Ttt MORNING OREGONIAN, MONDAY, . FEBRUARY ' 24, 1903.
4
DEVELOPMENT OF i
STATE
Land Grant Has Worked Harm
to Oregon, According to
Townsend's Report.
MONOPOLY WAS CREATED
Terms of Grant Gave Oregon and
California Nearly Half Western
Oregon Lands All Com
petition Was Kept Out.
OREGOXIAX NEWS BUREAU, Wash
ington, Feb. IS. The full text of the re
port of B. D. Townsend to the Attorney
Cloneral on the Oregon and California
land grant is as follows:
innate resolution adopted February S.
l'Mtfc, recites that "At divers times various
rtiilr-vid and other corporations" have re
ceived Congressional land Krunts. contain
ing provisions restricting J he sale of the
lands to actual settlers in limited quantities
and at a. limited price; that -It is currently
reported and widely believed that the De
partment of Justice has information to the
effect" that, as to certain grants affecting
lands in States on the Pacific Slope, the pro-
Is ion restricting sales as above mentioned
has been ilagrantly violated and evaded. It
Is then
Resolved, That the president be request
ed, if not incompatible with the public in
terest, to inform the Senate what informa
tion, if any. has been received, and what
action, if any, has been taken by the De
partment of .Justice with respect to the mat
ters and things in the preamble to this res
olution set forth.
In the month of March, 1!H7, the atten
tion of the Department of Justice was di
rected to certain charges that the terms and
condition, of the Congressional land grants
of the Oregon And California Railroad Com
pany had been flagrantly violated. So far
s known, the subject waa never before
brought to the attention of any department
r officer of the Government.
The grants in question involve a large
amount of land situated in the western part
. of the Ftate of Oregon.
After a preliminary consideration,- a rep
resentative of. the Department of Justice
v.as cent to Oregon to prosecute a complete
investigation of the subject. This work has
.been pursued without Interruption until the
present time, and the Department is now
preparing to institute proceedings to en
force and protect the rights of the Gov
ernment In the premiers.
The Senate resolution Is general in.. Its
terms, but It is assumed that it refers to
the land grants above mentioned and the
work, of the Department relating thereto.
Terms of the Grants.
By the act of July 25, 3SJG, as amended
by the acts of June 25. ISfiS, and April 30,
ISftO, public lands, in alternate odd sections,
to the extent of twenty sections per mile,
were granted to aid in the construction of
a railroad In Oregon, from Portland south
erly through the Willamette, t'mpqua, and
Rogue River Valleys, to the boundary line
between the States of Oregon and Cali
fornia. A similar grant was made to aid In
the construction of a railroad in the 8tate
of California to connect therewith, and ex
tending to a point, on the Central pacific
Raiiroad in California, a separate grant
being made in each of said States.
Hy the act nf May 4, 1870, public lands.
In alternate odd sections, to the extent of
twenty sections per mile, were granted to
old in the construction of a railroad from
tUv , Ity of Portland, extending westerly for
n. J;.'l.,iiie of miles and thence southerly
u t !su". :'.'-e of UT miles. The act also ex-t-i.'rd
n'd f"r the construction of a-further
11'' ;i A'orin. but the latter line was never
c on- i n t'-d. iunl' that part of the grant was
ft rteiivri by the act of January ;tl, 1X5. .
i.r.t ciant ali e mentioned contem
p'ltc .1 a t"t.il of approximately 3,SlM,tK0
r, .:? 7. tomi i: led by mileage nt the rate of
twenty .vecU.ni! nrr mile. The grant last
described, deducting t hat prt subsequently
forfeited, embraced approximately 130,000
arres. he area of the latter grant being
largely reduced by the overlapping of the
former grant.
Poth of the grants named became vested
in the Oregon and California Railroad Com
pany, a corporation under the laws of the
State of Oregon. The company last named
became vested with tho'granl first described
In April, 1R70. at which time only 20 miles
of the railroad had been constructed. The
latter grant was held by a separate corpora
tion for about ten years, until October 8,
IRSO, when it likewise was transferred to
the Oregon and California Railroad Com
pany. In the meantime the capital stock
of both companies had been owned and con
trolled by the same parties.
The Oregon and California Railroad Com
pany became recognized as the lawful suc
cessor to both of the grants, and all patents
on account of either grant have been Vie-'
cuted to the Oregon and California Rail
road Company, and that company has re
ceived and administered both of the grants.
Act of July 23, 1S66 The grant of July
25, IKKri, as amended hy the act of April
10. lf)?, contained the following provision:
Provided, further. That the lands granted
by the art aforesaid shall be sold to actual
settlers only. In quantities not greater than
on quarter section to one purchaser, and
for a price not exceeding two dollars and
fifty cents per acre.
Act of May 4. 1S70- The art of May 4,
contained the following provision:
Sec. 4. And be it further enacted. That
the said alternate sections of land granted
bv this act. excepting only such as are
necessary for the company to reserve as de
pot, stations, side tracks, wood yards, stand
in ground, and other needful uses in op
erating the road, shall be sold by the com
pany only to actual settlors in quantities not
exceeding one hundred and sixty acres, or a
quarter section, to any one settler, and at a
price not exceeding two dollars and fifty
cents per acre.
A brief financial hfstnrv of the Oregon
anfl California Railroad Company will assist
!n pi-esentlng this subject.
Shortly after its organization in April.'
170, a construction loan was negotiated in
Germany. The bonds were secured by mort
gage upon the projected railroad and by
trust deed covering the land grant. Con
duction was prosecuted with considerable
vigor until January. 1R73. when the funds
became exhausted and construction was sus
pended at Roseburg, a distance of 107 miles
from Portland and a little more than one
half the entire road.
Interest payments were defaulted; the
German bondholders formed a bondholders
committee composed of bankers of Frank
fort on the Main, and the latter sent Henry
VilWrd to Oreron as their representative.
Tn July. lR7t. Vlllard secured control of the
, funds and finances of the company and fore
closure proceedings were postponed. Tn
February.. IS"., the bondholders" committee
acquired all of the capital of the railroad.
The stock was held by trustees, who elected
officers and conducted the affairs of the
railroad company for the benefit of the
bondholders.
In Mr. Vlllard reorganized the com
pany: the old capital stock was canceled,
the former bonds were surrendered and new
capital stock accepted in lieu thereof, pre
ferred stock to the amount of ?l2.0O0,0A0
representing the prlncipnl. and common
sto,-k to the amount of J57,Onn.ftoo represent
ing the deferred Interest. A new construc
tion loan was negotiated. At the time of
the surrender of the former bonds and the
acceptance of preferred stock therefor, tt
was agreed that the preferred stork should
have a preferred interest in the land grant
in case of a liquidation of the company, and
this agreement was secured by a trust deed.
Mr. Vlllard resumed construction work
Bnd. wilh the aid of s second loan secured
by morfgnge upon the ra!l-ond. conducted
the work until December. iss:i. the railroad
being extended to Ashland, i.bout .'10 miles
from the State tine.
The construction fund Rsain heoame ex
hausted. The road was placed ln the hands
of a receiver In January. IfiSri, because of
non-pymnt of interest. The receivership
was continued until the Southern Pacific
svstem concluded negotiations to take over
the road, which they did in the year 1R87.
The general features of the acquisition of
the road by the Southern Pacific wore as
follow:
Klrst. AM of the capital stock of the Ore
gon and California Railroad fompnny was
turr.ed over to Hie pacific Improvement
company, which was a development com
pany urcd by the Northern Pacific syndi
cate composed of H untington, Stanford,
Crocker and Hopkins.
Second. New bonds were issued and guar
anteed by the Southern pacific Company, to
an amount sufficient to pay off all of the
outstanding indebtedness.
Third. The railroad was then leased to
the Southern Pacific Company, which In ef
fect acquired all of its capital stock and
then leased the road itself.
Fourth. The Pacific Improvement Com
pany completed the construction of the rail
road to the Ptate line In December, 1SS7.
connecting with the California and Oregon
Railroad, which at about the same time was
completed from the south".
Through railroad transportation was then
csiablished between Portland and San Fran
cisco, and the Oregon & California Railroad
has since ben operated as a part of the
Southern Pacific system until taken over
by the Harriman lines in lfiul.
In the meantime the Southern Pacific
Interests had already, as early as 1R71. ac
quired the California & Oregon Railroad
Company, together with its land grant in
the State of California, provided for by
this same a-ct of July 25. 3Stl6.
In October, lftol. the control of tlTe
Southern Pacific Company was secured by
E. H. Harriman and the Union Pacific inter
ests, and at that time the capital stock
of the Oregon A California Railroad Com
pany was transferred direct to the South
ern Pacific Company, and this condition still
continues. In October. 1001. Mr. Harriman
was elected president of the Oregon & Cal
ifornia Railroad Comr.any. which position
he still occupies, and the railroad has been
operated as a part of the Harriman lines.
The general history of the company may
be summarized by saying that until 1HK7
It was always crippled In its operation, in
cluding the handling of the land grant, by
its lack of financial backing, and was never
made a profitable enterprise. Since 1RS7
its condition In this respect haa been com
pletely reversed: it has become a very pros
perous and profitable enterprise. Its finan
cial backing has been almost unlimited, and
it has become an indispensable factor of
the powerful organization by which tt has
been absorbed. Prior to Its acquisition by
the Southern Pacific Company It was a local
enterprise, conducted with reference to local
commercial and industrial conditions; since
that time It has been used by some of the
masters of the Nation's finance aa' a mere
Instrumentality to further the development
of a monopoly of transportation affecting a
very substantial part of the commerce of
the Nation. This fact Is of vital impor
tance In following the history of the land
grants.
When acquired by the Southern Pacific
Company, not only did the Oregon & Cali
fornia Railroad become a Dart of that al
ready formidable system, but Its land grants
were joined to the still larger land grants
of the Southern Pacific system, all of which
were handled by a single department, with
a common policy, which was quite foreign,
and in some respects opposed, to local com
mercial conditions, to promote which the
grant was originally created. The subse
quent acquisition of the Southern raciflc by
the Union Pacific interests intensified this
condition.
Construction of Railroads.
Under the act of May 4. 1870, the railroad
waa constructed westwardly from Portland
to Forest Grove, and thence in a southerly
direction to the terminus named In the act
a total of about 47 miles during the
years 1871 and 1S72. within the time re
quired by the act. The lino to Astoria was
never "constructed and that part of the
grant was forfeited, as above stated
Under the act of July 25. 18(10. as amend
ed, durlny the years 1870. 1871 and 1S72
the railroad was constructed from East
Portland to Roseburg. a distance of about
107 miles. Work of construction was then
suspended until 1881. The balance of the
line, a distance of approximately 175 miles,
was constructed during the years 18-S1, 188:2,
1883 and 1S87. The act. as amended, re
quired the completion of the road on or
before July 1. 1880, but Congress failed to
aert forfeiture on account thereof and the
default was waived.
Selections and Patents.
Through a misunderstanding of the law
by the Interior Department, upon the filing
of maps of location in 1870 to 1873. all
lands within the grants were withdrawn
from the public domain. Including those
situated within "the indemnity limits. In
1885 the Supreme Court of the United States
rendered an opinion correcting this con
struction of the law, and the order referred
to was finally revoked tn IKS".
Under the grant of July 25. 1S60. selections
for the northern part of the grant were
filed as rapidly as the road was constructed,
and patents therefor were Issued from 1871
to 177. During those years there was
selected by and patented to the railroad
company on account of the grant of July
25. IStifl. 32X184. S acres.
Taking advantage of the erroneous rul
ing -of the Interior Department, above re
ferred to. no further selections were made
by the railroad company, and therefore no
further patents were lesuod. One of the
reasons for this conduct was unquestionably
the financial condition of the railroad com
pany. By this method taxation was avoided
and the payment of the fees for the patent
ing of the land was postponed.
One of the first steps taken by the South
ern Pacific system after acquiring control
was to make selections as rapidly as pos
sible for the entire grant.
The Issuing of patents was resumed In
1S9H and continued without Interruption
until 1006.
Beginning with the year 1893, patents
have been Issued on account of the grant
of July 25, IStiti, to the amount of 2.442.
448.45 acres, making a total amount patent
ed to date on account of that grant 2.765.
(.07.13 acres. In addition to this the rail
road company has filed selections claiming
approximately 300.000 acres more.
No patents were issued on account of the
grant of May 4, 1870, prior to the year 181)5.
Commencing with the year 18l5. patents
have bee issued to the amount of 128,618.13
acres.
The General Land Office has suspended
action upon all pending selections because
of the contemplated action of the Depart
ment of Justice.
Under the two grants there have been
patented 2.S04.215 26 acres, of which there
has been sold S13.U08.S2 acres, leaving still
in the hands of the railroad company 2.080,
306.44 acres, and in addition thereto approx
imately 300.000 acres to which clutm has
been asserted and issuance of oatent has
been suspended, as explained.
Sales by Railroad Company.
This subject will be first presented In a
general way and then Illustrated by tabu
lated statements.
. The manner in which the granted lands
have been disposed of may be summarized
in a single paragraph:
The provisions of the grants restricting the
manner of sales have never been respected.
The lands have been sold to any person
whether settler or speculator, in aa large
quantities as possible and at the highest
price possible. In making sales the railroad
company has always observed the law of
supply and demand and has never obeyed
the law of Congress.
While the railroad company has never re
stricted itself in the manner of making sale?
to comply with the terms of the grant, it
is a fact that for many years the oppor
tunities to violate the conditions of the
grant were comparatively few. Prior to
the year 1800 the principal demand for
these lands was from actual settlers. In
small quantities, for the purpose of mak
ing homes, with incidental sales to specu
lators and timber men In . comparatively
small quantities. After the year 1800 the
principal demand was from timber men
and speculators in immense quantities, at
increasing prices, with only a comparatively
few incidental sales to actual settlers; but,
while the two periods mentioned present a
marked contrast in this respect, there waa
in fact no change in the policy of the rail
road company. Its policy has always been
to dispose of the land as advantageously
aa possible, without the slightest regard toy
the conditions or the grant. i he only
change which actually took place was an
increase in the opportunities to violate the
grant, accompanied by increased facilities on
the part of the Southern Pacific Interests
to take advantage of these opportunities.
During the early history of the grants, most
of the adjoining land waa mill a part of the
public domain, subject to appropriation under,
the public land laws of the United States. By
the terms of the granting acts, the minimum
purchase price fixed by the - Government upon
these public lands was $2.50 per acre; so that
while there remained a substantial portion
of the public domain which could be obtained
at that price, it was difficult for the railroad
company to secure more; moreover, the exist
ence of this vast amount of public land post
poned the activity of the specula t of. So that,
until about the year lhto. except in a few
email localities, there was practically no de
mand for-the railroad land except by actual
settlers, persons of limited means, who were
able to buy only in small quantities.
It must not be understood, however, that
even during this period sales were limited to
actual settlers or to small quantities.. On the
contrary, substantial violations of the terma
of the grant occurred from the very begin
ning. The first conveyances were made in
1S72 and hava been continued from that time
until the present. Among the first convey
ances executed in 1S72 several Instances occur
whore the land was sold at prices largely In
excess, of $2.50 per acre, sometimes as high
as $10 per acre. In 1874 three instances are
found of conveyances' to a single purchaser
of a - quantity exceeding 1000 acres each.
These violations continued throughout the his
tory of the grant.
Whrn the Southern Pacific system secured
control of the land grants, the "first thing
they ilid was to organize an effective land
department. Land examiners and Umber
cruisers were employed and a force set to 1
work to ascertain and appraise the value of
each specific tract of land contained in the
grant; this had never been done before. The
work was commenced in the Summer of 1SS8.
About the year 1800 eome of the old and ex
perienced timbermen of Michigan, Wisconsin
and Minnesota were attracted by reports as
to the timber lands of Oregon. They sent
representatives to examine the lands. Vijh
their superior Information, they readily appre
ciated the value of these land. Prior to that
time there had been practically no demand,
nor a present value ' of the timber lands.
There suddenly . arwe a tremendous demand
for the lands by wealthy tlsnber men and
speculators in the Ram; the market for such
lands developed within the space of a year.
The railroad company was quick to see its
opportunity to profit by disposing of the iands
contrary to the terms of the grant. It im
mediately began to make safes in quantities
ranging from looo to many thousand acree.
Nor was the .railroad oompany unccnsvlous
of its offending. It realized the responsibilities
it was incurring and adopted significant
measures of defense. Prior-to 1800 the rail
road company bad . always given conveyances
in .the so-called "grant, bargain, -and sale"
form of deed, with Implied covenants. There
was no reason "why Tt" should change o long
as it restricted itself to at leait a substan
tial observance of the law. In 1891, however,
it changed all 'of its forma of deeds and con
tracts and haa ever since refused to execute
anything but a quitclaim form of deed, ex
cept where it had by prior contract obligated
itself to -do otherwise. This is a meet un
usual circumstance. The title, of the -railroad
company, consorted simply of a grant from
the United States. What liability did it seek
to avoid by this unusual precaution?
Thus we find at about the year 1890 an
unexpected and substantial demand for land,
which gave the railroad company an oppor
tunity to make wholesale violations of the
terms of the grants, with great profit. .It Im
mediately determined to take advantage of
that opportunity, wholly Ignoring the con
ditions of the grants and sought protection
against responsibility for these violations of
the law by the adoption of the quitclaim
form of conveyance. This policy was pur
sued by the company without restriction un
til lfK2, during which period, approximately
400.000 acres of land were sold to timber
men and speculators, In quantities exceeding
1000 acres to each purchaser.
Late In the year 1902 the railroad company
adopted a new policy and permanently with
drew all of Its lands from sale. There then
remained in its handw approximately 2.000.
000 acres of the grant, beside approximately
800,000 acres claimed but not patented. After
having disposed of approximately 8O0.000
acres, most of It In violation of the terms
of the grant. It resolved upon the plan of
asserting an absolute, unqualified, and per
manent ectate in the balance of the .grants in
lt own favor. Various execusea for this step
have been given rom time to time, the ap
parent purpose of which was to influence
public sentiment on the subject. For a time
applicants to purchase were Informed that
by reason of a confusion of the records of
the company it was necessary to make a
complete check of Its tltlee to ascertain what
land remained for sale. The San Francisco
fire was used as an excuse for some time, it
being explained that the records of the com
pany had been destroyed and with them its
information concerning its holdings. By these
various excuses public sentiment waa re
strained until comparatively a short time ago,
when the aggravated industrial and commer
cial conditions resulting from the ptellcy of
the railroad company brought forth vigorous
protests, which were called to the attention
of the Department of Justice In March, 1907.
In a nubile speech at Oakland, Cal.. during
September. 1907, Mr. Harriman, the president
of the company, admitted that this policy
was intended to be permanent.
Tabulated .statements. As a part of the
work heretofore prosecuted by the Department
of Justice, a complete statement has been
obtained from the public records, the records
of the railroad company and other sources,
ebowtng all sales made by the railroad com
pany. The work In Oregon was completed
November 1. 1907. Records made since ha.t
time are therefore not included in the state
ments tabulated. These statements include
all conveyances executed by the railroad com
pany, together wifh ail contracta now pend
ing. As to the former, the exact purchase
price was ascertained In each instance; ss to
the latter, this was Impossible; but .sufficient
Information was obtained to justify the esti
mate of $7 per acre as the average purchase
price of the pending contracta, and this esti
mate is usd so far as contracts are con
cerned in making up the following statements.
In these compilations no attempt has been
made to distinguish sales to actual settlers
from sales to speculators. It may be safely
stated, however, that none of the large sales
are to actual settlers, and that even a large
proportion of the smaller sales were mae to
speculators. Total sales:
' CONVEYANCES.
. Purchase.
Deeds, No. . Acres. Price.
Act July 25, 1866. .4,1588,078.62 $2,901,954.68
Act May 4, 1870... 24tf 22.136.78 86.450.3Q
Total deeds 4.40ft 610.215.40 $ 2,988,404.98
PENDING CONTRACTS.
Act July 25. 18rt6.. 88-1 154.335.16 $1,080,346.12
Act May 4, 1870... 35 40.358.20 345.507.82
Total contracts . 018.203.69.1.42 $1,425,853.94
Total sales . 6,323 813.9oS.82 4,414,258.92
Average purchase price per acre, approxi
mately, $5.42.
The following statement has been prepared
to demonstrate the extent to which the condi
tions of the grant have been violated in the
disposition of the lands. The sales are classi
fied according to the number of acres con
veyed and the purchase price. Conveyances
for 160 or less are classified to indicate those
wherein the purchase price exceeded $2.50 per
acre. As to conveyances for more than 160
acres, this distinction is not observed, because
the excessive quantity of land conveyed ren
dered such conveyances violations of the con
ditions of the grant. Tt may be stated, how
ever, that with two or three unimportant ex
ceptions all of the conveyances of large quan
tities are also at a price In excess of $2.50 per
acre. Both grants are Included In the follow
ing statements. Conveyances are treated sepa
rately from pending contracts.
Purchase.
Deeds conveying. No. Acrea. Price.
160 acres or lees, at
$2.50 per acre or
less 1.947 1 27.418.57 282,091.33
160 acres or less,
at a price ex
ceeding $250 per
acre 2.14ft 120,205.05 493,098.30
Exceeding JbO acs..
but ltss than 640
acres
Excer dlng-640 at.,
but less than
2000 acres
2000 acres or more
233 75,023.41 250.885.52
Total deeds 4.405 610.215.40 $2,988,404.98
The following statement contains the
same Information concerning pending con
tracts, except that no distinction is made
as to purchase price for the reason that all
of the pending contracts are for a price in
excess of per acre:
Contracts to convey
100 acrea or less
Exceeding 160 acres, but less than 640 acres
Exceeding 040 acres, but less than 2t00 acres
Exceeding 2000 acrea
Total contracts
Combining conveyances with pending
Sales within limitations both as to quantity
and purchase price
Sales within limitations as to quantity, but
at a price exceeding $2.50 per acre ,
Sales In quantities exceeding 1G0 acrea
Total sales
To Illustrate the point that the large substantial violations have occurred recently,
the following statement has been prepared. The sales are compiled by two period?,
the first one from 1872 to 1897. Inclusive, and the second one from 1 898 to 1007. Inclusive:
1o acres or lees, at $2 50 per acre or less. . .
160 acres or leas, at a price exceeding $2.50
per acre I
Exceedlnc 30 acres, but less than 640 acres
Exceeding 640 acres, but less than 2000 acres
Exceeding 2000 acres
Total I
The following table contains comparative
totals of sales In quantities exceeding 160
acres, -compiled for the same periods:
Period. I Acres. Pur. price
1872tol 897 1 "48.156"83'$ 1277085.36
1898 to 1007 I 407.771.79! 3.159.4S7 S7
- Again, taking the sales In quantities ex
ceeding 2000 acres, the contrast is even mors
marked, as appears in the following table:
Period. !Sales Acres. Pur price
1872 to 1897... 1! 2.234.70$ 4 570 40
3ft j 363! 991.50; 2,530,513.47
1898 to 107.
The one Instance during the period 1872
n i sot rteitrred in t he vear 1 893.
i Thus it appears that of S13.90S.82 acres
sold by the raiiroaa company, uniy
418.57 acres were sold within the limita
tions of quantity and purchase price pre
scribed by the grant: and 515.928.62 acres
were wld in quantities exceeding 160 acres,
of which 363.imi.50 acres were conveyed or
sold to 38 purchasers In quantities exceed
ing 200O acres to each purchaser, since the
year 1807.
The foregoing tabulations appear incon
sistent with the former statement that the
large tales to timber men and speculator!
commenced about 1890. A word of explan
ation Is necessary. With but one excep
tion, all of the larxe sales were made by
contract, providing for the payment of the
purchase price in from seven to ten annua!
installments. Therefore, the large sales con
tracted in 1S90 and succeeding years did not
appear of record until the deeds were exe
cuted, commencing in December, 1807. The
foregoing tabulations are based uaon the
date of the deeds, except as to pending con
tracts. The one exception referred to was
the one instance of the large sale in 18;3.
which was a sale for cash instead of by
contract. It should be added that many ot
the deeds were not recorded until long
after they were executed, and several of
the larger deeds have never been recorded.
In the foregoing tabulations no account
lias been taken of Instances where more
than one deed was given to a single pur
chaser. By combining the deeds executed
by the railroad company to each purchaser,
the extent of the violations will appear con
siderably greater than shown by the state
ment. Several purchasers received from
ten to 3 deeds each, and In some of these
instances each of the deeds was for 160
acres or less, and therefore appear In the
compilations as non-violations.
- Commercial and Industrial Effect.
Tt la difficult to define but not to aprTe
clate the necessary effects of the policy
which has been pursued in the administra
tion of these land grants.
The grants placed ' in the hands of a
single proprietor nearly, one-half of the
lands of Western Oregon, subject to con
ditions, however. Intended to insure the dis
tribution of the land in small quantities
among the producing class. Notwithstand
ing these conditions, the greater portion of
the land still remains in the hands of a
single proprietor, which refuses, to sell it,
develop it. or Improve it; simply holding
it to share the benefits which shall result
from the labor of others. The greater part
of the land sold went Into the hands of
prqprletors of the same class. In several
Instances every alternate section in one, two,
and even three townships were conveyed to
and are still held hy a single purchaser, so
that the development of the entire country
Is restricted by the conditions naturally
Incident to the ownership of one-half of
the land by proprietors of this character.
The effect of these conditions upon com
mercial development does not require dem
onstration. It is a notorious fact that Western Ore
gon haa been developed to the extent of
only a small portion of Its natural re
sources. A large part of the land which has In this
manner been placed beyond the reach of
the American settler Is considered by those
most familiar with its character to be well
adapted to make attractive homes for thou
sands of our citizens, with abundant oppor
tunity for profitable Industry.
That the present railroad Interests are
deliberately using the land grant for the
purpose of retarding the development of
Western Oregon can not be asserted as a
fact; but It Is certain that its policy has this
direct effect, and it is not difficult to
understand that a selfish purpose may be
subserved thereby. In this connection it is
proper to consider that the Oregon & Cali
fornia Railroad Oompany is how a aaart of
a well-organized transportation system,
which controls the commerce of approxi
mately one-third of the United States. So
far as Western Oregon Is concerned, this
railroad system not only holds an absolute
monopoly of transportation, but, through the
manipulation of the land grant, it prac
tically controls oroductlon.
The following facts are significant: The
present transportation facilities of Western
Oregon are taxed to their full capacity In
handling the products of the country. If
the railroad .company should abandon Its
present policy and dispose of its land grant
to those who would develoo it and subject
it to productive industry, It is certain that
the Increased production of the country
would be so greatly in excess of the pres
ent transportation facilities that competing
transportation lines would be attracted to
that state. It Is equally certain that, with
the Southern Pacific Interest controlling
substantially one-half of the land, no other
transportation company, however formid
able, is likely to venture into that terri
tory to engage In competition with a sys
tem which virtually controls not only trans
portation, but also production. More than
four-fifths of the land grant now held by
the railroad company is situated In South
ern Oregon. At the time the railroad com
pany withdrew its lands from sale. In 1902,
Southern Oregon was developing rapidly. It
was largely this development which taxed
the capacity of the existing transportation
facilities. The sale of land was stopped
and the development of Southern Oregon
was checked.
. Taxes. -
It may possibly be urged that the rail
road company has for many years paid
taxes in large amounts, and Is therefore en
titled to equitable consideration. It will
be stated that including the year 1907 the
railroad company has. paid approximately
$1,000,000 In taxes. An examination of this
question, however, disposes of all apparent
equities in favor of the railroad com
pany. Prior to the year 1891 very little of the
land had ever been assessed or listed for
taxation. "But a small portion of the land
grant had been patented; the railroad com
pany had postponed the procuring of pat
ents to avoid taxation. The total taxes paid
by the railroad company down to that tima
did not exceed $75,000. Surely this did not
palliate the violations of law which occurred
at that time. Several large sales were made
In the years. 1891. 1892 and 1S03, In each of
which the excess price charged and re
ceived by the railroad company was greater
than the total amount of taxes which It had
paid to that time.
Since 1891 the greater part of the lands
have been listed for taxation; but. until
the year 1902. when the railroad company
for the flrst time asserted an absolute, un
qualified ownership of the lands, with no
obligation as to the disposition of the same,
and permanently withdrew Its lands from
sale, the assessed valuation of the land
was based upon the assumption that the
interest of the railroad company was limited
to $2.50 per acre, and therefore the lands
were assessed at a nominal valuation aver
aging approximately 60 cents per acre. So
that, down to the year 1002. the amount
of taxes paid by the railroad company was
still' a comparatively small Item. After the
company adopted Its present policy, the
county officers of each county instituted
the practice of assessing the railroad lands
the same as the lands of other proprietors.
The various counties have had the lands
cruised and their value estimated and as
sessments made accordingly. The total as
sessed valuation of the land grant for the
year 1907 waa approximately $18,000,000,
whereas prior to the year 1902 the assessed
valuation had never exceeded $2,000,000.
Of the total taxes iald by the railroad
company on account of Its land grant, from
1870 to the present time, more than one
half has been paid since the year 1902.
Number-I Acres. Pur, price
8571
46
50.356.58
16.S76 63
6.700.36
12.ft.759.85
$352.406 06
118.136.41
46.902.52
8!
908.31895
!
918! 303. 603.42 I 1.425,853-94
contracts, we have the following:
Number. Acres. Pur. price
1 l,947l
127.418.57 1$ 282.091.33
8.0051
371!
170.561.63
515.928.62
845,304.36
3,256.573.23
5.323 813,908.82 4.414,258.92
1872 to 1897. .
1898 to 1907.
Acres. Pur. price! Acres.
Pur. price
100.458.16;$215.S79.471 26.960.411$ 66,211.86
6A.240.a9-1 206.14O.3Slll7i.321.24 39. 4.M.04
34.228.5ftl 80.3S8.75'! fi7,676.45l 288.633. J 8
11.6J8.541 42.MT.21 46,103. 84 340.341.22
2.234.701 4.579.4-01363.991.50! 2.530.M3.47
203.856.3St fi49.10CS.l5f610.053.44! 3. 85.153 77
In other words, the greater portion of the
taxes paid by the railroad company down
to the present time have been Incurred by
It as a direct result of its own violation of
the law. It Is difficult to see how any
equities can be predicated upon these facts.
Even aa Jt is. the- total taxes paid by the
railroad company does not average to ex
ceed 40 cents per . acre, and but for the
Increased taxation brought about In the
manner heretofore stated would have been
but about 15 to 20 cnts .oer acre for the
whole 37 veara since it acquired the grant.
Conclusion.
If the conditions of the grant had been
observed, under no ctrcumstancea could tha
railroad company have enjoyed a bounty
exceeding approximately $8,000,000 from
the disposition of the lands, which it has
received. It has already realized approx
imately $4,500,000, and now asserts abso
lute ownership to property the assessed valu
ation of which Is $18,000,000.
The grants contained restrictions designed
to make the general public we! fare superior
to any Interest which the railroad company
should ever possess with respect o the
lands granted. Those provisions have been
repeatedly violated in the disposition of a
large portion of the grants, and because
thereof the legal right to permanently ig
nore them and convert the remainder of the
grant into an absolute and unqualified
single ownership is now boldly asserted.
That at the expiration of 40 years after
the enactment of the grants 2.000.000 acres
of the lands granted should be vested In a
single proprietor, with no public obligation,
and virtually controlling the commercial
destiny of a large portion of the State of
Oregon, Is the very evil which the pro
visions of the grant were designed to avert.
Yet that condition now exists, with the
assertion of a legal right to make It per
manent. It is confidently believed that substantial
remedies exist in Xavor of the Government.
It Is the purpose of the Departmnt of Jus
tic to enforce those remedies. It u re
spectfully suggested, however, that discus
sion of their form be deferred for presenta
tion Before the cout to which the cause
shall be addressed.
MORE JURORSARE NEEDED
District Court Adjourned in Klam
ath to Summon Veniremen.
KLAMATH FALLS, Or., Feb. 23.
(Special.) District Court will convene
again tomorrow, after a recess of
three days, following the necessity of
calling a special venire to provide
Jurors for the trial of Peter Peter
steiner, charged with the murder of
James M. Johnson. John6on died as
the result of injuries received last
Christmas eve in a saloon alterca
tion, and Petersteiner and Frank Cor
pron were charged with having Inflict
ed the wound that caused his death, a
severe Injury to the eye, presumably
caused by a portion of billiard cue
penetrating it. Corpron was placed on
trial first, and was acquitted last
Thursday night. A number of cases
have been disposed of at the portion
of the special term that has closed,
but It was found that a new Jury could
not be made up from the veniremen
remaining of the original panel.
Boston High Art.
Boston Herald.
Two Western delegates to the conven
tion of Collegiate alumnae visited the
public library. They tried faithfully to
understand Chavanne's mural work, they
read all about the story of Sir Galahad
as portrayed by Abbey and they tired
their necks gazing up at Sargent's in
terpretation of the world's religions.
Then they visited the children's room.
But even there art material greeted them.
Planks were placed along the floor,
weighted with pieces of marble, plaster
and stone.
"See," said one enthusiastically, "Isn't
that a concrete example of Boston cul
ture? Those must be specimens of rare
marble and granite put where the chil
dren may become familiar with them."
With conscious pride because of her In
sight, she walked up to the attendant.
"Pardon me, but are these specimens
of Italian marble for the benefit of the
children?" she said.
The attendant looked embarrassed as
she answered: "No, not exactly. The
rubber matting has been pasted to the
floor, and they are used to weight the
boards along the seams."
Glass Ash Trays.
New ash trays .are shown of glass,
bound with wlckerwork of silver. These
are not only pretty, but easily emptied
and kept clean. The shapes vary, as do
the sizes, and they will make a charming
gift for a man who smokes.
Kussla Backs Down.
COPENHAGEN,' Feb. 23. It is under
stood In diplomatic circles that as a re
sult of pressure from other powers Rus
sia has abandoned her plan of fortifying
the Aland Islands and that an entente
will spon be arranged.
Railway Shops Shut Down, y
SEDALIO, Mo., Feb. 23. The Missouri,
Kansas & Texas Railroad shops h-e,
employing 800 men, have been closed until
March 2. The shops of the whole sys
tem are to be kept Idle as much as pos
sible to reduce expenses.
"AT THE HOTKLS.
The Portland H. A. McCormick. Salt
Lake City; Albert Cohn. Chicago; E. H.
Merrill. San Francisco; M. B. Kutze and
wife, Mexico; J. N. Magtnnis and brother,
Seattle; O. A. Baker. Chicago: Frank S.
Pleraon. New York; Ralph B. Smith. Ta
coma; N. C. Sharkey. J. F. Flnley. New
York: 8. L. Mitchell. New York: Mrs. R.
W. Bearzley and daughter. San Franclnco;
Paul A. Schuchart, Hannibal Roilrijuez.
New York: A. D. Dennlson. Mr. and Mrs.
A. L. l.owln. A. H. Brunt. San Francisco;
C. J. Mlllns and wife. Marshfleld; B. S.
Fletcher and wife. Buffalo; F. W. Klrcke
and wife. New York; N. W. Flelsntic. Junc
tion; B. C. Stevenson, Chicago; Norman De
Vane, San Francisco: Joseph C. HuBton,
Lob Angeles; F. S. Stetson. Seattle; H. N.
Longfellow. Mrs. K. T. Greene. Mrs. C. ' A.
Shecid. Bo3ton; S. W. Trasel. Warren. O. ;
J. H. Karly. Salt Lake: Mrs. E. B. PIckel.
Medford; George E. Bridgets San Fran
cisco; O. J. Stu!l. Rochester. N. Y. : W. J.
Lonley, Kenosha: J. W. T. Volkereson. Og
den; R. V. Kcsewell. Ridgefleld; P. J. Casey,
Seattle; G. W. Nelly.. San Francisco; S. J.
Blokl. Phetaggan; Mr." and Mrs. E. P. Jami
son. W. H. Shin. Seattle: L. J. Klee. New
York; Mf. and Mrs. C. H. Clarke. Seattle;
Mr. and Mrs. Frederick Metcalf. Cleveland;
W. Burns and wife. St. Paul; Mr. and Mrs.
A. C. Babson. Seattle: H. P. Roach and
wife, Oakland; Mr. and Mrs. John I). Mab
lcy. Mrs. W. G. Emcrlck. Harold J. Mab
ley, Detroit; Mr. and Mrs. J. B. Price. Chi
cago: L. E. Reed. Ripon. Wis.; L. G. Bald
win, New York; F. W. Tremper, Cleveland;
John A. Hlgley and wife, Kelso; G. C. Ful
ton, Astoria; George W. Sanborn and wife.
John M. Holt. B. P. Wright. Astoria; Miss
Harriet E. Nite, Boston; E. G. Joubert. New
York; F. W. Peters. St. Louis; Rlanche
Stoddard, New York; B. F. Lillis and wife.
Miss LUlls. Kansas City.
Hotel Oregon. W. Roessner, Denver;
Harry Harbut, Astoria; D. H. Buckley,
Springfield Lee Templeton. Hurdley. 111.; I.
W. Cronin, Springfield: Charles H. Mass and
wife. San Francisco; W. W. Pierce, Harley,
Idaho; L. Henrlck and wife, Mrs. C. Maull.
Seaside, Or.; Ray Numbers. Akron, Ohio;
G. R. Reed and wife, A. F. Elliott. San
Francisco; W. R. Garrell. Winnipeg; C. R.
Stone, Fargo. N. D. : Z. M. Hendleman, Ta
roma; G. W. Brown, Regina. III.; J. D.
Lamb, Walla Walla; K. L. Bernard, Mrs.
W. E. Bashman. New York: John Smith and
wife. Walla Walla; o. L. Jackson, Salt
Lake; W. S. Gray, Seattle; Charles Apple
field. Gus H. Brunn and wife, San Fran
cisco: G. E. Hartneas. Vancouver, B. C. : A.
E. King. Baker City;Mrs. w. R. Cody. Kel
ler. Wash.; L. Rlngel, Sterling, Or.; J.
Peterson. Newport, Or.: J. E. Stralng. Spo
kane; Z. W. Kleet. South Bend; George
Glander. Hoquslm: George I.lndstrom. As
toria; Ernest Nlfkerson. Boston: D. John
son. Forest Grove: E. P. Fee. San Fran
cisco: C. B. Weatherwax. Aberdeen; Will
lam Monteen. Spokane; . E. N". Howe and
wife. Kalama; Lee Templeton. Huntley, 111.;
W. N. Barnett. Wasco: John A. Shaw. Al
bany; Dr. M. Rosendorff. city; W. B. Stev
ens and child. Albany; Mrs. H. G. McKlnley.
San Francisco: C. R. Morrison. Seattle: Mips
Hazel Morrison, Seattle; B. T. Suit. Forest
Grove: A. E. Green, and wife, San Fran
cisco. The) Perkins F. D. Lambert and fwlfe.
Detroit: J. E Moore, St. John; i. A. Kcmt'
fer. Ilewlston: John T. Have, oity; A. John
son, Monmouth: C. W. Hutchinson, city;
W. H. Hofaker. Ellensburg: Flora Vyan
gnrt. Oregon City: W. C Meredith. Tacoma:
Charles Mills. Tacoma;. O. Nelson, city: N.
C. Ames. Seattle; Roy McDraper. Hills
horo: John Hill. Hlllsboro: J. P. Ross, cltv;
M." Francis Kane. Seattle; H. L. Hackett.
Gaston: A. J. Meurke. G. F. Damm, Wallace:
Mrs. G. R. Carlock. Merrill; B. F. Cook.
Boise: Mrs. W. A. Cody, Pendleton; O. A.
Brown. Tacoma: O W. Whitman. Astoria;
Mrs. B. Z. RIres. Amity; A. N. Wheeler
and wife, Aberdeen; E. K. Trueblood. Cos
mopolii; Andrew Jackson. Ala.ska: J. M.
Kellle. Rendstake. B. C. ; W. F. Bberhard.
MeMlnnvtlle: G. Carlson. Aberdeen; J.
McPhnll and wife. Pendleton; J. E. Johnson
end wife. Catlln:'Z. Mathews, Pendleton: J.
M Short, Gresham: S. A. Peas. W. Wilso:?.
Jefferson; F. Amundsen. Wrangle; J. E.
Holt, Newberg; Mrs. P. Avery. Corvallls;
Charles Caldwell and wife. Walla Walla;
C W. Washburn, Junction City; B. Thomp
son. W. C. Schlock. G. A. Meyer, Alaska: G.
Hoppe and wife. Nile?. Mich.; Marie Rul
ard, MMlnnvllle; William rtawson. Boise:
A L Flynn and wife. A. J. Swofford. Monv
rock: Charles Lutkens. Elbe; c. Stanley,
cltv: U. A Milken, city; H. M. Sallng. Hood
P.lver; A. L. Pennett. The Da'lej; E. J.
Montague. Arlington; T. T. Solden. Astoria:
H. E. Deputy, city.
The Imperial c. W. Coltum. Chicago:
Ida Honkala. Red Rodge; A. Kralner. As
toria; H. Brown and wife, city; A. R. Bean,
city; F. C. Hackney and child. A. Hacknev
and wife. John Day; K. O. Samuels and
un.jilj.liWlnnnllijji).uJ'' , . 1 ' " . . ' 1
it may be that somewhere on earth there are other f
i cigarettes as good a3 I
But if there are the men of the
West have never discovered them.
Imperiales Cigarettes are as
standard for quality as a twenty
dollar gold piece.
Their deliciously blended, pure
tobacco gets its full Value through
the thin mais paper crimped, not
pasted and the coolingmouthpiece.
Smoke Imperiales Cigarettes all
day long no "after effect."
. The wen of the West smoked
over 125,000,000 Imperiales Cigar
ettes in I00J.
The whole country is rapidly
learning their rare qualities.
10 for 10c
Sold Everywhere
THE JOHN BOLLMAN COMPANY, Manufacturer, San Francisco
wife, Eugene: G. Schule. Spokane; Charles
Buhman. Forest Grove; W. H. Kleeb. South
Bend; S. K. Kozer. Salem; Samuel Rudney,
Seattle; Sam Layton and wife. Joseph Jen
kens. Scappoose; Joe McKee, Albany; P. R.
Radcilrfe. Vancouver; H. O. Walker. Spo
kane; E. K. Brown, Eugene; W. O. Howard,
L. L. Matlock.' R. Falrchtld, W. A. Warner
and wife, Rhyollte, New; C. II. Corey and
wire. St. Paul: G. F. Price, c. D. Sissons,
Ionia, Mich; Clint Draper, Colorado Springs;
Mrs. Harry Miller, B. E. Kennedy. Baker
City; R. E. Smith. C. F. Hall. Aberdeen.
Wash.; Archie Johnson. Wlnlork: C. Hen
drickson. South Bend; J. E. McCean'.y. Chris
Anderson, F. M. Kellogg. Hoquiam: J.
Andert-on, J. H. Coe and wife, C. W. Stlpp,
Shaniko; W. C. Blackmore and wife. Mc
Mlnnvllle; Charles E. Whaples and wife.
Thomas Mason. Latah: S. O. Michaux. Mc
Mlnnvllle: W. A. Dobson. city; R. V. Rose
vllle. Ridgefleld; Ed T. Jurtd. Salem: Geo.
T. Judd. Astoria; K. S. Hllllard. Independ
ence; S. J. Kirshberg. Srtcramento: R. E.
Dflseoll, Seattle: H. H. Powers. Cadellac:
A. Dels and wife. Canal, Dover; H. ('.. Cul
ver and wife. Sand Point; S. W. McFar
land, Chicago; James Held. Tacoma: A. M.
Lorntsen, Astoria; W. L. Hennlnger. Sea
side; Henry Hoeck. North' Bend; N. Wilcox,
Cornelius; M. C. Gage, Salem.
The" St. Charles J. Smith, city; O. N
Coeawell. Corvallls; G. W. Taylor, Castle
Rock; G. Kellen. city: G. H. Swone. Aurora;
Noah" Welty, Hubbard; Saiile Thurston, As
toria; L. V. Eiepell, Oak Point; Paul Deuber.
Sandy: Ben F. Watklns. city; E. Bowman,
Mrs). C. H. Payne, Newberg; E. P. Benllne
and wife, Willamette; J. Smith, city; R. Mc
Clellan. Kelso; H. Tureen, city; G. W. Ott
and wife, L M. Ott.. Hartlano; J. G. Morgan,
F. S. Wilson, city: J. W. Mailer. T. J. Sav
age, Cleone: W. E. Watt, Armevllle; D. . C.
Cushing, city; N. E. Moffltt and wife, Clack
awmas; B. F. Bond. O. H. Larsen. city; D.
S. Whiteford, Cai.o Horn; I. Rleschel, Dan
Wright. S. R. Doris, city: William J. Hall.
Spokane; J. M. Hurkhead. VV. F. Pulliam,
Clatskanle; E. Trotter. Oak Point: O. M.
Hatch. Vancouver; V. R. Hyde, Orrgon City;
Mrs. J. H. Carscn. Ostrander; O. M. Fadden.
Tacoma; E. C. Simpson, Centralia: J. S.
Smith, Klondyke; Mrs. F. Uowell, Dallas; C.
Witt and wife. Troutdale; M. C. Broaker,
Hermlston; A. O. Rlma, Vancouver; C. H.
Burkholder. Cottage Grove; F. Glas.. Red
mond; M. Fay, city: J. H. Mclntlre, Seaside;
G. N. Creswell, city; E. C. Crawford, Buxton;
F. Johnson. Salem; C. A. Wright. Bemidy.
Minn.; F. M. Blanchard. B. F. Hawley. New
berg: Mre. May Warren, Salem.
Hotel Lenox. Ralph A. Johnson, Chicago:
William Ogden. Pendleton; R. W. Cluhlne,
B. J Powell. Astoria: J. B. Cartwrlght. sea
side: W. L. Miles. Seattle: C. T. Prall. St.
USEFUL HINTS TO HOUSE
KEEPERS. A COAT of Natural Jap-a-lac ap
plied over old or new linoleum or oil
cloth will double its life, by preserving
the original coat of varnish, which
would otherwise soon be washed or
worn off.
WEATHER-BEATEN front doors
are revived and beautified when coat
ed with Jap-ia-lac, and "newness fol
lows the brush." It is best to use the
color nearest that of the old finish.
WINDOW AND ' DOOR screens
should be coated with Jap-a-lac each
Spring, using the brilliant Black on
the wire, and the Mahogany, Oak,
Cherry or Walnut on the frames. It
gives them new life and the wire cloth
is protected from rust.
PORCH FURNITURE should be
protected and beautified each Spring
with Jap-a-lac. It is best to use the
color of the old finish: but if you wish
to change the color, use Red or Green
Jap-a-lac.
WICKER FURNITURE coated with
Mahogany, Ox-Blood' Red, Malachite
Green or Gloss White Jap-a-lac looks
better than new.
WATER PIPES, furnace fronts,, ra
diators, hot-water tanks and iron
fences are preserved and beautified
with the use of Jap-a-lac. Use the
Gold, Aluminum, Dead Black or. Bril
liant Black.
PICTURE FRAMES, candelabra,
gas fixtures, lamps, etc., given a coat
of Gold, Aluminum or Dead Black
Jap-a-lac are renewed almost beyond
belief; the Dead Black produces
that beautiful wrought-iron effect.
OLD AUTOMOBILES. carriages,
wagons, agricultural implements, etc.,
Jap-a-lac-ed with either Brilliant
Black, Red, Green or Empire Blue,
look 100 per cent better and are given
new life. The cost Is nominal, and
the work can be done by an inexperi
enced person.
JAP-A-LAC is a household noces-
I sity, and can be used In a hundred
and one ways, from "cellar to garret,"
and is especially adapted for finishing
old or new floors and woodwork. Ask
your paint dealer.
1
John; Mrs. Emily, Troutdale; Claud Hol
linger, Forest Grove; A. C. Oilman and wite,
city; John B. Steele, New York; Charles C.
Wilson, Hood River; R. E. Roy, Spokane;
James J. Watson, Eugene: C D. Hartman,
Silverton; F. A. Zimmerman, Peoria, III.:
J. P. Estos and wife. San Francisco; J. P.
McKlnney, Spokane; F. M. Swift and wife,
C'ementville; G. Osgood, Spokane: J. C.
Gore.' Chicago. 111.; F. B. Harley. Hood
River: W. K. Wood. Dayton. Ohio; W. S.
Garfield. Seattle; G. A. Wilson, Denver,
Colo.: A. T. Buxton. Forest Grove; J. P.
Thomas and wife. Euucne; c. Holllnger,
Forest Grove: Charles Thornton, city; R. O.
TVsver. Everett. Wpsh.
DONT USE NS
STICKY PLASTERS
They cover up the pores of the
skin and prevent the secretion of
, poisonous waste matter
srom uic Diooa,
iniment
nil
Kills the pain quicker than plasters,
increases the secretion of the pores,
warms the affected parts and gives
permanent rciiel.
Use Sloan's Liniment tor Rheu
matism Neuralgia, Pleurisv, Lum
bago, Stiff Neck, and Pain in
Chest or Back.
Price, 25c, SOC. and $1.00.
Dr. EarlS. Sloan, Boston, Mass.
TKAVLLEB5" GUIDE.
PORTLAND ST. LIGHT POWEB CO,
CARS LEAVE.
Ticket Office and Waiting-Room,
First and Alder Streets
FOR
Oregon City 4. 6:30 A. M., and
every 30 minuted to and Including 9 P.
M., then W. 11 P.. M.; last car 12 mid
night. Gresham. Boring. Eagle Creek. F.ota
cadu. Cazaderu, JtiOrvlew and Iroutdme
715 9:15, 11:14 A. M-, 1:15. 3:46, :1S.
7:15 P. M.
FOtt VANCOUVER.
Ticket office and waiting-room Second
and Wellington streets.
A u a. IS-. 6:50. 7:35. 8:00. 8:33.
:10. t):S0. 10:30. 11:10. 11:30.
p M. 12:30. 1:10. 1 : JO. 2:30. 8:10.
8 50. 4:S0. 5:10. 3:50. 6:30. 7:03. 7:40,
8:13. 8:25. 10:351, ll:45t
On Third .Monday In Every Month the
Last Car Leaves at 7:03 P. M.
dally except Sunday. (Daily except
Mondav
Ncrt&PacIHc S. S. Co's. Steamship
koanoKe and Geo. W. Eider
Jiaii lor L.uieka, buii xrancisco and
Los Angeles direct every Thursday
at 8 P. M. Ticket office 132 Third
St., near. Alder. Both phonei, AL
1314. H. Young, Agent
SAX FKAXCISCO PORTLAVD S. 8. CO.
Modern, fast and commodious steamers.
Only direct sailings. Only sailings by day
light. From AInsworrh Pock, Portland. 4 p. M.
8. !. Rue City. Pcb. 28, Mar. IS, 37, etc
S. S. eienator. Mar. 6, 20, April 8, etc.
From Pacific M"H l)k., fan Kra:i. 11 A. M.
S 8 fenator, Feb. 20, March 14. 28, etc.
S". S. ROM City, Mnr. 7. 21, April 4, etc
J AS. H. DBVVSON, Agent.
Mal,n 268. Alnsworth Dock.
COOS BAY LINE
The steamer BREAKWATER leaves Port
land every Wednesday at t P. M. from Oak
street dock, for Norm liend, MarsbUcld and .
Coos Bay points Freight received till 4 P. .
It on day of sailing. Passenger fare, first
class $10; second-class. S7, Including berth '
and meals Inquire city ticket office. Third
and Washington streets, or Oak-street dock.
WILLAMETTE RIVER ROUTE
Steamer Pomona for Salem. Independence,
Albany and Corvallls, leaves Tuesday,
Thursday and Saturday at 6:43 A. 11.
Steamer Oregonia for Balem and way land
ings, leaves Mooday. Wednesday and Friday
at 6 41 A. M.
UREtiON CUT TRANSPORTATION CO,
Oaice and Dock Foot Tsylor street,
phone: Main 40: A 2231.
CANADIAN PACIFIC
Empress Lin? the Atlantic.
T.KfrS THAN IOLR DAYS AT SEA.
During the rtnmmr Reason the Empresses
pall from Qufb?r tn T.) vernol. Fast and
luxurious. N Inf hunrtr"fl ml Irs In shHirp(i
wgtrrs of th Pt. Lawftif P.lver and Gulf.
Short ocean trip. I'se this route and avoid
pea sUk news.
Summer fnllinjc lint and rat now ready.
pviv to nnv TiikPt Aeept. or T. R. JOHN
SON,' Taaa. ArL. 142 Third U Fort land, Or.
HI