THE MORNIXG OBEGONIAX, SATURDAY, JULY 15, 1905.
SUNDAY CLOSING
WILL BE TESTED
Concessionaires Prepare
Begin Suit Against the
Exposition.
to
ACTION BEGINS TODAY
Carnival of Venice and Davenport
Farm Will Bo the Plaintiffs
Who Will Seek a Decision ,
From the Court.
A suit against the Twis and Clark Ex
position Corporation and J. A. Wakofield
to obtain a decision whether the attrac
tions on the Trail are entitled to remain
open Sundays will be begun today in the
State Circuit Court by the Carnival of
Venice Company and the Davenport
Farm.
The complaint will recite that there is
nothing in the contract held by a con
cessionaire which directly prohibits opening-
on Sunday, and on the contrary the
contract especially enjoins upon the con
cessionaire the duty of keeping open
whenever tho Exposition Is open, and also
provides that the manner of running on
Sunday may be controlled by rules and
regulations.
A year ago. It Is alleged, at a regular
meeting of the directors of the Exposi
tion, a resolution was passed and spread
upon the minutes that the Exposition
would remain open for all purposes on
Sunday, and this resolution never, was
changed or modified, and its existence
was known to the concessionaire when a
contract was entered into by him, and
by him was understood to be part of the
contract.
Further, It is alleged that the directors
of the Fair advertised extensively that
It would be open for 131 days, and thore
is Just that number of days from the
opening day, June 1, to and including the
closing day, "October 15, including Sun
days, and the concessionaire knew of
these advertisements and relied upon
them at the time the contracts were en
tered Into.
Another reason given Is that the con
tract allows a concessionaire to keep
open at all times allowed by law, and an
act passed by the Legislature in 1903 permits-theaters
to remain open on Sunday.
t will be contended that a theater Is a
place -of amusement for the edification of
spectators, and not necessarily an in
closed building, and that the Trail at
tractions come under thlB head. A fur
ther allegation Is that If the Exposition
should keep open all. night, the Trail peo
ple under their contracts would have to
remain open, and should the Exposition
close on Sundays, the Trail people would
have to do likewise. Tho Exposition man
agement may regulate how things shall
be conducted on Sunday, for example to
do away with spielers, and to regulate
the- attractions, but not to prohibit. The
argument will be made that In Portland
theaters run on Sunday, and other places
of amusement, and that the concession
aires were aware of this fact when they
entered into contracts, and expected to be
treated accordingly.
ThC qlaitn will also be' made that it Is a
rase of bankruptcy with them If they
cannot run on Sunday.
John F. Logan and Thomas O'Day are
the attorneys for the plaintiffs.
Will Announce Decisions.
Judge Frazcr will announce decisions
this morning as follows:
Martha. M. Kunz vs. The O. R. & N.
.Company, motion to strike out parts of
complaint,
Isaac Aronson vs. Joseph Mayer et al.,
motion to dissolve injunction. -
W. 2C. Benedict vs. The Carrara Paint
Company, motion for reference.
Charles E. Rumelin vs. The Journal
Publishing Company, motion to strike out
parts of answer.
W. C. Noon, Jr. et al. vs. H. H. Clark,
dumurrcr to emended complaint.
Judge Soars will decide the following
cases this morning at 10 o'clock:
Phil Xeis vs. Joe Kablott and Oregon
Round Lumber Company vs L. L. Paul
ron. AT THE "THEATERS
Whnt the Press Agents Say.
SPECIAL, FHAWLEY 3IATIXI2I2
Favorite Actor in "Hanson's Folly"
at the Mnrquani Today.
This afternoon at the Marquam Grand
Thoater. on Morrison street, between
Sixth and Seventh. A special ladles and
children's matinee will be given at 2:30
o'clock when T. Daniel Frawley and his
excellent company, in Richard Harding
Davis' romantic comedy-drama, "Ranson's
Folly." will be the bill. Mr. Frawley and
his clever players have played two per
formances to crowded houses. The play Is
exceptionally good by far the best Mr.
Davis has over written. The last per
formance will be given tonight at S:30
o'clock.
A "FOOL." MATINEE TODAY.
The Bcln sco Forces Will Give Two
Performances Today.
Just four left. Four performances of
"Willie Collier's sand Eugene Ormonde's
nig hit, "A I'ool and His Money." remain
out of the greatest run in the history
of the Bela3co Theater. Matinees today
and tomorrow, with performances on
cftoh of the two evenings. This is un
doubtedly- the most successful bill yet
presented at the Bola.oeo, and no theater
goer should miss seeing It. A rollicking
:arce. every line and situation of which
contains a .sood, clean laugh. The fun
nlost play now on the stage was never
acted better.
"THE PRISONER OF ZEND A."
Anthony Hope's Romantic Drama at
the Belasco Next WccU.
Tho next offering of tho Belasco stock
company, commencing Monday night, will
be "The Prlsonor of Zenda," the most
popular play of the past decade. It Is
a play which appeals to all classes and
represents the highest type of play
making. Eugene Ormonde and Lucia
Moore each have great roles to which
they are admirably suited and which they
have acted in the largest cities In the
country. Elaborate and beautiful scenery
and beautiful costumes are now being
built for the production.
"I. O. U." NEXT WEEK.
Kolb and Dill in Musical Burlesque
at the Marquam.
Beginning next Monday night, July 17,
the funny German comedians, Kolb and
Dill, -who have established themselves
"for keeps" In the hearts of Portland the
atergoers, will resume their engagement
in the merry musical-comedy burlesque,
"I. O. U." There are 0 people In the
company, 'including the principals and 40
chorus girls, who are pretty and can both
sing and dance. A wonderful effect Is
produced by an innovation of Kolb and
Dill's creation, namely, the Maori dance,
as witnessed by them during 'their Aus
tralian tour and produced for the first
time in this country, consisting of me
chanical effects that are original and are
copyrighted by these gentlemen.
"A word to the wise Is sufficient." Se
cure your seats early.
Comedy at Empire Tomorrow.
Tomorrow afternoon and evening the
Empire Stock Company will open in the
rattling farce-comery. "A Terrible Tan
gle." The piece was originally created
for the purpose of making people laugh,
and has most thoroughly fulfilled the mis
sion for which It was launched. It deals
with a series of mishaps and misunder
standings that occur in a staid, well-regulated
family, and every scene Is funny.
It Is well calculated for a Summer play,
being short, light and breezy. See "A
Terrible Tangle" at the Empire tomor
row, and laugh.
"Tho Heir Apparent."
The last two performances of the
charming romantic drama, "The Heir Ap
parent." at the Empire Theater, will take
place this afternoon at 2:15, and tonight
at 8:15. This Is the prettiest and most
pretentious offering that has been made
by the Empire Stock Company this sea
son, and well deserves the large patron
age It has enjoyed all week. The mati
nees have been especially attractive for
ladles and children, as the play deals with
the most fascinating themes of love and
war, court dignity and beautiful costumes.
TO
XOT POWERFUIi ENOUGH FOR
HEAVY GRADES.
Meantime Southern Pacific Promises
Extra Train 3aily to Forest
Grovo Citizens Ask Two.
Back to Omaha starts the gasoline car
of the Southern Pacific next week, be
cause it is not strong enough to climb
Oregon's hills nor large enough for the
traffic. In a little while Its place may be
taken by ono or two cars of three or four
times its motive power and twice Its pas
senger capacity.
Meanwhile residents of the territory
that was to be served by the car are Im
patient for more trains and Are prodding
the Southern Pacific. At Forest Grove
last "Wednesday night some 150 of them
resolved. In a- public meeting, that they
would be satisfied not with the one addi
tional train proposed by the railway cdm
nanv but with two. But Manager J. P.
O'Brien said yesterday that there would"
not be sufficient traffic to keep two new
trains busy; therefore that the Southern
Pacific could not see Its way clear to
put on more than one new train.
Residents of Washington County say
that Manager Calvin and Manager Worth
ington. who preceded Mr. O'Brien In con
trol of tiro railroad, promised a frequent
car service into Portland. Patiently the
lx?ople of Hlllsboro and Forest Grove and
the farmers of the county waited for tho
gasoline car that was to run back and
forth from Portland every two or three
hours. They aver that the frequent serv
ice on the electric line of the Oregon
Water Power & Railway Company's lino
from Portland Into Clackamas County Is
proof that a similar service from Port
land Into Washington County would build
up a corresponding traffic, especially since
the line Into Washington County is an
old established road.
Officials of the Southern Pacific point
out that steam traffic operates under con
ditions dissimilar from those of electric
lines, and that steam cars cannot be run
so often as electric because of tho higher
expense of operation. Had the gasoline
car been successful. It would have been
run continuously.
The new gasoline cars which are to be
sent here from Omaha will have perhaps
203 horsepower, whereas the present one
haB but 50. They will each seat 55 or GO
persons. Owing to the small power of the
car now here, it cannot pull a trailer over
the heavy grades of Fourth street, and
for its successful operation a trailer Is
necessary, because-the car has seats for
only 23 persons.
The train proposed by the Southern Pa
cific would leave Forest Grove shortly
after noon, and would return from Port
land at 9 P. M., or thereabouts. Wash
ington County now has two trains daily
running each way to and from Portland,
on the Fourth-street line, one in the
morning and one in the evening, and one
train dally on the Oswego line, leaving
Portland in the evening and arriving In
the morlng.
OFF TO CLIMB RAINIER
Members of Three Clubs Will Ex
plore Its Fastnesses.
A party of a hundred or more mountain
climbing enthusiasts, representing the Si
erra Club, of California: the Appalachian
Club, of Boston, and the local Mazamas,
wore treated to a pleasant little side trip
as a preliminary to the Journey to Mount
Rainier, when they embarked yesterday
morning on the .steamer lone for an ex
cursion up the Columbia, where they vis
ited Cascade Locks, Oneonta Gorge and
Multnomah Falls.
Those who were fortunate enough to
compose the party were enthusiastic over
the grandeur of the scenery of the river,
and the visiting mountaineers were lavish
In their praise of the local club, under
whose auspices the excursion was given.
A considerable portion of the day was
spent at Multnomah Falls, the beauties of
which were greatly admired by the vis
itors. On the return trip the party was enter
tained by Professor Herbert W. Glcason.
of Boston, who displayed many interesting
stereoptlcon views of the Canadian Rock
ies and his collection of specimens of bot
any. Several of the local club entertained
the party with views of Mounts Hood and
Jefferson, and the caves of Josephine
County, after which refreshments were
served and the day's entertainment
brought to a close by their arrival back
In the city.
The entire party, composed of more (nan
100 Sierras, an equal number of Mazamas
and 20 members of the Appalachian Club,
left last night for the trip to Mount Rai
nier. They will leave the train at Ash
ford this morning and proceed on foot to
Paradise Valley, where they will make
their headquarters while exploring gla
ciers ana capturing the peak. The nartv
Intends to spend two weeks on the triD.
and. as there are many scientific men of
noto among them, some Interesting geo
logical results may be accomplished.
DAY BOAT F0R ASTORIA
Close Connections for Ocean Beaches
Steamer "Lurllne leaves Taylor-street
dock at 7 A. M. dally, except Sunday, for
Astoria ana way mnaings, making con
nections at Astoria for ocean beaches.
Tourists, travelers and citizens, you can
not enjov a day more pleasantly than to
take this daylight ride to Astoria, tho
city Dy tne sea.
Murine Eye Remedy cure eyes: xnak vuk
cea cltcok. cvoiuca cyo sun; aoern i eaitn
E '
FOR RAILWAYS
(Continued From First I'axO
mltted Into the Union nearly 50 yearn ago.
rich In every natural resource, with a cli
mate that cannot be surpassed, with water
ways coursing through it In every direction,
conservative and considerate in temperament
and action, this mate Is amongst the very low
eft In the scale of railroad development.
With the lowret taxes of any Mate on the
Coa;t. so far as railroads are concerned; with
no advene legislation; with a public .ntl
ment holding In check any undue agitation,
the recognition accorded us Is such that this
year we will probably fall behind Idaho In
railroad development. During all this time
rates have- been high, and, as we shall show,
the net earnings and eurplus of the railroads
constantly Increased. We have seen business
diverted from Its natural, shorter and more
economical channel over heavy grades and
longer mileage through agreement made.
we believe. In violation of law and In direct
restraint of trade and commerce and. to our
Injur-. W have seen the building of roads
abandoned in profitable territory to the great
lose and injury of the people at the behect of
those controlling the mean? of transportation,
for Hasans having no relation to the business
or dex'dopment of this country. In order that
certain conditions might be maintained, we
have almost without a protect seen ocean
lines abandoned, vast sections of our state
and sister states twisted and denied ordinary
transportation facilities, and the growth and
progref" of this Mate retarded. Refusing to
build themselves, every obstacle has been
thrown In the way of those who would. From
the time of the strangling of the "Hunt" sys
tem to the present day every Independent line,
unless cUwIy affiliated with the 'system."
has been systematically discouraged or means
found lo deprive It so far as possible of ob
taining the necessary financial aid K carry
out Its enterprise. For more than ten years
"promises' ' have been made from year to year,
and yet in all that time the only additional
mileage built by the "system" In this state
Is the Elgin branch of 19 miles, the short
WendMng branch In the Willamette Valley
and the 40-mlIe branch to Condon In Eastern
Oregon.
We have gathered statistics covering the por
tions of the state now without th means of
transportation, which demonstrate- that In any
other eectlon of the country rivalry amongst
railroads would be keen to serve them.
We have also looked Into the actual results
of the operation of roads, which were built
In the very teeth of dire prophesies of bank
ruptcy and failure, and And them paying
properties today. The Columbia Southern Is
referred to more- at length hereafter, but an
a striking illustration we refer also to the
Astoria, & Columbia. River Railroad, built
through a sparsely populated country and In
direct and active competition with the river
This road Is 121.50 miles In length, is bonded
for Jfl.2SO.OO0, or $40,000 per mile, and has
a capital stock of fl.GlP.OCO. or 1P.7 per
mile. For the year ending June 30. 1WM. Its.
net earnings were ?170,42 aad Its actual sur
plus over all expenditures. Including inter
est. $30,838. We cite this example as a road
built and operated in the face of the fiercest
competition and against the apparent Judg
ment of all railroad operators.
The Sumpier Valley Railroad, running out
from Baker City. Is another Illustration.
While we have not the exact figures before us.
it Is M-ell known that Its earnings have been
phenomenal. This road Is now about to ex
tend Its line, reaching Prairie City next year.
"In this state about 50.000 square miles of
territory are without railroad facilities, and
In many of our largest counties the road
skirts but the borders. While our merchants
are engaged in commercial warfare for trade
with ambitious rivals In distant territory, a.
more profitable field nearer home awaits but
transportation's quickening Impulse to increase
It manv fold. This city has sat discontented.
but still patient (until patience has ceased
to be a virtue) as it has seen every effort made
by railroad interests to tho north and south
to build up commercial rivals, wnue nom
ine was done for it. By rates, by truces,
by agreements, by abandonment. Us territory
has been steadllr cut off and nothing done to
offset It by opening that tributary to It.
"Not alone have we been Injured by tne
failure to build lines within this state, but
what has been equally detrimental Is the fact
that lines of rallroafffrom other directions are
building towards sections of this state, which,
when completed. If there are no roads from
the north or across the state from the, Will
amette' Valley, will necenjarlly divert tht trade
of a very large section of our state to other
centers and will make such portions or tnts
state merely geographically a part of us,
but severed commercially and socially.
We refer to roads such as that building
from Northern California to the Klamath coun
try, which will, when completed, draw the
trade from this rich section to San Francisco.
We do not criticize the boards of directors
of the companies In this state, although under
the law they form the governing body or tne
corporation, as It Is well known that they
Initiate no policies, assume no control over
the management and exercise no power ex
cept as Instructed by the executive committee
In New York. Neither do we intend to re
flect upon the officials directly in charge of
the property in this state, as they must do
as directed by their superiors. We k feel,
however, that differences of opinion between
officials on the ground have to some extent
prevented railway extension. The vice of
the management In the past lies In the fact
that they have seemed to expect a fully de
veloped country in advance of the railroad.
In this state exactly the opposite course has
been pursued to that adopted with such suc
cess by James J. Hill in the building of the
Great Northern. It would seem that the ex
perience of the past should have some effect
In tending to make the management In this
state more aggressive In the future.
Extensions Suggested by the Committee.
On April 4, 1005, the committee took up
directly with B. A. Worthlngton, then gen
eral manager of the O. R. & N. Co., and
Southern Pacific Railway lines in Oregon, the
matter of obtaining additional transportation
facilities. Tho following particular extensions
were suggested:
A road from some point in the Willamette
Valley to Southeastern Oregon and adjacent
territory; a road from Portland or vicinity
to Tillamook; an extension of the road from
Elgin to the Wallowa country.
The committee further Mated as follows:
"We do not take up the Rlparla cut-off to
IowIston, as we feel natural conditions will
make the building of this rood eventually a
necessity. Neither do we wish to be under
stood by particularizing certain extensions as
above set out, to be conceding that these are
the only extensions necessary for the develop
ment of this state, but all cannot be done at
once, and we submit these because of certain
exlwlng conditions they are of the most Im
mediate importance."
At about the same time the committee took
up with E. E. Lytle. prorldent of the Colum
bia Southern Railway Company, the extension
of that road from Shanlko to Rend. We now
desire to submit In a more definite manner
our reasons lor making these requests.
Transportation Conditions of This State.
For a period of more than ten years, from
1804 to 1004. being the period we have taken
for comparison, there has been but little
railway construction In this state. In iwu
accordlng to the report of the Secretary of
State, there were 1302 miles of railway with
in the State of Oregon. In 1P04 there were
1..S miles (including yard tracks and sidings).
an increase or 4l miles. This Increase, how
ever, wan not the result of the building In
a new territory by the "system" now nrac
tlcally controlling the transportation of this
state, but were nearly all roads built br
other companies and Individuals, such as the
road to Astoria, the Columbia Southern from
Rlggs to Shanlko. the Sumpter Valley Road
from Eaker City to Sumpter; and other short
extensions. During this period we do not
now recall of the O. R. & N. Co. or the South
ern Pacific Railway Company having built anr
additional mileage, unless it be the short
Wendllng branch In Lane County and the
Llgln branch in Union Couuty.
In the State of Washington on Juno 30.
1004, there were 3332 miles of railroad In
operation, being 1614 miles more than in Ore
gon, although this state has almost one-third
more area than the State of Washington
As a consequence, population has increased
proportionately with the transportation facili
ties. In ISKKJ Washington had a population
of &IS.310; in 1004 it had increased to S74.
000.
In Washington the legislative conditions and
tendencies of the people have been very dif
ferent from those in Oregon. There, there
has been constant railroad agitation, finally
crystanzing tnw year into a railroad com
mission with large powers.
The facts show that Oregon, an compared
wun every otner state or territory. Is gradu
ally dropping behind until today It is nearly
at the foot of the list in railroad development
to square mues or territory.
This brings us naturally to the subject of
Railroad legislation.
Under this head there Is but little to sar.
At one time, from 1S87 to 1S3S. there was a
railroad commission In this state with onlr
supervisory powers, and none of rate-mak
ing. This commission during these year
was of considerable service In gathering data
and statistics and making recommendations.
ir nouung ei6e, nut it was finally abolished,
In effect we have no. so-called, adverse rail-
road Itrtelalion. No elite la the Union has
been more liberal In this respect than has the
State of Oregon. So far as the Legislatures
are concerned, there has been practically
nothing to do from a railroad standpoint, as
the people themselves have not desired any
laws passed which would hare any tendency
to prevent raitrcad development or the Invest
ment of outside capital. Whether this has
been a wise policy or not Is an open ques
tion. At any rate. Judging from our treat
ment. It has not been appreciated. We have
no time In this report to institute compari
sons, but should any one take sufficient Inter
est to delre to see the difference between tho
laws of this and other states, a ehort reading
of the itstutes of any of such states will
at once show the difference. Therefore, ad
verse let-t-t'stlon has not been tho cause of
the neglect of this state.
Taxation.
In this matter the state has been equally
liberal. Without going into too many- de
tails, the snowing comparative table will
serve as an Illustration:
Taxes paid per mile In four Coast States
for years 1901-1002:
Oregon. Wash. CaU Idaho.
1001 14S.00 178.00 25O.0O 1V7.G0
1002 153.00 215.00 247.00 214.00
From reports before us other comparisons
show the same disparity. For the year 1000
the valuation per mile. Including rolling stock.
In California. Washington and Oregon, of the
railroads within the state, was as folio :
California fl710.5l
Washington 7427.CtJ
Oregon - 32S5.S6
The year 1004 shows the average valuation
of railroad beds in this state. Including rol
ing stock, to be 15577 per mile. The cost
per mile of road .of the O. R. 4c N. Co. as re
ported In lOffl was M.560. The capital stock
and bonded indebtedness of the same company
in .ISOS was in excess of 150.000.000. and
these amounts on its books represent the cost
of the property. It can be readily seen that
tested by any rule, the basts cf taxation on
railroads In this state cannot have caused any
complaint. It will therefore be apparent that
It was not through lack of a productive coun
try, or because of adverse railroad legisla
tion, or because of high taxation, that addi
tional mileage has not been built In this state.
This brings us. -then, to the question of
whether the earnings of these companies dur
ing the period mentioned would have Justi
fied building extensions, and as most of the
territory In question Is In that of the O. R.
&. N. CO.. we will take the figures of this
company for Illustration.
Railroad Earnings.
The net earnings of the O. R. & N. Co.
by years, ending June 30. from 1S0I. Is as set
out below. To appreciate these- figures. It
must be known that much In the way of
betterments has .been .charged to expense ac
count, and that each year a very considerable
sum has been charged off of certain prop
erty for depreciation.
Net Earning From Operation and- Other
Source.
1SUI 357.14l'.1001
3.034.1SI
4.563.202
... 5.370.403
... 5.173.040
1S3T. 1.510.47SI1902
1KHI Si.S74!1903
1897 1.049.457 1V4
lfS
1690
3.019.S39
2.7O0.M4" Total J33.33S.381
100O 3,7S0,02J
Tear of the creat flooJ.
Am ova Sv4 Hf-r rfirffabl
ln,t ih. n Inmnu vhlrh when deducted
leave the actual surplus, the table following
atutn-a (Via mrnlM, nr., nil elllrfM including
dividends on the preferred stock from 1697
to luu-i, inclusive:
1S07 S 5B3.457I1002 3.050.3S2
1S9S 0C3.8T.5!10OS
1S00 1.212.S2CJ190t 3.492.243
WOO 2.05S.KI3I
1001 2.705.40lj Total ...X17.302.CS3
The credit side of the profit and loss ac
count of this road now runs Into million.
Remembering that this enormous amount Is
actual surplus, are we not Justified in claim
ing that a country that produces such re
sults is entitled to transportation facilities,
and that some at least of our money should
be spent In this state In developing It? It
Is true that dividends nave not been paid on
the S24.000.00O of common stock, but as the
system" owns all the stock, it s-ould be
but a transfer from one pocket to another.
The mileage of this road since 1S03. by
years. Is as follows: 1893. 1005 miles; 1S09.
1005; 1000. 1093; 1901, 1093; 1002. 1112; 1803.
1123; 1001. 1123.
During this period some additional mile
age was built in Washington and Idaho and
the Elgin branch of 19 miles In Oregon.
Notwithstanding the earnings have vastly
exceeded any sums spent for extensions, by
some meant the bonded Indebtedness has In-
rrrafed a large mm. thus perpetuating for
years to rome aa lucrraftfjjn fixed charge.
U mlgh be said thii fact uau not concern
the public, but it does, ax any unnecessary
addition to fixed charges. Increase of stock
or debt lays the foundation for a claim to
Justify high charges through years to come.
We nave now shown the facts concerning
the following features:
1. The lack of development In this and
growth In other states.
2. The laws and legislative conditions.
X Assessment and taxation.
4. Earnings.
5. Mileage added In the last ten years.
. That new roads pay.
And we believe we hare now made a case
on which we could confidently rest before
the bar of public opinion.
There yet remains the pleasurable task of
demonstrating that we are Justified by the
facts in asking that the particular exten
sions mentioned, and more, should be built
and built at once.
It Is not out of place to state here that for
some reason every extension of railroads.
branch or otherwise. In this state has been
brought about only after either a bitter
"outside" or "inside fight. For some rea
son. If an extension was recommended,
there was always someone "Inside" or "out
side" to "knock" It, Adverse reports would
be thick as leaves In Vallambrosa and were
kept on file to be drawn on as required. As
branches or Independent lines paid when
built. It might be suggested, why should not
local or other capital Invest In these enter
prises. This has been done and will be done
more, but the roads we are especially direct
ing attention to are almost necessarily parts
of the O. R. Sr N. Co.s system, should be
buHl by it and In the very nature of things
could be operated more economically and
satisfactorily by It than as independent lines,
We will take up the one nearest home.
Shanlko to Bend.
Many of the facts In reference to this road
are known to those interested In the sub
ject. It is not generally known, however.
that the building of that portion of the road
now In operation was recommended years
ago by Chief Engineer Kennedy, than whom
no more conservative locator or engineer Is
in this country today. In 1S92. In a letter
recommending the building of the road from
Biggs to Wasco and beyond, he used the
following language:
"Of course until railroad facilities are- fur
nished much of the territory must lie fallow.
as the excessive haul by wagon and present
transportation facilities preclude the possi
bility of successful cultivation, but my ex
perience on the many branch lines of the
Northern Pacific "Railway, which I have con
structed during the past 12 years In differ
ent parts of Oregon. Washington and Idaho.
leads mo to believe that within a few years
after adequate transportation facilities are
provided, all the country tributary will be
occupied and developed. Jn pt years I
nave more than once rfcommnvlMl the con
st ruction of this line to the management of
tbe Union Pacific system and feel confident
the resources of tbe country traversed br
the proposed line would Justify Its construc
tion.'
For a number of yearn nothing was done
untlt finally E. R. I.ytle and his associ
ates commenced the construction of the
road, finally pushing' k through under very
adverse circumstances to Its present ter
minus at Shanlko, a distance of about 70
miles.
There were other railroad men besides Mr.
Kennedy who recommended the building of
this road, but It received apparently more
effective "knocks" than It did help, the re
suit being as above stated, the building of It
by Mr. I.ytls and his associates. It Is a
matter of history that the road has paid
from the start.
Leaving generalities and dealing In par
ticulars we will apply the same test to this
road as constructed, that we did to the
O. R. & N. Co,
The capital stock of the road Is 300.000.
and as we are advised does not represent
any actual Investment: Its bond Issue $700,
000 drawing 5 per cent interest. It Is a
matter of common knowledge that thes)
bonds sold at the rate of 00 cents on the
dollar and that the net amount received, to
wit. $030,000. not oaly built tbe road, but
left a handsome margin of profit to the
builders. The net earnings for the years set
out below were as follows:
1001 S C7.4S0'1004 r S 78.350
1002 09.003
1003 74.4S9 Total S290.15S
The surplus, after paying Interest on
bonded Indebtedness and all fixed charges,
was tor tne same years as ronows:
1901 S 29.12011001 X 39,285
1902 30.11:
1003 31,8701' Total $133,402
The earnings for 1003 show a correspond
ing Increaxe. -It will thus be seen that
after paying all fixed charges. Including 5
per cent Interest on the face value of the
bonds, there was a very handsome surplus of
about li jer cent to aaolv. on. stock. tht
originally did not represent any actual In
vestment. Thereafter, the matter of the pro
posed extension to Bend, a distance of about
100 miles, was taken up. More than lo
months ago it was authoritatively announced
by Mr. liarrlman in the City of Portland
that the road would be extended, but notn-
Ing was dona and at the present time, at
the request of your committee, an examina
tion of the country has been made. For a
long time this extension was printed on the
official map of the O. R. & N. Co. as one of
its proposed extensions. From all that we
can learn, the proposed extension will pay
as well as the line to Shanlko. If not better.
Crook County, through which It would be
built, has an area of 7730 square miles. The
cost of building the road will not be ex
cessive. Crook County now produces from
5.000.000 to 7.000.000 pound of wool a year,
has 2.400.000 acres of timber land outside of
tho forest reserve, large herds of cattle and
horses and grows cereals of all kinds when
they can be marketed. The road runs
through the country known generally as
Agency Plains, consisting of about 130.000
acres of land and at least 400,000 acres more
tributary to the road can be and are being
Irrigated. This section of the country Is In
creasing very rapidly In population notwith
standing the adverse conditions.
The committee baa gathered figures as to
the estimated Income based on traffic under
present conditions, tributary to the proposed
line, which show extraordinary returns. This
could be heavily discounted and It would stilt
show a very large earning capacity and a
handsome surplus every year.
We could give many details respecting this
country, but It bos been gone over so often
and Is so thoroughly known, and the build
ing of the road recommended so often, and
promised so often, that It would seem to be
unnecessary.
The result of the building of this road
would be to Increase In population a large
section very rapidly and one that Is directly
tributary to Portland. Furthermore. It
would naturally be extended to Klamath
County, thus meeting conditions existing In
that portion of the state.
It has been stated that this road may be
extended a matter of 50 miles to Madras on
Agency Plains, leaving unserved the large
and productive section to the southward. We
sincerely hope that the extension will be as
far at least ait Bend. The time has passed
when there will be the slightest obligation
felt by the building of roads to a well-de
veloped country, where there Is nothing to do
but to gather the fruits of the work of oth
ers without any participation In the labor or
risk. What Is wanted Is large mlndedness
and breadth of vision that sees beyond the
immediate present. Fields of grain and
alfalfa and orchards should not be expected
when nothing could be done with them. If
raised, and a country should not be turned
down until a community Is worn out dem
onstrating to railroad officials that It Is pro.
ductlve.
On the facts within our knowledge we feel
that this road should be built to Bend, and
built at once.
Southeastern Ore-con Road.
In connection with this portion of the
country. In order to realize what Is neces
sary to be done, one must have some com
prehension of the size of the state and the
location of the present lines of ' railroad.
Oregon Is a great state In natural resources
and size. Its area being about 100.000 square
miles. It is about 350 miles across and 300
miles or thereabouts from the north to the
south line. One railroad line extends along
the extreme northern boundary, while the
other line runs north and south within 50 or
00 miles of the coast through the Willamette
Valley. This leaves an Immense area of
thousands and thousands of square miles In
the Interior and coast regions of the state
without railroad communication. The par
ticular section of the country that we refer
to as Southeastern Oregon are the counties
of Malheur. Harney. Lake. Klamath and
the southern part of Crook. It is one of our
objects to have this section of the state
given direct means of transportation with
Portland by the building of aline across the
state to the Willamette Valley and running
feeders north and south from the main line
to open up the sections tributary to It. We
have reports upon this country- going as far
back as 1881 and coming down to the date
of this report. We are compelled to con
fine this report within reasonable limits, but
would state that from all we can learn there
are no engineering difficulties In the way of
building this road. It would run largely
through a country rich In all sorts of nat
ural resources. It has large areas of land
open to settlement. Is a great stock coun
try, .has an almost unlimited supply of tim
ber, and In some parts large mineral de
posits. The chief danger with which we are
now threatened Is the extenston of tht road
from Reno, Nevada, to Lake View and on
through Lake County, drawing the resources
and business of this portion of the country
to tho east or California, and the comple
tion of the road now practically under way
from Northern California to the Klamath
Country, which will have the same effect.
These roads will unquestionably be built and
unless something Is done from this end of
the line to meet the conditions, that trade
will Irrevocably be lost to this end of the
state. The fact that these roads are to be
built furnishes sufficient proof of our state
ments as to the resources of the country. It
should be apparent to anyone that If this
state has even a percentage of the natural
resources and capabilities with which it Is
credited by the railroad companies them
selves, that it is simply ridiculous to assume
that one line on the extreme north sde of
the state could by any possibility furnish
transportation facilities for the Interior. In
fact we believe that before many years
there will not only be the line we now rec
ommend, but others across the state, as this
region Is so vast that one or two lines could
not serve It. Moreover. It Is in this section
that the large increase In population In this
state must come in the Immediate future.
To give some idea of the magnitude of this
section wn would state that the area of the
four counties mentioned Is about 40.000
square miles, which is an empire In Itself.
For Instance, Malheur County has OlSt
square miles; Harney County, O0S0 square
miles; Lake County. 7S74 square miles;
Crook County, 7750 square miles; Klamath
County. 5S54 square miles.
In these counties the transportation condl-
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tlons are the same as they were when Ore
gon was first settled.
Wallowa County.
The general descriptions we have hereto
fore given will cover this county. Its area
Is 2080 square mites, being; more than one
half the size of Connecticut or the State of
New Jersey. It hns fruits, vegetables, live
stock, timber, minerals and everything that
goes to make a rich and prosperous com
munity. Its climate Is unusually pleasant
and all that this country lacks Is transpor
tation facilities to make It one of the rich
est and most prosperous In the state.
Tillamook Roud and Coast Region.
The facts In reference to the Tillamook
and Nehalem section, so far as their tim
ber, dairying and other resources are con
cerned, have been exploited so often that we
will not take time to enumerate them here.
.It Is sufficient to say that this section Is
known to contain the greatest timber bolt
on the American continent today. Frequent
attempts have been made to build this road,
but the parties In Interest have met with all
sorts of discouragements, even so far as to
be refused connection with other lines who
claim the territory, but will not develop It.
It has been stated, however. In the public
press that through the operation of tho
"Ktlllngsworth law," passed by the last
Legislature, certain obstacles have been re
moved and that a road will now be built to
Tillamook In connection- with the new lint
to Hlllsboro. Coos and Curry Counties, as
well as other coast sections, would respond
Just as readily In tangible results If fur
nished transportation facilities as will Tilla
mook, and the day cannot be far distant
when such productive territory will receive
the attention It deserves.
Rlparla Cut-Off.
As we stated In our letter to Mr. Worth
lngton. "natural conditions" settled this
question. The announcement of the opening
of the Portage Railway was met with tho
statement, which Is being followed by exe
cution, of the closing of the gap between
Rlparla and Lewlston and the building of a
railroad Into the Interior, which will open
up a very rich country.
In presenting the particular features
above outlined, we do not pretend to have
more than scratched the surface of this im
mense state and Its resources, even now
but little known. We have only referred to
matters that we felt should be given im
mediate attention. The extreme northern
portion of our state will unquestionably re
ceive more attention from the railroads here
after by reason of the fact that the "open
river" has now made It possible for the peo
ple, through small organizations, to furnish
themselves transportation facilities and we
believe that both north and south of the Co
lumbia River short branches will be con
structed to many different points.
A Common Interest.
The entire state has a common interest in
its development. What helps one helps all
and what hinders one reacts on all. We be
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Phone Exchange 40.
lieve that there should be more state prldu
and more determination that this state shall
have fair treatment from transportation com
panies serving them. So far as Portland Is
concerned, the results ought to ba plain to
anyone. The great Interior of this state
now has awaiting the settler millions of
acres of cheap lands. With a population In
the state of 1.500.00 this city would have
500.000 Inhabitants and this number of peo
ple would mean only about 15 to the square
mile. With the possibilities of commerce
with the teeming millions of Asia, and the
development of our own country, one can
get some Idea of the character of city that
will be built here In the future.. We could
enlarge on this subject until our report
would be unreasonably long. Wo therefor
content ourselves with submitting tho fore
going facts for your consideration and tho
following
Recommendations.
In general we would say that we should
within certain limits rely upon ourselves, and
aid In every possible way the development
of natural means of transportation The
use of the waterways of the state should
ever be promoted and every encouragement
given their Improvement and use. They are
the key to the transportation situation to a
vast portion of this country- Portland above
all other places should nld every effort In
their behalf from Lewlston and the Okano
gan and from Eugene t- the sea; and the
work and agitation should nevtr cease until
they are free and navigable from the highest
point of navigation to the sea. They will be
the most effectual regulators and promoters
of railroad building In all territory within
their Influence. Any and all other railroad,
lines seeking entrance Into the state should
be encouraged In every reasonable way.
It Is our desire to work In harmony with
all the railroad Interests, but this harmony
can only come by fair dealing to all. We
are willing to concede our Interests are com
mon, but on this basis we do not wish to
carry all tho burdens and receive none of
the benefits. Chief Engineer Kennedy's
statement Is as apt today as when penned
nearly 14 years ago. He said: "Within a
few years after adequate transportation fa
cilities are provided, all the country tribu
tary will be occupied and developed." and
this statement Is abundantly Justified, not
only by our own experience, but that of
many states west of the Great Lakes. This
hRa been the policy of the "Hlir and Cana
dian llne9 which Is drawing Immigrants la
great numbers to the lands tributary to
these roads.
L. A. LEWIS.
HENRY HAHN.
T. D. HONEYMAX,
A. H. DEVERS.
EDWARD NEWBEOIN. "
a. M. MEARS.
Committee.
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