The Anaconda standard. [volume] (Anaconda, Mont.) 1889-1970, 1899-03-29
IT HAS CREATED A STIR
Union Pacific Will Not Build to
Dillon, Mont.
IT'S A TOWN IN COLORADO
Trying to Bring the Northern Roads
to Time in the Second Glass
Rate Question-A Confer
ence in Chicago.

| mas practically decided upon building
an important branch line from Fort
Steele to Dillon" a story which has
been reprinted by many Montana, Wy
oming, Idaho and Utah papers with the
addition of Montana after the name
of Dillon. A great deal of valuable
space has been wasted in writing up
the resources of the territory supposed
to be covered by the proposed line from
Fort Steele to Dillon, Mont and the
| great distance that would be saved in
| getting to Butte. The report that the
4 Union Pacific intends to build seems to
1 be founded on facts, but inquiry yes
| terday, unfortunately, disclosed the fact
that the Dillon which the Union Pa
cific has in mind is in Colorado and not
| in Montana
| The trans Missouri roads are greatly
worried over the refusal of the GreaS
Northern to withdraw it's reduced sec
ond-class rate to the Pacific coast, and
a meeting is being held in Chicago to
further consider the refusal and take
such action as may seem best to bring
| the Northern roads to time. 1t has been
generally expected that the Chicago
conference would result in a further re-
| auction, to take effect after the home
seekers excursion of April 5, and that
the Canadian Pacific would take the
| initiative. The representative of the
trans Missouri lines, who was in con-
ference with Mr.. Whitney of the Great
Northern. at st. Paul few days ago.
made, the following statements in a
Chicago interview after his return to
that city:
The Great Northern has positively
| refused to withdraw it's colonists' rates
to points in the Northwest and a pro-
tracted and bitter passenger rate war is
| beginning. Fares to practically every
| point west of the Missouri river will be
pulled down by the rates now in effect
and the chances are that some exceed
| lngly low rates will be put in before the
| fight is settled. The Canadian Pacific
| is threatening to take the bull by the
horns and make such low transconti-
mental fares as will bring the Great
Northern and Northern Pacific roads to
| time
THE conference of the general body
of Western lines and the Great North
ern at st. Paul accomplished nothing
| The Great Northern at first claimed
| that the cooniStS rates We're only put
in temporarily, and that there was no
intention to leave them in for any con-
siderable time. The road. however re-
| fused to give any information as to
|
and the other lines were forced to the
conclusion that the rates would proba-
| bly, be in force for some months.
| "A heavy volume of business is being
done under these low rates. the Great
| Northern having taken out eight spe-
| clal train loads of people in three days
To meet these rates out of St Paul the
Western lines will be compelled to re-
duce rates to all points west of the
Missouri river. Applying these low
rates by the river makes the fare to
| Helena, Mont, $29 when the regular
| fare to Denver 1000 miles this side of
Helena, is $3.50. Rates to Denver and
| other points must necessarily come
down, unless the roads are willing to
see the ticket scalper reap rich har-
vest. While such rates are in it will be
impossible to prevent the brokers from
doing large business, and about all
that the roads can hope to do is to give
the brokers as. little margin of profit as
| possible"
The preliminary report of the income
accounts of railways in the United
States for the year ended June 80. 1898,
reported to the interstate commerce
commission, has been issued. The re-
port includes the returns of 100 lines
| with an aggregate mileage of 1871. 1888
miles. The receipts of the year were:
esHASi5Si SCI NINC SoDo, o5-, co., litlSlll
service, $S47 ,S65. 4S7; other earnings
from operation, s3O,765, Ill: gross earn
| ings. $1,23S, $40, $50; operat ting expenses
| $S11, 241, ASS; income from operation
| S427, 2S1, 1922. The increase of gross earn
ings over the previous year was $685.
16l,5S3. Operating expenses increased
| $5S, 1914 and income $34O These are
| the largest figures reported since 1892,
and the income account shows an in
crease Of $40 a mile over the report for
1894
The total income of the railroads for
the year 1S979S was $466, 100, 116 Divi-
dends were paid amounting to $65 1885,
915. Other deductions Cnterest on
bonds, taxes, etc.), $35S, 1s9. POP, leaving
surplus from operations of the year
of $42, 604.999 The corresponding item
for the previous year showed a deficit
from operations of 81 ,412, $685.
Statistician Adams said: 'The
amount of dividends stated does not in
clude those declared upon the stock of
lines operated under lease. This re-
port is confined to operating roads The
amount of dividends declared for oper-
ating roads exceeds the amount of divi-
dends declared for the previous years
by s6,S39,337. This fact, taken in con-
nection with the increased surplus, sug-
gests in another way the revival of
prosperity for American railways"
An English inventor has built a rail-
road on which trains run regularly at
the rate of 100 miles an hour, and fire.
quently attain a speed of from two to
three miles minute. And it is a prac-
teal achievement, with full-szed cars,
capable Of carrying 100 passengers
each, so practical, indeed, that F. B.
Behr the inventor. has just formed a
syndicate for constructing a line on his
ton hot 7 4
Manchester. He calls it the lightning
Express railway" 1t will make the
distance of about 30 miles in 20 minutes
including stops. Between stations the
cars will frequently attain a speed of
two miles minute.
The trains run on single rail, set
several feet above the ground on tres
tie work, and the motive power is fur
nlshed by electricity. The cars some
what resemble a big oblong bun, turned
upside down, with wheels set thick
along the part that answers for the bun
III