The Oregon daily journal., January 08, 1920, Page 3, Image 3

THE ; OREGON DAILY "JOURNAL, PORTLAND, THURSDAY, JANUARY 8, 1S20.
QUAKE TOLL GOES
HIGHER AND HIGHER
Total Dead Is Fixed at 3000 as
Flood and Fire Fallow in
Path of Disaster, :
By Ralph IL Turner
- Mexico City, Jan. 7. (Night.)
. (U. P.) The full toll of Saturday
- night's disastrous earthquake, fol
: lowed by floods and fires In many
cases, was beginning to be apparent
tonight.
Apparently reliable estimates placed
the total dead around 3000, chiefly In
: the state of Vera Cruz, in the district
; surrounding the city of Jalapa. Several
, hundred persons are dead in the state
v. of Puebla. hdwever. according to a dts-
patch to the newspaper Kl Democrats
tonight.
The town of La Fragua, on the bor
der between Vera Crua and Puebla, was
reported to have been destroyed with
hundreds of persons killed.
" The government has started relief
t trains Into all the stricken areas, it lvas
j announced, but many of. these trains
are menaced by bandits, who are active
lit several of the districts where the die
aster was worst.
Martial law has been declared wher
ever it was possible to send troops to
preserve order and assist in clearing
away wreckage. Bandits are partlcu
larly thick In .several of the afflicted
, areas, some of the districts being en-
J tlrely under bandit control.
The national observatory here today
reported another shock centering-around
Mount Orizaba and lasting four min
utes. It was described as not severe.
Scores of persons have died from lack
of medical attention, food and shelter,
according to reports here,
f In addition to the 3000 estimated dead.
8000 more are estimated injured and in
need of medical treatment. Property
damage probably will reach millions of
dollars.
claim of discrimination against that rail
road ras to its rates to these points as
against the rates made-by other lines to
Portland. . Uv-x-.-Xr 'v;.,
COLUMBIA
RIVER
GIVES ADVANTAGES
(Continued Front- Pe. Two.)
the city of Portland and Its Interests are
such as to entitle it in all respects to
the Portland rates to and from points in
the Inland Empire.
"It is represented on behalf of As
toria. Seattle and Tacoma that the in
dustries which have been built up at
these cities have leen the result of. In
part at least, an expectation on behalf
of these cities that they migty continue
to enjoy the parity "of rates, with Port
land to and from points in the Inland
Kmplre, and that any advantages which
Portland might Le given as to these
rates will result in diversion of traffic
to Portland for which the Sound cities
and Astoria hve a right to compete on
equal terms. The . Oregon-Washington
reaches Portland over Its own rails and
throuRh trackage arrangements competes
for traffic to the Sound cities and by
steamer lines to Astoria. Astoria and
the Sound cities are reached by the Oregon-Washington
"through Its connections
with steamer lines oily at a disadvan
tage as compared with Portland. The
Northern Pacific and Great Northern
own the Spokane, Portland & Seattle
railroad and by rneans of that railroad
competes for traffic to Portland. The
Milwaukee does .'ot reach Portland and
its position of being only Interested in
traffic to the Sound cities Invalidates the
COXCIXSIOXS ,
"Considering first the territory south
of the Snake river from which equal
rates are made to Seattle. Tacoma, Port
land and Astoria, the following facts
may be considered as fairly well estab
lished : V
"(1) This territory is served by the
Northern Pacific and the Oregon-Wash
ington.
"(2) The average distance to Portland
Is approximately 50 miles less than to
Seattle or Tacoma and 100 miles less
than to Astoria.
"(3) The cost of hauling traffic to
Portland from this territory Is apparently
appreciably less than to the other three
cities named.
"(4) From points east of PendletonJ
for example. Ia Grande, Baker and
Huntington, not Included within the In
land Kmplre, the rates on classes and
commodities to Portland are now less
than to the other three cities, while the
rates from Pendleton are the same to all
four points and traffic from La Grande,
Baker and Huntington must pass
through Pendleton.
DISTANCES COMPARED
"Turning next to the territory north
of the Snake river and south of the
Milwaukee railroad, we find here that
the average distance from these points is
approximately 350 miles and that the dis
tances to Portland are in the neighbor
hood of 35 miles less via the Oregon
Waahlngton than to Seattle via the
Northern Pacific railroad. This taction
of the country, however, cannot be dealt
with without tajcing Into consideration
the Milwaukee railroad. It runs through
the heart of this grain producing .terri
tory and from stations of its line fur
nishes a route to Seattle over distances
which are less in many instances than
the distances to Portland via other lines.
The Milwaukee has no line to Portland.'
It has a right to protect itself from loss
of traffic. It has a route over the Cas
cade range more favorable than that of
the Northern Pacific or of the Great
Northern.
ROAD COSTS SHOWS .
"The road costs via the Milwaukee
from Spokane to Seattle are testified
to have been In 1917, 84.9 cents per net
ton, as compared with 83.2 cents frva
Spokane to Portland via the Or :on
Wasliington and 79.3 cents via the Spo
kane, Portland & Seattle to Spokane
site direction from Seattle to Spokane
the road costs have been computed as
Jl.OOi via the Milwaukee, as compared
with the road cots from Portland to
Spokane by the Orpfton-WaMhinRton of
$1,133 and via the Spokane, Portland &
Seattlo as $1.15. It appears, therefore,
that the Milwaukee railroad furnishes
a main line from points in tills terri
tory reached by it to Seattle which
compares favorably as to costs of op
eration with the lines furnished to Portland.-
The Milwaukee la in position to
establish such proportional rates from
junction points on its lines as, combined
with reasonable local rate thereto from
points on other lines, will control traffic
to Seattle as agatnxt Portland.
UXDllT PREFERENTIAL
"Tf It could be concluded that it was
unjustly preferential for the Northern
Pacific and the Oregon-Washington to
maintain through rates from points in
this territory to Seattle, which are the
same as the rales applied by these lines
to Portland, this conclusion could not
be Indulged as to combinations of local
and proportionate rates made via the
Milwaukee. Furthermore, it does not
appear that the difference In operating
conditions of the railroads serving this
territory over routes to Portland are
sufficiently dissimilar to the conditions
on the roads serving Seattle as to Justify
a finding of undue prejudice In the main
tenance of this equality of rates. In
th Galloway Coal company, 40 I. C. C.
311. the commission said :
"Moreover, relative distances alone are
not controlling. Commjrcial competition
and the Interests, of the consumers also
are pertinent considerations. Consumers
may properly have the widest possible
market consistent with Justice to the
carriers; and to that end also with their
own; Interests. carriers may; within rea
sonable Iimju, a ' matter of traffic
policy, accorM competing producing cen
ters loaded at different distances from
common centers of consumption, identi
cal rates.
REASONABLE LIMITS,
"It appears that equalisation of the
rates from this territory to these four
points by the carriers Is not going out
side of the "reasonable limits' above In
dicated." "This cloees the report in the Portland
class and commodity cases, except for the
recommendations where quoted.
"In opening consideration of Inland
Empire shippers' complaint against
grain rates, the report quotes commis
sion's findings In the Astoria rate case
to explain present parity of rates en
Joyed by Astoria with Portland and
Puget Sound. Then discussing "rates to
Portland,' the report proceeds:
ESTABLISHED BT ORDER
"It is Contended that the rates on
grain prior to June 25, 1918, from points
in the state of Washington to the cities
on Puget Sound were established by
virtue of an order of the public service
commission of Washington and equal
rates were voluntarily established by the
Carriers from the same points to Port
land. Evidence is offered to show
that the transportation condition on the
Oregon-Washington and the Spokane,
Portland Seattle railroad which serve
Portland are more favorable than on the
Northern Pacific. Great Northern or
the Chicago, Milwaukee and St. Paul,
hereinafter called the Milwaukee, which
serve the Sound cities. It is argued that
if the rates ordered by the public serv
ice commission of Washington were rea
sonable for the service rendered, the
rates to Portland which it is alleged in
volve a less service, were unreasonable,
The report and order of the railroad
commission of Washington were made
September 28. 1909, and of course the
conclusions reached were arrived at in
the light of conditions then existing on
the roads involved.
"It is not contended here that the con
ditions which enter Into consideration
of what constitutes a reasonable level of
rates, wages of employes, hours of la
bor, cost per unit of supplies, traffic
density, train loading and other elements
which are reflected in the operating costs
per unit of traffic, have remained con
stant on those -oads since 1909. The evi
dence contains also reference to a report
and order of the Oregon railroad com
mission September 30, 1909. dealing with
rates on grain frcm Pendleton and cer
tain other Oregon points to Portland:
RATE HELD UNREASONABLE
Reference Is also given to a report of
this commission, Evans et al. Union Pa
cific. 6 I. C. C. 520, In which the then
existing rate of 21 cents on w heat
from Walla Walla to Portland was held
to be unreasonable In so far as it ex
ceeded a rate of 19Vi cents. Tills-report
couver and Astoria from 11 represents
tlrai Inland Empire points, .rates on
grain, . earnings per car and car mile
earnings. Points named are Pendleton.
Walla WsHa, Dayton,' Riparla, La
Grande, Marengo. Elgin; Pomeroy. Con
nelL Colfax. ! Baker, Lewiston, Moscow,
Spokane. Joseph, Plummer, Huntington,
Grangeville and Wallace.
The report resumes:-
The average distance to Portland
from 19 points above is 335.7 miles,
average grain rate 224 cents, average
rate, per ton mile 13.25 mills, average
revenue per car mile, based upon car
loading 60.000 pounds, is 39.75 cents.
"Aaverage distance to Vancouver is
337.7 miles, average rate 22 Vi cents,
average earnings per ton mile, 13.18
mills, average per car mile 39.54 cents,
"Average distance to Vancouver is
miles, average rate 22 cents, average
rate per ton mile 10.18 mills, average
per car mile 30.48 cents.
AVERAGE HAUL SHOWS
"For the year ending December 31,
1917, the average haul of - all freight on
the line of th Oregon-Washington was
210.55 miles. The average revenue per
ton per mile was 9.99 mills, the average
earnings per car mile on all revenue
freight, 24.64 cents; the average car
load of revenue freight, was 24.81 tons.
Since the rates were increased approxi
mately 25 per cent on June 2a. 1918. it
may be presumed that the average earn
ings per car mile on all revenue freight
for the year ending December 31. 1919,
should be approximately 125 per cent
of 24.64 cents, or 30.80 cents, the aver
age carload being 24.81 tons. The reve
nue derived from 30 tons of average
freight would be 30 divided by 24.81,1
times 30.80 cents, or 37.2 cents. It thds
appears that 30 tons' of average reve
nue freight during the year' 1919 .mov
ing' one mile earned for this railroad
J 37.2 cents, or 12.4 mills per ton per mile.
Of the tonnage hauled on this road in
1917, 24.2 per cent was the product of
mines, 35.6 per cent was the product of
forests and 11.9 per cent was grain.
The ton mile earnings on grain hauled
from these points to Portland were 6.8
per cent higher than the average earn
ings on ail traffic ; on that hauled to
Vancouver the ton mile earnings were
6.20 per cent higher . than the revenue
upon all traffic, while the ton mile earn
ings on grain hauled to Astoria were
18.1 per cent less than the average of
all freight.
VALUE LESS THAN GRAIN
"Taking into account the fact that the
products of mines or forests constitute
59.8 per cent of the traffic of this road,
that the value of a carload of any of
these products Is ordinarily very much
less than the value of a carload of
grain, ft cannot be concluded from these
ton mile earnings that the rates charged
on this prain to any of the three points
are out of proportion to the rates
charged on other traffic. A very large
percentage of the grain shipped to Port
results achieved , are, on that account,
subject tot some doubt. The reproduc
tion costs given j to the property- mors
than 13 years . ago, with subsequent
costs of additions and betterments, were
arrived at in the light of then existing
unit costs i of labor and material, and
may not represent either present repro
duction costs or actual value of the
property. It is probably not fair to say
that the actual costs of moving an av
erage ton of freight over these divisions
of the railway are not altogether demon
stra table, and the cost study should be
regarded as indicative only.
EAST SHOULD BE HIGHER
"If this cost study should be made the
basis for the construction of rates from
these points to Portland, or from Port
land east, it is clear that the eastbound
rates should be higher than the west
bound, and rates for short distances
should be ; somewhat higher than they
now are and the rates for long distances
somewhat lower than at present. Tak
ing into" account the low rate of Interest
used in the study and the other elements
of doubt which have been indicated and
the necessity for providing rates which
should earn a revenue in excess of
known costs, and taking into account
also the high value of this commodity
as compared with the average freight
hauled on this system, it would appear
that rates on grain which yield a rev
enue 25 per cent in excess of the aver
age Indicated costs should not be con
sidered unreasonable. If the costs as
Indicated by this study on 'traffic from
these various stations to Portland were i
Increased 25 per cent and reduced 2
cents per 100 pounds, the result would
be as shown in the following table :
To Portland
cots in
cents
per
From 100
pounds.
Dalle 11
Meaner 124
I'nutUls 1 3 i
Rieth
Pendleton 3
I ;nnde 1 U
Baker 17
Huntinrtoo 20
Sherman - li
lit rid i ion
Biggj II H
Shaniko 20
Arlington 12
Condon 15
Hrprner 1M
Joseph 0
"The second column of the table shows
the rates in 1917 on grain from these sta
tions to Portland. As compared with
and Riparla ars lest than from Xa
Grands, although the distances are com
parative with , the - distances from La
Grande. The present rate' from Pome
roy, Colfax, Spokane, Lewiston and Mos
cow are 2 cents less than from Baker,
although the average distance from
these points to Portland is , five miles
greater than from Baker. It should also
be considered that many of these. points
are on branch lines, while Baker and
La Grands are on the main line of the
railroad.
"The rates of 19, 23 and 25 cents from
Plummer, Grangeville and Wallace,
Idaho, for sn average distsnce of 420
miles, might be compared with the 20
Cent rate from Huntington for a dis
tance of 390 miles.
'These rates are not materially higher
for the distances than the rate from
Huntington, while these points are on
branch lines and Huntington Is on the
main line. It can not be concluded from
this cost study that the rates from these
Washington and Idaho points to Port
land were or are unreasonable, neither
can it be concluded that the rates to
Vancouver, Wash., over practically the
same haul as to Portland, are unrea
sonable. The claim, of unreasonableness
as to the rates to Astoria for a haul of
100 miles greater than the haul to Port
land has even less merit than 'the sim
ilar claim as to the rates to Portland.
The case should be dismissed."
In
1917.
7
vzv,
134
13 H
18 Vi
17 W
15
20
0'i
22
94
IB
11H
18
16
22
Rates
on
era in
present
raUw.
BH
IRVi
17
17
17
PORTLAND PLEASED
WITHJATEDECISION
' (Continued from Plf One)
23
26
lltt
27 V,
11
20
14
20
20
28
finding as "apparently a sweeping vic
tory for the port," and added, "It most
certainly justifies the action of Port
land in authorizing the construction of
the 1,000,000 bushel bulk grain elevator
and the piers over which sacked grain
will pass, which are nearlng completion
at the St. Johns terminal."
G. B. Hegardt; engineer of the dock
commission, who has been active in aid
of the rate case, said, "It is a victory
for Portland which Is highly gratifying ;
it Is not all that we asked for, but It is
a move in advance which will prove
highly beneficial."
was tssuea reDruarj . io.-o. na i land consists of wheat. A carload of
feet was to bring about like reductions j $0,000 pounds of wheat is worth between
in the rates to Portland from Stanfleld, ; j;of0 and .:4(,0
Koho, Nolln. Yoakum. Campbell, Barn- , "The ratos on graln t0 portand nere
hart, Pendleton. Mlsslom Cayuse and under consideration are compared with
Thornhollow, Oregon. The decision re-1 rates on the same commodity from
lates to a period nearly 24 years ago. ; points in Minnesota to Duluth for dls
The decisions of the commissions of , tances varying from 250 to 350 miles.
Wnahincton and Oregon also relate to ! The comnarison nhnwn th Porflanrf
a period more than 10 years past, the i rates to be from 24 to 50 per cent higher I p- wish " '
uuic pliuuiuic mi ialo .., ..v... . utau w,c ' 1 1 i ifzou i mm iui line uib M onnell. aPh.
these Inland Empire points to Port- ; tances. The comparison. however,
land, Tacoma and Seattle, the long con- i shows no similarity between the oper
tinued parity in rates to these three ! ating or .other conditions in Minnesota
points, and, the evidence In this case and in the territory here considered,
indicate quite clearly that this parity j SEVEN STATIONS CHOSEN
wan at least not disapproved by either! c ...
' ' " omuuiia t rr y 1 1 urr 1 1 Lltat are
the first column reoresenting costs for
moving an average 100 pounds of freight, ! EPOCH IN CITT
as indicated by cost study and increased j Joseph N. Teal, who, with W. C. Mc
as above described, it is evident from j Culloch, conducted the rate case, for
this comparison that the rates from Dal- j the Chamber of Commerce and the Port
las, Sherman, Biggs. Shaniko an1 Ar-! land Traffic and Transportation aso
lington are somewhat less than the rates j elation, desired to see the official copy
which would be indicated by the cost of Chief Examiner Thurtell's finding
studv, whtle the rates from Joseph, before he commented upon) it. But. as
Bend, Baker and La Grande were ' suming that the sone south of Snake
slightly higher than Uie rates indicated r'ver has been added to Portland's and
bv the Cost studv. Considering now the, ancouers non -com pou uve territory.
rates on grain from Washington and
Idaho points to Portland, the following
table Indicates some of the principal
points, their distances to Portland, the
rates in effect in 1917, and the present
rates :
Pittance Bate
to In
Portland. 1917.
244 13H
W alla Walla. Wa,-h. .
Dayton. Wash
Riparia, Unah
of these state commissions. It may
fairly be said, however, that present
conditions on these railroads are suffi
ciently dissimilar to conditions existing
24 years ago or even 10 years ago as to
make the decisions reached in the
Evans case or in the two state com
mission cases of very little value at
present in determining what are rea
sonable rates from those points to Port-
common to the Northern Pacific and
the Oregon-Washington Railroad &
Navigation company. The average rate
from these stations to both . Portland
and Seattle Is 19 cents. The average dis
tance to Portland via the Oregon
Washington Railroad & Navigation com
pany is 299 miles a compared with the
average distance to Seattle via thr
northern Pacific of 345 miles. The
282
2SS
39
312
325
R30
370
8.". 8
368
8X3
430
14
IS
15
17
15
17
17
17
17
10
23
25
as indicated, he believes that such a de
cision would greatly benefit the city
and the territory affected, as well as
constitute a distinct epoch in rate mak
ing. J. P. Newell, the engineer who fur
nished many of the statistical studies
and expense calculations for the public
rati. j (.ervice commission and other agencies
Present
i Q
, ,piy: ine tenure nnaing .s ni ....,, and nomilation. bene
-lr It nnvsri thA 1 erri tnrv i
Hart. - conducted the' case of the rail
road administration and the railroads
In the Columbia basin rate cause,' con
ceded ' that Examiner Thurtell's tenta
tive finding constitutes a most Important
development. "It appears as a very dis
tinct. Portland victory," h said. "It
probably Indicates that Portland should
have intervened In the Astoria case and
gained years ago the advantage then
that apparently is to be granted now."
Max H.-IIouser, chairman or the Port
of Portland commission, vies president
Of the United States grain corporation
and individually a world figure In the
grain trade, looks upon the finding as
exceedingly important to the port, "U
behooves us to get busy and have this
port ready for a great deal of business,
because we are going to have It to do,"
he said. "It's a victory for Portland
and for the interior, providing the ten
tative finding is sustained." Houser
was a little uncertain from his reading
of the report of the finding as to whether
it affected grain or not. and his com
ment was predicated upon the assump
tion that it doea
"TERRITORY IS NARROWER
While the tentative finding apparently
dismisses the case as brought by the
Inland Empire Shipper's league, former
Governor Oswald West, counsel for the
league, said this morning that the deci
sion as a mailer of fact merely narrows
the territory covered in the league's
complaint.
He showed how the league asked for
a reduction in rates on grain between
Spokane on one eastern arm. Boise on
the other, and, on the west,, ports of the
Columbia. Including Portland, Vancou
ver and Astoria The tentative finding
narrows the eastern portion of the ter
ritory to the zone south of the Snake
rtver and omits Astoria as entitled to the
same rate as Portland and Vancouver
in this sone.
WILL DIVERT GRAIN
"It appears." he said, "that the Inland
Empire Shippers' league, while not se
curing all that it asked for, which was
lower rates from Spokane and Boise
points to Portland, Vancouver and As
toria, has secured reductions on ship
ments from points south of the Snake
In the Columbia river basin to Portland.
This was the territory particularly cov
ered by the Portland complaint. This
will undoubtedly result In the diversion
of a large amount of wheat shipments
from Puijet Sound to Columbia river
ports and is bound to redound to our
benefit.
MAYOR SEES ADVANTAGE
Mayor George L. Baker believes that
the decision is epochal to Portland. "It
means," he said, "that Portland, after
a hard fight, has won in partial meas
ure, at least, what It and tributary ter
ritory is entitled to receive. It means
that the. unjust rate discrimination that
has stood In the way of Portland trade
development and growth in Portland
has been to a large extent removed, and
this city now stands on a par commer
cially with Seattle and .other Puget ,
Sound ports. In my Judgment, no de- j
cislon In a long time has meant so
much to Portland. It heralds rapid
trade development, new Industries, new
ship lines and growth of business. i-
a ".;
i1' !
Man Wounded by
Bandits May:Lose
Ability to, Speak
A. H. Greenberg. a former Portland
man, may lose his power of speech, ,
Seattle physicians announced today, as , -a
result of a gunshot wound it the ;
throat Monday night, when bandits
opened Ore on him snd ie grappled ;
with them. Greenberg rushed the meii, tar :
Who shot him down snd then fled. They v ,
were hiding in Oreenberg" ratr ' "
Greenberg resided in Portland ro
many years, living in Irvlngton," nea
East Eighteenth and Siskiyou. Hs wa;
distributing agent for a Washington
brewery during the ante-prohlbltlor. s
days, but went to Seattle about two anu -a
half years ago to enter the furniture
business. ' )
Mrs. Jacob Strieker, Greenberg's
mother-in-law. has been visiting in .
Portland for several days, and she re- re
ceived word of the shooting Wednesday v.
night, returning to Seattle at once with :
Jack Greenberg. brother of the woundsd .
man. '
Lumber Hauling Cost Fsctor
Probing principally into the costs of
hauling lumber over the Sumpter Valley - '
railroad, the public service commission j
opened the fourth day of the hearing v.
on the Sumpter application foraulhorlty
to Increase rates on certain commodi- -
ties, at the courthouse this morning.
F. G. Donaldson, traffic manager of
the Willamette Valley Lumber associa
tion. Occupied the stand all morning,
All testimony In the esse is expected to v
be taken hy Saturday morning. 3
1
i .
21 H
. 79
21 14
21
21 V4
21 S
24
29
31
Colfax. Wash
SiKkane. Wah. ....
lewiston, Idaho ,
Moscow, Idaho
Plummer. Idaho .. . . ,
Cranzerllle. Idaho ...
Wal:ai-e. Idaho 44 S
DISTANCE INEFFECTIVE
It will be -oted that the rates in 1917
from Walla Walla and the present rates
.re the same as from Pendleton, al
though the distance is somewhat
greater; that the rates from Dayton
gratifying. It covers the territory
which, beyond debate, I believe should
be non-competitive to Portland."
"When the tentative finding of Ex
aminer Thurtell is sustained by the in
terstate commerce commission," said
City Attorney LaRoche, "it means the
recognition of the Columbia water
grade route, Justice to Portland. Van
couver and. to the territory Involved,
acceleration of business, growth -of in
dustry, expansion of the port, increase
in the population of the city and similar
growth in the Interior."
Arthur C. Spencer, who with C. A.
fitlng, either directly or-indlrectly, eveiy
person In the city of Portland."
1
ffnJVJTNlMt and Morals tf.
Here Strug, Hitdtfy
Era. If they Tire, Itch,
YDUR C-YL3 Granulated, use Murine
often. Sootho. Rsfroshosw Safe for
Infant or Adult At all Druggist. Write, for
Free Eye Book. Kirta En lastly C Ckkijt
from January 1 on all
Regular Savings Deposits made
This Week
Start the New Year
right by placing your savings
where tliey will earn 33 1-3
more.
"A Bank for Everybody"
BROADWAY
BANK
Broadway snd Stark
land. A present Judgment as to reason- , average ton mile earning to Portland is
II
Sbleness of these rates must be based
upon present conditions.
AVERAGES TABCIATED
"Here the report includes a tabulation
showing distances to Portland,"' Van-
1
Here 's Another
"Best-Seller, " Men!
"The Tale of
a Shirt"
My buyer bought 1500 of 'em at a
concession; they're just in, overland
from New York ; they go tomorrow
and Saturday
Regular $7.50 to $10
Fiber Silk Shirts
$5.95
Two Shirts for $11.50
Galey & Lord silk stripe fabrics; every garment fifst qual
ity. Everyone who buys saves money. See the big win
dow display ot some of these shirts.
My Store Closes at 6 o'clock
Every Evening
oein
'ill t i r
torrisonStreetal
ErT5Tra?iT
1J.S6 mills and to Seattle 11.14 mills.
The defendants show a comparison of
rates on grain in 1917 to Portland with
rates on grain applied via the Union
Pacific railroad and the Chicago, Bur-ling-ton
& Quincy railroad from points
in Nebraska to Omaha.
"Comparisons are also shown with
rates on grain in 1917 from points on
the Union Pacific railroad In Colorado
and Kansas to Denver, from which It
appears that such rates were nearly 50
per cent higher than rates from Oregon
and Washington points for correspond
ing distances. Comparison is also given
of rates from points on the Chicago,
Burlington. Quincy railroad in Colo
rado and Nebraska to Denver, from
which it appears these rates were at
least 25 per cent higher than rates to
Portland from Oregon, Washington and
Idaho points for correspond Ins: dis
tances. Rates to Salt Lake City by the
Oregon Short Line from Utah and Idaho
points are shown to have been from
25 to 50 per cent higher than rates here
under consideration.
BCTTE BATE HIGH
"Rates to. Butte. Mont., from Mon
tana and Idaho points were apparently
at least 30 per cent higher than rates
to Portland for corresponding dis
tances, These rates are also compared
with rates on grain applied by the'
Southern Pacific from points in Oregon
to Portland. The latter rates are
shown to be from 5 to 25 per cent
higher than rates , on the Oregon
Washington for corresponding dis
tances. Present rates on grain are also
compared with rates on hay and straw.
potatoes and onions, salt, sand and
gravel, lumber, cement. Junk and coal
from same points to Portland. Coal
rates and rates on sand and gravel are
somewhat lower than on arain. but
rates on other commodities mentioned
are in nearly all instances higher than
rates on grain for corresponding distances."
ELABORATE EXPLANATION
"At this point the report enters elab
orate explanation of the cost study of
handling freight on the line of the Oregon-Washington
which was prepared
for the Oregon public service commis
sion and Is termed "very careful and
valuable." This cost study, made by J.
P. Newell, is made the basis for dis
cussion and final finding that rates on
grain are not unreasonable. After a
tabular statement applying this cost
Btudy to various stations to and from
Portland, the report proceeds:
"In the division of the various items
of operating expenses and of invest
ment being direct and indirect and be
tween freight and passenger expenses
snd in the final determination- of unit
costs many assumptions are indulged,
of which the following are examples :
"Per cent of the maintenance of way
and structures direct expenses are divid
ed between passenger and freight on the
locomotive ton mile basis and the other
50 per cent of these expenses are
divided on the car mile basis ; 10 per
cent of the road way maintenance is as
sumed to vary with the traffic and con
sidered as a direct expense.
RESULTS DOUBTFUL
"Per cent of the maintenance of bal
last Is assumed to the traffic and con
sidered as a direct expense. The unit
costs are assumed to be the same ojn all
parts of the system within the state of
Oregonl The terminal costs "are as
sumed to, be the same at all stations in
the state of Oregon. The terminal cost
of handling 1000 tons of empty cars is
assumed to be 35 per cent of the cost of
handling 1000 tons of loaded cars. All
of these assumptions represent without
doubt the best judgment of the witness
wbo made the study, xmt those men-
Itloned. and many others not here dis
cussed, are at least debatable, and -.the,
NO EXCHANGES NO REFUNDS NO LAY AW AYS EVERY SALE FINAL
The great question, "how to cut down expenses," is answered in this reconstruction salecut down the buying
costs. Every fall and winter garment, every fall and winter hat, is cut to the lowest possible point in order to
clear stocksevery one is a real bargain, measured both by original prices and what they would cost if bought
on today's market.
v r.
EverySuit, Coat and Dress Reduced!
100 Suits Priced Just J
Ys
&3
Suits Selling Regularly From
$35 to $95
Especially good assortment
for misses and small women.
JUST ,
Remarkable Reconstruction Special
Dresses and Coats
Good - looking dresses
of silk and serge. Every rl
one cut down tremend-
ouslv. The coats are
smart utility styles of silvertone,- velour
and mixtures, lined throughout. Coats for
year-round wear. Take your choice they're
only $25!
Every BLOUSE
At Reconstruction Sale Prices
Here's a Special of Unusual Interest
Blouses at $5.95
This grout is georgettes and crepe
de chines of wonderfully fine, close-woven
quality. Waists we could not buy our
selves now at this price. Dainty touches
of lace, embroidery and beading stamp
them as "better' blouses. You'll surely
surely want at least one remember,
they re only $5S5.
HLEPRof
HoIERy
Specially Reduced
$1.75 '
Holeproof Hosiery
needs no introduction
It's known wherever
splendid wearing qual
ities are appreciated.
You'll want several
pairs at this special
price.
Special Introductory Reductions on
Vanity Fair Undersilks
To acquaint Portland
women with the won
derful beauty and su
perior wearing qual
ties of Vanity Fair
Underwear we offer
specially attractive
prices for a short time
only. Every small de
tail of these handsome
glove silk garments
has been planned by
At
a woman expert tncri w 1 cr .
designing.withthere- Vanity fair
suit that they give UNUKSwawa
perfect satisfaction and wear,
UNIONS Special $6.25 snd $9.45.
COMBINATIONS -Spatial $5.35.
VESTS Special $3.15, $4.95. $6.25.
BLOOMERS-SpscW $3,95. $6.75. $8.05.
111
STJUST
1241? 128 SIXTH
1EU
Every FUR Reduced
25, 3313. 50
Scarfs and collars oMynx, fox, wolf, squir
rel, nutria, seal dyed muskrat, Jap Mink. At
these remarkable prices you can afford a furl
EVERY FALL AND WINTER HAT
Marked at Wonderful Reductions
HATS at $6.50 All our handsomest hats some of
them sold for four times as mucht ;
HATS at $3.50 Trimmed velour and beaver sail
ors of smooth fine finish. They sold for much more.
HATS at $2.95 Group of trimmed hats that were
priced very much higher.
9 EXTRA SPECIAL!
Only One to Customer
50 More Beaver and Velour Hats at $1
Brown, black, purple and white in tarn and turban
effects- They sold as high as $7.50.