The Anaconda standard. [volume] (Anaconda, Mont.) 1889-1970, 1898-12-31

thern roads average ton miles of traffic
strictly local to the state was 3,34s.5as,
against 122. 416. 339 ton miles originating
or terminating in the state. and u.s.
O96, 400 ton miles of traffic passing en-
tirely across the state. These figures
show that the local traffic averages less
than 2% per cent. OF that which either
egins in the state and passes to points
outside of II or begins outside or the
state and passes To points within II, and
is less than I 1-3 per cent. OF the total
traffic moved I'm the state.
The roads were able to show that OF
all the traffic carried in North Dakota
during these four years less than 3 per
cent. began and ended In the state. so
as TO subject IL to state regulation,
while more than 81 per cent. was inter-
state. and thereby subject to the ex-
elusive control Of congress. In Mime
sofa, on the other hand. which has it's
terminals within its own limits. the
average of ton miles Of local traffic for
the same period was 46 % per cent. or
the total interstate traffic.
After showing that more than four
nfths of the companies freight revenue
from domestic business is derived from
less than car load lots. and that the
average haul of such business Is be-
tween eighty and ninety miles. while
the average hau OF the general bust
ness of the road is from $50 to 500 miles.
the Court kOtr Ou 10 say Aud u ~ -
self-evident proposition that these rail-
roads can not maintain lower rates
for local business in North than
I'm Minnesota: much less can they main
tain for the strictly domestic commerce
OF that state. which moves In light vol
une for short distances and In small
shipments, lower rates than are charg-
ed for Interstate traffic which has more
than fifty times its volume, Is moved
more thar four times It's distance and Is
hauled chiefly by car loads and train
loads.
The conclusion is that one OF two
propositions must be true. Either the
rates fixed by the commission are un-
reasonably low or the interstate rates
charged by the roads are grossly exces-
sive. for II local rates ought to be plac-
ed below existing interstate rates, then
the latter rates, owing to the volumee
and character Of the business, ought In
justice TO be correspondingly reduced.
The fundamental question In all cases
like these Is: Will the rates prescribed
by the state pay the expense OF doing
the local business and leave TO the car
rier n reasonable compensation upon
the fair value OF the property which II
employs in performing the service?
The railroads presented figures for
the four years. 1894 to 1897. Inclusive
showing the total cost OF local business
and the earnings are reduced by tbs
schedule prepared by the state railroad
commission. From these IL appeared
that the Great Northern paid out IN
operating expenses sss.is for every sl0'
received from local business. and tina
on the rates fixed by the commission tn,
road would only have received So II
place Of every 500. or si.1s less than tn,
expense OF doing business. Similarl!
the Northern Pacific would have con
Quoted its local business at a loss o
sl3.25 on evry 500 of trafhc.
Following the decision i'm the Ne
braska case. the court reserved 10 tn
state railroad commission the right Z
apply for further relief In case circum
shall SO change that the rate
fixed by the commissioners will yield {
the companies a reasonable compen
sation.
ms extensive improvements, costin
over $1,000. 900. which h Burlingto
road has been conducting at Quinc.
Ill. for a yea are now rapidly nearin
completion. say the Chicago Times
Herald. The main item il the me-
wrought steel bridge over the Missis
sippi river. 10 take the place of on
] erected thirty years ago over whic