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About Morning Oregonian. (Portland, Or.) 1861-1937 | View This Issue
THE HOB.XIXG- OREGONIA5i SATURDAY, JANUARY 27, 1906.
Application of Willamette Val
ley Traction Company Is
Heard in Committee.
WHAT IT OFFERS TO DO
AV. D. Fcnton Voices His Objections
and Thomas McCuskcr Makes
a Strong Pica for His
Consideration of the Front-street fran
chises occupied the attention of a special
mooting of the joint strets and Judiciary
und election committees of the Council,
yesterday afternoon, and while deflnito
action was postponed for a week, it is be
lieved a friendly feeling exists among the
members of the two committees in favor
of allowing the thorougfare to be used
for electric road purposes.
.Although no definite steps were taken
iii the direction of granting anybody's ap
plication for a franchise, the meeting was
interesting, as well as important, as indi
cating the deep feeling existing throughout
the Willamette Valley for any means or
transportation that would bring the com
munities In closer commercial and social
touch with Portland. That this sentiment
is reciprocated to a high degree locally is
shown by the following resolution, adopt
ed yesterday by the Commercial Club and
read befort- the two Council committees:
"Resolved. That the trustees of the
Portland Chamber of Commerce favor the
entrance into the city of electric railways
connecting the Willamette Valley with
the City of Portland. With such end in
view, the trustees favor the granting of a
franchise over Front street south from
Jloyt street, under such terms and condi
tions as will properly safeguard the In
tel ests of property-owners along such
"We do not favor a franchise for more
than a single track north of Madison
street, or the operation of cars north of
Madison street except at night, and rec
ommend that any franchise granted shall
require the grantee to switch the cars of
any railroad over Front street at a max
imum rate, both ways, of $3 a car."
Company Well Represented.
The Willamette Valley Traction Com
pany was well represented at the proceed
ings. Attorneys C. A. Hardy, of Eugene,
and John H. McNary. of Salem, appearing
for the corporation, while Attorneys Fred
W. Mulkey and E. C. Bronaugh addressed
the committee on behalf of certain
Front-street and South Portland property
owners, who approved the Idea of permit
tint; the company to enter the city by
this route. Frank R. Chambers, of Bar
stow & Chambers, consulting engineers
for the road; A. Welch, its manager, and
E. W. Hall, associated with Welch, were
also on hand to lend moral support to the
application. Chambers offering frequent
suggestions relative to surveys. W. D.
Fenton. resident chief counsel of the
Southern Pacific, and F. I. Fuller, pres
ident of th Portland Railway company,
were interested spectators, the former
taking an active part in the proceedings.
The franchise sought by the Willamette
Valley Traction Company Is merely the
application of T. R. Sheridan in amended
form, he having transferred whatever
rights he possessed in the premises.
Attorney John H. McNary called at
tention to several clauses In the ap
plication for a franchise, nnd said that
while section 8 prescribed the comple
tion of the road within two years from
the dntc of the approval of the ordi
nance, his company had arranged to
complete sooner than that period, and
he thought the road would be in opera
tion within 12 months, unless some
thing unforseen arose. He stated
further that his attention had been
called to a slight ambiguity in section
16. and asked that the word "Inclu
sive" be stricken out whenever It ap
plied to certain yearly payments un
der the franchise, except after the 25th
In regard to the size of the rail, Mr.
McNary expressed the opinion that bis
people would favor almost any weight
or style required by the city, although
otherwise it was the intention to equip
with 70-pound T-rails.
Would Make Forfeiture Clause.
It having been intimated that the
company was owned by the Southern
Pacific, the attorney said that if the
committees grant the franchise it will
be done with the view that it is for a
competitive line, and under the circum
stances the Willamette Valley Trac
tion Company was willing to have a
clause inserted making the franchise
forfeitable in case It is assigned to the
Councilman Shepherd thought that
section IS ought to be amended so as
to permit the city to acquire the road
at any time instead of after the ex
piration of live years, but Mr. McNary
sai,d he was in no position to agree to
this without consultation with his as
sociates. Councilman Vaughn also favored the
elimination of the 5 per cent interest
clause from this section, carrying a
provision that the city could acquire
the property after five years for a sum
equivalent to the actual cost of con
struction, without the addition of any
interest thereon, claiming that the
company would have the profits of the
road during that period, and that ought
to be sufficient recompense for the in
vestment. Attorney Charles A. Hardy appeared
next for the Willamette Valley Trac
tion Company, and represented that
there was a strong sentiment through
out the Willamette Valley in favor of
his road. He called attention to the
fact that the "Willamette Valley Im
provement association, the delegates
to which were elected by the Mayors,
Judges of the County Courts and muni
cipal organizations of nine counties,
"oad passed resolutions at Albany fa
voring the electric road, and that the
people in the communities named were
practically unanimous in favor of elec
tric railway communication with Port
land. Mr. Hardy referred also to the recent
business men's excursion up the Valley,
pointing out the sentiment of local speak
ers on that occasion as strongly favor
ing keeping in touch with the towns of
the upper Valley, and described how this
feeling was reciprocated by the latter.
He stated further that the road would
open up a large area of dormant country,
and felt that the prosperity of Portland
and the Willamette Valley was Identical.
Fred W. Mulkey favored the construc
tion of an electric road, as well as the
granting of a franchise down Front street.
He admitted that heretofore he had been
opposed to the operation of steam car
llncs within the congested portions of
the city limits, but with electric roads it
was different. Mr. Mulkey corroborated
Mr. Hardy relative to the strong senti
ment existing throughout the valley In
favor of the road, and .set forth that an
impression prevailed . there that Portland
was ignoring their Interests, some radically-inclined
citizens of the region' even
being disposed to adopt retaliatory meas
ures. Mr. Mulkey expressed himself as
satisfied with the good faith of the com
pany, and as a Front-street property
owner he considered the granting of the
franchise a good thing for Portland, as
well as the Willamette Valley.
E. C. Bronaugh appeared in behalf of
South Portland property-ownors, and
urged the granting of the franchise to
the Willamette Valley Traction Company.
Owing to the topography of the inter
vening country, the deep gulches and pro
jecting hills made the Front-street route
the only one available. He claimed that
the South Portland district possessed fea
tures entitling it to be classed as an Ideal
manufacturing site, a large area thereof
being practically level, and without any
overflow from the river.
Mr. Bronaugh pointed out the wonder
ful development Incident to the construc
tion of the Estacada branch of the Ore
gon Water Power road, and said that
conditions would be different with respect
to the proposed route of the Willamette
Valley Traction Company, as the latter
passed through a fertile and populous
region, while the former had been carved
through a wilderness. The streets of
South Portland, said he. were all in first
class shape, and transportation facilities
was the only element lacking to clothe
the community with the highest grade of
W. D. Ponton's Objections.
W. D. Fcnton. chief resident counsel of
the Southern Pacific, opposed the fran
chises, he said, upon purely personal
grounds, and not as the representative
of his company. As a Front-street prop-
HOTS SHARP TZXX
MAI OF THE WILLAMETTE RIVER
erty-owner. lie objected to the surrender
of the street for any such use. 'and made
the announcement that he was authorized
to sny that his company had concluded
to withdraw from every effort to go down
the water front. On account of the
objection of property-owners, ho was un
able to assure the committee of any rea
sonable prospects of going along tho
water front, and said he could only take
the position of Front-street property
owners, who were unqualifiedly opposed
to granting these franchises. He also
thought that If any franchise could be
secured down Front street, it ought to go
to the Southern Pacific, although Mr.
Fenton did not advance many convincing
arguments to sustain this view of the
hituation. He said he realized thnt sub
urban roads were bound to be built, and
cited Los Angeles and other cities in sup
port of his theories, and upon this hy
pothesis claimed that he was not beforo
the committee as an obstructionist.
Some of the statements made by Mr.
Fenton and others had the effect of
bringing out a statement from Thomas
McCusker. who was an interested lis
tener to the proceedings, and whoso peti
tion for a franchise over the same route
is likewise before the Council.
Thomus McCupkcrs Statement.
"I was under the impression," said Mr.
McCusker. "that inasmuch as I was
forced to resign from the Harrlman sys
tem by reason of my application for this
franchise, and owing to the fact that a
great many people have been laboring un
der the impression that I was working
in the Interest of that company that Mr.
Fenton would have indorsed my applica
tion, but it seems he does not look with
as much favdr on mine as upon the
"I predicted some time ago, and so told
some of the Councllmen, that the Harrl
man people would not build along the
waterfront, and. in fact, never Intended
to. and Mr. Fonton has confirmed that
"His statement to the effect that the
system which he represents is not an ob
structionist is somewhat surprising in the
light of recent events along the north
"Some months prior to Mr. Sheridan's
application for a franchise, I went to the
manufacturers in South Portland and re
quested them to Join me In this enter
prise, as they were xitally interested, but
they told me that they had the matter
up with Mr. O'Brien, of tho O. R. & N.
Co., and were under promise to support
him. but in the event that he did not
build the line, then they said posltU'ely
that they would support me, and I have
no doubt that they are living up to that
promise in supporting my opponents.
"I agree perfectly with Mr. Bronaugh
that something should be done to relieve
the situation in that district, and no one
knows better than I under what a handi
cap the South Portland industries are la
boring, as I have been in touch with the
situation for IS years, and have frequent
ly discussed such a franchise with the
people in that neighborhood.
"Mr. Fenton seems to be unable to say
just what a handicap is placed on their
shipping, so I will undertake to enlighten
"To certain Minnesota territory, such as
St. Paul and Minneapolis, the South Port
land manufacturers are required to pay
7i cents a hundred pounds more than
the manufacturers In the terminnl yards,
which amounts to about S33 a car, which
is prohibitive: consequently they cannot
get into that market. Some of them tried
to haul their lumber across the city and
load in the terminal yards, but even this
cost them about $20 a car; consequently
thpy do not try to compete in that mar
ket. "For the California trade, they are or
were assessed 25 cents a ton over the
Portland rate for the haul from Corvallis
to Albany, so that they are restricted
to certain territory, taking a higher rate,
and as a great many of these industries
are above deep water, they cannot use
the river as an outlet.
"In some cases there are special switch
ing charges of $10 a car to Portland.
"Mr. Fenton says he does not believe
his company can afford to pay S3 or C a
car for transporting competitive business
down Front street. This appears strange,
when It charges the Northern Pacific
Company $10 to transport a car from tho
west side of the river to a point on the
east side. The charge for one block on
Fourth street is $2.50. and for four blocks
$3 a car. Now. as a matter of fact, they
cannot haul the empty car 100 miles and
the loaded car back for $5.
"So far as I am concerned, I am satis
fied that I can handle this business for
$2.60 a car and will agree to do so.
"What He Offers to Do.
"Myself and associates asked for this
franchise in good faith, and made all ar
rangements for financing It. We had In
contemplation a road to Salem, and if
these other gentlemen do not build it, we
shall, and may do so anyway.
"A large packing plant was looking for
a location, and I suggested that It pur
chase 100 acres out of the city, and I
would make the same switching charge as
it would have to pay in the city.
'They said they would not go to tho
Peninsula and be dominated by one road,
&s they would be should they locate there.
"We have stipulated In our petition the
kind of soil to be used and the manner of
laying it. which is better than any
grooved rail, as it offers absolutely no ob
struction to vehicles.
"We have said that ho would pay a rea
sonable per cent of the gross earnings to
the city, which Is the next thing to mu
nicipal ownership, and tho city can ac
quire it at any time.
"Wo do not want to hamper the Wil
lamette Valley Traction Company, and, in
fact, want to see the Valley developed,
and believe If there were half a dozen
lines Into the Valley It would benefit us
all, but I believe it would -be to the In
terest of tho city to have Its belt line
owned by an independent corporation that
would guarantee that the Northern Pa
cific, Great Northern and all other lines
could use it, and have an entry to the
west side. These gentlemen could use it
on such terms as the Council might stipu
late. We do not want to operate below
Madison street during the day, and only
ask for a single track. We arc willing to
agree to any fair business proposition
that the Council may demand."
Further consideration of the franchises
was thereupon continued until next Friday.
WHERE ARE THE FATHERS?
Have the Younjr Girls of Portland
No Male Protectors?
PORTLAND. Jan. 2fi. To the Editor.) We
hear of the diabolical onslaught upon young
girls in Portland who are treachereuily be-
CHANNEL. SHOWING LOCATION Ol' THE
gullod Into places seemingly proper and fe,
and there made drunk, brutally debauched,
then in the dead hours of the night ejected
from these places Into the mret. V.miJdlei
with whlky and bedraggled with fin, to
wander, a best they can, back to their dis
honored home from whence they emerged only
a few hours before pure and I'lnlnra. We are
told f the heart-broken mothers who are
agonized, and almoia frenrled over the
blighting fate that ban overtaken their be
loved daughter, but not a word do ire hear
of the fathers.
Are all thce most unfortunate young girls
fatherless? Do the noble protectors of
women, aa the world Is wont to call men.
careful to select, a their prey, the young
girl who i unprotected by a father, to es
cape the retribution that an enraged father
might visit upon them? Or are there no
fathers any more who stand In defense of
their daughter" virtue?
Thore wa a time, we have been toM. when
a man's home was his citadel, where his
daughters rested In perfect security against
the inroads of the base and vile, protected by
a father's etrong arm- The battlement of
his fortra were armed with something more
than a mouthpiece. Powder and lead were In
fashion In those days.
The would-be destroyers of the inmates of
the father's castle were sometimes ornament
ed with a bullet in the head, a reward for
herculean efforts to deMroy. A decoration
not altogether unbecoming or undeserved by
some in these days. but. alas! there seem to
be no brave fathers to bestow. This smells
of human blood, tomo whisper. When we
catch the stench of moral rottennen that
wells up from the pits of infamy Into which
young girls are plunged, wc think human
blood would smell no worse.
MARY OSRORN DOUTHIT.
Freight officials of tho Harnman lines
announce the inauguration of a refrigerator-car
service for tho preservation of
fruits, vegetables and perishable freight
in transit from Portland to local stations
on the Southern Pacific and O. R. & N., to
become effective at once.
Cars will be forwarded from Portland
for Huntington and intermediate points
and Spokane and Intermediate points
every five days. The servlco will accom
modate perishable freight offered for
transit at intermediate points, and will
prove a decided benefit to fruit and vege
table growers and meat dealers through-
Ill, T 1 . . . ...... ..... ............
; SECRET SESSIONS ADVOCATED BY SEVERAL MEMBERS OF PORT OF PORTLAND COMMISSION
l - - - - . T , t t i I t i . , . , i , , . . '.. mm m . J ........
That Design Is Favored by the
Port of Portland for Rail
WILL INVESTIGATE METHOD
Special Committee AV1I1 Go to Chi
cago to Inspect the III ft Draws
In Operation In That
City and Report.
A lift or bascule draw, instead of a
swing draw, for the Swan Island bridge of
the north-bank' road into Portland is
wanted by .the river pilots and other ship-
PROPOSED RAILROAD BRIDGE.
plng men, in order to avoid placing a
draw pier llko tho?e of the present river
bridges In the channel of the stream. To
ascertain the feasibility of the bascule
type, the Port of Portland Commission
yesterday resolved to send, as a special
committee to Chicago and other ports
wher It Is in use. Captain A. L. Pease,
acting president of the commission; John
Driscoll. member of the commission, and
J. C B. Lockwood. engineer for the Port
The committee will start eastward to
morrow morning, and will be gone two or
three weeks. "Until Its return, the com
mission will reach no decision as to
whether the bridge should bo placed at
Swan Island, or whether it should be S3
feet above low water, as proposed by the
railroad, or t feet, as'suggested by W. B.
Ayer. or whether a lift draw should be
substituted for the swing draw
Would Have Two Sections.
The bascule draw would consist of two
sections spanning the channel, and com
ing together at its middle. Whcn ships
were to pass through, each section would
bo lifted up In the air and swung back
on a hinge. In the tame way as the cellar
doors In a sidewalk are opened. Kach
section would be poised on its hingo by a
counterbalance, and would be operated by
electric or steam power. This type of
draw does not need the piers that stand
In tho center of the channel for the draw
spans of tho present bridges across the
"Willamette. The pier is an obstruction to
the channel, and causes it to shoal. The
objection to the bascule draw for the
Swan Island bridge is that It would be too
heavy and ponderous for operation, and
that, should tho operating machinery get
out of order, the draw could not be
opened. If the span were to be 30) feet
long tho width of the channel each sec
tion of tho draw would be 150 feet In
length, and when raised would be about
as high In the air as the tallest building
The swing draw, ns proposed by the
North Bank Road, would open gaps
each 205 feet wide on each side of the
draw pier. These openings would be
sufficiently wide for navigation, but
the pier In the middle of the channel
might cause shoaling. The chnnnel
has grown two or three feet shallow-
QR THE BR DG
Makes the finest, lightest, best flavored biscuit, hot
breads, cake and pastry.
Royal Baking Powder is of highest quality, always
pure, wholesome, uniform. The contents of each can are
exactly like every other, and will retain their strength and
freshness regardless of climate or season.
Remember that Royal is a pure, cream of tartar ba
king powder, absolutely free from alum or phosphatic acid.
Alum and Alum-phosphate powdcts ate injurious
Do Not Use Them
er recently, as shown by the sound
ings made by the pilots, and the Com
missioners on their inspection last
Thursday, when 22 feet was the depth
where 25 feet had been dug out by
Ralph Modjcskl's Contention.
Ralph Modjeskl. chief engineer of
the bridge work for the railroad, main
tains that the bascule bridge is Im
practicable. In a report addressed to
the Commission, he says:
"The proposed bridge will carry a
double track, and will be designed for
the heaviest traffic: these two facts
would make a lift bridge of 200-foot
opening very unwieldy and unreliable.
There are a number of bascule bridges
In Chicago and other Eastern cities,
and while as a rule they operate In a
fairly satisfactory manner, the ma
jority of them are highway bridges
and of a much shorter span than here
"While the writer does not deny
that a lift bridge of 200-foot span,
clear opening; Is feasible, yet there
are two very Important factors on this
river which should lead to the adop
tion of a movable structure that could
be absolutely relied upon to operate
at all times. One is the large number
of vessels going up and down the
river and the Importance of the navi
gation Interests, and the other Is the
fact that at no time during the year
can the machinery be dismantled and
overhauled and proper repairs made.
"If there were a time here In the
Winter when navigation Is closed on
account of cold weather and Ice. as is
the case in the Middle nnd the Eastern
States, there would be Ies3 objection to
a bascule bridge, because the machin
ery could be overhauled In that time.
Here the bridge must be ready to op
erate at all times.
Insures Against Failure.
From long experience we know just
what can be done with a horizontally
swinging draw span: it Is simple In
construction. It can be supplied with a
double set of machinery, each set be
ing1 capable of working like either
engine of a twin-propeller boat, and
besides. It can be provided with a
hand-operating1 mechanism. This is
all contemplated In the proposed de
sign, so as to insure against any pos
sible failure to operate.
"The hand-operation of a swing draw
is very easy, and Is beyond the stage
of experiment. This Is not so with the
various types of bascule bridges, where
the machinery Is naturally more com
plicated, where the wearing parts are
more numerous, and where the hand
operating: mechanism Is impracticable.
Attempts have been made to provide
a hand-operating mechanism in con
nection with lift bridges, but in one
case known to the writer it takes 30
minutes to open the span, although it
is only a light highway bridge. To
open a double-track railway bridge of
200 feet clear span by hand would cer
tainly consume not less than an hour,
nnd the writer very much doubts that
It could be opened by hand at all In
Mr. Modjeskl says that the pier of
the swing draw would be only 40 feet
wide not nearly so wide as those of
some nt the bridges In Portland. "It
will create no perceptible disturbance
In current." he says, "as is demon
strated by float-line measurements
In the Columbia River at "Vancouver,
near the existing; pier."
A. C. Sheldon, general agent of the Bur
lington, will return today from a short
business trip to the Sound.
William McMurry. assistant general
passenger agent of the O. R. & N.. will
return today from California, where he
went to conduct the business men's ex
cursion. C. V. White and J. C. Mantor. two Scat
tic advertising men. were in Portland
yesterday on their way home from the
session of the Pacific Coast Advertising
Men's Association at Loy Angeles. They
brought word that R. M. Hall, advertising
manager of the O. R. & N.. had been
elected vice-president of the Association
for Oregon, while Mr. Mantor fills the
tame position for Washington.
CHICAGO. Jan. 26. (Special.) Follow
ing Portland people registered at Chicago
At the Auditorium W. B. Dennis and
wife. E. F. Merritt.
At the Grace G. B. Emmott. E. A. Mc
Kee. W. McBride.
Great Northern R. B. Hill and wife.
NEW YORK. Jan. 2S. (Special.) Fol
lowing Northwest people registered at
New York hotels:
From Portland F. W. Funk, at the
Everett: F. A. Kribs, at the Imperial;
J. A. Dougherty and wife, at the Holland.
From Spokane J. W. Hoover, at the
Imperial; C. A. Anderson, at the Everett.
From Seattle H. Lrelghton. at the Wll
cott; A. F. Bickford. at the Everett; Mrs.
J. D. Thomas and Miss E. M. Thomas, at
Seek Damages for Being Hurt.
The suit of Herman Metzger and Jose
phine Metzger, his wife, against Dr. By
ron E. Miller for $700 damages for In
juries sustained because of a collision
between a horse and buggy and an auto
mobile on Washington street, near Twen
tieth street, was tried by Judge George
yesterday and was taken under advise
ment. Mr. and Mrs. Metzger occupied the
buggy and Dr. Miller was In the automo
bile. Mr. and Mrs. Metzger testified that
Dr. Miller ran into their rig. Injured the
horse, broke the buggy, and caused Mrs.
Metzger to, be thrown out on the ground.
It was stated that her life was Imperiled
and she sustained a severe nervous shock
and her clothing was torn.
Various witnesses were called. For the
defense Dr. Miller testified that he was
not to blame for the accident, and that
the horse and buggy ran into his automo
bile. J. R. Stoddard and S. a Spencer
were the attorneys engaged In the case.
Banquet on Lincoln Day.
A big feast will be held February 12, at
the Commercial Club, In commemoration
of Lincoln's birthday, by the Portland
Republican Club and the Young Men's
Republican Club, at SI a nlate. Tnvim
.tlons are going out to many Republicans
In all napla re - - .1 . .1
committee, composed of John Gill, Ben
Selling. Allan R. Joy. S. E. JosephI and
C. U. Gantcnbeln. Other committees are:
Arrangements F. E. Beach, C. W. Not
tingham. R. A. Prestors.
Programme Dr. O. P. S. Plummer,
Charles E. Lockwood, H. C. Smith.
Decorations Willis Fisher, C. U. Gan
tenbein. Dr. Emmet Drake, George S.
Shepherd. Wallace McCamant.
Printing Charles E. Lockwood, S. C.
Beach, George M. Orton.
Flics Bankruptcy Petition.
Roy G. Butler, of Portland, yestcrday
filcd a petition in bankruptcy in the
United States District Court, alleging
that he had liabilities- amounting to
H2S1.SO and assets to the amount of 533.53.
He has' been engaged as a manufacturer's
agent In the city for some time past and
has also done business in New Mexico and
RESOLUTION PASSED BY CHAM
BER OF COMMERCE.
Urges Granting Front-Street Fran
chise to the "Willamette Valley
Satisfied that the Willamette Valley
Traction Company means business and
that It Is not a promotion scheme, the
Board of Trustees of the Chamber of
Commerce yesterday morning adopted a
resolution favoring the entrance of elec
tric railways Into Portland by the way of
Front street. A copy of the resolution
was submitted to the City Council yester
day afternoon. The Chamber of Com
merce Is the second commercial organiza
tion of Portland to take action on th
Front-trcet matter, the Board of .Trade
being on record as opposing the granting
of any franchise on Front street except
for an elevated roadway.
Yesterday morning Mayor Frank Wa
ters, of Salem, appeared before the board
and urged some favorable expression from
the body. He stated that the Willamette
Valley Traction Company was a bona
fide corporation and that It had sufficient
money back of it to carry out the work
as planned. He laid emphasis on the
point that It was no promotion scheme,
but a legitimate business proposition,
which would be of great benefit to the
cities of the Willamette Valley and Port
land. Resolutions were read from the Al
bany and Eugene Commercial Clubs and
the Willamette Valley Development
League. All urged favorable action
towards the granting of the franchise to
the Willamette Valley Traction Company.
The resolution was then passed by the
board of trustees without a dissenting
vote. It reads:
Resolved. That the trustees of the Port
land Chamber of Commerce favor the en
trance Into the city of electric railways con
necting the Willamette Valley with the City
of Portland. With such end in view, the
truMtees favor the trrantlnjr of a franchise
over Front street, south from Hoyt street,
under such terms and conditions as will
properly safeguard the Interests of property
owners alonfr such street. We do not favor
a franchise for more than a single track
north of Madison street, or the operation of
cars north of Madison street except at night,
and recommend that any franchise granted
shall require the grantee to switch the cars
of any railroad over Front street at a maxi
mum rate, both ways, of S3 per car.
ROBBERY HIS LAST RESORT
Son of ex-Attorney-General Garland
Admits His Crime.
CHICAGO, Jan.. 35. "Just a plain hard
luck story, with no excuses to offer," was
the way William Garland. 24 years of age.
summed up hl3 own story after he had
been arrested at State and Washington
streets last night.
Garland told the police he was the son
of Augustus H. Garland, ex-United States
Attorney-General. His actions had
aroused the suspicion of two detectives
and they found a piece of stone wrapped
In a stocking concealed under his coat.
He had been lingering near a large jew
elry store for several hours. When taken
to the central station he made the follow
"I simply was down and out, and I had
hunted for work without success. Then I
read In the papers of the easy way In
which hold-up men had smashed jewelry
store windows and got away with the.
goods, and I decided that I would turn
The police found in his rooms several
unfinished stories, which evidently he was
preparing fdr a magazine, and a college
The arrest of Garland was the first re
sult of the work of a squadron of detec
tives detailed to guard the Jewelry stores
after the many recent robberies. Windows
of two stores were smashed yesterday by
men who escaped with Jewelry valued at
Dismisses Salt Over Stable.
Hogue & Wilbur, attorneys for William
Jacobscn. a contractor, who sued Wells,
Fargo & Co. to prevent the building and
conduct of a stable at Seventeenth and
Northrup streets, yesterday dismissed the
proceeding: also a suit against City Aud
itor Devlin and Thomas Mann, building
Inspector, to prevent the issuance by them
of a building permit to Wells, Fargo &
Co. Jacobscn Is a property-owner in the
neighborhood, and he Invoked a city ordi
nance which provides that a stable to con
tain over six horses shall not be main
tained withdut the written consent of all
owners of property within 200 feet of the
stahle. Wells, Fargo & Co., through
Snow Sz McCamant, attorneys, were pre
pared to fight the constitutionality of the