The Anaconda standard. [volume] (Anaconda, Mont.) 1889-1970, 1899-12-19

teal rate basis any more than the bust
ness of the United States and England
could be regulated by uniform rules"
Mr.. Mellen attaches no significance
to the Northern Pacifc's decrease of
nearly $4,000 during the first week of
December. He is confident the North
Pacific coast lines will have satisfac-
tory winter.
A notice has been served on the
Great Northern. Northern Pacific and
Canadian Pacific by the Southern Pa
cit1c that this road will refuse here
after to honor tickets through Portland
issued by these roads unless the tick
cts are sold at the normal rates. The
notice is as follows:
I'VE beg to notify you that we can
not accept your tickets through Port
land via the Shasta route from or
through eastern transcontinental ter
minals; that is, Missouri river points,
st. Paul, Minneapolis, etc, If sold at
through rates which are a combination
of present reduced rates to Portland,
with ruling rates from Portland We
request that your sale of tickets over
our Shasta route be made only at reg
ular agreed normal rates
The action of the Southern Pacific is
but another phase in the long squabble
that arose when the Great Northern
made it's present low colonist rates
from St. Paul to points in the North
west. The rate established by the
Great Northern, and which was quickly
met by the Northern Pacific and Cana
dian Pacific, was $780, which, with
the s11 rate from Portland over the
Shasta route to San Francisco, fixed
the rate from Chicago via Portland at
$3.50, just SIS less than the normal sec
ond class rate via the direct lines.
The Santa Fe, which has just reach
ed San Francisco, gave the Southern
Pacific to understand that if it did not
manage to keep it's connections from
offering rate lower than the normal
tariff it would take some action to get
even.
the Southern Pacific is trying to give
its western connections protection
against the Northern lines, of which
they are competitors. The outcome
will be awaited with interest.
The report that the Union Pacific
contemplates transpacifc fleet in con-
nection with its transcontinental SER
vice emanated presumably from the
Oregon Railroad & Navigation head
quarters. While no confirmation of the
report can be obtained from Union Pa
cific sources it is considered plausible.
There are various circumstances that
give it color. Even though the matter
has not been considered officially, it has
doubtless received the consideration of
| individual interests, some or Wnom al
| nit that such a plant is feasible and
T, might be made very profitable. The
passage of subsidy bill would in itself
| be a liberal inducement. Several trans
| pacific projects are pending on this ac-
| count The wonderful success of exist
| ing transpacific lines, following the ex-
| pansion of Oriental trade during the
| past two years, is sure to call for larger
| fleets and more of them. Probably
! twice as many ships as are new en-
| gagged in this traffic could be kept busy.
| Most of the traffic is high grade, car
rying high rates. AS far as the Union
! Pacific is concerned, it is hardly likely
! that it will long continue without an
| Oriental outlook of some kind. Beyond
| this, little definite can be said. Extern
| sive improvements on its main line and
| the successful consolidation of the Ore
| gon Short Line and the Oregon Navi-
| cation pave the way for such an enter
| prise. The Union Pacific as d trans
| continental line could compete for ORR
| etal traffic to good advantage.
In October. in &c working days. says
| the Philadelphia Public Ledger 104
! locomotives We're completely built by
| the Baldwin Locomotive Works, an av-
| erage of four per day. In November;
with % working days, 80 locomotives