined to its Bethany plant, but its shipments via Bethany Express are limited to less than 10 percent of its total shipments because of problems in the past with that carrier. Witness Lewis stated that these problems stemmed from the reluctance of connecting carriers to interline freight with Bethany Express because of difficulties in obtaining their share of the freight revenue. For outbound shipments, it uses United Parcel Service on small shipments. Lambert markets its product in the States of Louisiana, Alabama, North and South Carolina, Kentucky, Tennessee, and Virginia, and witness Lewis represented that if the application is granted, Lambert would tender daily shipments, either inbound or outbound, to the applicant. This witness represented that there was a great need for service over the St. Louis gateway, both for inbouund and outbound shipments, as such service would eliminate the circuity and consequent delay in service via Kansas City, Mo. On brief, the applicant argues that the grant of the 'Maysville is not within the area covered by the application.

application would not change the competitive relationship between Bethany Express and the applicant since Lambert is no longer tendering and no longer directing shipments via Bethany Express.

Robert Dale, a consignee from Gallatin, owns the Solar Gas, Inc., and markets such products as fuel tanks and gas appliances made in the East. His shipments which average about two a month pass through the St. Louis gateway, thence to Kansas City and then to Gallatin. He experiences delays because of routing via Kansas City and believes that the grant of the application, insofar as it would authorize direct service from St. Louis to Gallatin, would greatly benefit his business.

James Barton, also a consignee of Gallatin, who operates a farm and home supply business, selling such products as furnaces, water heaters, and other appliances, supports the application as it relates to service from St. Louis to Gallatin. Most of his merchandise originates in Illinois, and because prompt motor carrier service through the St. Louis gateway is not available, he transports much of his merchandise, especially that from Illinois, in his own vehicles. Some of his shipments originate in Iowa and other States, and for some of these shipments, he uses the service of the applicant from Kansas City to Gallatin. He has found the applicant's overnight service to be excellent, and he believes that such service between St. Louis and Gallatin would be helpful to his business since it would eliminate the need for using his own truck. While the business of this witness is seasonal and unpredictable, the witness indicated that he would have an excess of 10 shipments a year to tender to the applicant.

Don Ratliff of Albany, also a consignee, who operates a flower and gift shop, testified as to his need for direct service from St. Louis to Albany, and to a lesser extent from Kansas City. At various times during the year, mostly in the spring and fall, he receives numerous small shipments, weighing a total of about 3,000 pounds, from New York, West Virginia, Oregon, California, and Texas. Most of these pass through the St. Louis gateway, and there is presently no direct service between St. Louis and Albany. To a limited extent, he uses the service of Bethany Express via Kansas City to Albany but cited problems in receiving shipments from that carrier because of its difficulties with interlining carriers. He also uses the services of United Parcel Service particularly for shipments out of the Des Moines gateway, and he occasionally uses Circle M. Because of the nature of his business, this witness indicated that prompt delivery service is important and that the applicant's proposed overnight service from St. Louis to Albany would save 4 to 5 days time and would, therefore, be advantageous to his business.

Max McGinley, who operates a grocery store in Albany, testified in support of the proposed service to Albany. He receives two or three interstate shipments a month, mostly over the St. Louis gateway. Much of his merchandise is delivered by private trucks of various suppliers, and for smaller shipments, he uses United Parcel Service because of delays experienced in existing common carrier service. For example, on a shipment of fresh plants, there was a 10-day delay, and when the plants finally arrived, he was unable to sell them; the delivering carrier on this shipment was Hall & Wells. predecessor of Circle M. On another occasion, in October 1972, involving a lengthy delay on a shipment of clocks, witness McGinley received a communication from an interlining carrier to the effect that it was unable to effect an interchange with Bethany Express because the latter was delinquent in its account.

Joanne Hensley, the manager of a diagnostic clinic in Albany, indicated that the clinic receives drugs and other supplies from New York and New Jersey via the St. Louis gateway, averaging three shipments a week of 100 pounds each, that the clinic is

experiencing delays in delivery and that the clinic supports the application insofar as it relates to authority for direct single-line service between St. Louis and Albany. John Miller, who operates a men's ready-to-wear store in Albany, testified as to his need for inbound and outbound motor carrier service. His need for outbound service occurs on the average of once a month and is limited to returning damaged and other merchandise to suppliers. He indicated that neither Circle M nor Bethany Express is interested in hauling his outbound shipments, and because of this, he usually breaks the shipments into small packages so that they can be shipped by parcel post or by bus. His inbound shipments, averaging about 12 to 15 a month and weighing about 200 to 500 pounds a shipment, originate in States east of Missouri, pass through the St. Louis gateway, thence to Kansas City, and then to Albany via Bethany Express, Circle M, or REA Express. Witness Miller finds this method to be very slow, indicating that the total shipment time averages 2 to 3 weeks and that his merchandise is sometimes damaged in route or lost. Recently, witness Miller has attempted to break down the size and weight of his inbound shipments so as to be able to use United Parcel Service. If the application is granted, witness Miller would use the applicant's service from St. Louis to Albany with respect to 12 to 15 shipments a month, as he feels such service would eliminate existing delays, reduce the loss and damage of merchandise, and enable him to trace lost merchandise faster.

Robert Coughlin, the owner and publisher of the Albany Ledger, receives about two shipments a month, weighing 100 to 250 pounds each, from suppliers in the Southeastern and Southwestern States. The shipments consisting of envelopes, specialized forms, and other paper products, are delivered to the consignee by Bethany Express, Circle M, or if they are small enough, by United Parcel. About 90 percent of his merchandise is delivered by Bethany Express and about 10 percent by Circle M. In the past, witness Coughlin has not been satisfied with the service of the motor common carriers, citing instances of delays in delivery, nondelivery of merchandise, damaged shipments, and difficulty in the settlement of claims.

He stated that he ceased filing claims against the carriers as "it isn't worth my time anymore," citing a 2-year unsettled claim against Bethany Express. Although this witness does not route shipments coming to him, he stated that if the applicant is granted authority to operate directly from St. Louis to Albany, he would request his suppliers to route all of his merchandise via the applicant.

Clifton McComas, an automobile dealer in Albany, receives regular shipments of automobile parts once a week. Many of these originate in States outside of Missouri. In the past, he has had delivery via Circle M, but has discontinued using the services of that carrier because of service problems and difficulty in settling claims. He uses Bethany Express for most of his inbound shipments, but has experienced delivery delays involving that carrier also. On small shipments of 100 pounds or less, witness McComas uses the service of United Parcel or similar carriers, but such service is not available on larger shipments of 500 pounds. Witness McComas supports the proposed service of the applicant because he feels that he would get overnight service. With such overnight service, he feels that he could reduce his parts inventory by $2,000 or $3,000, which he asserts, would make a substantial difference in the profitability of his business.

Another automobile dealer in Albany-Kenneth Hensley-also receives interstate shipments of automobile parts via Bethany Express and Circle M, and on small shipments, via United Parcel Service. Like Mr. McComas, he complained of delays in delivery and damaged cargo. He emphasized the need for overnight service on parts because much of his business is with farmers in need of emergency repairs. For lack of

overnight service, witness Hensley recently lost an important sale, he believes that he could reduce his inventory by $10,000 if he had overnight service. He, therefore, supports the application for the proposed service to Albany.

Bill Cadle, manager of a farmer's cooperative in Albany, sells hardware and basic farm supplies such as fencing, posts, woven wire, and animal feeders. His business grosses in excess of $2 million a year, of which about one-half is derived from the sale of grain. Merchandise for his business originates in various States and much of it reaches Albany via St. Louis, Kansas City, or St. Joseph. To a great extent shipments are received via the privately owned vehicles of the Missouri Farmers Association, or via other private carriage. He also uses Circle M to some extent, and while he complained about Circle M's service, his complaints were not specific. His total inbound shipments average out to about 16 a month. Because of delays in delivery and difficulty in the settlement of claims, he ceased using Bethany Express a year or two ago. Witness Cadle supports the proposed service from St. Louis, Kansas City, and St. Joseph to Albany, indicating that under the conditions of existing service, he is required to maintain such a large inventory that his business is operating at a loss. He represented that he can route his shipments via the carrier providing the best service. At present he is dissatisfied with existing common carrier service and private carriage. Carl McDaniel, the superintendent of the Harrison County School at Gilman City, Mo., supports the application for service from St. Louis, Kansas City, and St. Joseph to Gilman City because he believes that the proposed overnight service from those cities would greatly facilitate supplying needed school supplies. He indicated that a substantial portion of the school supplies originate out-of-State. At present, the school's transportation needs are served by Zip Express, whose service is not adequate because deliveries are made after school hours or on Saturdays, resulting in unnecessary and inconvenient procedures that require extra time and effort on the part of employees of the school. The school receives about one shipment a week, ranging from 100 to 500 pounds. Witness McDaniel was unaware that Bethany Express presently serves Gilman City.

Hubert Carter of Gilman City, operates a construction business and a store selling furnaces, clocks, radios, and hardware goods. He receives from a few to several truckloads a year via Zip Truck Line and Bethany Express, and some small items by parcel post. In some instances when it is not possible to secure common carrier service, witness Carter picks up his shipments in Kansas City in his own truck. He complained about the service of Bethany Express, citing a delay of 30 days because the interlining carrier would not tender the shipment to Bethany Express and he was finally forced to use Zip Truck Lines. He supports the application, particularly overnight service of the applicant from Kansas City to Gilman City.

Floyd Bankson, vice-president of Calhoun Manufacturing Company, manufacturer of farm machinery and fertilizer equipment at Bethany, supports the application for service from St. Louis, Kansas City, and St. Joseph to Bethany, and in the reverse direction. His company ships its products all over the United States and Canada, and it transports most of its outbound shipments in its own trucks as far as Kansas City for interlining with common carriers. With respect to inbound shipments, it picks up most of its merchandise in Kansas City from other common carriers, using this method instead of using Bethany Express. Witness Bankson refuses to use Bethany Express because of problems Bethany Express has had with connecting carriers, stating that in the first 3 months of the fiscal year 1973, his company spent $8,500 in transporting its own material as compared with $4,000 for common carrier freight costs, and thereby lost some $4,500 by not having adequate common carrier service. As recently as

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