8
THE MORXIXG OREGOXIAX, JVEDXESDAY, MARCH 24, 1920
i
... ."J
J "
' i
'v-.4
FARE ORP
E
R CAUSES
CITY HALL DILEMMA
Officials Too Often Pass
Buck, Says Mayor,
RAILWAY HEADS RETICENT
City Ownership or Trackage Xot
Cirucrully I.lUcd But Votin;
Suggested Pleases.
When the public service copnrois-
ion. boltlipc all other remedial ae
tion in abeyance, proposed that ths
street railway problem be plaeed be
fore the voters of Portland for solu
tion, its members led a genuine di
Irmma into tna city hall, -where Jt
formed the chief topic yesterday.
Th proposal of the commission,
that a peneral vote be taken at the
May election on the issues of -whether
the city should purchase the trackage
of the company in Portland, and.
whether the Tortland Kailway. Light
rfc Power company be relieved of the
burden of special taiation, found
partial faor with Mayor Baker.
Mayor Baker believes that the suc
jrfstlon of the commission that the
city acquire the trackage is the best
way out of the transportation tariKlc
while declaring that he Is in no re
Fpect converted to municipal owner
ship and that even the partial part
nership proposal should be accepted
only a a. last expedient.
Solution Last Resort.
Mayor Baker asserted that this so
lution of the transportation problem,
indicated by the action of the com
mission In declining, for the present,
to crant an increase in fares, is an
obviously disagreeable one. but the
best that can be afforded under the
circumstances. The mayor said that
the city council will discuss at
an early session the advisability of
placing both proposals on the ballot.
But Mayor Baker, in admitting this,
was positive in voicing his distaste
for the shifted responsibility, known
in current argot as "passing the
buck." The city's executive did not
indicate directly that these comments
were targeted upon the commission,
but spoke in a broadly general way
of the eituation.
"The transportation problem is one
that we must meet," said Mayor
Baker. "By the pronoun I mean those
who are charged with looking after
public affairs. There must be soma
plan devised that will solve Portland's
street railway riddle, safely and
sanely.
Mayor Condemns 'Bnrk Passing."
"But the great trouble, as I see
It," continued the mayor, "is that men
elected to office and charged with ,
certain responsibilities are afraid to
do the right thing. They axe prone
to pass their difficulties along and
get out from under. I will not call
them duty dodgers, but In some in
stances it is evident that public offi
cials have declined to face cold cir
cumstances. ...
"I'm not accusing anybody, nor do
I speak with particular reference to
the present situation. It has had many
parallels. The fact Is obvious to any
one, however, that we cannot meet
this street railway enigma by 'pass
ing the buck.'
"Thoroughly considered, the pro
posal of the commission seems to
have points in its favor. 1 am inclined
to believe that the proposal, as it
now stands, should be passed along
to the people, for approval or rejec
tion. The justification of any such
etep la for the people to decide. The
findings of the commission must be
correct, for they are unanimous in de
claring that some relief must be af
forded. City Ownership Sot Liked.- .
"I am not, nor ever have been, in
favor of municipal ownership. But
under the present peculiar circum
stances I think it would be a good
idea for the city to purchase the
tracks. This is a desperate emergency,
requiring an immediate remedy. W
cannot wait.
"I am presuming that the commis
sion has found that some relief must
be given to the company. Unless the
company is relieved of the special
burdens, suggested in the commis
sion's proposal, the taxpayer must
eventually pay all the bill not part
of It, as is now proposed, but every
penny of it.
"This much is plain that If the
taxpayers are narrow in their views,
and decline to accept some reasonable
remedy, they will be forced, in the
natural trend of a. hopeless situation,
ultimately to take over the entire
(system. And if fhis were done, who
know but that the city, having
shouldered the entire transportation
009,000, which includes water power
values, assigned te the operation of
the street railway.
Should the trackage be acquired by
the city, through affirmative vote of
the people, the practical status pf the
city and the company would be that
of - partnership, with' the - trackage
leased to the company-and the com
pany operating the equipment:
Street railway officials say that,
even though the matter of trackage
ownership should be approved, great
difficulty would arise iu the transfer
of title. The properties of the com
pany are bonded, as an entity, and
a baffling problem would rise regard
ing the method by which the street
railway trackage could be segregated.
Even at present, it is said, when the
traqsfer of a email piece of property
is concerned, the legal difficulties
are sustained and serious.
FARE RISE NOT GRANTED BY PUBLIC SERVICE COMMISSION
Recommendation Made in Order That Matter of Taking Over of Trackage of Portland Street Railways by City Be Put Up to Vote of People at Special Election May 21.
(Continued From First Page.)-
ACT CALLED " 'X KYTiRYTlIIXtv
I ORPHECM irT.
Bill Closes This Afternoon to Make
Way for Symiionj Orchestra
. &accrt.
The lrplieum chow, of which the
four -Slarx brothers are the head
unfefs, will be presented for the last
trme in the engagement here this
afternoon as the Portland Symphony
orchestra will occupy the theater to
night. The show headed by the Marx
1 i1r
s S" . 7 J
Foot Marrx Ilrothrra who close Port
land engagement today.
brothers has proved to be one of the
most popular bills of the season and
it is reported to have broken box
office records in every Orpheum city.
"'N Everything" Is the title of the
act offered by the four, talented
young men. It is a melange of song,
dance, music, bright patter and
comedy antics and, as its name im
plies, it includes a little of everything
in the vaudeville line even a comedy
harp solo which is one of the big
nits or the offering.
The extra attraction of. the show
are the Alexander kids, three clever
little girls, who sing and dance and
whose act is enlivened by the comedy
hula-hula danea and Charlie Chaplin
mimicry presented by the youngest
tot.- . ...
An act that actually has a laug4i a
second is "The Piano Tuner" pre
sented by Charles O'Donnell and Ethel
Blair, the third feature of the great
comedy show of which every act but
one is a laugh-maker.
In the farewell performance this
afternoon the Marx brothers will add
several new comedy bits to their act.
MANUFACTURER IS SUED
Wife Alleges Extreme Cruelty and
Asks $150 Alimony.
Hans Hirschberger, owner of a sheet
metal plant, is named as defendant
in a suit for divorce filed in cireuit
court yesterday by Alice Hirschberger.
They were married 28 years ago and
have two children, both of whom are
of age. The plaintiff alleges extreme
cruelty. She asks for $150 a month in
alimony and a -division of property.
Lida Wemberg. in a divorce com- rrn turuit 15. 1919. the nrwnt appllea
plaint filed yesterday, aavs that John ! tlon was filed: the first hearing ;n held
ity to increaie fares on ' street railway
lines in the city of Portland
Appearanoes-R. A. LeUr for applicant.
, y M'cr nd J. P. Newell for city
of Portland; U L,. J.gvnss for Woodmere
Community club.
On A uk as t 15. .mm th. rwnnnH nan-
way. Light Sc. Power, company, berelnaf'.
..k.mic reierrcu O as tne fm
pany filed with this commission r. .
Plication for authority to Incr-av. , '
Jf!""!' "'A"' " 'i thTclt, "of
:.Vh ,,' '.."r nV W. order be en
rite, ' iaVe ,JTi, l"d,aJ1 f "If
ti,i . - -'J in uraer rso. i
,!.c n8es as will yieU a minimum
i- 1 er CMt upon tn value of
';" railway property.
-ns have been held, testimony tak-
uio uneis inea Herein. The matter is
how considered fully submitted upon the
record.
A brief chronolOBical statement of the
most important incidents that led up to
uie present situation is presented below:
On Aug-ust 31. 1917. the comouiv filed
an application with this commission asking
that it establish such fares and transfer
cnarges as would yield to the company a
minimum return of 6 per cent upon the
value of its street railway property, after
the payment of ail reasonable operatlnir
expenses, including taxes, public charges
sna depreciation, and also including su-h
additional compensation to its trainmen
and shop employes, who had at that time
made certain demands for increased wages
and reduced working hours. .
Original Findings October , 1917.
On October 5, 11(17, after hearing, the
commission issued its findings and order
holding that the discretion of fixing wages
and working conditions should be exerciped
by the company, and recommended that
operating tfconouiies be effected by the re
moval of unjust burdens Imposed on the
company by the public; by spreading the
peak hours of industrial traJTflc, by ex
tending the use of one-man cars, and by
a reduction of service. Unlimited tickets
which had theretofore been sold in books
of 60 for Xl'-'t were increased to fi cents
per ticket. School tickets theretofore sold
lor Z'i for XV were increased to 4 cents
per ticket. Jurisdiction of t the case was
retained by the commission and the com
pany required to submit monthly state-
ments of its street rsilway operations,
together with full information as to
tion taken on suggestions made by the
commission.
On October 13, 1917, effective October
15. a board of arbitration composed of
Thomaa Kobcrts. O. K. Hartwig and J. P.
Newell mads an award establishing an
eight-hour working day for car men, pa
inent of overtime at rate of time and one
haif for work in excess of eight and one
hair hours, and vua schedule of 38 cenu
for first year. 40 cents for second year
and 45 cents thereafter.
On December 10. 1917. supplemental ap
plication was filed by the compan, re
newlnir Its petition for increased rates,
claiming that sufficient relief had not
been obtained from suggestions made by
the commission, and alleging that addi
tional oDeratina expenses had been oc
onioned bv wace awards.
On January 5, 1918, after due hearing,
ah,, u-aa f(KiiH hv this commission, mak
ing effective January IS, 1918. cash fares
of 6 ceuts. unlimited ticket fares at rate
of five tickets for SO cents, unnnmiu
tickets in books of oU tor -. io, arm u
(,H .rhiuil children's tickets at 4 cents
ach Which order was subsequently sus
talned by the supreme court of the state
of Oregon, bv Its decision of July 2), JJiB.
May 17, 1918, Portland city council sub
mitted to the voters of the clt a pro
posed amendment to city charter, author.
r.in rt. council. In Its discretion, to re
lieve any corporation transporting passen
gers for hire of any or all of the follow
ing charges, whether Imposed by charter
or franchise:
1. Bridge tolls.
2. ' Assessments for future street 1m
provementa. .
3. Free carriage of city employes.
A r..nnh, anl HrenSB felS.
The proposed amendment was de.'eated.
War Board Increase Wages.
Effective July 1. 1918. the natlons.1 war
labor board made an award increasing
the wages of shop, and maintenance men
f ,. enmnanv. aud also Increasing wages
of platform men to rate of 4il cents for
i k mnnihi 4s cents xor ne
. j o nAnta thereafter.
In August, 11)10. an award was made by
the national war labor board, retroaot ve
to June 25, 1019. further Increasing muiir
nauce and chop and car men's wages, the
. . . v.i- innron or-il I ft Ii-I
wages OK ine wtier vc...b .... .
cents an hour tor the firt three months.
54 centa for the next nine months and
r..l nnnta lhorlftfir
.-ffetlv. October 1. 1919, a board of
arbitration composed of Ira V. Powers,
u.i nnri K. C. Knapp made an
..ldiMnmi award resulting in increase or
- n,n-a vn irfm to i-SC per Hour mi luw
first three month. 60 cents per hour for
the next nine months and 02 cents per
hour thereafter, unis awuru omu 6.
iucreases to shop snd maintenance men.
rictohcr 1. 191'J. the state board
of conciliation, composed of William P.
Woodward, J. K. Flynn and Otto Hartwig.
acting as a board of arbitration, granted
certain wage increases to electrical work
ers a portion of which is assignable to
treet railway oinrauun..
Effective November 1, 1910s wage In
creases amounting to approximately S2000
ir.ni.ih were granted to clerks and like
employes not affiliated with any labor or-
ganizati m.
Bridge rentals .....w.
Taxes
Depreciation . . .7, , , .
Interest
l.i.ion-
17.3.-3
30.309
o$.t!S0
.30
.53
1.02
Sinkit Iun(j requirements
ot covered by amor
tization of discount 11,045
7 per cent return t stock
. holders, less sinking
fund requirements 24.000
4l2,2tiS $7.13
$ .19
.42
7.7
Wemberg told her he couid lie so fast
the law could never catch him. She
also illeges he threatened to kill her.
They were married at Tacoma last
October. On the way to Portland from
their wedding, the plaintiff says her
husband compelled her to return to
her mother and has since refused to
live with her. She wants a decree and
$50 a month in alimony.
problem, might not be compelled to
fix a rate of fare far higher than that
now existing?
"I wouldn't be In favor of submit
ting this matter to the people if the
remedy was within our hands. But
it Is not within the province of the
council to act in the matter, and it
becomes necessary to ask the citizens
of Portland to vote upon approval or
rejection. STy personal sanction to
this plan Is backed by the belief that
It ia an expedient forced upon ua by
the seriousness of the street railway
eituation."
Rail-nay Officials Say Little.
Franklin T. Griffith, president of
the street railway company, is absent
from the city and will not return un
til Saturday. It is probable that he
will make some statement in com
ment upon the commission's proposal.
Officials of the company point out
that little is to be said, inasmuch as
the mater of a fare increase is still
open and undetermined by the com
mission, which has merely suggested
another way out of the tangle.
"Naturally, we are disappointed,
after the showing made before the
commission, that some relief was not
afforded to tide us over," eaid F. J
Fuller, first vice-president of the
company. "But the matter is still
open, and I do not feel that it would
be proper to discuss the action of the
commission. Some temporary relief
might have been afforded, we feel, in
the way of increased fares, until un
just burdens were removed."
Cenaeil Like Election Idea.
It is said that sentiment in the city
council is somewhat divided over the
merits of the commission's proposal,
but that there is an. expressed will
ingness to place the two questions
upon the ballot for-popular decision
at the May election.
The commission's report Indicates
that approximately $5,000,000 would
be required for the purchase of the
street railway trackage tn Portland.
The value of the street railway prop
erty, in Portland, is placed at (18,-
SYMPHONY SEASON TO END
Portland Orchestra to Give Final
Concert at Hcilig Touight.
At the Heilig theater at S:30 o'clock
tonight the last concert this season
of the Portland Symphony orchestra
I will be given. The programme will
be in the nature of a "requested" one,
because ail the musical numbers to
be rendered have been chosen by votes
of previous symphony audiences. The
big number will be the famous
"Kymphonie Pathetique" by Tschai
kowsky, of which the composer once
said: "The motif of my syftiphony?
Let them guess it who can."
The other numbers will be bright
ones and will include "The Dance of
the Whistle Pipers' from the "Nut
Cracker Suite," the "Prelude" to
Wagner's "Parsifal." and the charm
ing Orieg suite, "Sigurd Joraalfar."
Opinion Sanctions Election.
SALEM. Or., March 23. (Special.)
There is no valid reason why a spe
cial election could not be called and
held in the several voting nreclncta
of Hood River county on May 21, con- i 'inn- and a tudy f lJ;e expenses of the
currently with the general sneniftl ' eoirpaiij - ,T"L'r' "
election of the state and the regular
thereon September 22, 1919. and final hear
ings Februaiy 2 to 6, Inclusive, 1920.
- A large amount of work has been done
In connection with this case by represen
tatives of tha company, the city of Port
land and this commission. A vast amount
of testimony has been taken thereon, a
number of volunteer witnesses heard and
all interests given a full opportunity to
present testimony. The company has pre
pared and submitted voluminous data re
lating to its operations, which has been
carefully examined and checked by both
the representatives of this commission and
the city of Portland. Various tables and
compilations have also been prepared and
submitted by the city's consulting engineer
and by members of the commission s stafr.
J p. Newell of Portland was employed
by the city to make an investigation of
the problems confronting this street rail
way company, and after considerable time
and upon completion of an extensive study
he presented to the city council of ssid
city a very comprehensive report upon the
situation. As a witness on behalf of the
city he embodied this report as a part of
his testimony, accompanied by an eluct
dating dircussion In detail thereon. A
brief outline thereof is herewith presented.
Newell Report Glv-n.
The Newell report follows:
While the primary purpose of the study
was to determine the actual cost of serv
ice as applied to the street railway oper
anions of the company, there is embraced
therein much information upon ail phases
of the utility's street railway operations.
Including a comparison of the Portland
situation with that existing at Seattle
where the street railway lines are owned
and operated by the municipality.
a Cost of service
The object of this study was to arrive
at the actual eost of transporting passen
rers over the street railway lines of the
applicant, and to do so in such a manner
as would be eieariy unaerstandable by the
average citizen. In preparing these flg
uies, the month of July. 1019. was selected
as a basis for the purpose ox the caloula-
biennial primary nominating election
according to a legal opinion given by
Attorney-General George M. Brown
today. The opinion was asked by i
J. A. Churchill, state superintendent
of public instruction, following re
ceipt of a letter from Jamea H. Haz
lett of Bood River.
Burglar Alarm Installed.
HOOD RIVER, Or.. March 23. (Spe
cial.) The Butler Banking company
is completing the installation of an
electric burglar alarm system. The
vaults and safety deposit boxes of
Hood River are now well protected,
the First National Bank having in
stalled an electric burglar alarm last
November.
Vancouver Registration Lags.
VANCOUVER. Wash., March 23.
(Special.) Of the 4000 or more voters
in Vancouver, only 1400 have regis
tered to date. All must register this
year to vote at the special election,
to bond the city for $130,000 to build
a dock, or for the primaries.
tuallv counted and the results of such
count checked against the company's pay
roll. Similar methods were also employed
In connection 'with other items of ex
pense, the result being that the expenses
stated in the company's exhibits before
the commission were confirmed.
After arriving at the eost figures for tha
month of July, certain collective factors
were applied thereto to allow for seasonal
differences and later changes in wage
scales, thus arriving at the average month
ly expenses at the present time. The fol
lowing table from the Newell report shows
the results of this calculation:
Portland Railway. Light and Power com
pany. Cost of street car service for typical
month in 1919. Including all wage increases
granted during the year.
Revenue passengers 5,760.000
PerRev.Pass.
Accounts. Amount Cents.
Repairing tracks and
buildings t 2.00 " - $ .48
Repairing cars 24.400 .43
Wages of motormen and
conductors 105.500 2.87
Vvages of carbarn em
ployes 11,150 .19
Superintendence of trans
portation 9,480 .16
Miscellaneous -transportation
expenses 7.770 . .14
Power 12.0SO .21
Wages or general otticers. Z.OM) .03
Wages of office clerks.... 4.400 ,08
llaw expenses 1.1 70 .02
Other general expenses .... 4.000 .2
Injuries and damages .... Z1.000 .37
Total cost .S447.S13
Average per month for 1919 actually
paid.
The last column of the 'foregoing table
indicates the cost of service per revenue
passenger carried, distributed to the vari
ous accounts. It will be noted that the
total operating expense and deductions
from Income amount to 7.15 cents per rev
enue passenger. To this has been added a
return of 7 per cent to the stockholders on
an amount of l,0O0,00O, which is approxi
mately the balance remaining after de
ducting fj-om the present valuation, as
found br the commission, the proportion
of the bonded Indebtedness properly as
signable to city street railway lines. This
return to stockliplders is shown in two
parts on the foregoing table for the reason
that there are certain amounts required
to be paid annually Into sinking funds In
order to reduce the funded debt. -Such
payments are made for the benefit of
stockholders, and are not an expense of
the service. They are therefore consid
ered In the foregoing table as a part of
the return to the stockholders, although
only $24,000 thereof would be available
for dividends or for additions and better
ments. It will be observed that the cost
per revenue passenger, alter allowing for
a 7 per cent return upon the .stockholder's
equity, is 7.76 cents, as Indicated in the
foregoing table.
Revenues Are Verified. -
(b) Revenues The revenues of the
company were also checked and verified
In a manner similar to the expense, a
sufficient number of the conductors' turn
in i.ips being checked and compared with
the rcgiFter rolls-and with the daily re-
pltulation of receipts to determine their
substantial accuracy. The total Juiy rev
enues, including freight and miscellaneous
revenues applicable to city lines, were
found to be I37K,.I56. It being aeterminea
that the July income averages 4.S per cent
in excels of the mean for the year, this
percentage was deducted from the actual
figures and the average revenue for a
typical month obtained, being $.162,000. It
will thus be noted that according to the
'igures presented, the average monthly
expenses exceed the average monthly rev
enues by more than $50,000. If the sinking
fund requirements, are included, the deficit,
according to such calculations, would be
$111,000 per month; and. If a return of 7
par cent provided on the stockholders'
equity the deficiency amounts to approxi
mately (85,000 per month, or $1,000,000
per year.
In addition to the -cash requirements
above shown, this witness also introduced
lata to the effect that It wil) be necessary
for the company in the next year to spend
approximately $20,000 per month, in ad
dition to the amount now being spent, in
order to bring the tracks and pavements
up to the condition in which they should
be maintained. The approximate amount
of $030,000 claimed by the applicant as
belnjr necessary for rebuilding lines within
the next year was likewise found to be
substantially correct. Should this recon
struction programme be fully adhered .to.
the above maintenance requirement will be
materially reduced.
(c) -Seattle Municipal Railway. In con
nection with the study of the street rail
way problem now confronting the city of
Portland the" witness also made an exam
ination of the conditions existing at Se
attle in connection with the operation of
the street railway system, which was
taken over by the city of Seattle on April
1. of lafct year, and is now operated under
municipal management. The purpose of
this study was te determine as near as
possible the cost of operating that system.
and to find whether or not the Seattle
system -was being operated more econom
ically than the Portland lines.
Krom the report presented It appears
that the mileage of the two systems is
practically the same, and that the number
of cars in service is nearly equal. How
ever, due to the greater population and
Influenraid by a dliterence in topograpny,
the hills In Seattle malting it more incon
venient to walk, there are 40 per cent mora
passengers carried per car-mile in Seattle
than In Portland. It Is also bejleved that
a great portion or tnis excess in Seattle
Is so-called short haul, profitable class .of .
traffic, handled throughout the business
section of the city.
Seattle Offers Comparison.
It was also developed that the Seattle
Munclpial Railway department Is relieved
from the following items of expense, which
are now borne directly by the oar riders,
patrons of the Portland company: (1)
General taxes. (2) franchise fee(. (S) local
department and accounting expenses. 4
bridge tolls ana lo paving. in r-oruanu
these charges aggregate approximately
tHOO 000 per annum. Furthermore, in
making their calculations of cost, the Se
attle Municipal Railway department makes
no allowance for depreciation, it being
their contention that there will be no
necessity for such an item, due to the
fact that they expect to keep the plant in
normal condition through their main
tenance account. It is the conclusion of
Mr. Newell that while a portion of the de
preciation may be taken care of in this
manner, yet it will ultimately be found
that n additional amount of approxi
mately $20,000 per month will be required
n the form ol uepreciauou.
Making allowance lor t,uese nu omer
conditions, the conclusion, is
drawn that there Is an appreciable differ
ence in economy of operation per car-mile
in favor of the Portland system, the Se
attle cost per car-;nile being 9 cents as
against ts cenis m tuiL...-.
The calculations mnun
he 5-cent fare now being charged in Se
attle is by no means the cost oi lurnisn-
ing service, Dut inai mo "
present time is approximately 8 2-3 cents
per passenger
Under inese usuiw -
that the Seattle municipal rn-.v ..:
deficit for the ensuing year of about
,000,000. wnicn must cvtiaj
by the taxpayers.
Relief Lies With voters.
Tj..rf uBon the figures presented by the
itv', witness in the foregoing report, it
Knn,. anDjtrent that additional net op
erating incom must be provided to as
sure continuity of the operation of the
street railways. This msv be accom
plished either by an Increase In fares or
a reduction in expense. The problem be
fore the commission is to determine In
what manner this deficiency can beet be
overcome.
Primarilv, there can be no qusetlon as
to the authority of this commission to
increase fares, if that is to be the remedy
applied: but If relief is to be secured
i, the medium of reduced expense.
the council of the city of Portland and
the voters of that municipality hold, the
key to the situation, and are vested with
the power and authority to afford full,
adequate, and, we- believe, permanent re
lief. Increased Fares Not Solution.
Upon the assumption that there would
b no falling off in traffic, revised calcu
lations by the city's witness Indicated
that an S cent cash fare with strips of
tickets sold at 14 for $1. or a 7-cent
cash fare with a universal 1-cent transfer
charge would produce a revenue approxi
mating' the company's requirements for
the ensuing year. ...
The commission, however. Is reluctant
under present conditions and circumstances
to attempt to remedy the situation merely
by increasing fares; we seriously doubt
whether any fare would result in a com
plete and final solution of the difficulties
of the Portland street railway system at
ihi. time It is tur opinion that any
nlutlnn now attempted should have the
elements of permanency, and rurtner ais
eussion will be directed toward that end.
oince the beginning of the war mere nas
been a continuous succession of increases
in nrlcee of both material and labor. These
Increases have called for additional rev
enues, which resulted in many or most of
the regulating bodies increasing the fare
one. two. three and four times, with con
sequent disturbance of economic relations,
and as the rate increases these disturb
ances and existent inequalities become
more apparent. During reconstruction, all
inequalities and irregularities must, where
possible, be eliminated; and this Is par
ticularly true as to the street railways.
Observations of results In the various
cities of the United States, where repeated
fare increases have been established, lead
us to the belief that this is neither the
solution nor tjie proper remedy to be ap
plied when U can be avoided. The his
tory of these fare increases would seem
to Indicate that one Increase calls fon
another. We have before as tn this ease
a compilation showing the cities in which
fare increases have been made. This indi
cates that 164 cities now have a 6 cent
fare. 100 cities have a 7, cent fare. 16
cities have an 8 cent fare, and 59 cities
have a 10 cent fare. It ia interesting to
note that the T cent fares came almost
Invariably as the result of a second appli
cation, -the 8 cent fare on the third appli
cation, and the 10 cent fare on the fourth.
At 10 cents, the maximum seems to be
reached, and yet it is questionable as to
whether the companies applying the 10
cent fares have sufficiently benefited to
have warranted Its application, in lieu of
O'.ner remedies.
It would appear that a logical deduction
might be that increased fares do not In
many instances accomplish the full pur
pose for which they were designed. In
crease In fare never brings a proportional
increase In revenue. It is also apparent
that high fares lessen the value of a street
railway system to a community, for when
fares restrict riding the street railway
ceases to perform lu proper function.
When fares exceed what the average car
rider can conveniently afford to pay. the
man who uses the cars as a convenience
ceases to ride and only the necessity patron
remains. Even he seeks an alternative
method of transportation. Failing in that,
employment is sought within walking dis
tance of his home or his residence is
mooved, where possible, within walking dis
tance of hj employment. He makes .less
frequent trips to the business section of the
city to make purchases, to attend plaoes
of amusement or to make use of. educa
tional facilities of the city. He makes
fewer trips to visit friends. The result is
detrimental not only to the company snd
the Individual citlsen. but to the business
institutions of the city and to the civic and
economic welfare of the municipality as a
whole.
Massachusetts Css Cited.
This seems to be the conclusion reached
in the state of Masssehusotts, where the
problem of street mliu.v t .. ,,.
ceived a great deal of consideration. The
Massachusetts public service commission
. u " rcent case Involving the fares
of the Bay state Street Railway company.
"Street railwsv t- --.
, - - , i i, uc,n inure
frequently snd more generally raised In
Massachusetts than in any other part of
Ihe country: and u-hn. i, ,
,1 , th companies has re
sulted. It Is true that In nearly every cose
the gain In revenue has been less snd
iVh.- r , srtnn Pr'or estimates,
lit L. . ur hKvt ""ted in. but making
ncroases in fares impose a burden upon
, Pw 'eh";ilch """'derably exceeds hen"
rKURlo'ltVsT'0 "'"
,JS HLZUr b9Jlef increased fares do
?.l efP ftU and ro" measure, of
case the. i 0Ur P'"ion that in this
a" ady uyntr,UK ?m,t ln Increasing an
r.'7o,qduyireaJ"tbe.rden Wb!eh ,he
PoWle Cnr's Jsrtor.
i. crroVXT," ni'w' ytem of Portland
h, ' an ""Portant and necessary
8"VIC'' under th. present plan
of providing the cost .thereof, only the
tar rider contributes. And. not only docs
m.iaf ,r,de' ""-'Vide the entire eost of
heel"! hV.he rapid transit s"tcm for
the city but In addition he carries a por
tion of the cost of paving the streets, pays
p. rental for the use of bridges which be-
ege
um of franchise taxes nnrt car II-
sences and pays for a portion of the cost
or city government through the free tiana
portation of citv ,miln. tn -fr..., i ,
is double taxation.
The company has been to date compelled
to lay approximately $2,000,000 worth of
paving, nearly one-half million of whirn
Is as yet unpaid. The. charge for
maintenance, depreciation, interest and
taxes amounts to about $275,000 per an
num. Prospective paving on work nos
under way, it is estimated, will amoun
to $125,000 during the year 1920, and need
ea replacements will add nearly $60,000
aauicionai. Ae have heretofore assert
ed. this paving adds nothlnr to tha effi
clency or ease of operating the street rail
ways, and Is of no benefit to the com
pany nor Its patron, the car rider. Such
advantage as is derived from Its ex
istence accrues to- the taxpayer or the
general public, or when, more directly lo
calized, to the abutting property owner;
to the automobile owner or any other per
son who may hsve occasion to use the
puone streets, let, under the present
system this burden Is pieced upon the
company snd must ultimately be paid by
the car rider in the form of fares. The
injustice is apparent.
The bridge rentals assignable to the
city lines, not Including the interstate
bridge tolls, for the year 1919 amounted
to $04,7.10. This . charge, together with
others, must also ultimately be nsld bv
the car rider, and amounts to a toll paid
oy nim tor crossing ine city Drldges. The
man who crosses the bridge in an auto
mobile er truck, with passengers or mer
chandise, occasions at least as much If
not more damage, yet pays no toil: nelth
er does the pedestrian, causing an obvious
discrimination between the various kinds
of traffic.
Franchise taxes, amounting ln 1919 to
13.4i2, and car licenses, amounting
$745. together with bridge tolls total
$S7,titi0. and it Is fallacious reasoning
which imposes this expense on the rate
payer.
During the year 1019 more than 400.000
free riues were given to city employes
under a franchise requirement, which
would yield at the ticket fare of 5'4
cents. In excess of 122,000.
If the vaitie of the services of these
employes, to the city, is enhanced, and
the necessities of their positions require
frequent csr rides, then the city should
properly provide for their transportation
either through salaries or the purchase and
furnishing of tickets. Certainly the prac
tice of requiring the fare-paying car rid.
er to furnish the ride i untenable.
long to the public, pays for the prlvllegt
oi riding on the public streets, through
the medium of frnnrhli. Hv., nH it.
Seattle Buys Owa Rides,
In this connection we note thut the city
of Seattle, notwithstanding the street rail
way system is municipally owned and
operated, paid to its street railway de
partment during the year 1919 for the
transportation of their policemen and fire
men the sum of $30,000.
The amount of these burdens for 1920
may be roughly summarized as follows:
Maintenance, paving already lald..$ 47,000
Bridge rentals 65.000
Franchise taxes 15.500
Car licenses 7.600
Free transportation of city em
ployes 22,000
Maintenance, depreciation. taxes
and interest on prospective pav
ing, average six months 13,000
Total $170,000
The items mentioned above constitute
a regular annual charge which may be
directly relieved by the vote or tne people.
and to said amount, as it now appears, may
be equitably added a yearly charge of
$30,000 for deferred maintenance on pav
ing, thus Increasing the total to $200,000.
Should the city see fit to assume the
payment of the unpaid portion of the pav
ing already laid, amounting to nearly one-
half million dollars, this would further
reduce the anuual charges by approxi
mately $57,000. In addition to reduced an
nual 'charges, certain capital expenditures
would be obviated.
These charges and burdens sre the out
growth of the custom which has hereto
fore prevailed of placing upon the public
service corporations as great a portion of
the public burden as was possible. In more
recent years, however, with the advent
of public utility regulation, the fallacy
of this practice has been repeatedly dem
onstrated. Other regulating bodies have been con
fronted with this same problem and ef
forts are being made throughout the en
tire country to eliminate these objection
able features. In a recent case wherein
this subject was involved the public utili
ties commission of Rhode Island said:
"Throughout the country it seems to be
clearly the consensus of opinion on the
part of those who have made a study of
the problem that the trolley companies
should be relieved of franchise tax pay
ments, snd the obligation to pay for
pavements, which are in effect an indi
rect tax upon the car rider. Increased
lares have an immediate tendency to cen
tralize 'population and decentralize busl
ness. clearly a social and economic mis
take. The problem can oniy be solved
by the systematic co-operation of the
state, the municipalities, the publlo and
the company. Old prejudices must give
way to the facts of the present situa
tion if trolley service Is to be maintained. "
(Public Utilities Commission vs. Rhode
Island company, P. U. R-. 1919. F-744.)
This is apropos ln the instant case. If
adequate car service is to be continued at
a minimum rate of fare, the car rider and
the general public must forget such preju
dices as they may have had and adapt
themselves to the situation as it exists
today under regulation, where the welfare
of the car rider and the public is analo
gous to that of the company. The ulti
mate end desired is to Increase the reve
nue without increasing unequal burdens.
The present complication might be viewed
as a three-cornered partnership, wherein
ignoring one would be disregarding the in
terests of the others. Demands from one
that are discriminatory in operation
against his partners become exactions, in
effect, which work toward the disruption
of the system, and failure of the plan Is
Inevitable.
These so-called burdens, paving, bridge
rentals, franchise taxes, car license and
free transportation are more directly un
der the authority of the municipal officers
ef the eity of Portland, and an amendment
to the charter will be required to relieve
the car rider from payment thereof.
We believe that the present charter and I
franchise provisions by wnica tne general
public profits at the expense of the car
rider are unfair, unjust and discriminatory,
and this eommisslon earnestly urges that
through proper procedure the car riders of
Portland be gives further opportunity, at
the May elections, 1920, to voice their sen
timents, through the ballot. In relation
thereto. ,
Kquitable Distribution of Transit Costs.
From the testimony given at the recent
hearing la this matter not enly did It seem
to be the consensus of opinion that the
unjust burdens above outlined stiould be
and would now be removed by the voters of
the oity of Portland. If properly presented
to them, but that some additional means
should be found to-lake from the shoulders
of the car rider and place upon those of
the general public an equitable proportloc
of the co.t incident to the furnishing of
street railway service. Thus would .the
pressure be equalized to correspond to the
benefit received.
This is not a new theory, for It has long
been a recognized fact that an efficient
rapid transit system is a prime necessity
to the growth and prosperity of any city.
It Is also realized that this Is not alto
,Oi,f necessity occasioned by the car
rider himself; nor Is the oar rider the so.e
It indeed the principal beneficiary thereof.
As Illustrative of this we may weli csll
attention to a recent order o: mis commis
sion. No. 573, wherein an extension of the
lines of the applicant herein to the St.
Johns terminal was Involved, ln that or
der the commission ssid:
"It is apparent from the record that
street railway facilities are as essential to
the successful operation of the St. Johns
terminal as are the numerous tracks for
the handling of freight. It Is conceded hy
all that without such rapid tran-it lacin-
tles the terminal cannot oe operairu - mi
success. It is, tnereiore ...... .-.u
the necessity which exisls for tills exlen
slon Is not one occasioned by the car rid r.
hut Is, rather, a necessity created by the
general public. It Is likewise apparent
,h-t .nv henefits which might accrue
therefrom would redound principally to Hie
general public rather than to the indi
vidual who may have occasion to use such
facilities."
The thought expressed In the foregoing
quotation applies to a greater or lesser ex
tent to everv foot of track owned by the
applicant. The necesstiy for a system of
rapid transit arises from the Inherent na
ture of a city, and the benefits derived
from such a system accrue to the munlcl
..n whole Every property owner
ln the city benefits either directly or In
directly from the fact that a system of
street-railway line exists. The proximity
of the car lines Invariably enhances prop
erty values for which unearned Increment
the owner pays nothing. These car lines
carry the great mass of the public to the
various places of their employment in the
factories, shops, stores and other institu
tions, and thev also bring to the business
sections of the city and to the doors of the
theaters and stores the greatest proportion
of their patronage, yet while these estab
lishments benefit very materially by the
service performed, as institutions, they pay
nothing. To the business Institutions of
the citv this benefit Is a direct one that
can fairly be measured In dollars and
cents.
Testimony of Interest.
Testimony of a prominent business man
of the city of Portland supporting this
theory Is of Interest. We quote therefrom
as follows:
"We are fairly In the center ef what Is
known as the retail section of the city and
are largely dependent for our business
upon the mass of the people who live out
side of the immediate district about our
store. Our trade comes to us largely
from the suburban area. Our business Is
done with people who travel on street cars
rather than by other means of convey
ances. ... It the street car company
were to cease Its operations tomorrow it
would be merely a matter of waiting for
the Inquest so far as our business Is con
cerned, or the business of any of these con-
Next maintenance directly allocated to
operating expense Is eliminated snd the
patrcn of the company further relieved,
and the city taxes on trscks and pave
ment now chargeable to the car rider
alone would be borne by the general public,
and the state tax thereon eliminated.
Tims Demands rttrong Remedies.
While the thought advanced In the fore,
going discussion may be somewhat of a
departure from old established precedents,
the commission believes that the exigen
cies of the times demsnd more effica
cious remedies than have been heretofore
applied.
From our Investigation snd analyze
erated street ear will have the better ef
It when compared with the motor vehicle
in regard to actual costs, snd when all
Items of cost sre taken Into cnristderallon
ss they should he and ir imfsir snd en
equsl burdens are sot plaeed en the street
raiiwaya. This is epeeUI'y ep parent
when modern street railway equipment Is
tnkrn Into ths comparison." tl. I'. It,
1920. P. J21.)
A very comprehensive study. ronerrnl"
the prsctlcsblllty nd economy of bus line
transportation was submitted In this caee
snd testimony upon this mbjeet h..e
convincingly thst adequate bus line tntns
nnrl.it inn sufficient to meet the nee.ls of
the city of Portland would be neither
tlon of the data atf hand. It Is not at all J practicable nor economical, alien on the
cerns.
This same witness testified that during
the period of the recent storm In Portland
the business of his firm, amounting to ap
proximately $2,000,000 snnually, was
reduced 70 per cent within a period of 12
hours by reason of the fact that street
cars were unable to operate. Is It not
proper that this same business man and
the business Interests generally should
contribute some fair proportion toward the
cost of supplying these facilities that are
responsible for bringing a large percentage
of their business? Is It not Just that the
owner, whose property values are en
hanced by reason of the proximity of car
lines, should contribute something toward
the maintenance of the facility which oc
casioned this unearned increment?
It is our firm belief that some equltabl.
plan should be devised and made effective
whereby a Just proportion of the cost of
street railway service will be plaeed di
rectly upon tne community as a whole,
which profits greatly therefrom and yet
makes no adequate reciprocation.
We again quote from the decision of the
Massachusetts commission in the Bay
State Street Railway case bearing upon
this subject:
"The present time is a transition pe
riod. No one can be sure what the course
of prices will be, or what the Immediate
future Is likely ln other respects to bring
forth. So far as street railways are con
cerned, It la ln sll probability a transi
tion period in another sense, for it seems
sate to say that the present unsatisfactory
situation will lead to further action of
some sort by the general court. Without
undertaking to predict what that action
may be. It Is certain that there are many
who are coming to oeneve mat it is
wiser to place a part of the burden of the
cost of necessary street railway service
directly upon the community as a whole,
rather than to suffer increases In fares
which do not produce the results which
they are designed to produce, and which
are seriously disturbing to social and eco
nomic conditions." (r. U. K. lata A eat. J
Several plans have been suggested where
by a portion of the cost of maintaining
the street railways may be placed upon the
bubllc. Cost of service plans similar to
those In use In certain eastern cities have
been advanced. It has also been propose'!
that a portion of the cost be borne by'tho
taxDavers throush the medium of an ap
propriation from public funds. Further the
possible elimination or general city taxes.
amounting to approximately $..o,ooo, nas
been suggested. Still anothor thought has
been advanced which contemplates the pur
chase and maintenance by the city of the
street railway tracks lying within the
city limits ef Portland, with a continuance
of operation by the company as at present.
Track Ownership Suggested.
As between the various suggestions for
relief, the latter would seem to be a very
effective method of producing the de
sired result. The city of Portland is pro
vided with a system of streets and thor
oughfares over which street car, vehlcula
and oedeatrlan traffic passes. Through a
system of levying assessments, hard sur- I
faced pavement Is laid upon many of its
streets, to facilitate the movement of traf- ,
flc. with sidewalks for pedestrians, tnesj
streets and sidewalks are constructed anil
maintained by the public, except where
traversed by car lines, a portion or tne
paving cost Is met by the car rider. In
asmuch as provision is made ror the
vehicular, motor and pedestrian traffic by
the citv. Is it not consistent that It should
also provide and maintain a highway of
steel in the form of street railway tracks
for ".he use of the greater portion ot us
cititens who are - dependent, by force of
circumstances, upon the street railway tor
rapid transit?
The commission's engineers have esti
mated that the approximate value of all
city tracks exclusive of wires,- poles, etc..
and not including carbarn layouts or th.:
Vancouver line outside the Portland city
limits, is approximately "five and a quarter
million, which, when deducted from the
total valuation of the company's city
lines of $13,730,715. leaves a net value of
city lines, without tracks, of approxlmately
thlrteen and a half million. However.
should It later develop that the tracks
constitute a greater xtroportion of the
street railway system, then it naturally
follows, that the extent ot the relief to the
car rider resulting from their purchase
by the city would be correspondingly
greater.
In any event should ths electorate au
thorise the purchase and maintenance of
the tracks by the eity, the matter of
valuation Is entirely a question to be later
agreed upon between the city and the com
pany, by arbitration, revaluation, or such
other procedure as will equitably establish,
beyond question, their fair value.
The acquisition and maintenance of the
tracts by the municipality affect In many
ways the revenue ot the company, pri
marily by the marked reduction In valu
ation, upon which the car rider Is now
asked to pay a return, with consequent re
duction of the amount of money required
to cover depreciation which immediately
finds reflection in a materially reduced
annual operating expense. In this con
nection it may be noted that the interest
on municipal bonds necessary to purchase
the tracks would probably be considerably
lower than the rats of return a private
company might reasonably expect upon
ths same investment, thereby transferring
to the general taxpayers a lesser urdes
than is now borne by tha car rider.
unreasonable to assume that the acqui
sltlon of the tracks by the city, together
with the relief of the burdens hereto
fore enumerated, would not only place the
Portland transit system, at present and
for the future, upon a sound financial
basis, but permit of s prompt reduction
ln ths present rats of fare.
Arguments advanced against municipal
ownership snd operation of urbsn railway
systems, such as political interference, etc.,
would not apply to city-owned tracks, for
the reason that all operstions remain In
the hands of the company. In fact, track
ownership onlj-, properly safeguarded,
would preclude In our opinion any future
necessity for Portland to own snd oper
ate the entire system.
The adoption of a graduated rental te
apply at such time as the company earn
ings increase to a given figure, would ai t
as a "governor" and accruals to the city
could be applied to the retirement of bonds,
or such other purposes as would best serve
the public.
Finally, the adoption of some revised
traffic plan, similar to thni.e recently un
der consideration hv the city of Portland,
would unquestionably result In lessening
tne company s operating costs. At tl
present tune the various loop lines In
the business section of the city Inler
mingle and cross and recrnss. During
the hours of heavy traffic, this results in
freuuent delays. A delay of s few mln.
utee on each cur passing through this con
gested traffic district Is not only an In
convenience to the car rider, hut Is an ap
preciable expense to the compsny. snd Is
ultimately assessed to the car rider. The
rearrangement of these loops to avoid a
multiplicity of crossings, with diversion
of vehicular traffic would, in our opinion,
be facilitated, if the truck ownership and
the direction nf traffic were controlled by
the municipality.
Obsolescence Is Alleged.
While some testimony was offered to
the effect that the elertrlo street railway
has become partially obsolete as a means
of rapid transit, this suggestion Is not
borno out hy our Investigation nr by the
record in this case. Indeed, we can find
no foundation of fart upon which such an
assumption might rest. It Is undoubtedly
true that the advent of the private auto
mobile has deprived the street rsilway of
an appreciable amount of traffic, yet It
certainly cannot be claimed that the pri
vate automohl'e has displaced the elec
tric railway as a public means of convey
ance, or that there Is less public need for
an efficient rapid transit system than
formerly- While the proportion of the
public requiring the services of a rapid
transit system may be slightly smaller,
yet the needs ef that proportion are Just
as great as formerly. Furthermose. the
general tendency Is for the number of
passengers carried per car line to increase,
rather than decrease, snd the street rsil
way la carrying more passengers today
than ever before. While it Is Impossible
to predict what the future will develop In
the way of Improvements and economics,
certainly until a more efficient, more
economical and more practicable means nf
rapid transit Is found, the electric rail
way cannot be said to be obsolete.
The California commission. In re San
Diego Electric Railway company snd
Point I. cm a Railway company as late as
November 14, 1919, had this to sav:
"The kind of transportation furnished
by street railway companies is no longer
a monopoly. The development of the au
tomobile has brought about a condition
where the motor vehicle will automati
cally take the place of the street railway
If this kind of transportation can be ren
dered more economically by automobile
than It ran be by the street car. This la
especially true in California. I am not
convinced, however, that the time has ar
rived when our largest cities' can dis
pense with their street car systems. I
sm else satisfied that the eleetrleally on-
more profitable lines of traffic. It appears
that the cost would equal If not et.-eert
that of the street railway, snd heennse or
the narrowness of Portlands streets the
congestion of traffic which would La
occasioned thereby would make It Im
practicable If not prohibitive.
ln a case Involving the U"in Traction
company the Nevada public service com
mission had the following to say con
cerning bus line transporlatmn:
-Siiggeetlon has been made that sotn
mohilee will take rare ef Individual wants
snd that common carrier I'i'o h ""
msy be substituted for the ciiv stieet car
lines. If ft ever becomes necessary sen
ouslv to consider the sdoptlen "f such a
substitute service, it should l" lae.-.l upon
a co-ordinated plan of operation under the
ownership of the traction eon.penv. In er
der that the alnresald trsnsler schedule)
services between the more iniporlent Uono
districts sn.l Sparks msv b l.armnn v
and profitably maintained at the minimum
eost to the public for Hie future, other
wise, it will dntiblless be found thst mn
autnmnbile bus line eeri Irs. operating In- ,
epeti4enllv snd upon schedule hcreloloie
snd now maintained hy the city car l.n.-s
will be more cosily, and It ptebbly mills
net he started or long continued upon a
ln-cent fare and there would be no Ine
trans'er prl lieges as at present. " t P. U,
It. m-.'iv i is;. i
Although In the past the lltney msv
have been able tn compete with the ele. -trio
railway on profitable short hauls,
where Ihe density of traffic Is great. It
comes so far from meeting the require
ments of an adequate system of rapid
transit, that It is not worthy of coiistdc .a
lion. M
I now ned Lines Are Tturden.
Among the burdens which the company
snd the general car rider are required tn
bear may be listed the deficit now sc riin g
from the operation by the rnmpsnv "
certain unowned lines. These lines, which
Include the Kings Heights, Arllnslnn
Heights, Westover terrace and Krrol
Heights were constructed by property own
ers and real estate promoters for the pur.
pose of developing their re.p.rtHe com
munitles and Interests, and since their
construction have been operated hr tie
company under contracts, the provisions of
which guarantee a eerteln minimum reve
nue. These contracts, however, are now
In defsmtt, and no payments have le.u
made to the company under their pro
visions for home time, which results In a
substantial loss, that the general csr rld-r
Is required to meet.
It may be of Interest to again quote the
California commission In re San Diego
Kl.'.'trlo company, wherein certain unprof
itable operations were in consideration.
"Where public necessity sn.l convenient'
docs not demand the cnntlniiatloti of eer. -Ice
on a particular line, and where such
operating Is not self-supporting, snd where
there is no prospect of lis becoming so,
then there Is no reason why the balance
of the system should l0 burdened with
such a loss and the service should be ills. on.
tinned, unless there are very strong con
siderations of operating or other reasons
msklng necessary the continuation er such
a service." IP. V. It. 1020 ILL)
During the twelve months ending ,lu y
31, 1019, there was received from the op
eration of the above-mentioned lines I.V
IUN.81. wherca the operating expenses
thereof amounted to $23 0lnn. leailng a
deficit of $10.014. S3 to be borne by the
general car riders of the system.
W quote rrom f. s. i nr. oroer ino.
273, Issued October 5. 1917. with rvlcrenrs
to the sublect under discussion:
"They are operated hy this company un
der various aareementH and have never
been considered a part of lis property. No
allowance wss msds In the figures of value
fixed by the commission for these lines.
I'nder the various agreements the npetai-
ing espi-nses are guaranteed by the o.vn
ere, but are now, tn most Imtanree, ron-
(I'rtee'iirte'l on Tste 9
If MIME VICTOR RECORDS ! j
1 j THAT YOU SHOULi HAVE
HM iTi-i 1 i- rri-- 4.---w- .. , -r--,. . m(j
inn ssssssassssssssssssssss-sssssa in ssssissssisssiwsssssssssssssessss s sssaassessssessssssssssrexmsssMsssaesssssW
Few Record Lists Have the Charm
You Will Find in This
18645 Waa There Ever a Pal Like You"
(Henry Burr)
You're a Million Mile From Nowhere
(Harrieon) $ .85
16644 You Know What I Mean (Al
Bernard)
Bell Hop Blues (Al Bernard) 85
18636 Behind Your Silken Veil, Foi trot
(Yet Lei Orchestra)
Roses at Twilight. Wartz (Yerke Or-
ehettra) 85
18643 You'd Be SnrpriUd, One step (All
Star Trio)
Keep Movin', Fox Irot (AH Sar Trio) . . .85
K8647 Mystery, Fa trot (Paul Bieae Norrity
Orchestra)
Oh! Fox trot (Pal BWse Novelty Or
chestra) 85
74601 Kol Nidrei (Much Ehnan) 1.50
87567 RigoleHo (Weep My Child). C!W-Curei
De Lata l.IO
74602 Rieitzi Orertw. Part One (PHiUcklph
Orcheatra) 1.50
74603 Rieozi Over, Part Two (PSvlad4rriea
Orchestra) 1.50
Crescsj fn xrWe tmi jerk ffSw f tr'rth ur rmrttact.
SAUK APPRICflP
MORRISON ST AT BROADWAY
K
PIANOS
PUTTERS
MUSfC
jilgBAIlerXg.
! AND HAttLM PIANOS-
AH mAHOISSCO. OAKLAND, rntS)k, SMUi
I rfpsa. aACsuuasurrss. koa semen mm
ItM
jrttCHwafl In!
.iff'
Fmr
It Aids Nature
Chamberlain's Cough Remedy relieves
the lungs. liquifies the tough mucus and
aids in its expectoration, allays the
cough and aids Nature in restoring the
system to a healthy condition.