Tonawanda's Trouble, article (Buffalo Evening Republic, 1884-05-30).pdf
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Title
Tonawanda's Trouble, article (Buffalo Evening Republic, 1884-05-30).pdf
Description
Serious Dead-Lock In the Canal Traffic. The Organization of Boatmen Against Shippers-Both Sides of the Case. (P. W. Scribner Weighs in)
Depicts the stagnated upper dock, 130 idle ships, restless men. Notes resentment at county officials being called in to keep the peace despite Tonawandas' remarkable record in that area. A. Weston gives a detailed account of the matter, saying there are four or five firms involved in lumber forwarding, and showing how the boat captains get squeezed out and compelled to pay spurious "scalpage" fees, and to hire favored work gangs, or go without. "In consequence of this state of things, the boatmen in February last entered into an organization called the Erie Boatmen's Transportation company."
"P. W. Scribner, who is largely engaged in the shipping business, was referred to for a statement of the other side of the case. He said: "It amounts to this that the Erie Boatmen's Transportation company is endeavoring to boycott our business. We are and always have been willing to treat the boatmen fairly and squarely, but we ask to be allowed to conduct our business in the way we think best. We have a large number of boats engaged for loading and we prefer to use those boats in preference to others that may be thrust upon us. This organisation is simply an association formed for the purpose of dictating what shall be the price of freights on the canal."
Scribner goes on to describe how the association has been putting it out that they will bring the lumber concerns to heel, and that they will have an unfair advantage in fixing rates. He then addresses the threat of violence: "There were symptoms of disturbance before the sherif came here, but since then there has been greater quiet. Before that they went on my docks and endeavored to drive men away from my employ and in some cases threats were used. It was acts of that sort that induced me to have the sheriffs here so that we might have country protection."
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AI Transcription:
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TONAWANDA’S TROUBLE.
Serious Dead-Lock in the Canal Traffic.
The Organization of Boatmen Against Shippers—Both Sides of the Case.
The docks at Tonawanda present just now a curious spectacle. The upper dock is entirely blocked by a mass of idle boats, estimated at 130, which completely cut off communication with the sawmills, and the crowds of unemployed and dissatisfied boatmen strolling along the dock or congregated along the bridge crossings overlooking the canal, make up a picture of stagnation and discontent which anywhere would be unpleasant to contemplate, but which in the little town of Tonawanda, so largely dependent on canal navigation, stands out in striking prominence and painful suggestiveness.
It is admitted on all hands that the difficulty out of which this state of things arises, is one that should be promptly settled by concession or compromise in the interests of all parties. Fearing that there might be some outbreak of violence where combustible material exists, the shippers on Tuesday last had recourse to Sheriff Koch, who, along with eight deputies, has since made an investigation of the situation. The result has not shown that anything serious has occurred on the part of the boatmen; indeed it is claimed by the authorities who are not in sympathy with the shippers in the stand they are taking, that Tonawanda at the present time enjoys a greater immunity from crime, ordinary and extraordinary, than has been experienced for years as the police docket shows. On this ground a large section resent the call which has been made for the intervention of the county authorities, while on the other side this intervention is justified on the ground that there may be trouble in store when the shippers endeavor to break the deadlock by procuring boats not connected with the organization of boatmen and capitalists which now stands in the way of traffic pending a settlement of the demands that have been put forward in the interests of the boatmen.
In order to get at the actual facts of the case on both sides a COURIER reporter visited the seat of the lumber traffic yesterday, and after viewing the picture of stagnation and waste already described, came to the conclusion that there must be two sides to this quarrel and that it would be well to interview both parties.
Mr. Weston, wholesale dealer in lumber, but who ships only for himself and is not personally involved in the dispute at issue, gave substantially the following account of the situation, which conveys to the general reader a fair idea of the state of affairs: There are in Tonawanda four or five firms engaged in forwarding lumber. They receive cargoes consigned in vessels from the west, and re-ship in canal boats to Albany, New York and other eastern centres. These agents draw on eastern men for the lake freights, and forward the lumber on its discharge. The local shipper or forwarder has charged the eastern men five, seven and ten cents per thousand feet. Most of the shippers have handled at the rate of ten cents, but this rate is as everyone knows much too low. Lumber ought to be worth at least twenty-five cents to handle fairly without injustice to those engaged in the carrying. In order to make up the deficiency, what is known as “scalpage” is resorted to, and this is what has caused all the trouble. If the shippers got twenty-five cents from the eastern men they could do business without any fleecing. But as it is the shipper has contrived to sacrifice the boatman for the benefit of himself and the eastern consignee, who however has not taken any active step to bring things to their present pass.
The shipper charges the boatmen $15 for insurance to New York and $10 to Albany. Sometimes they insure and sometimes they do not. But while they charge these sums for insurance the actual sum for insurance does not exceed $3 and $4 respectively. The balance goes for what is called “scalpage.” Some of them have been in the habit of charging $15 and as high as $25 for a load in addition to these other charges. How is that worked? Well, a canal captain who is perhaps hard up for a job comes along and asks to have a load. They reply: “Guess we can get a load for you, but guess you will have to pay $15 or $25 extra,” and he has got to pay or go without it. Then they have favorite gangs which they compel the boatman to employ for loading, although the rates of the gang may be much beyond the price of labor elsewhere. All their extra charges mean so much more money out of the pocket of the poor boatmen.
In consequence of this state of things, the boatmen in February last entered into an organization called the Erie Boatmen’s Transportation company, the object of which is to protect the interest of the boatman. The company sets itself to cut down the charges for insurance to about the legitimate actual cost; to leave the boat-captains free to employ whatever gangs they may see fit; and to agree upon what can be considered a fair average load. What is the object of this latter proviso? Well, trouble has been experienced over the difference between green and dry loads. The former weighs more and pays less than the latter, and to obviate this difficulty it has been suggested to fix what could be called an average load. The dry lumber weighs 2½ pounds per foot, and the green 3½ pounds per foot. The object is to strike an average to get rid of the injustice which boatmen have hitherto suffered in this regard.
The boatmen’s organization has been working harmoniously and satisfactorily and the sympathy of most of the people here is entirely with them in this struggle. The feeling is that they have been systematically robbed and cheated. What trouble has there been? There has been no trouble. The work of loading has gone on all right and boats refusing to join the association have been allowed to load without molestation in a single case. There was no occasion whatever for bringing sheriffs down here and people are surprised at this action on the part of the shippers.”
“How do you account for the dead lock which now exists?” asked the reporter.
“About 130 or 140 boats from different places are lying here waiting for a settlement of the dispute. The shippers lease the docks and refuse to come to terms. The boatmen refuse to load the lumber unless the shippers agree to give them the season’s business. The shippers are badly in want of boats, but the company representing the boatmen’s interests will not supply boats unless the season’s business is promised. Mr. Goodrich is agent for the company here. The shippers went to him and demanded boats, and his reply was that they could have them only by discarding ‘scalpage’ and giving the company their business. As for any riot or trouble there has been no more riot than you find in my office this minute. This is simply a move to get up a feeling against the boatmen.”
E. Goodrich, agent of the Erie Boatmen’s Transportation company, said this organization was perfected in February last with a view to secure cheap transportation and to do away with “scalpage” at both ends, more especially at Tonawanda. “As you know,” he said, “there are five competing railroads out of Buffalo to New York and expenses on the canal have to be cut down as low as possible. This company, I wish it to be generally understood, does not own any boats. They are really shippers or forwarders organized to protect the boatmen. We are in direct opposition to the monopoly of forwarders and scalpers. We charge just what we pay to the insurance company. Our business is maintained out of the rebates on towing at both ends, averaging about $4 a trip. The advantage is a reduction of rates all round, and an endeavor to secure the rights of the boatmen giving each boat an equal chance. There are boat captains here who have paid as high as $30 and $40 for a load, in other words ‘scalpage’ money.”
“What are your rates?”
“We charge only the regular fees to a given point, including insurance and all other expenses. The charge of $7 to Albany and $11 to New York includes all charges for insurance, advance, etc. The rate of freight to boatmen is $2.65 per thousand feet. The charges of the forwarders who have raised this trouble have exceeded those of the company by in some cases 100 if not 500 per cent. according to the men and the situation at the time. A scarcity of loads and a surplus of boats has meant high ‘scalpage;’ a scarcity of boats and a surplus of loads has made ‘scalpage’ low. This company is formed on the model of the Northern Boatmen’s Transportation company, started in New York city a year ago last January. The northern has been run successfully and its President McCleary is our agent in the east. All of our officers give bonds. Many of the stockholders and officers are men of capital. This is no strike; but simply the formation of a company in the interests of boatmen and shippers. Messrs. Weston, Gratwick and other large dealers have been doing business with us right along without any trouble. There are now 138 boats lying here waiting to do business through this company, and we are loading boats every day both here and at Buffalo.”
“How long is this difficulty to last?”
“It may last two or three weeks more. It is a life or death struggle for the boatmen as against the forwarders and may be prolonged for even a month.”
At this stage Mr. Goodrice called into the room quite a crowd of boat captains and others who related their experiences, some having, it is alleged, paid as high as $50 and $70 for “scalpage” charges besides insurance dues.
Mr. Goodrich at parting said the company has no wish to supersede the shippers if they will carry on a fair business. It simply steps in to protect the boatmen against injustice. As for the bringing down of sheriffs there has never been any danger. Not a boatman has been arrested here this spring.
P. W. Scribner, who is largely engaged in the shipping business, was referred to for a statement of the other side of the case. He said: “It amounts to this that the Erie Boatmen’s Transportation company is endeavoring to boycott our business. We are and always have been willing to treat the boatmen fairly and squarely, but we ask to be allowed to conduct our business in the way we think best. We have a large number of boats engaged for loading and we prefer to use those boats in preference to others that may be thrust upon us. This organization is simply an association formed for the purpose of dictating what shall be the price of freights on the canal. Last Monday, to test the honesty of their transactions, five shippers here engaged in the forwarding business, viz.: A. M. Dodge & Co., Smith, Fassett & Co., Fassett & Bellinger, Cowper & Gregory and P. W. Scribner, called at the office of the association and asked to be furnished with boats for the transport of lumber to Albany and New York. Mr. Goodrich, the agent, admitted that they had boats, but refused to give them to us unless we gave to the boats of the Transportation company a preference over our boats, That is to say that we should load their boats as long as they had any on hand and let our own boats lie by idle. It is nothing but boycotting and trades unionism pure and simple. We could not do other than decline to enter into any such arrangement as we did not propose to let them dictate absolutely the manner of our shipping or to whom we should ship.
This is a combination of boat-builders and others of that interest headed by men like Thomas Mulhall, Barnes & Parker, Schroinger & Rose and Williams, who are concerned in keeping these boats banded together to compel us to do business with them. Every boat that comes to town these men—particularly Thomas Mulhall—are conspicuous in gathering a crowd as the vessel comes in endeavoring by every means to get the captain to join the association. They represent to the boatmen that they will soon conquer the lumber dealers here; that pretty soon they will have obtained control of all the boats and the lumber dealers be left powerless in their hands, in which case they will be well able so they say, to pay every boat for lying here.
The Transportation company, if it were to succeed, would be able to fix the rate of freigt at any price it might think fit, which would be arbitrary and not for the benefit of the commerce of the Erie canal. It is true they have specified a rate for the present, but the directors have power to rescind that at any time. The whole matter of raising or lowering freights would lie with the directors, and there is no security that they would not tamper with them or double them if they saw it to their advantage to do so. But apart from that we object to the boycotting of Tonawanda shippers. There were symptoms of disturbance before the sherff came here, but since then there has been greater quiet. Before that they went on my docks and endeavored to drive men away from my employ and in some cases threats were used. It was acts of that sort that induced me to have the sheriffs here so that we might have country protection. Another point against this company is that having been incorporated as ‘common carriers’ they have no right to make the demand now put forward to have the season’s business. That is a question we propose to lay before the attorney general. They are in another difficulty in asking to get a transfer from the statutes of a fully limited concern to that of a fully limited company.”
Mr. Scribner gave an unqualified denial to the charge of “scalpage.” He had known of men unauthorized by the shippers endeavoring to make as much as $5 out of a captain, but it was a falsehood to say than shippers authorized anything of the kind. Any man in his employ pursuing such tactics would be summarily discharged. On an advance of $400 they charged $6 to $10 besides the insurance. What they did was done simply to cover the risks undertaken. He further intimated that if shippers found that they could not transact their business at Tonawanda they would have to transfer it to Buffalo where no such annoyance was experienced. “Here in this small place,” said he, “they endeavor to make a mountain out of a mole hill. If these men had their way they would eventually drive all the commerce off the Erie canal.”
Depicts the stagnated upper dock, 130 idle ships, restless men. Notes resentment at county officials being called in to keep the peace despite Tonawandas' remarkable record in that area. A. Weston gives a detailed account of the matter, saying there are four or five firms involved in lumber forwarding, and showing how the boat captains get squeezed out and compelled to pay spurious "scalpage" fees, and to hire favored work gangs, or go without. "In consequence of this state of things, the boatmen in February last entered into an organization called the Erie Boatmen's Transportation company."
"P. W. Scribner, who is largely engaged in the shipping business, was referred to for a statement of the other side of the case. He said: "It amounts to this that the Erie Boatmen's Transportation company is endeavoring to boycott our business. We are and always have been willing to treat the boatmen fairly and squarely, but we ask to be allowed to conduct our business in the way we think best. We have a large number of boats engaged for loading and we prefer to use those boats in preference to others that may be thrust upon us. This organisation is simply an association formed for the purpose of dictating what shall be the price of freights on the canal."
Scribner goes on to describe how the association has been putting it out that they will bring the lumber concerns to heel, and that they will have an unfair advantage in fixing rates. He then addresses the threat of violence: "There were symptoms of disturbance before the sherif came here, but since then there has been greater quiet. Before that they went on my docks and endeavored to drive men away from my employ and in some cases threats were used. It was acts of that sort that induced me to have the sheriffs here so that we might have country protection."
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AI Transcription:
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TONAWANDA’S TROUBLE.
Serious Dead-Lock in the Canal Traffic.
The Organization of Boatmen Against Shippers—Both Sides of the Case.
The docks at Tonawanda present just now a curious spectacle. The upper dock is entirely blocked by a mass of idle boats, estimated at 130, which completely cut off communication with the sawmills, and the crowds of unemployed and dissatisfied boatmen strolling along the dock or congregated along the bridge crossings overlooking the canal, make up a picture of stagnation and discontent which anywhere would be unpleasant to contemplate, but which in the little town of Tonawanda, so largely dependent on canal navigation, stands out in striking prominence and painful suggestiveness.
It is admitted on all hands that the difficulty out of which this state of things arises, is one that should be promptly settled by concession or compromise in the interests of all parties. Fearing that there might be some outbreak of violence where combustible material exists, the shippers on Tuesday last had recourse to Sheriff Koch, who, along with eight deputies, has since made an investigation of the situation. The result has not shown that anything serious has occurred on the part of the boatmen; indeed it is claimed by the authorities who are not in sympathy with the shippers in the stand they are taking, that Tonawanda at the present time enjoys a greater immunity from crime, ordinary and extraordinary, than has been experienced for years as the police docket shows. On this ground a large section resent the call which has been made for the intervention of the county authorities, while on the other side this intervention is justified on the ground that there may be trouble in store when the shippers endeavor to break the deadlock by procuring boats not connected with the organization of boatmen and capitalists which now stands in the way of traffic pending a settlement of the demands that have been put forward in the interests of the boatmen.
In order to get at the actual facts of the case on both sides a COURIER reporter visited the seat of the lumber traffic yesterday, and after viewing the picture of stagnation and waste already described, came to the conclusion that there must be two sides to this quarrel and that it would be well to interview both parties.
Mr. Weston, wholesale dealer in lumber, but who ships only for himself and is not personally involved in the dispute at issue, gave substantially the following account of the situation, which conveys to the general reader a fair idea of the state of affairs: There are in Tonawanda four or five firms engaged in forwarding lumber. They receive cargoes consigned in vessels from the west, and re-ship in canal boats to Albany, New York and other eastern centres. These agents draw on eastern men for the lake freights, and forward the lumber on its discharge. The local shipper or forwarder has charged the eastern men five, seven and ten cents per thousand feet. Most of the shippers have handled at the rate of ten cents, but this rate is as everyone knows much too low. Lumber ought to be worth at least twenty-five cents to handle fairly without injustice to those engaged in the carrying. In order to make up the deficiency, what is known as “scalpage” is resorted to, and this is what has caused all the trouble. If the shippers got twenty-five cents from the eastern men they could do business without any fleecing. But as it is the shipper has contrived to sacrifice the boatman for the benefit of himself and the eastern consignee, who however has not taken any active step to bring things to their present pass.
The shipper charges the boatmen $15 for insurance to New York and $10 to Albany. Sometimes they insure and sometimes they do not. But while they charge these sums for insurance the actual sum for insurance does not exceed $3 and $4 respectively. The balance goes for what is called “scalpage.” Some of them have been in the habit of charging $15 and as high as $25 for a load in addition to these other charges. How is that worked? Well, a canal captain who is perhaps hard up for a job comes along and asks to have a load. They reply: “Guess we can get a load for you, but guess you will have to pay $15 or $25 extra,” and he has got to pay or go without it. Then they have favorite gangs which they compel the boatman to employ for loading, although the rates of the gang may be much beyond the price of labor elsewhere. All their extra charges mean so much more money out of the pocket of the poor boatmen.
In consequence of this state of things, the boatmen in February last entered into an organization called the Erie Boatmen’s Transportation company, the object of which is to protect the interest of the boatman. The company sets itself to cut down the charges for insurance to about the legitimate actual cost; to leave the boat-captains free to employ whatever gangs they may see fit; and to agree upon what can be considered a fair average load. What is the object of this latter proviso? Well, trouble has been experienced over the difference between green and dry loads. The former weighs more and pays less than the latter, and to obviate this difficulty it has been suggested to fix what could be called an average load. The dry lumber weighs 2½ pounds per foot, and the green 3½ pounds per foot. The object is to strike an average to get rid of the injustice which boatmen have hitherto suffered in this regard.
The boatmen’s organization has been working harmoniously and satisfactorily and the sympathy of most of the people here is entirely with them in this struggle. The feeling is that they have been systematically robbed and cheated. What trouble has there been? There has been no trouble. The work of loading has gone on all right and boats refusing to join the association have been allowed to load without molestation in a single case. There was no occasion whatever for bringing sheriffs down here and people are surprised at this action on the part of the shippers.”
“How do you account for the dead lock which now exists?” asked the reporter.
“About 130 or 140 boats from different places are lying here waiting for a settlement of the dispute. The shippers lease the docks and refuse to come to terms. The boatmen refuse to load the lumber unless the shippers agree to give them the season’s business. The shippers are badly in want of boats, but the company representing the boatmen’s interests will not supply boats unless the season’s business is promised. Mr. Goodrich is agent for the company here. The shippers went to him and demanded boats, and his reply was that they could have them only by discarding ‘scalpage’ and giving the company their business. As for any riot or trouble there has been no more riot than you find in my office this minute. This is simply a move to get up a feeling against the boatmen.”
E. Goodrich, agent of the Erie Boatmen’s Transportation company, said this organization was perfected in February last with a view to secure cheap transportation and to do away with “scalpage” at both ends, more especially at Tonawanda. “As you know,” he said, “there are five competing railroads out of Buffalo to New York and expenses on the canal have to be cut down as low as possible. This company, I wish it to be generally understood, does not own any boats. They are really shippers or forwarders organized to protect the boatmen. We are in direct opposition to the monopoly of forwarders and scalpers. We charge just what we pay to the insurance company. Our business is maintained out of the rebates on towing at both ends, averaging about $4 a trip. The advantage is a reduction of rates all round, and an endeavor to secure the rights of the boatmen giving each boat an equal chance. There are boat captains here who have paid as high as $30 and $40 for a load, in other words ‘scalpage’ money.”
“What are your rates?”
“We charge only the regular fees to a given point, including insurance and all other expenses. The charge of $7 to Albany and $11 to New York includes all charges for insurance, advance, etc. The rate of freight to boatmen is $2.65 per thousand feet. The charges of the forwarders who have raised this trouble have exceeded those of the company by in some cases 100 if not 500 per cent. according to the men and the situation at the time. A scarcity of loads and a surplus of boats has meant high ‘scalpage;’ a scarcity of boats and a surplus of loads has made ‘scalpage’ low. This company is formed on the model of the Northern Boatmen’s Transportation company, started in New York city a year ago last January. The northern has been run successfully and its President McCleary is our agent in the east. All of our officers give bonds. Many of the stockholders and officers are men of capital. This is no strike; but simply the formation of a company in the interests of boatmen and shippers. Messrs. Weston, Gratwick and other large dealers have been doing business with us right along without any trouble. There are now 138 boats lying here waiting to do business through this company, and we are loading boats every day both here and at Buffalo.”
“How long is this difficulty to last?”
“It may last two or three weeks more. It is a life or death struggle for the boatmen as against the forwarders and may be prolonged for even a month.”
At this stage Mr. Goodrice called into the room quite a crowd of boat captains and others who related their experiences, some having, it is alleged, paid as high as $50 and $70 for “scalpage” charges besides insurance dues.
Mr. Goodrich at parting said the company has no wish to supersede the shippers if they will carry on a fair business. It simply steps in to protect the boatmen against injustice. As for the bringing down of sheriffs there has never been any danger. Not a boatman has been arrested here this spring.
P. W. Scribner, who is largely engaged in the shipping business, was referred to for a statement of the other side of the case. He said: “It amounts to this that the Erie Boatmen’s Transportation company is endeavoring to boycott our business. We are and always have been willing to treat the boatmen fairly and squarely, but we ask to be allowed to conduct our business in the way we think best. We have a large number of boats engaged for loading and we prefer to use those boats in preference to others that may be thrust upon us. This organization is simply an association formed for the purpose of dictating what shall be the price of freights on the canal. Last Monday, to test the honesty of their transactions, five shippers here engaged in the forwarding business, viz.: A. M. Dodge & Co., Smith, Fassett & Co., Fassett & Bellinger, Cowper & Gregory and P. W. Scribner, called at the office of the association and asked to be furnished with boats for the transport of lumber to Albany and New York. Mr. Goodrich, the agent, admitted that they had boats, but refused to give them to us unless we gave to the boats of the Transportation company a preference over our boats, That is to say that we should load their boats as long as they had any on hand and let our own boats lie by idle. It is nothing but boycotting and trades unionism pure and simple. We could not do other than decline to enter into any such arrangement as we did not propose to let them dictate absolutely the manner of our shipping or to whom we should ship.
This is a combination of boat-builders and others of that interest headed by men like Thomas Mulhall, Barnes & Parker, Schroinger & Rose and Williams, who are concerned in keeping these boats banded together to compel us to do business with them. Every boat that comes to town these men—particularly Thomas Mulhall—are conspicuous in gathering a crowd as the vessel comes in endeavoring by every means to get the captain to join the association. They represent to the boatmen that they will soon conquer the lumber dealers here; that pretty soon they will have obtained control of all the boats and the lumber dealers be left powerless in their hands, in which case they will be well able so they say, to pay every boat for lying here.
The Transportation company, if it were to succeed, would be able to fix the rate of freigt at any price it might think fit, which would be arbitrary and not for the benefit of the commerce of the Erie canal. It is true they have specified a rate for the present, but the directors have power to rescind that at any time. The whole matter of raising or lowering freights would lie with the directors, and there is no security that they would not tamper with them or double them if they saw it to their advantage to do so. But apart from that we object to the boycotting of Tonawanda shippers. There were symptoms of disturbance before the sherff came here, but since then there has been greater quiet. Before that they went on my docks and endeavored to drive men away from my employ and in some cases threats were used. It was acts of that sort that induced me to have the sheriffs here so that we might have country protection. Another point against this company is that having been incorporated as ‘common carriers’ they have no right to make the demand now put forward to have the season’s business. That is a question we propose to lay before the attorney general. They are in another difficulty in asking to get a transfer from the statutes of a fully limited concern to that of a fully limited company.”
Mr. Scribner gave an unqualified denial to the charge of “scalpage.” He had known of men unauthorized by the shippers endeavoring to make as much as $5 out of a captain, but it was a falsehood to say than shippers authorized anything of the kind. Any man in his employ pursuing such tactics would be summarily discharged. On an advance of $400 they charged $6 to $10 besides the insurance. What they did was done simply to cover the risks undertaken. He further intimated that if shippers found that they could not transact their business at Tonawanda they would have to transfer it to Buffalo where no such annoyance was experienced. “Here in this small place,” said he, “they endeavor to make a mountain out of a mole hill. If these men had their way they would eventually drive all the commerce off the Erie canal.”
Date
1884-05-30
Collection
Citation
“Tonawanda's Trouble, article (Buffalo Evening Republic, 1884-05-30).pdf,” North Tonawanda History, accessed November 9, 2026, https://nthistory.com/items/show/3134.