The Anaconda standard. [volume] (Anaconda, Mont.) 1889-1970, 1895-01-03
THAT THEY CAN'T ALLOW.
Why the Railroads Don't Want Those
Separate Receivers.

BUTTE, Jan. 2.-The question raised by
the application for separate receivers for
the Oregon Short Line and Utah North
ern is creating considerable agitation in
railroad circles, and the following sum-
mary of the situation, taken from the Salt
Lake Herald, contains considerable that
is of local interest:
The prevailing rates from Kansas City
and Omaha to Portland and Puget Sound
point are $50, second class. These rates
run lndlscrlmInatcly through the common
points alluded to. The first class rate is
$40 from Missouri river points to Pacific
coast points, and run unfortunately
through Colorado and Utah common
points. With the low rates on the Pacific
coast business which have been in effect,
1t is impossible to open the Ogden gate
way and protect the local rates on the
Short Line. The entire proportion west
OF Ogden on Pacific coast tickets which
can accrue to any line or lines is 53.1 per
cent. In case of the Short Line this pro-
portion has to be divided with the Oregon
Railway q Navigation company from
huntington. This second division would
give the Short Line anywhere from 50 to
Sl1, while the local rate from Ogden to
Huntington is S2l.SJ, or from Ogden to
Portland $50. Consequently it is Impossi-
BILE to maintain the local rates of S2l.SJ
from Ogden to Huntington.
n passenger Wishing 10 como 10 O9uou
or Salt Lake would buy n ticket at Omaha,
st. Joe or Kansas City to Portland under
these conditions, and on arrival here sell
il for anywhere from $40 to $50. The
ticket thus sold by the passenger would
be used and resold to n local passenger
going to Portland or any other point be-
yond Huntington. The limitations on Pa
clfic coast tickets, even as close as 2i
hours beyond schedule time, affords the
broker sufficient opportunity TO resell to
local passengers who are travelling be-
tween local points daily.
"As regards the Silver Bow gateway,
which takes in Garrison on the line of the
Northern Pacific for business to Portland
and Puget Sound points, and also Helena
on the line of the Northern Pacific and
Great Northern for St. Paul business and
business through St. Paul to Chicago and
other eastern points, the scalp on through
tickets would be even more than via
Huntington, because the Northern Pacific
on business to points west OF Garrison on
account of longer mileage would want
more in division than the Navigation COM
pany. In that case the Short Line propo-
sition between Ogden and Silver bow
would DO at best 50 TO So lower than the
through Huntington. 1t is safe to say,
therefore, the proposition via Garrison
would run from So to s. against local
rate from o yden to Garrison of $3.50.
ION eastbound business from Ogden and
Utah common points via Silver Bow and
Helena the lines east of Helena would
want n large division of through rates in
order To protect their local business be-
tween Helena and St. Paul, and on first
class rate OF $3.50 from Provo, which Is a
common point south of Ogden, the through
rate of S37.5 would be whitfield down to
something like the following: The st.
Paul and Chicago lines would at least ex-
pect their arbitrary of about Sll, and out
of the 5000 remaining the lines east of
Silver Bow would expect about S2l. there
being an arbitrary OF .25 between Silver
Bow and Helena, which would leave for
the short line, Provo TO Silver Bow. about
$3.50, against a local rate of SH.65. And
II is safe TO say that under these circum-
stances the local business between Utah
and Montana points would have To be
done 10y the Snort Line for about 50. What
Is true of business westbound to Utah.
Montana and Pacific coast points and
castbound out of Utah to st. Paul and
eastern points, would apply with the same.
IL not greater, force on business IN the
opposite direction. For example. the loo al
business done from local points in Oregon,
Washington. Montana and Idaho, des-
tined TO local points in this icrrftory,
would be tickeged on through tlckels des-
tined 10 Kansas City. Omaha. II. Paul
and Chicago. And the local business
from MoStana to local points in Utah
Nouth bt AAChtAtl on through tlthcls from
81. Paul TO Ogden, Salt Lake, Provo and
other Utah points.
at would also he as hard to maintain
local rates in Colorado. Kansas and Ne
braska on account of the eastbound
through tickets as II would he to maintain
local rates IN Utah, Idaho. Montana, Ore
gon and Washington. Therefore. If the
Short Line should insist upon opening up
these intermediate gatcways il would be
at the utter sacrifice of the local rates.
The freight situation is about the
same. because while one cannot scalp
local freight business on through bills of
lading as on local passenger business on
through tickets. one would have to pay
out large amount of mileage on through
freight cars while the short Line cars
would be lying on the side tracks idle, or
else assume the expense of breaking bulk
and reloading the freight cars into Short
Line cars. Ii will be clearly seen that
should the trustees of the consolidated
bonds of the Oregon Short Line and Utah
Northern be successful in the appoint
meut OF separate receiver tho Short
| Line at that moment would be at the
mercy of every transcontInental road en-