The Hood River glacier. (Hood River, Or.) 1889-1933, 1907-01-10
REDUCES RATES
ON UPPER RIVER

The new freight tariffs which went
into effect ON January l, on the o.
r. & n. reduces rates aloI g the up
per river very considerably.
From Portland to Waitsburg, in
Guiding ,Pendleton and the Walls Wal
la branch of the system, a distance
of over 300 miles, sweeping reductions
are made in freight rates for points
having river competition.
The effect of the portage road 10
thus made manifest in a most emphat-
10 manner. The reductions are due
wholly to the operation of steamers
OH the upper Columbia and Snake
rivers, at points not having river
competition are not affected in this
new schedule.
Between Portland and Cello the re-
duotions, while considerable, are not
SO pronounced as to points above,
since the rates had already been re-
duced 10y steamer competition to The
Dalles. The difference in the rates
between Portland and Cello will be
GO cents per ton on first class freight,
40 ON second class, GO cents on third
class, 81 On class A, 40 cents on
class b, GO cents Gu class h, or car
lots and So. 20 per car on horses.
10 points above the 100 mile run to
Cello the reductions are correspond
ingly greater. At Arlington The re
duction OF the rate OF third class
freight is S. 20 per ton. At Wallula
the cut is deep and strong and will
afford intense satisfaction to the peo-
pie OF that eastern Washington seq
tion. Second class freight can be
shipped between Wallula and Port
land 81. 50 per ton cheaper, first class
freight goes 81. 60 less. carload OF
horses can be shipped between these
points for Sli less than before the
railroad company decided to meet
conditions imposed by the portage
road and the water competition that
followed its operation.
Pendleton gets reduction of 81. 40
per ton for first class, 60 cents for
third class and fourth class, 81. 20 for
fifth class, 20 cents for class H or Cal
load lots, and $40 less per car tor
horses.
Arlington, l41 miles from Portland,
can now ship freight that distance at
a reduction of 81 per ten for second
class freight, 1920 for third class,
81. 80 for the next lower four classes
and horses at 81. so per car lower. AT
Irrigon the reductions run 40 cents
for first class, 50. 20 second class, 81. 40
third class, 40 cents for class h or
earlots, and $40 per car on horses.
Great as are the reductions made
by the new rate schedule off he o. H.
a. N. company. the prevailing river
rates are still vastly lower and will
continue to be a strong leverage for
further rail rate reductions by the
transcontinental lines.
A comparison of the new rates an
nounced by the 0. X. d N, with the
existing rates by the river route,
shows that first class freight can still
be carried from Portland to Cello for
50 cents per ton less than by rail.
Ihs first class freight late by the |
river is 81. 80 lower to Rufus, So 40 to
BIalock, s. to Arlington, 81 to Hepp- |
ner Junction, S. to Castle Rock, So, GO
10 Coyote, $500 to Irrigon, 81 to
Umatilla, S7.40 to Wallula, 81. 40 to
Hoover, IS to KennewioK, SS to RI
paria and S. to Lewiston.
These figures show that the rail-
road company still has long way to
reduce its freight rates before it will
be able to compete with the river IN
actual cost of freight carrying.
1t will he observed that the reduc-
tions made by the o. Il. & N. compa-
ny only apply to points affected by
competition with the steamers OF the
Open River Transportation company,
made possible by the use of the port.
age railway. The changes made be
yond river points show how far reach
ing the benefits resulting from water
competition extend.
But few changes have been made as
yet by rail lines on grain, but the
rate will undoubtedly Ee reduced, as
the river rate is much lower, and will
sooner or later have to be met. East
Oregonian.