The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1898-02-05
RATES NAY Be SMASHED.
Western Railroad Situation Is
Growing Very Interesting.
CANADIAN PACiFIC'S WORK.
Remains Ont of the Conferences of
the Western md Central Pnssen-
ger Association Because Its De-
mauds Were Not RecoEnixed-
Cut-Ticketing Through to Alaska.

Every railroad office In Seattle is Look
ing daily TO hear of some new develop
men; in the situation that the western and
central passenger associations are now
wrestling with In relation to through tick
citing from Eastern points 10 points in
Alaska. The situation is complicated BY
the refusal OF the Canadian Pacific TO CO.
operate and that very fact may result IN
general smashing of rates by competing
lines. The demand made by the Cana
dian WAS that il be allowed the same diff
ferentials for Alaska business that is con-
ceCied 10 it for its California business. and
the refusal Of the lines that members
Of the western and central passenger as
sociaIions resulted IN the Canadian re-
naming out of the conferences. Through
ticketing 10 any coast or interior point in
Alaska or the Northwest territory by spe-
Gifted lines OF railroads and steamship
routes would simplify IN a considerable
measure the handling of the great teavel
that has already started westward. the
ultimate destination of large percentage
Of which is one of the points that has
aroused the contention.
The Canadian Pacific with q long haul
in Canada and short haul by connecting
lines in the United States. has at all
times been thorn in the sides of the as
sociations as il is not held by anything
more than an agreement, which il has
been able 10 get around by its claims of
violation by other members. The long
mileage OF the Canadian outside of the
jurisdiction Of the interstate commerce act
has made Ii AZ all times possible to handle
its business just about as IL liked Wheth-
or there have been cuts in passenger or
freight rates does not appear on this side
of the line. but il is conceded by all COM
peting line officials that If the Canadian
wanted To pay premiums for the use of
it's line in our territory that it could do
so. There are some big feeders at the
Eastern end of the Canadian. leading to
Montreal as well as other feeders north
and northwest from S.. Paul, and the Sc
attic & international AT the western end.
that in the rush for the coast is handiest
now for delivery at points south of Van
couver-
" hile the Canadian Pacific is working
in the interests OF the British Columbia
towns il is also after any other business
San Francisco business from the far east,
even If such business is en- route 10
Alaska. As long as there is no agreement
TO hold IL tits not for momens to De
doubted that the Canadian - going afte.'
business In its own way, and this I'M
preston becomes almost certainty in its
refusal to treat with the other roads upon
an association basis. unless allowed its
diferential. This difrerential is demanded
upon the haul from New England points
via Port Arthur. and is S. on second-class
and S-.Jo on first-class; hence the threat
ered decentralization. To this demand the
American lines answer that the Canadian
Is as well prepared 10 handle the Alaska
business 10 its western terminals as any
Of the roads this side of the boundary.
The differences that are now sought TO be
settled are not all confined to the Can
adam Pacific and II is claimed that every
thing on this side of the line is not har
monious.
II has thus far been agreed that If ii
should be found practicable TO arrange
for through ticketng TO destinations in
Alaska such system should be adopted.
1t is held that II will ~ necessary at.
say Chicago and other eastern points. 20
sell through tickets in order 10 place San
Francisco on an equality with North Pa
cifie ports The sums Of the locals via
San Francisco are about s. higher than
the locals from Puget sound or Portland.
This would put San Francisco at dis
advantage. 50 the lines doing business
through san Francisco viii Insist on
through tickets on all routes.
The bone OF contention now is, how far
tho railroads can safely undertake 20 fur
rish through passengers with tickets: and
the. difficulty seems 10 be based on the
assumption that the holder. on arrival Al
the point Of emhark2tion may possibly
find that the steamer or Which his ticket
calls for passage has been loaded 70 its
legal CAPACITY and through a mistake or
otherwise his reservation has been sold or
given to some other person Il has not
yct been determined that the railroad
company issuing him his ticket can Ire
Aeld responsible for damages sustained on
account Of his delay or Inability 10 go for
ward in accordance with MS previous IN
1erxfandlng The railroad companies. II
= eaia are not IN every case convinced
that all steamer lines advertised - DO
business from Pacific coast ports are re-
sprnsfIie II Is regarded as safe 10 as
s1lroe that all VIII not IL tn a position 70
do business "a Il il alleged TINT some
~ them are now taking reservations On
advanced payments for steamers which
;hev have not vet chartered or purchased.
expertirg 20 use the money thus secured
Cor efferfing charter or purchase
The last thing that serves TO make the
situation uncertain is a dispatch received
NJ the. POST Intelligence last evening from
omaha. The dispatch was AS follows:
The Burlington has announced rates
Of 81 avSt-class and go second-claSs
from Oma ha 70 Spokane. a cut q s.. Thls
IS "a meet cut from 81 Paul and Mime
aYc3is 4 conference is now IN progress
~ .ha Union Pacific headquarters on the
situation"
Inquiry ~ the lo.2l oftices II ;ranscon-
tiaental lines last Night failed - add any
ching 70 the information from Omaha NJ
word has been received in this city e
~,1f on business west from -. Paul