The Salt Lake herald. [volume] (Salt Lake City [Utah]) 1870-1909, 1895-01-01

The eastern papers, especially those
published along the Missouri, are greatly
agitated over the application for a separ-
ate receiver for the Oregon Short Line
and Utah Northern.
A summary of the situation seems to
be as follows:
The prevailing rates from Kansas City
and Omaha to Portland and Puget Sound
points are SIS, second-class. These rates
run lnd1scrimtnately 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 Pa
cllc coast business which have been in
erect, 1t Is impossible to open the Ogden
gateway 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 5S.l per cent. In case of the Short Line
this proportion has to be divided with
the Oregon Railway and Navigation COM
pany from Huntington. This second di-
vision would give the Short Line any
where from IS to 81, while the local rate
from Ogden to Huntington is s2l.s0, or
from Ogden to Portland $50. Consequent
iy 1t Is impossible to maintain the local
rates OF S2l.S0 from Ogden to Huntington.
a passenger wishing to come to Ogden
or Salt Lake would buy a ticket at Ona-
ma, 81 Joe or Kansas City to Portland
under these conditions, and on arrival
mere 5, sell II for anywhere from SO to SIS.
Inc eicket thus sold by the passenger
would be used and resold to q. local pas
SengeT going to Portland or any other
point beyond Huntington. The limitations
on Pacific coast tickets, even as close as
a1ords the broker sufficient opportunity
70 resell TO local passengers who are
travelling between local points daily.
As regards the. Silver Bow gateway
CNo~ .
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 PauI
business and business through St Paul
20 chicago and other eastern points, tine
scalp on through tickets would be even
more than WIG 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 company. In that
case the Short Line proportion between
Ogden and Silver Bow would be at best
81 to % lower than the through Hunting
ton. Ut Is safe to say, therefore the pro-
portion via Garrison would run from Sc
70 % against a local rate from Ogden to
On eastbotlnd business from Ogden and
Dpan common points Via Silver Bow and
Helena the lines east of Helena would
order to protect their local business be-
tween Helena and st. Paul and on
first class rate of $3.50 from Provo, which
Is d common point south of Ogden. the
through rate of $3.50 would be whitfield
down TO something like the following:
The st. Paul and Chicago lines would at
least expect their arbitrary of about ST.
and out of the $3.50 remaining the lines
east of Silver Bow would EXPECT about
81, there being an arbitrary of S5.25 be
tween Silver Bow and Helena, which
would leave for the Short Line, Provo to
Silver Bow. about $3.50 against a local
rate of $21-65. And it is safe to say that
under these circumstances the local bust
ness between Utah and Montana points
would have to be done by the Short Line
for about So. What Is true OF business
weStbound to Utah. Montana and Pacific
coast points and eastbound out of Utah
to st. Paul and eastern points would ap-
ply Wleh the same, II not greater, force
on business in the opposite direction. For
example, the local business done from
local points in Oregon, Washington, Mon
tana and Idaho destined to local points
through tickets destined to Kansas City.
Omaha, st. Paul and Chicago. And the
local business from Montana to local
points in Utah would be tfcketeed on
Salt Lake, Provo and other Utah points.
It would also be as hard to maintain
local rates in Colorado, Kansas and Ne
braska on account of the eastbound
tain local rates in Utah, idaho, Montana,
Oregon and Washington. Therefore, If
the snort Line should INSIST upon open
ing up these intermediate gateways it
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 lad
ing as on local passenger business on
through tickets, one would have to pay
out a large amount of money for mileage
on through freight cars while the Short
Line cars would be lying on he side
tracks. idle or else assume the expense
OF breaking bulk and reloa ling the
freight into Short Line cars. 1t will he
clearly seen that should the trustees CT
the consolidated bonds of the Oregon
Short Line and Utah Northern be sue
cessful in the appointments Of l separate
receiver tn Short Line at that moment
would be at the mercy of every tra1scon-
tinental road entering its territory.