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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (Jan. 1, 1895)
28 THE 3IOBKIK& OBEGrCXNTiO?, TUESDAY, JJLmiAJ&t 1, 1S95. RAPID TRANSIT LINES Portland's iFine System of ar6L Cable Cars. Electric COVER ALL PARTS OF THE CITY AND SUBURBS The Electric Eailways and Their Couneolions-Possibilities of Extensions The Lone-Distance 3?oads-Lines Lead in All Directions From the Business Center. lORTLAND'S location is favorable for the main tenance of a complete system of rapid-transit lines, covering notonly all parts of thecity.but also outlying' suburbs and the towns -within a radius of a dozen miles or more. The to pography of the coun try immediately sur- t rounding Portland es pecially favors the cosy construction and economical opera tion of electric and steam motor lines of railway, and, all of this adjacent district being well settled, the construction of numerous lines of suburban railway out from Portland for distances ranging from three to twelve miles has encouraged an enormous traffic through these arteries of travel into the business heart of the big tlty. All parts of Portland are favored with street-railway connection. Ko one part of xhe city has any decided advantage over any other part in this particular, and finely equipped electric and cable railway lines now lead out from.the central busi ness district to all the outlying suburbs. But few cities of Portland's population In the United States have as complete a system of street railways as is in prac tical operation here. In the construction of these lines Portland -was able to avail itself of the latest improvements in elec trical engineering, and the result is a modern system of electric cars that Is even ahead of the requirement of the city for rapid transit Older cities than Port land, with their established lines of street railway operated by horse power, did not feel compelled to Incur the heavy outlay of money incident to substituting the more modern electric car for the slower liorse-car, as the latter had answered their every requirement for a quarter of ti century or more. Portland, on the other hand, having no important horse car lines in operation here at the time the present system of electric railways was constructed, realized the necessity of "building lines that would answer the re quirements of the city for many years In the future, and this resulted in the com pletion of one of the finest systems of inter-municipal and -suburban systems of rapid transit in the United States. It was the construction of the suburban 3 airways that led to the rapid settlement of all the East Side districts for three miles or more back from the river. Mount Tabor, three miles east of the line of the liver, is as easily reached by any of the three lines of railway centering In that -vicinity as points a, few blocks distant from the river were a few years since. The entire peninsula separating Portland from the Columbia river is dotted with pleasant suburban homes as the direct result of the construction of the steam motor line connecting this city and Van couver, a line afterward electrified and over which now ran modern electric carl. Fulton Park, 2 miles south of Portland, and all that stretch of country lying be tween this city and Milwaukee, six miles distant, afford attractive sites for sub urban homes, which are within a few min utes ride of the business center of Port land. The electric car has been the direct promoter of the extension of Portland's boundary lines, and it has been the me dium through which the people of the sub urbs have been placed in close touch with tity life as it exists in the brilliantly lighted streets of the metropolis after nightfall. A ride on the numerous lines of electric or cable cars here is a great educator to the visitor to Portland. He Is surprised at the amount of territory the municipal limits Include, and he shows an equal aurprlse at the many fine homes which dot the suburbs for a number of miles in either direction from the business center. The types of all the better classes of buildings erected In Portland's suburbs are strictly modern in point of architect tire, and they are often a revelation to visitors from abroad as indicating the tastes of the people who have builded such un important commercial center at this polnL There are today In successful operation in Portland and the adjacent suburbs 126 miles of finely equipped street and sub urban lines of railway. The cost of this complete system has been about 54.213.000. Seven companies operate these lines, and they give steady employment to about 700 men. All the principal lines are operated by electricity. The only notable excep tions to this are the important cable line. Twhich operates from the union depot to the summit of the heights back of the city, and the Mount Tabor, Mount Scott, St. Johns and West Portland steam motor lines, which connect with pio&perous sub urbs cast and west of the city. Caruthers. The original owners were Ben Holladay, Levi Estes and David Stimpson. Holladay, as before stated, furnished the rails, and Estes and Stimpson, who were operating a saw mill here at the time, supplied the lumber and ties. The road was completed and ready for operation early in 1S72. The first cost of the line, including the equipment of 15 horses and four cars, was about 510,000. The cars cost 51600 each. The day on which cars were firt run over the road was an important event in Portland's history. The entire town turned out for a ride in the bob-tail cars, and the exciting Incidents of the ride of a mile, including the relief of an additional horse to get the car up the steep hill on the line, were recounted by the evening fireside as startling develop ments in the city's growth in the matter of street railways and other modern im provements. Under the management of D. E. Budd, the four cars made 23 trips daily, from G A. M. to 11:20 P. M., and it was found that an average of three pas sengers per car each trip was sufiiclent to pay all the operating expenses. At the height of its prosperity the road was equipped with 11 cars and 53 horses. This road for a time after It was built was a good-paying piece of property, but under the management of Joseph Holladay, who succeeded his brother Ben In the owner ship of the line, It gradually lost prestige, until today It Is the one relic of the vil lage conditions of Portland which existed at the time the road was built, and it is now principally abandoned as an artery of traffic. A few trips a day are made over the dilapidated road with the old style cars, but just enough cars are run to hold the lranchlse, which will expire Sep tember 12, 1SS6, and all the travel which formerly patronized the line has been di verted to the magnificent system of the Second- and Third-street electric lines. The entire equipment of the road today amounts to two cars and four horses, and but a single man is connected with the operating department of the line. The road has been In the hands of a receiver since last July, and it is under the in structions of the court that barely a suf ficient number of trips are made each day over the line to hold the franchise. natlngat Third avenue and Corbett street. At this latter point direct connection is made with the Fulton Park extension of the same company, which runs to River view cemetery, one of the most attractive burial grounds in the United States. This is a most popular route for the heavy summer travel from the city to outside suburban points, and the ride along the river bank of the Willamette river over this line commands a view of the river below and of the Cascade range which is enchanting in its many changing scenes. wpi portland-vancouver use. The Popular Route to the Columbia River and Vancouver. NOTHER very Important line operated by the Portland Con solidated Railway Company is the road extending from Sec ond and Burnside streets across the new Burnside bridge to a point on the Co- i lumbla river immediately op posite Vancouver. This road was originally built and operated by the Oregon Land & Improvement Company as a steam motor line. It was completed in 1SS8. Its original cost was $123,000. It continued to be operated as a steam motor line until June, 1S93, when it was electri fied. It passed under the control of the Portland Consolidated Railway Company at the time of the formation of this latter company. The entire length of the road is seven miles, and it Is one of the best patronized lines in the city. For a number of years after this line was built, its traffic gained an entrance into Portland over the Stark-street ferry. In July last, however, the tracks were completed across the new Burnside bridge, and since that time it has been running its cars into the business center of Port land direct. Connection is made at the Columbia river terminus of this road with the fast steam ferry operated by the same com pany, wnich makes frequent trips across the river to and from Vancouver. At the Vancouver landing of the ferry, close connection is made with the Fort Van- treasurer; and H. C Campbell, general manager. On the- City & Suburban sys tem 253 men are constantly employed. The company operates 54 electric cars, and in addition 12 passenger coaches which are hauled by steam motors. The trackage of the City & Suburban system covers a total length of 33 miles. The original cost of the entire line was 5L200, 000. Included in this system are 13 differ ent lines of road, 11 of which start from the intersection of Third and Yamhill streets. The Upper and Lower Alblna, Irvington and Holladays addition lines cross the river over the steel bridge, while the lines running to Holladay's addition via Grand avenue, Mount Tabor, Mount Tabor Villa via East Ankeny street, Woodstock and Waverly and Richmond run over the Morrison-street bridge. The City & Suburban Railway Company is the immediate successor of the Wil lamette Bridge Railway Company and the Transcontinental Street Railway Com pany. The first electric line in Oregon was put in operation by the Willamette Bridge Railway Company in 1SS9. This extended from the end of the western approach to the steel bridge to Albina. Five electric cars were put on this line in November, 1SS9. Two years later the en tire East Side system which had been operated by these two companies as street car lines were electrified. The changes from horse to electric cars were made un der the City & Suburban Railway Com pany's management. The lines operated by the City & Sub urban Railway Company not only include those covering the East Side districts and referred to above, but the company also operates on the west side of the river the lines comprising what is known as the Third-street system. The Third-street line and its extensions were built in 1SS3 by the Transcontinental Street Railway Company, under a franchise received from the city December 22, 1SS2. The motive power on this system was originally horse power, but on the purchase of the system by the City & Suburban Railway Com pany Immediate steps were takerr to elec trify all the lines included within this system, and every car operated by the line out Hawthorne avenue in 1S9Q to Mount Tabor, a distance of three miles, and from the eastern ter minus of the road a steam motor line was constructed by a syndicate of property-owners, known as the Port land, Chicago & Mount Scott Railroad Company, to Mount Scott, seven miles dis tant from Portland. When this extension was completed It was turned over to the East Side Railway Company, by which it has since been operated. The most important line operated by the East Side Railway Company is that ex tending from Second and Madison 'streets, Portland, across the Madison-street bridge south to Sellwood, Mllwaukle, Gladstone and Oregon City. Of the 23 miles of road operated by this company on the east side of the river, 15 miles cover the trackage of the line to Oregon City. The Oregon City line was completed and put into operation March 1, 1S93. The equipment of the company consists of 19 electric-motor cars, four trailers, and in addition to this the company has three steam motors. The total cost of the sys tem operated by the East Side Railway Company was $523,000. The principal own ers of the company's stock are Messrs. James and George A. Steel. The Oregon City line operated by this company, as before stated. Is 13 miles in length. The terminus of the r ad in Ore gon City -s but a short distance from the beautiful falls of the Willamette river at this point. From Oregon City the com pany, in addition to operating- Us line to Portland, runs cars to Gladstone, about two miles north of Oregon City. At Glad stone station, a branch one-half mile .n length leaves the main line and runs through the suburb of Gladstone to Glad stone Park. Trips are made between Portland and Oregon City over this line at regular intervals of 40 minutes during the day, and it is a most popular routa for tourists who come to Portland with a view of see- I Ing all the points of interest in the city and the immediate vicinity. The East Side Railway Company also operates the line extending across the Madison-street bridge to Sunnyside and Mount Tabor. The reservoirs of the city 'IS m THE FIRST-STREET RAILWAY. JCnr first Ituu 0er This Line Earlv ia 1STU. ORTLAND'S first street rall 1 Jt railway was put in operation nearly a quarter of a century IT ago. This line was built by I the erstwhile railroad king, jjcji uuuuuoj, iii mm iime me directing genius of the princi pal transportation lines of the Pacific NorthwesL Holladav many anu vaneu Jti-sS? expedients. He wanted to uutia a. street-car line in Port land, but, although he was at the head of a big railroad com pany, his personal exchequer was low. His financial lesources did not allow him to avail himself of the use of modern rails, but he had a lot of condemned rail road iron on the east bank of the river, which he had purchased some years be fore, with the stockholder's money, for use on the Oregon & California railroad line, then being constructed south from Portland through the Willamette valley. Holladay reasoned well, and his reasoning was always to the- point. He could not fcee the distinction between a flat surface of a modern rail for his proposed street railway and the surface presented by the bottom part of the heavier rail which he liad once used on his -standard-gauge track. He promptl shipped his con demned rails across the river, and before the city had a realization of his inten tions he had these rails laid along First street, bottom upward, for a mile or more, and he was soon ready for his usual an nouHcenibnt or the successful completion of one of his important undertakings. These rails were partially sunk in the pavement of the street, and for many years the bob-tail cars of the First street line dragged their weary course over this improvised track. The Holla day line Is still being operated on First street, but. like Its founder. It has fol lowed the vicissitudes of a precarious ex istence, and is today the one feature of the city of which the average resident of Portland fights a little shy when speak ing of the modem conveniences the people here are able to avail themselves of. The franchise of the First-street line was granted September 12, 1S7L This line extended along First street from F to THU WYSIU.NGTON-STREET LINES. KIrxt Important Street Railway Built la Portland. X 18S2 a franchise was obtained from the city council for the construction of a horse-car line on Washington street. This road was contemplated lo run from First street at the inter--ect!on of Washington, out Washington to the bon-ton res idence district on the slight elevations in the western parts of the city. The first franchise was secured in May, 1SS2, by Mr. D. E. Budd, at that time secretary and manager of the First-street line. A month or two later Mr. Budd sold the franchise to the Multnomah Street Rail way Company, which on October 1, 18S2, commenced the active work of construct ing the line. The road was completed in December, 1SS3. It extended from First street out to the head of Washington. Branch lines from the main road on Washington extended down Sixteenth street to Thurman, and south on Thir teenth to Montgomery- This line was successfully operated with horses as the motive power until 1890, when it was elec trified. The service vas then Increased, and the road was equipped with the lat est Improved electric cars. On August 1, 1892, the Multnomah Street Railway Company transferred its inter ests to the Portland Consolidated Railway Company. There has been considera ble litigation between the latter company and Mr. Budd, who first secured the fran chise for the road. Mr. Budd claimed that the old company had paid him a sum of money each year the road was operated under its management for the rights of his franchise, but that since the Multnomah Street Railway Company had disposed of its interests he had received nothing from its successor, the Portland Consolidated Railway Company, for use of the franchise under which its line is being operated. The latter company, how ever, claims that the franchise was sold to the Multnomah Street Railway Com pany by Mr. Budd. This case is still pending, with but little possibility of an early settlement of points at issue be tween Mr. Budd and the street-car com pany. ThePortland Consolidated Railway Com pany Is the direct successor of four Im portant lines of street railway companies, whose rights it has absorbed. These wer the Multnomah Street Railway Company, the Columbia Land & Improvement Com pany, the Metropolitan Railway Company and the Portland & Vancouver Railway Company. The Portland Consolidated Railway Company was Incorporated in May. 1S92. The articles of consolidation of the numerous lines previously operated by the four companies named above were signed on August 1 following. The capital stock of this company is 51,000,000, of which 5525,000 is paid up. The directors of the Portland Consoli dated Railway Company are George B. Markle, James Steel, D. F. Sherman, W. A. Scoggin and Henry Rustin. This company is now operating 52 miles of electric railway, and it owns S3 hand somely finished cars of the most modern design. The original cost of constructing the system of lines operated by the com pany was 51,250,000. The rolling stock and equipment are valued at 5310,000. " As Portland grew, numerous other lines of electric railway were built out from Portland to the suburban districts. One of the most important of these roads was the line extending from Second and G street south through the city and up along the river bank to Fulton Park and Rlvervlew cemetery. The total length of this line is seven miles. It was originally built by George and Jemes Steel and their associates, and it was run under the name" of the Metropolitan Railway Company until this company was merged Into the Consolidated Street Railway Company, under whose management it is now oper ated. The Portland Consolidated Railway Company i.. today operating, in addition to Its main line on Washington street, an extension out Twenty-third street from a connection with the Washington-street line at the City Park. The Twenty-thlrd- street line runs north on Twenty-third to Thurman. from which point It commences the ascent of what is known as the Wil lamette Heights. The total length of this line from First street to the terminus on the Heights is 3- miles. The view from the point on the Heights reached by this line commands a stretch of scenery which calls for the enthusiasm of all visitors to Portland who take the cars over this route, and .the trip to Willamette Heights is one of the most interesting rides on an street-car line In the city. The Fulton Park line, mentioned before, is also operated by the Portland Consoli dated Railway Company. This line ex tends from the intersection of Second and Gltsan streets south to Grant, thence down Grant to Front, out Front, finally terml- S SW LtS ' ' - Mm. y fM Harrison School : $ k Stephens School.. f' Jill : -" I W E3& - -Hfc' - - fe Central -VflTK,sc0HNoo. . j vffll Sr- 5CM0U rj . BB-a North Central A ! pARK-bcHoou -r"-XT ; School 3 "."'Up :rTZP-- Clinton -.-- -$ r- - " 3.3-. .- -- E1civlf , Toiling School. oCHOOl .ti-- -- ent manager of the company In Portland Is Mr. F. F. Fuller, formerly receiver of the old Portland Cable Railway Company. In making the ascent of the Heights, the line of the cable road ascends one of the longest steep cable srrades in the United States. On the half mile of this ascent the car climbs no less than 430 feet. The station of the line at the summit of the Heights is at an elevation of 600 feet above the surface of the river. From no other point in Portland can such a mag nificent view of the city and Its surround ings be obtained. This view also com mands a view of the Cascade mountains for 100 miles or more along their course, as well as of the lofty snow peaks which rise from the summit of this range at different points in Oregon and Washington. The power plant of the Traction Com pany consists of two Hamilton-Corliss engines of 350-horsepower each. Only one of these engines is used at presenL These engines are connected with the main shaft by an endless rope drive. The grooved wheel on the main shaft is 15 feet in diam eter, and there are 20 grooves on this wheel. On the main shaft there are three Walker differential drums which drive the three ropes of the system. The length of these ropes is respectively 8000, 22,000 and 13,000 feet. The entire plant of the Port land Traction Company is built in the most substantial manner possible, and, with the early resumption of normal business- conditions of the Northwest which is now promised, this line will be run at a profit to its owners. BUILDHG AND- LOAX TO BARXES HEIGHTS. A Road That Was Built to Sell Some Good Property. HE Barnes Heights & Cornell Mountain railway connects at the head of Washington street with the Twenty-third-street extension of the Portland Consolidated Railway Company. This line winds up the pictur esque mountain road to Mountain Park, a distance of three miles. The com pany which constructed this line was incorporated in 1S92. The road was first operated January 1, 1S93. It is an electric line, and its total cost was about 5C5.000. The main incentive for the construction of this line was the hope of creating a market for real estate on Barnes Heights. The panic of 1S93 put a most effectual damper on tho hopes of the promoters of the enterprise, and in November of that year the road was shut down by its owners. It finally passed into the possession of the General Electric Company of this city, who have recently commenced to operate It again. THE WHIST TROPHY. fair and returns REPRESENTATIVE PUBLIC SCHOOLS OF PORTLAND. couver and Vancouver Heights lines of railway. Both of these lines are under the control of the same company that operates the Portland-Vancouver and other lines of street-cars out of Portland. The Portland-Vancouver line has been the most important factor in the rapid settlement of all the outlying districts of Portland situated along the peninsula di viding tha city from the Columbia river. This peninsula is high, sightly and well situated for suburban homes, and It af fords today sites for some of the most thickly built-up suburbs of the big city. The principal suburbs on the peninsula reached by the electric line are Upper Alblna, Highland, Cloverdale, Piedmont and Woodlawn. At Cloverdale a branch line extends eastward from the main line through Highland to Iivington Park. TO WEST PORTLAND. A Suburban Road Ilniiutnjc Out to the Wcsiera Districts. HE City & West Portland Park Motor Company was incorpo rated in April. 1SS9. with a capital stock of 5100.000. The officers of the company are: company on the west side of the river is water works on the east side of the river operated by electricity. The West Side lines of the City & Sub urban Railway Company include that on Third street commencingat Twenty-fourth and Savier and running the entire length of the street to First and Whitaker. From Front street a branch extends westward on Morrison to Nineteenth, thence north ward to Nineteenth and Glisan. The line on Glisan runs westward to Twenty-second and Glisan. Another branch extends from Eleventh and Morrison via Eleventh street and Montgomery to Seventeenth and Montgomery. All the cars of the com pany covering the East Side districts by way of the Morrison-street bridge gain an entrance to the city through Morrison streeL These cars run to the intersection of Morrison and Third, from which point they run south one block to Yamhill. On Yamhill, between Second and TlArVtfltle company has placed a switch, and it is from this point that all cars running over the Morrison-street bridge take their departure. Running down Yamhill, these cars reach the bridge by way of Front streeL The cars crossing the steel bridge run up Third street to Yamhill, from which point they run to the switch be- E. T Johnson, president; T. i tween Third and Fourth, which is the . Wood, general manager; and E. H. Wood, secretary. The road is seven miles in length, and it runs from the head of Ham ilton street to West Portland Park, a suburb southwest of the city. It was completed in 1891. and its total cost, in cluding equipment, was 5103,000. The equip ment consists of two steam motors, three coaches and eleven freight cars. This line has been of especial value in the development of the districts immedi sftely south and west of the city. It passes through the attractive suburbs of Bertha, Hillsdale and South Portland Park. The terminus of the line, West Portland Park, occupies a sightly location on the heights Immediately back of Os wego, the seat of the principal iron mines and reduction works of the state, and the Park is today the s?at of many of the most attractive homes in Portland's out lying districts. A good schoolhouse has been built at West Portland Park, and the people there have all the comforts enjoyed by any of the suburban residents of Portland. The residents along this line have taken an interest in electrifying the road, and it is probable that electric cars will be running over the line from Portland to Beaverton during the present summer. THE CITY Jfc SUBURBAN LINES. One of the Mont Complete Sj stems oa the Coast. HE most extensive and the best-patronized lines of street and suburban railway in Fort land are owned and operated by the City & Suburban Rail way Company. Electricity Is the motive power on .all of these lines with the exception of the extensions to Mount Tabor and SL Johns, over which cars are hauled by steam motors. This company was Incorporated in 1591 with a capital stock of 51.000,000. The offi cers and principal owners are: Henry RnUlnc. resident: T. Woodward, vice- West Side terminus of the lines optrated by the company to the northern districts of the East Side suburbs. The total mile age of the company's tracks on the west side of the river is 14', and on these lines the company operates 17 cara. When the City & Suburban gained con trol of the Important lines on the east and west sides of the river at Portland, it immediately commenced to make every preparation to electrify the entire system under its control. The management ex amined tle best methods of electric trac tion in use by the best-equipped electric lines of the East, and after a most thor ough research Into the best plants the company selected what was known as the Thomson-Houston Company's system. Single-reduction, water-proof motors of the Thomson-Houston pattern were se lected, and the necessary cars for operat ing the line were purchased from the Pull man Company. The entire work of elec trifying the East and West Side lines of this company was completed in May, 1S92, and since that time the company has op erated In this city one of the most com plete systems of electric street-cars on the coast. The dispatching service in use on all the lines operated by the City & Suburban Railway Company Is as Ingenious as It Is eflectlve. Telephone boxes are placed at the termini of all the numerous lines of the system, and these callboxes are con nected with a central switchboard at the head' office. By the use of this system of telephones, the management is kept fully Informed of everything connected with the operation of the entire road, and by this means any interruption of traffic is remedied with the least possible delay. are located at Mount Tabor at an eleva tion of -100 feet and over. These reservoirs are leached easily frcm the Mount Tabcr station of the Hawthorne-avenue line. The summit of Mount Tabor is surmount ed by a stately remnant of the once great forest which covered its slopes, while along the sides of this eminence are many beautlful homes set amidst orchards and gardens. At Mount Tabor the electric line of the East SiJe railway system connects with the Mount Scctt steam motor. This extends four miles beyond the Mount Ta bor station. An extension, of but seen miles would carry the Mount Scott line to Gresham. This extension would pass through one of the best-settled parts of Multnomah county, and the traffic which would flow to the line would pay more than ample returns on the cost of con structing the line. Another extension from Mount Scott eight or ten miles in length would furnish an outlet for tha rich community of Damascus and the in tervening country. There Is considerable agitation at the present time for these extensions of the Mount Scott line, and the fact that these new roads would be favcred wito a heavy traffic from the first day that car3 were operated is a forcible argument for their early construction. Multnomah. Club Challenges the Champions Gossip of the- Players. Interest in whist circles has received quite a stimulus recently by a challenge from the Multnomah Athletic Club to the Portland Whist Club, for possession of the North Pacific Whist League trophy won by the Portland Whist Club at the Tacoma tourney last October. This will be the first challenge contest for the cup, and the result Is awaited with interest. The Multnomah team will be composed of Messrs. Clarence L. Nichols, Nell Mc Millan, 11 H. Shepard and Herbert Wil son. The Portland Whist Club will be represented by Messrs. G. M. Stearns, Preston C. Smith, L. Therkelsen. and Richard Nixon. The match will take place at the rooms of the Multnomah Athletic Club, on Friday and Saturday evenings of this week, and will be ac cording to the set rules which have been adopted by the North Pacific Whist League and which are similar to those adopted by the American Whist League. The executive committee of the North Pacific Whist League has decided to hold the second annual meeting of the .league in Portland, some time between March 20 and 31, probably on the 22d and 23d, although the exact date has not yet been determined. The meeting will be under the auspices of the Portland Whist Club, and promises to bring together a notable gathering of the whist players of the North Pacific coast. Portland will probably be xepresented by five teams, one each from the Fortland Whist, Arl ington, Multnomah Athletic, Commercial and Portland Athletic Clubs. Steps are also being taken to have teams from the army post at Vancouver, from The Dalles, Astoria, Oregon City, Salem, Forest Grove, Eugene, Albany and Roseburg. Advices from the state of Washington indicate that an equal interest is mani fested there. Tacoma, Seattle, Port Townsend, Olympia, Walla Walla, Spo kane, Everett and other towns are at work preparing for the contest. Besides the challenge trophy, a number of other prizes will be competed for. The Portland Whist Club is in a most flourishing condition, with a membership of 150, and constantly increasing. On its regular Friday-evening meetings, at the Arlington Club, the attendance some times runs up to as high as 73 or SO. At the last meeting an interesting tourna ment for progressive pairs came to an end. The tournament lasted seven even ings, and, unler the rules, a team could not compete for the prize unless It played at least four times. The score of teams having played the requisite number of games is appended. From it the decisive victory of Dr. C. L. Nichols and Dr, H. C. Jefferd? is apparent. Upon the close of the tournament Sir. T. M. Stevens, chairman of the tournament committee, presented the winners with handsome combination card cases and counters. Following is the full score: RAPID DEVELOPJIENT OF ASSOCIA TIONS IN THIS LINE IN AMERICA. A Banking Business for Small Dcpoi- itorx That Is Absolutely Safe Wlicn Properly Handled. HERE Is but little accurate Information possessed by the gen eral public regarding the beneficial features of the building and loan business when it is properly conducted, as It always has been in Portland. All the standard companies ia this line ever started, here have brought to the subscribers. even during the iull period of the past year and a half the affairs of these companies have been profitably handled. A few statistics on the building- and loan, business of the United States since ISiO will show conclusively the benefit these associations have been to people of mod erate means. From the small beginning made by this plan of banking in 1S10 the building and loan associations of the United States have increased since that time to over 6000. The profits and dues ot these associations today reach the enor mous total ot 5170,000,000. The total mem bership is over 1.S0O.0OO, with assets of 5529,000,000. Notwithstanding the fact that only about 27 per cent of the stockholders are borrowers, yet more than 400.000 homes have been acquired through the aid of these associations, nomes that in the ma jority of cases could not ha-e been built with money obtained from any other source. The building and loan association when competently managed, as before stated, is distinctly the poor man's friend. The business, as a whole, is tho most eco nomically managed of any enterprise where large capital Is involved, in the United States. Discrimination, of course, should be shown In the selection of a com pany for the Investment of ones capital. In many of the states where these asso ciations are tho most prominent, there are laws which fully protect the stockholders, and which also require the associations themselves to deposit ample securities with the secretary of state to Insure their, being properly managed. It has been the aim of the more representative associa tions of the state for some time past to have such a law passed In Oregon. At the next session of the legislature a bill will be Introduced for this purpose, and the associations here hope that it will bo successfully carried through. Among the most prominent of the great building and loan associations of Portland are the following EAST SIDE RAILWAY COMPANY. The Oregon City Line and the Route to Mount Tabor anil 3Ioant Scott. The East Side Railway Company, was incorporated in July, 1S92, with a capital stock of 5230,000." This company is the immediate successor of the Mount Tabor president; C. F. Swigert, secretary and Street Railway. Company, which built a 5Mj-igwl; THE CABLE ROAD. The Great Hill Climber The Heights Back of the City. HE Portland Traction Com pany, the successors of the Portland Cable Railway Company, operates seven miles of cable road in Port land. The principal line of this company extends from the union depot, in the northern end of the city, at the foot of Fifth street, to Portland Heights, a dis tance cf Zxf miles. At the intersection of Fourteenth and Jefferson streets a branch runs out to the City Park and the baseball grounds. The construction of the city reser voirs on the west side of the river has interfered with the operation of the City Park branch of the cable line for some time past, but on the completion of the reservoirs it is the intention of the management to resume the operation of this branch. A short branch also runs from the main line at the intersection of Fifth and Alder streets down to Front, bur as there Is little traffic over this branch, but a few blocks in length, cara are not running over It at the present time. The cars over the cable road of Portland first commenced to make regular trips in February, 1SS0. The original cost of the line, including power plant, rolling plant, etc., was 5750,000. The company. In the depression of 192 became heavily Involved, and for a period of two years it was op erated under the direction of a receiver. Early in 1&94, however, a new company was incorporated with a capital stock of 5100,000, for the purpose of purchasing and operating the road. The president of the company is Isaac Hecht, while the sec retary Is Frank L. Brcwn, both prominent residents of San Francisco. It was through the personal efforts of Mr. Brown that the plan of reorganization of the company's affairs was effected. The pres- E Players. S&3a2S g6" EB S ou C o ft O G O . ! Nichols and Jefferds 5 30J 0 G Therkelsen and McHenry 7 22 3 2 3-7 Bingham and Thompson. 7 23 11 1 5-7 Stearns and Johnson 7 13 4 1 4-7 Gadsby and Klrkpatrick 7 15 4 1 4-7 Dayton and Burpee 7 12 4 11-7 Shepard and Gray 7 13 6 1 Bullen and Austen 7 11 6 5-7 Cauthorn and Work 6 9 8 1-G Thomas and Arnold 7 7 11 4-7 McFarland and Green.. 7 9 13 4-7 Rogers and Blackstone. 6 3 91 Carll and Lovett G 4 11' 1 1-6 Sargent and Montague. C 1 132 Dean and Dahlstrom.... 5 0 13,-2 1-G Williams and Brown.... 7 0 31-4 3-7 Ogden and Ha-Iow...... 7 0 32-4 4-7 Street-Car Paralysis. A Pittsburger went to his physician a few days ago, complaining of a dull ache In his left arm. He had never had rheu matism, but thought his pain must come from that malady. After describing it, the doctor said: "You ride to and from your office in the cable car, don't you?" "Yes." "You seldom get a seat?" "True enough." "You have formed the habit of holding to the strap with your left hand?" "Since you mention it, I know that it Is so, though I had not thought of it." "That is the cause of the pain .you feel. For an hour a day, more or less, your left arm is held in an unnatural, upraised position, and it has begun to tell upon you. You can relieve the ache with thi3 ointment which I shall give you, but a cure can only be effected by ceasing to support yourself by hanging to a strap." m ' IIotv the Trouble Began. Chicago Tribune. George was gazing, dreamily at the dear girl's back hair. "Laura," he said, making a motion as if to adjust it,' "do you know there Is a lock out?" "No," she answered, "but I know there's going to be a strike." And he got it on his ear. THOROUGH BUSINESS METHODS. Washington Notional Building Loan & Investment Assoclatioa. The first legislature of the state of Washington passed, a special act relative to buildlng-Ioan associations incorporated within its borders. This law requires: That all mortgages and notes be non-negotiable and be deposited with the state auditor, or a duly authorized trust company of the state approved by him, in trust for the shareholders; that officers handling- funds give bonds, and requiring an annual ex amination of the books and business by the state auditor. This law also limits the expenses of such association and fixes the exact amount that must be paid to members forced to withdraw before the maturity of the stock. Starting without a dollar of capital in 1SS9. the Washington National Building Loan & Investment Assoclatioa of Se attle was the first -to comply-with the re quirements of this act. That this supervision by the state is ap preciated by the members it Is only neces sary to state that the assets have steadily increased in amount, until today they ag gregate 5450,000. The number of share- -holders has increjifced in proportion; and today this stock is held in 2D different states of the Union. The loans of this as sociation are made only under the super vision of the directors, and are confined to the states of Oregon. Washington and Idaho. This plan of allowing the payment of interest and repayment of principal in small monthly Installments finds favor with borrowers, and all money Is kept continually invested. The president of this association is, and has been since lta organization, Hon. Edward O. Graves, president of the Washington National bank of Seattle. This gentleman is a financier of national reputation, having been at one time assistant-treasurer of the United States, and again chief of the bureau of engraving and printing. The general manager, C. E. Vilas, has been with the association three years, and to his untiring- efforts may be attributed very much of the substantial Increase of the business. To better care for the interests of its Oregon members, an office has recently been opened at 2S6 Stark street, in this city. This is in charge of Messrs. Hawley and Grindstaff, who are prepared to ex plain the workings of the association and receive applications for loans. AH loans closed without delay and withdrawals paid as usual, promptly. As an investment for a portion of one's earnings, stock of thH association offers as large a profit as Is consistent with perfect safety. A HOME COMPANY. Fine Showing by the Union Saving it Loan. Association. The above company is the successor of the Puget Sound National Savings & Loan Association and has been in business since January 1, 1S91. Despite the hard times the business of this association has been steadily increasing, until at the present time their assets will figure up about $120,000. It has at present 161 loans, and only four pieces of real estate unsold. During the past six months the earnings have been 57152 18, and on January 1, 1893, a. dividend of 1 per cent per month will be declared, leaving 531G undivided profit to be added to the surplus accounL The association has paid G per cent to shareholders every six months since its organization, and it how has about 51500 surplus earnings on hand, which are held to cover any possible loss that might oc cur. The dividend from January 1, 1S93, has been apportioned as follows: $142 33 to prepaid shareholders, 52194 21 to in stallment shareholders and 53S1613 in cash to those holding full paid-up shares. The officers are conservative business men and take an active interest in the affairs of the organization. They are as follows: James C. Saunders, president; E. E. Miller, vice-president; L. D. Mc- Ardle, secretary; M. Billings, manager; C. W. Miller, attorney, who, together wiyi Charles H. Janes, compose the board of directors. UNDER STItlCT LAW. The Guaranty Savings &. Loan Asso ciation of 3Ilnaeaiiolls. The Guaranty Savings &: Loan Asso ciation of Minneapolis, Minn., whose office in this city Is at 231 Stark street, with J. W. Blain as their Pacific coast representa tive, Is one of the oldest and strongest of these companies ia the United States. The laws of Minnesota absolutely control the operations of the associations doing busi ness under the laws of that state, and are under the personal supervision of the state bank examiner. The company fs also ably and honestly managed, and has never had a taint or blemish on its rec ord. It has placed between COO and 400 loans in this city, aggregating several hundred thousand dollars, and it has ample funds on hand to place all desirable loans promptly, even In these "panicky" j times-