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About Omaha daily bee. (Omaha [Neb.]) 187?-1922 | View Entire Issue (Sept. 19, 1891)
THE OMAHA DAILY BEE , SA1&JHDAT SEPTEMBER 19 , 1891. KATES REMAIN FIRM. fltato Beard of Transportation Will Not Lower Freight Schedules. HISTORY OF NEBRASKA RAILROADS , VHiat tlio Secretaries Reported Concerning tbo Fast of tbo State. COMPARISON OF- CHARGES ON STOCK. What It Costa to Ship to Chicago From Ncbratka or Iowa. RESULT OF A LONG " INVESTIGATION , Reduction at Present Would Ho an Injustice to All Parties Con clusions of tlio Hoard at Lincoln. LINCOI.X , Nob. , Sept. 13. [ Special to THE BEE. ] A mooting of tlio State Board of Transportation was bold Into this afternoon and tbo secretaries submitted ttio following report concerning the request for reduclnR rates on the various railroads , ana the uourd decided to adopt tbo report : To MKCHIIB. HENTON , Iln.r , HASTitfos , AM.E.V AMI IIi'Mi-iiitKV , MKMIIKIIH OK TUB UOAUU OP TiiANsroitiATtoN Oontloincn : I'ursunnttoa resolution of your board directing thu ocru- tunoi to prepare a ntutcinunt of fact * In tlio mutter of transportation rates In this state , wo respectfully submit tlic following : In order tliat yon and tlirniiKli you the pco- plo of ttiu state may bavo an rnora compre hensive view of tlio whole controversy on tbo nuustion of freight rates between tlio people and the rallroailHOf the state wo call yourut- tentlon : First. To a brief history of tbo controversy from Its curliest bo lnnlri , showing the situa tion at It vrnt , up to tbo time when the present members of the board wtnt Into olllco. Bccoiul. To such facia , HiMires and argu ments anro li.ivo been able to Rather from both slrtes to the controversy at tbo recent public ln\estimation hild by this present board , nnd toother facts ascertained by tlio pocrotarlps , prior to and since the recent pub llo Invc.Htigutlons. \Vlinii it Commenced. Tbo present controversy between thn people nod the railroads of thli state originally grow oat of tlio question , not of rates or reduction of rale * , but of control. The people recoKiilz- IIIK tlio railroads ns common curriers , not en titled umliir the state constitution to the sumo broad liberty of action In business tluit the In dividual ultlren lins. witntud to control the roads. Thu roads , Impatlunt of Interference , wanted 10 control themselves and manage their business In their own way. The roads vroro ii'-'jrcsslvo In business matters. They crowded tlio rapid duvelopinent of their sys tems In till directions throughout tlio state with un enuryjr never before equaled In his tory. Had they been less energetic and less forceful In the early settlement of tbo state , there would have been los-t progress and less material development. Not unly were the railroads energetic and forceful , but they were arrogant and over- boarlne In tholr mothodK. Hy the very force of their splendid energy they were natnr.tl usurpers of power , and the individual cltlznn stood In awe of a magnifi cent combination of capital , brains and energy that had no conscience and no BOiil. To protect himself against Its aggres- Hlvonoss his first Instinct was to pnsa laws that would curtail Its log ? I rights. To pre vent tbo passage of such laws was the natural Instinct of the roads. The citizen at once ao- p aiod to publla sentiment with a view of securing - curing tbo passage of such laws ns ho deemed necessary to cheek this growing railroad power. Had itho ritlroad people at this point calmly consldeicd , yielding to the p.i&ago of such laws , for general con trol , us the people under the constitution were entitled to , submitting to control , rather than seeking to control , they would have secured popular sympathy Instead of arousing popu lar distrust. And had the citizen pursued the oven tenor of his nuy , holding fast for what was his by light , moving forward In thn line of his own good common sense , avoiding father than necking a quarrel with the rall- oads. electing only honest neu to the legisla ture , bo would have secured carllor In tbo struggle tlio legal control ana the legal reme dies which ho sought for. mid preserving his oven temper and cool Judgment ho would have boon able to rccoxnlzo justice when bo found it nntl tu know when ho had gone far enough. When the publlo will Is moved by judgment nnd not by prejudice there Is always Inherent in the popular liourt a love of justice and fair play , but when battled by tricks and bullied by unlawful assumption of power tbo public Wilt becomes perverted and moves by caprice and not by reason. At such times the profes sional agitator llnds publlo sentiment an easy l > roy to bis inlschovlous doclrlnen. They Drifted Apart. Never In history has a better opportunity boon given to arouse popular prejudice than was given by the railroad managers In this Btato In the earlier stages of this controversy. As the anti-railroad sentiment grow and be came more threatening in Its attitude railroad manipulation became le&a scrupulous : nnd the louder the clamor for railroad legislation and rullroad control the more the railroads refused to yield to the reasonable demands and tbo more they sought through political Intrigue to defeat thu popular will. It scoiiis strange that a community of pro ducers of more than average Intelligence and a community of railroad managers nnd bnlld- Ors having so much at stake of mutual Inter est should allow a daugorous feud to grow up between them. x In the dispute as It originally began there Is no doubt tlio railroads were In the wrong. They were .stubborn nnd unyielding at a time when they should have been satisfied to live and let live. The people asked only what was reusoimblo and what was guaran teed to them under the state constitution. Formany years the roads were able through their political power to defeat legislation. They were thu stronger of the two In tlio con- tost. They were the only capitalists in the tutc. and were rich. The producers wore few in number and were poor. The railroads had plenty of money , and they spent It lavishly In The construction of now lilies. They wore powerful In politics and were aggressive and arrogant In tholr manipulations of men and measures to accomplish tholr purposes. Tholr overmastering fnlluenco In the state aggravated the temper of the people and banded them still more closely together In a BtlU stronger anti-railroad sentiment. At length. In 1831 , came the tlrst victory for the peonlo In tbo form of an act by tbo legts- laturn tlxlnga maximum rntiIt vra not a reduction of rates , but a IIxIns of a definite limit , above which the raid tariff might not go. This rate was taken from the lowest published schedule of rates then In force. In this tbo people bad gained one point that of control. No sooner bad this law boon unacted granting control over rates , than the people beenu to demand more control. They demanded a court that should have general supervision over the roads , with power to judge and docldu questions In dispute , before whom they might bring specific complaints and have them promptly and fulrly adjusted. In obedience to this popular demand a railroad commission was created In 1883. This was thu second vlotoryfortlio ; people. No sooner had the commission boon created tbat It became unpopular. Tlio people bad now gone beyond tlio question of general con trol and thu fixing of a maximum rate , to the Question of reduction of rates , and the commission bad no power to reduce. Tbo cry was raised to abolish tbo commission and create In its stead anew now court which should have still greater au thority ns to general control , nnd which should bo vested with power to reduce rattv * . Again the peoplu were victorious , and tlio lawmak ers of IS37 , composed largely of farmers , created the Hoard of Transportation. This board as now constituted consisted of eight Itiombnrs , Ove of whom woru elected by direct vote of the people , and oxerelso , ! controlling power In thn official acts of the board. This law was u practical embodiment of the national law , creating the Interstate Com- hiercu coiumlidlon , It was urged by those mho demanded this now court , that a major ity of Its members , being elected by direct vote of the people and owliiit allegiance nluno to the cltliuiu who east tlio ballot , the power to fix rates of transportation would bo under the direct survidlanco of tbo prod ueor.thu only check on bis Individual will anil bin Individual judgment being the Individual will nnd tbo individual Judgment of the ofllclals , whose authority hla vote had created. TUG producing cluMnsot the state had at length prevailed , utter much agitation , much engendering of bad fueling nnd much lass of confidence of both parties In each other , 80 far a * legal advantages wore concerned , the publlo will had asserted Itself nnd the pro ducer commanded tbo situation. The only question vet to salvo was as to what extent rn tea could bo reduced. Hero the Mruggloshifted from thoppoplo In general ngatnn the roads to the Hoard of Transporta tion , actilnst the roads. lU-Miilt of the Controversy. Tbo result of thU contest between the Hoard of Transportation and the railroads was a general uveraga reduction on local and through rate * of : > > nurcouU Thin WAS the tuiMl Bvruopluif and lar-ruaohUjf reduction aver nccomptlihcd by any bnnrd of rnllro.id commissioner * In the United St.ttcs. it not only affected tbo local rates , over which th board bad absolute control , but Inter state rates over which tbo lioanl bad no control , nnd that were of srofitest Importance. In thli attack tbo Hoard of Transportation was so rigorous , and tholr de mand wai crowded with such determination nnd force , that the roads were compelled to ninko great coa'essloni on the Interstate rates. And when these concessions were made It was tnrltly understood and agreed between the board- and the roads Unit the local rates houlcl not again bo disturbed until such time as the local Interchange of business In this st ate should bo of more general Importance to the people than It was than In order that you may more fully comprehend what was Involved In the Issue between the board and the ro ids at this tlmo you should bear In mind that a reduction of the local r.Uc.s In Nebraska mount to the roads a gen eral corresponding reduction In local rates In Kansas , Colorado , Wyoming , Montana , Utah , Idaho , Nevada , Oregon and Wuslilnton. The board saw this point as clearly as tbo roads did. The Nebraska Hoard of Transportation lind Indirect power to cause n. reduction In all tbcso other wosturn states , whore thoru were co iKinrds of control. Tbo board used its power over local rntet to o.xtort from the ro.tils broul and liberal con cessions on .Interstate through rates , which wns the vital question to Nebraska producers. } < o swift bad been the progress of the antl- railroad sentiment In this state , and so licrco bad It become In ltd demands. Itsloppert not to recognize what tbo board bad done , but passed on from the demand for reduction to the de mand for more reduction. In the trial that took nluco In the summer of 1887 the roads resisted reduction with gro.it force nnd determination. They fought most determinedly every Inch of ground from beginning - ginning to end. The board being composed In part of men of bleb lezal standlnboln * as sisted by a "rate expert" of recognized ability , Investigation was most thorough and coin- In view of the far > t that tbo board secured this sweeping reduction nnd nasslnco that tlmo made still further reductions. It would scorn that ns a rate reducer It bad fairly earned from the producers of the state some slight gratitude , If not respect ; and It would seem that after having brought the railroad power to terms the anti-railroad sentiment should have been , fora while at least , reasonably sat isfied. The scene hud now changed , since the earlier jnrt of the struggle. The roads bad expended their money In the building of new lines that were unurofltablo. They were obliged to exercise the strictest economy In order to make oven a small dividend. The Chicago. Ilurllnxton & Qiilncy railroad lost In. the strikeof 1S83 &t.W)0t)00 ) ) which together with the reduction of rates caused Its stock to decline 50 cents on the dollar. Hard times was staring It In the face. In the moan time farmers In the statu Jiad prospered. Soiun Further Information. Wo bavo shown to you how this controversy first started , over the question of control. How In ItMl n maximum rate was fixed , which was control. How tlio people then demanded tnoro control , and how In lb > the commission was created for more control. How the people then demanded still more control and reduc tion of rates. How In 1S37 the commission was abolished and thu Hoard of Transportation created , which had not only power to oxorclso still more control , but to reduce rates , and which actually did in the contest with the Elkhorn road causa a reduction of UIM per cent , supplementing this reduction with still further reduction on coal andgr.iln. How the railroad power of tblsstato had been rebuked for Us audacity , punished for Its rapacity , and yet the agitation was not ono whit cooled In Its fury , but grow In force and violence and called louder than ever for still more reduc tion. Again tbo second nowlv elected Hoard of Transportation took up the question and culled a meeting for stilt further Investiga tion. tion.The The board saw no way of arriving at the facts only by Investigation. The question then pending before the board when the pres ent members came Into ofllco In tbo curlier part of the year , was "still more reduction. " IJocogriMng Its duty as u court to render judgment according to facts nnd according to justice , it at oiu'o set about to ascertain facts , On the 13th of August this board set at Lin coln ns per previous announcement , to take evidence and hear argument. It Is worthy of note that no person appeared at that or any subsequent meeting of the board who advo cated the lowering of tbo rateson theproduots of our farms to our markets. Hut at the Lincoln meeting It was urged upon the board that the short haul rates bo modified , with no com plaints whatever as to rates as now fixed engrain grain , live stock or coal. It Is also worthy of special noticn that the gentleman making this argument made no effort to show that the rates on our outship- ments of Nebraska farm products were un reasonably high. Ills cntlro argument being confined to a criticism of the local distribu ting rates , lie charged that the rates In this state wore founded on what Is known as the Ions ? haul theory. Ho 'said : ' The ptirposos for which the rates are fixed nro ns follows : 1'Mrst , to protect the existence. un der the rulu of charging all the trafilc will boar , of such Internal Industries of the state fts produce articles for a distant market such as corn , oats and packing bousa products upon which they can co4o-.it freight charges for n lonz haul. Second To prevent , and pro hibit , as far as possible , such Internal Indus tries of the suite us might supply thu homo markets of the state with those commodities which the road is now hauling Into thu state from long distances at high freight rates. " Ho also claimed that the local distance tariff of the Chicago , llurllngton & Qulnoy was for mulated with this hocond purpose In view. He claimed the f tolgnt most used by the people Is that shipped under the rates for fourth and tlfth class. Thor.itcson the fourth nnd fifth class freight , are those , therefore , which are of tbo most Importance to the people , yet It Is on fourth and tlfth class freight that we moot with the greatest discrimina tion under tbo local distance tariff In Nebraska , a discrimination operating against the local shippers and In favor of the shippers living in cities far distant frdm the stato. This discrimination against the ship pers In Interior Nebraska results from the disproportion existing between the low throuu rates to the state and the blab local rates in the state. Liong Hauls and Ijow Kates. It must occur at once to any ordinary man that a low rate for tno long haul Is the very life of Nebraska. If the principal business of the people of the state was to exchange com modities among each other , from town to town , on short hauls within the state , then they would want rates based on tlm short haul theory. Hut If the princi pal business of the people of the state Is to rulsu grain and stock for a far away eastern market and to Import building material and family supplies from a far away eastern mar ket , th'in the low rate on tbo long haul Is ab solute ! v vital to their Interest" . The producer In Nebraska Is Interested In rates only on Mich articles as ho buys and sells. It makes no difference to him what thu rate Is on hoop poles If be never buys or stlls hoop polos. Ho Is Interested only In the freight bo pays , either ni Otiye.or seller. Admitting for the salco of argu ment tnat ho pays tbo freight both ways both on what bo buys and what ho sells , ho then pays both the long haul and short haul freight , and to determine which of tbo two hauls bo would have tbo rate based on ho must first ascertain which haul be uses most. It the shipments on these articles which ho buys and sells are mostly long haul shipments then ho wants the rates favorable to the long haul theory , but If the shipments- mostly short haul shipments , then ho wants tbo rates based on tbo short haul theory. Lot us lake un averayo Nebraska farmer , and sea whether the tounagoon which bo pays freight Is handled mostly on the long or short haul. The average Nebraska f armor ships or receives In one year 2,000 bushels , or U-O.OJO pounds of grain , 40,000 pounds of live stook , MWO pounds of coal , salt , lumber , etc. . SXI pounds of groceries , J,5uo pounds of miscella neous articles , muuing In all a total of LWi.OOO pounds , on which ho pays frulght cither as buyer or sollor. Not over 500 pounds , or one- quarter of 1 per cent of this Is handled on the lot-ill distributing rate. Would tbo farmer who pays freight on 300 pounds of sugar and two oar loads of fat steers prefer to luivo thu rates adjusted In favor of the sugar rather than the steers ? Or If ho soils u fat bog and purchases u p.ipor of pins , will ho complain that In the adjustment of freight ratci discrimination ls made in favor of the bog and against tbo plus ? Thu principal transactions of our people In Nebraska do not consist In buying but In sell ing. Wo are producers rather than consum ers. Our present prosperity was not attained by purchasing groceries , but in tbo selling of cuttle , bozs and grain. The future wealth of our farmers depend s not on the price of what they buy In tno stores of tholr nearest town , but on the prlco of what they sell to eastern markets. And yet men appear before this board and appeal to thu farmer * through the press , criticising the long haul theory , on which our rates nro based , because they aay It discriminates In favor of the long haul shipments of our grain and live Mock , rather than on thu local distribution of gro ceries. They say this present system tends to build up the producer of our farm products rather tban the man who sells sugar and cotluo. and they point to a list of O.'O articles of merchandise which they nay nro discrimin ated against for tbo benefit of tbo Nebraska steer. If it could bo shown that the Hit em braced eoo times cue articles itwould still bo true that tbo short haul of freight paid oy an ordinary farmer In ono year's purchase of those articles would not amount to as much as the freight on ono fitt steer from hero to Chicago. And so long as the Nebraska steer continue ? tabu of so much Importance In Uie business trans actions of this state , In the adjustment of our freight rates. It seems meet and proper that tholntercftot the steer should stand para mount , Hear In mind , always , that of all the freight paid on all tlm articles bought and sold In a wholeyear's traesactlon of our ordltrary farmer , tbo short haul freight is only oiia- < | tiartor of 1 per cent. Less than 1 per cent of all the tonnagu of Nebraska roads Is included In agricultural Implement ! and merchandise shlp | < Ht locally. The prlnolp.il Items of commerce in tbo alula are train , coal , lumber , lire stock and moat pru- duuu , they being 70 porcuutof all the com- morco tit tbo state. Less tban 1 per cnnt of tbo grain , coal and lumber Is local hustno-n , fio- cituso we have no forosU. or mines , and smnll local demand for grain shipped oy rail , What Mny Lto Done. An agitator may stand before an audience of people nnd set thorn wild with oxeltcmonU or ho may appeal through the proas nnd rnlso an army of TU.vou voters by quoting technical Instances in which tbo looul rateson these ar ticles scorn disproportions ! to the long haul rale. Hut when thcso 70W man stop to con sider that loss than 1 per cent of tbo coal , grain and lumber Is local business , tbo argu ment falls to the ground nnd tbo agitator only proves bow mischievous a man can bo when bu talks with the purpose to deceive Now It may bo asktid , If the distributing rnto Is so lltttlo-used by the people of the state and to reduce It would not seriously affect the Income of the roads , why not ix-duoo It and sllcnco the popular clamor ? It Is onslly explained why a reduction of this tariff In Nebraska , although it is little used by tbo or dinary farmer , might seriously affect those Nobr.ska railroads which have extended tholr lines Into states west Of ns. It Is plain to any man that as we approach tbo west , whore thu country Is more sparsely sottlud nnd the tonnage Is lighter , hlgbor rates must prevail In proportion to the docrouso of business. Nebraska doing a much less business on the distributing rate must have nblzbcr rain than Iowa , nnd Colorado nnd Wyoming and other western States must stand n still higher rate than Nebraska , and tbo tariff should ho so ar ranged that the proportion In advance of rates shall bo consistent with the decrease In business In each state. If tno Nebraska dls- trlbutarj rate Is put on a plane with that of Iowa tbo discrepancy between the Nebraska rates nnd of the states west of in would then bo tno great , nnd Immediately the demand would come from those states for a reduction consistent with tbo Noorasku rates , nnd such reduction would bo a serious matter In Its effects on the revenues of the roads In those states , where thn conditions are dissimilar to ours , and whore tbo distributary rate Is more In use. Will the Nebraska farmer Insist that for tbo sakiiof the reduction of one-fourth of 1 per cent of his freight bills ho will jeopardize our present low through rote to the eastern mar ket ? Hut it Is also urged that our local distance rate In Nebraska should bo put on a par with that of Iowa. In considering that question the ono point vital to the farming Interests of Nebraska Is whether our stock and grain can bo shipped from the Interior of the state to Omaha nnd Lincoln on the local distance tur- llf. and from thence to Chicago and St. Louis , nnd u bother when those products reach Chicago cage and St. Louis they bavo paid per mile In proportion to the distance traveled more tban the same products would have paid had they started in Iowa Instead of Nebraska , Travels or 11 Steer. When a Nebraska steer reaches Chicago In the form of dressed iniiut , the question with him Is not what It cost , him to tr.ivel through Nebraska or Iowa or Illinois , but whatbo paid for the whole trip , and w bother a propor- tlonuto reduction has been made In accord ance with the distance traveled. If ho nas traveled twice us far as the Iowa tcor , then ho should have paid , not twice as much , but loss than twlco us much us thu Iowa steer. Kortho purpose of ascertaining whether In the adlustmont of rates the NubrasKa steer is bclnz fairly treated. In comparison with the Iowa steer lot us take ono of each , follow them to Chicago' and see bow tboy stand In relation to cost of transportation. Take u Nebraska steer at llcralngford , Neb. , ship him to Omaha under the Nebraska tarlir , which Is Si8 ! cents per 100 pounds. Kill him and ship tbo dressed moat to Chicago cage at - . ' cents per ICO pounds. Ho has bus now traveled Oil miles nnd has paid 41.8 cents per 100 pounds. Now , take an Iowa steer Hnd haul him ullvo the sumo distance over a "O" road at Iowa local rates , 31 cenU per 100 pounds. Kill him at the Cedar Rapids packing house and ship tbo dressed moat to Chicago at 17 cents per 100 pounds. Ho has now traveled G5J miles and has paid 43 cents per 10) ) pounds. Tbo Nebraska steer travels li.fl mile ? and pays 44 cents per 100 pounds. Tlio Iowa steer travels 050 miles and pays 48 cents per 100 pounds. Forty-eight cents for CuO miles as against 41 cents for Oil miles. The Nebraska steer has traveled once and one-half the dis tance of the Iowa steer at an actual loss cost , Take a Nebraska steer at 1'unk , Neb. , ship blm to Omiihn , 200 miles in a thirty-six foot car at 14.5 cents per 100 pounds : now add rate on product to Chicago from Omaha. ! J cents , and your L'helps county steer Is In Chicago a distance of 700 miles , at OT.5 cents per 100 pounds. Take an Iowa steer and ship him from a point 00 miles "west of Cedar Kaplds over an "A" road at 15.5 cents per 100 pounds , add rate on product from Cedar Kaptds to Chicago , 17 cents , and your Iowa steer has paid 2.5 cents per 10J pounds on a distance of 419 miles. The Phelps county , Neb. , steer pays only 4 cents per 100 pounds more to reach Chicago cage than the Iowa steer , and yet he travels nearly twlco tbo dlstamco. Now take a Nebraska steer at Mason , Custor county. Nob. , ship him to Omaha , 200 miles , over what would bo a "C" road , at 15.2 cents per 100 pounds , add rate on product from Omaha to Chicago 2 ! cents , and the Custor comity steer stands charged with 37.2 cents per 100 pounds , ana has traveled 70J miles. Take "our Iowa steer over a g'O" class road SOJ "mllob ut 20.17 cents per 100 pounds from Cedar Kaplds , add 17 cents on product to Chicago and the Iowa steer stands churned with 37.17 cents per 100 pounds for a ride of 410 miles. The Nebraska steer has traveled 700 miles as against 41 ! ) miles for thu Iowa steer and paid only elgbt-tenthsof 1 percent per 100 more. JiiK&ilnK with Figures. In all the ages of tbo world's history slnco commerce wns first Instituted among men there have been opportunities , by the skillful use of figures. In proving to the poor man that ho Is bolng abused by the rich man and In prov ing to the Individual that tbo corporation is his natural enemy , but never was a sublcot more capable of being twisted with mlscblov- utfcct by the skillful use of figures and the 'singling out of technicalities than tno subject of transportation. In discussing freight rates a man In Adams county might say : "Gentlemen , you are corn raisers ; I wish to show you wnorein you are paying extortionate nites on corn. " Ho then points out that the rate on corn from Hastings to Button. twenty-Ova miles. Is 5 cents pec 10U pounds , while the rate from Omaha to Chicago Is only 10 cents , tbo distance bolng 500 miles , or twenty times as far. Ho shows how this discrimination In local rates keeps the farmer poor , and wishes to have It so adjusted that the corn rate between Hustings and Button ahull bo as low proportionately us that between Omaha nnd Chicago. In tolling only half of the truth bo baa deceived the Adams county corn raiser In u most ml.sohlovoiis manner. In the IIrat place the Adam ? county farmer has no occasion to ship corn from Hast ings to Button. If tbo conditions were such In this state that no consumed all our own products here in tbo state , shipping It from om > town to the other on the short haul , and If wo had forests for our own lumber and mines for our own coal and salt ; If wo exported nothing to a far distant market and Imported nothing from a fur distant market ; If our commerce as a state consisted In the main' In an exchange of commodities among each other , than wo would want the rates adjusted seas as to favor the short haul , and discrim inate against the long haul. Not only would the Adams county fanner want a low corn rate from Hastings to Sntton , but ho would want the through rates between Illinois and Nebraska us high us possible , to prevent the Illinois farmer from sending his farm pro ducts Into Nebraska to compete in the Ne braska market with the Nebraska product If the farmers In Illinois could have their will in the adjustment of Nebraska rates they would so adjust it as to make the long haul rate be tween Nebraska and Chicago so high that It would practically exclude Nebraska grain nnd stock from the Chicago market. Tno Adams county farmer Is not en gaged In selling corn In tlio Sutton mantot , but In tbo Chicago market , and the prlco ho receives for bis grain Is tbo price In Chicago , less what It costs to got It there. In reckoning this cost it Is not material what rate tbo corn pays as It tra vols between Hastings and Sutton. or between Hastings and Omaha- or what It pays while passing through Iowa or Illinois , but whether when It bus reached Chicago It has traveled on a through rule for tbo whole distance , consistent with thu through rate for the whole dls- tanco paid by Iowa , and Kansas corn , with which It must compete In the Chicago market. The Adams county farmer cannot ex pect the railroads to annihilate distance. Ho cannot expect tbo produce of bis farm , located in central Nebraska to bo laid down In Chicago at the same Identical cost as that of the Iowa farmer , who Is several hun dred miles nearer. He has , however , u right to demand that tils product when It comes lu competition with the Iowa product In Ohlcago , to pay a lower rate pur mile. In proportion to thu longer distance it has traveled. Corn Ilutoa Compared. lly Investigation wo find that the discrim ination Is In fuvorof tbo Nebraska product ns compared with the Iowa. Take an example , The rate on corn from Hastings to Chicago Is Ol cents per 100 pounds. To reach Chlu.igo it travels Wrt inlleu and pays at the rate of seven-tenths of 1 cent per mile. I'rom Mur ray , la. , to Chicago tbo corn rate Is 17 cents per 100 pounds. Tbo dlstunco Is 303 miles and the rate per ton per mile is ono cent. The Nebraska corn trav els at Kovon-tcnthsof 1 cent , whilu the Iowa corn puyu 1 cent per ton pur mile. Now lot us take u Nebraska hog to Chicago , and sou whether thu discrimination Is against him , nnd In favor of the Iowa hog , Take htm from Itopublloan City to Lincoln allvo at 1C cents pur 100 pounds. Tnku tbo product from Lincoln to Chicago at' routs pur ICO pounds , nnd your Nebraska hog has paid 41 cents per lou pounds to reach Chicago , 7JO miles away. bis freight being ut tbo rate of 1.11 cents per ton per inllu. Take the Iowa hog the same distance over u class "A" road , and from thu packing hiiuio at Ccdnr ItaphU , laku tlio product to Chicago and your Iowa lies has paid 31 cents per ID1) pounds to reach Chicago , a dlstnncu of 4 0 miles , and lias cost ut the rate of I.G cents per ton par mile. Take tbo question of foal ratus. From Hlch Hill , Mo , to Lincoln. Neb. , the dl.it nice Is 247 miles , and thu rate Is 11,15 per ton. or four- tnnlhs or 1 cent per mile per ton. Thu Iowa rate on uu "AT road f or 237 uillcj would bo ( l.li per ton , or forty.flvfe.hundredth * of 1 cent Not earnings . . , . . , . . , . , , , . 839,147 per ton per mile , n illlTeronco on aS87 mlle Tor fonl per nnnnm , 077. * haul In fnvnrof Nobrn 2M > f 7cents per ton. Vor the rr r millon Jnnu .TO , IBM , Ihn Kn * * Cf tr > rrom the MurhnklnacK rtilnrs the co.il rnto to W/nmlottn A Norlhwcdorn rnllwar livl a total Lincoln Is II.S7 per ton , tlid distance bolng .170 lenntliof JO.IumltM tulloi. Tbo town rauvion class "A" rotdfor Cost nt WO.UUU per mile . . . . . . . . . thosamndlstnnco Is J.3Uior ! 4 . . ton cents , or Opprntlrwrxptnaes and taxes . . . 73,01- ) ton In favor of Nebraska. pur Deficit , ttJ.9.0. Now lot us take n Ncbr-iskn farmer nnd put IVrlhereir ending June SO , ISM , the M ! ourl him Into the market In Kt. Louis , where ho 1'ncinc In Nebraska had a total length of 3711J wants to sell corn In Competition with the miles. Missouri farmer. The fyehrnsku farmer pays Cost at WO COO par mlle . , . tti.nvi.NX ) on corn from Adnms county to St. Louis 18 cents per 100 pounds oinmistanco of 680 miles. Operntlhu expenses ami Intel. . . . . . . . . . The Missouri farmer frqm Jackson county , NeteanunitA . . . . . . . . . . . . . SH.5I2 Ml.isourl. pay14 uonts pi r lee pounds , a dis ler cent i > tr annum , .OM. tance of only Vf3 miles.1 Tbo Nebraska farmer For the fcnr ending Juno SO , ttftO. the Union Pa has rt Ho xrntrm luiit n Into ) length of 1,183 V3 mllra. paid only 4 cents more per l i pounds than Coil ntmtKUiHT mil. ' . . . f S.VW , W the Missouri has farmer mftl hauled his pro CruM rnrnlmt * . . . . . . . . . . . . . . . . 7.079.127 duct twlco as far. i Opornltnff oipetKC * and taxes . . 4.7J9.JU7 Summing It Up. Per ci-nt per annum , , ti l. Total number of tulle * of read for. 1390 , MM 47. Wo have given you In the forogoins a. brief Total coil of rotiil. . . . II.M.UU.IOO history of the rate matter us wo have round Totnl rtn enrnlims . . . Jl.icu.osj It , aiio : from tlmt history and from the evidence Total expontos nnd taxes . . II.UI1.3.V1 Totnl not earnings . . . . . . . Ho 7,120,82V dence nnd ( In reports on our ofllco wo beg ATornga percent. .Out leave to submit In conclusion the following For the renr ending , htno ,10. 1901 , the Fremont , findings ' of fact ! Klkliorn X Missouri Valley railway lind n total I'lrsU Wo llnd from the evidence , and swnrn oiiKlli of 1.012. U miles , statements and reports on Illo In our olllcc Cost nt JO.XW ( per nillo . . . I nnd from personal Inspection , that the railroads - roads In this state could not bo duplicated Operntlniroxnoim-snmltaxcn. . . for u less sum than tO.COO per mile , taking Not earning * . , . . . . , 1,2.5M4 Intoconslderatlon tholr equipments and depot 1'cr cunt per annum , .04 ID. and terminal facilities. Kor tlio year from Juno 3U.1S90. to Julr.il , 1891. tlio faocoud , Wo find from tbo evidence nnd Clilcnuo , HurlluKlon A Mls-ourl Itlvor rullruml had heretofore tiled n totnl lensth of ,1I.V . ; 4 miles. Rworn In olllcu that the reports railroads have for tbo our , foil nl HO IUO per mlle . . . . . . $ Vl,07,7an years 16S7 , ( Jro turnings . 4.72.U I ISM. I8t4) ) and IS'JO made the following rate per Oparatlmrnxpeniien ana taxes . 3.HViit ; cent pornnntim upon what , In our estimation .Not earning ? ! . l.tiTJ.II * upon a careful Investigation , would bo tbo Tor cent per annum , . 012G4. lowest amount for which tboy could bo dupli In obtaining the net earnings of tbo rall- cated or paralleled : rotds for thu years ISM ) and ISlKl wo bavo pcen A. Clashes 1,2,3,4 , S , A , B , C , U , K In cents per 100 ponnJs. 1'er Dollars Ton. For ttio year , endlnu June 30. 1857 , the Chicago , Ilurllngton & Qulncy railroad hail a total length of 1,781.77 miles. Coat at $30,000 per mlle . I M.I.Vt.lOO Gross Darnings . 7,911,814 Operating expenses nnd taxes . 3,811,400 NetoarnlnKs . 4,143,414 Per cent per annum , .077. 1'or the your ending Juno 30 , 1S87 , the Missouri 1'nclllc lind a total length pt 150 miles. Cost at $30OUO per mile . . - . . f 4,500,000 lirosacanilnKS . , . KW.SijT Operating expenses nnd tinea . u05,2tl ! Detlclt , 8l33.3-.it. For the yciir ending Juno 30 , 1837 , the ChlcaRQ , Kansas A. Nebraska bad a total leiiKth of 134.13 mllos. Costut 530000 per mllo..1..i . $ 4,02V. 0 33.8UJ Operating expenses and taxes . 33.St2 ! IJotlclt. 78. T- ' For the year endlnu Juno 30 , 1SS7. tbo Chicago , St. Pan ) , Minneapolis & Omana railroad had a total length of 222.18 miles. Cost atf.KI.OOa per mlle . ' . . t 8,659,100 Gross earnings . . ( < S1,8 < > 9 OpcrathiR expenses and taxes . 515,779 -Net earnings . .i- . lUi.OHO Per cent per annum , .0-4. * . For the > ear cndlnR Juno 30,1887 , the Union Paclllc system had a total lencth of Wl.M miles. CostatJ.iO.UIOpermllo . . . $ 20,415,000 Gross earnings . ! . . . . . ,1M.4'.O Operating expenses and tnxes . . . . . . . . 3'JUO39 ' Netcarnlngs . 2,2.M,851 Per cent per annum , ,07 ( > . ' Kor tlio year endluz Jun&JO. 18S7 , tlio Fremont. Klkliorn & Missouri Valldf railway nail a total lengtb of 717.79 mllos. Cost at S.W.IXXJ per mlle . $ 21,5.1.1,700 Gross earnings . 2,270.ti'.iO Operating expenses and taxes- . ll ! > 4,2U9 Net earnings . 1,030,781 Per cent per annum. .03. Totnl number of mtlosfor tbo year ending Juno 30 , 1337. 3,938.1. Total cost of roads . t I19i1,000 ! | Total gross earnings . 17,2.-i2.8UJ Totnl expenses nnd taxes . 'J.75U.228 Total net earnings . , . 7,47ii'iU ( Average per cent for the year ending Juno 30 , 1887 , .W2. tor the year ending June 30 , 1S33 , tbo Chicago , Uurllngton & Qulncy railroad bad a total length of 2.115 W miles. Cost nt fcW.OOU per mile . 5 OI.4C9.MO Gross earnings . 0S88ii < 5 Operating expenses and tax.c . 4,895,113 Net earnings . 1.WJ.11HJ Per cent per annum .031. For tlio year ending Juno 30 , 15SS. the Missouri Paclllc railway had n total length of 19.1 miles. Costal&O.OOOperinllo . t G.7UO.OOC Gross earnings . 6-'i" , 'Jb ! Operating expenses and taxes . 'U5,747 ! Net earnings . 101,235 Per cnnt per annum .028. For the year ending June 30 , 1SS3 , tbo Chicago. Kanias * Nebraska railroad bad a total length of - Cost at HO.UOO per mlle S 4,245,000 Gross earnings 1CI.591 Operating expenses and taxes. . . 223,3211 Donclt , Mjl. For tbo year ending Juno 30,1833 , tbo Chicago. St. Paul , Minneapolis & Omaba bad a total length of i44 52 miles. Cost at $ . ! J,000 per mile I 7,335nX ) Cross earnings 702,243 Opcratlnc expenses and taxes M ) . : l Netcarnlngs - 71,912 Per cent per nnniim , .Oirjj. For the yonr ending June SO , 1883. tbo Union Pa dua system had a total length of 031.57 miles. Cost at fJO.OOJ per mile. $ 29,447,400 Gross earnings 7,0.l',775 ) Operating expenses and taxes 4,703,277 Nut earnings 2,31. G,1U3 Per cent per annum , 073. For the year pndlng Juno 30 , 1883 , tbo Fremont , KIkborn & Missouri Valley railway bad a total length of 93.1.5J miles. CostatSKI.OUtipcr mile t 23.CA5.nOO Gross earnings 2UMi.tiOU Operating exponsea and taxes l'iS2,9ii.'i ' Net earnings . , 1.0I3.0H Per cent per annum , .0.15. Totnl number of mlles for the year 1833. . 4.G29 75 Total cost of roads at WO.OOO per inllo. . . , f HS C iXJ Total gross earnings IS , ( , < . ) , " > , M Total expenses and taxes 12,199.814 Total net earnings 5,505,733 Average per cent. .OJ9. For the year ending Jnno SO , 1339 , the Chicago , Ilurllngton & ( julncy railroad bud a toul length of 2.U1.2U mllci. Cost at J.10,000 per mile I C3C37,80U Gross earnings ll , < t37 , < J-Jl Operating expenses and taxes 7.504,717 Netcarnlngs 3,85J,134 Per cent per annum , M. For tlio year ending Juno 30.1839. tbo Missouri Paclllc railroad lull u total length of 3aO miles. Cost ut MJ.OUJ par mlle I 11,400.000 dross earnings l.M'i.iill Operating expenses and taxes. . . 1,127,81.1 Net earnings , 377,768 Per cent per annum , .033. For tbo year ending Jnno 30 , 1SS9 , tbo Chicago , Kansas A Nebraska railway bad a total length of 141M tulles. Cost at WOOO per mile S 4,243ON Gro a earnings 34U.U32 Operating expenses and taxes 278,451 Net earning * JJll. . ' , % . . . . 71.5WI Per cent pur annum , .OHlit'i ( For tbo year ItMltbo Cblfngo , St. Paul.Mlnnonpo lip & Onikba railway had V total length of 210 18 miles. Cost at 130,000 per rallo.- ) ! * 7.20MOO Gross earnings 1,0-X.IM Operating expenses and tnur | 7UI.IU Net earnings 3'Jl.b'U Per cent per annum , .1)51. ' * " " s For the year ending June 30 , 1SS9 , the Union Pa clilc system bad a total leontU of 1,1700 miles. Co t at JJO.OOO per . . . . . . , 135,230,000 Grosj earnings tt,2iluii3 Operating expenses nnd tines. . 3,923,797 Net earnings. W. . ' . ! ti7,2o ! * Per cent per annum , .Ml. For tbo year ending JuiifliSfl , I'M ) , the Fremont , iihhurn : A .Missouri Valley railway bad * total length of 1,0108 < i miles. Cost at WO.O'JO per mile , . Jltflll 30.3JVHW Grois earnings 4ujc > c 2.WJ.7S.I Operating expenses anil texos 1,439,581 Net earnings , 1VJUIM Per cent per annum. .Oil , Total number of mlles , two. ' Total coit at IJO.IMI per mile 1153,100.030 Total gross earnings. , . . , . . " > < < 'J-l.U7l.lj ! Tutul expenses and taxes. . . . 15,038,0-99 Total net earnings S.Old.V.ii Average per cent. .011. ' For tbo year ending June 30. 1890 , the Chicago , llurlliiKton A gulnor railroad bad a total length of 2,213 37 miles. CoitatMO.l-Wper mlle , , , f ( VJ.IOI.IOO Grossearulng , . . . . - . . , 7VIII4) Operatingexi > emie aiid.tBxe > i . . . . 4sitl.ti53 Netearnlngs 3,079,1VJ Per cent per annum , .01(1. Vor tbo year ending Juno 30. 1390 , the Chicago , Kansas A Nebraska rulln ay had total leugtU of 14143 mllvfl. Cost at mOCO per mlle S 4,233,100 Gross earulngs 3-JO.XU1 Operating expenses and taxes ' . " .14,523 Nut earnings IKU77 Per cent pur annum , ,021. For tlio year ending June BO. 1690. the Chicago , St. Paul , Minneapolis &Ouiaba bad a total lengili of 204.13 mllui. Cert at f.W.000 per mile I 7,205.400 Grots earnings I.17U.1 Operating expenses and taxes Slii.l'Ju Net earning * , , . . , , SSUJU6 Percent per annum,011. Kor thu year ending Sunn 00. 1890 , the FrtmonU Klkhurn A MUuviurl Valley railroad baa a total lengtb of 1.010.40 mile * . Co l at tUO.OUl ) pur mlla , . . . . .t W.lll.OOO Gross ouiilni : * . , . ( Jpcratljg expense * aud taxes. . . , compelled to figure on a mileage basis. Hy that wo moan tubing the earnings of the roads ns a whole , and taking that proportion of the whole net earnings as the tulles ut the system in Nebraska boar to the entire mileage : which inunnur of figuring makes the road In Nebraska - braska earn the anmo amount per mlle as la the states of Illinois , Iowa , Missouri und any other stated In whlco the system extends. Ijocnl ltito : Table. Third. Wo nnd that the local rates of Ne braska are as low as these of other states similarly sltuatod. and the following tables of zomparafIve local rates uro conclusive evi dence of tilt-so findings. It will bo noticed In the above table that wo have plven rates for "A. " and for "O" roads In Iowa. In explanation of this wo will st.ito that In Iowa the law has divided railroads In thatstate Into three clashes , an follows : All roads whoso gross earnings uro 11,000 per mlle or over are "A" roads. All roads whoso gross earnings are not loss than $ .1.000 , and under iBl.coo per mlle , are "U" roads. All others are "O" roads. The schedule ratoa of Iowa are the rates for "A" roads. " 11" roads are allowed to charge 1 > per cent , and "O" roads 30 pOr cent more than ' 'A" roads. If Nebraska railroads were so classified thev would bo as follows : llurllngton & Missouri Illver In Ne braska proper iroin 1'iattsmouth to Kearney , Omaha & Southwestern , Atchlson & Nebraska , all operated by the Chicago , llurllngton & Qulncy Kailroad company und the Union I'a- ciflo Hallway Trunk line , from Omaha to state line , would bo the only "A" roads. And the Nebraska , Republican Valley , Omaha tc North t'lutto roads operated by the Chicago , HurliiiL'tcm Qulncy Railroad company , und the St. Joseph & Grand Island , operated by the Union I'.iclilu railroad , und the Missouri Pacific. Fremont , Eluhorn & Missouri Valley railway , and tlio Sioux Olty & 1'acltlc. operated by the l-'ionfont , Dlkliorn Missouri Vallev rail way , and the Chicago , St. I'aul. Minneapolis. ! ! : Omaha railway would bo "II" roads. And the Lincoln jt Northwestern. Nebraska & Cole rado. Grand Island & \Vyomlug Central , Re publican Valley & Southwestern , Lincoln & lllack Hills , Oxford & Kansas , Kepubllcan Valley & Wyoming , and the Chicago , Kansas & Nebraska being operated by the Chicago , Iturllngtpu Qulncy Railroad company and the Kansas City & Omaha , and Republican Valley , operated by the Union Pacific Itnll- way company , and the Chicago , Kansas fc Ne braska , Knpsas City & ItoiUrlce , nnd 1'aclflo railway In Nebraska , and Nebraska. West ern would all bo "C" roads , making flvo "A , " eight "If. " und fifteen "O" roads In this state. "A , " 770.46 mllo3"U2a'J-M2milos ; ; "C2,2ti7.41 mllos. Fourth. Wo further find that the coal rates of Nebraska are lower than any other western state , for proof of which we call your atten tion to the above comparative tariff rates , exhibit "A. " Fifth. We find that the rate on who.it shipped for milling purposes In Nebraska compare very favorably with tlio rnto In Iowa , as the following table will show : WHEAT TOU MILtl.SU. Rate In contA Miles. States. per cvrt. 25 Iowa 4.1.10 2J Nebraska 1,730 M ftvra , 5,2.0 la Nebraska 0.375 100 lomi U.7SJ 100 Nebraska U.750 200 Iowa U.OOO 200 Nebraska 12.UOO 300 Iowa 11.850 300 Nebraska 12.100 400 Iowa , 15.600 400 Nebraska 15.200 Sixth Thar the rate on llvo stock to the markets of Lincoln and Omaha are lower than the local distance rate and are more fa vorable to the producer than the rates of other states and am as favorable as these of Iowa , ; ui the following comparative table will show : CATTLK IX CAIlt.OAI ) LOTS. Mllos. Stato. Itnto Per llato la Ctn. Cor. 1'or Cwt. 23 lows .ar.71 23 Nebraska t 15.10 .0-iIO 60 Iowa .OW8 M Nebraska 10.BO .Os 101) lovra ,1132 100 Nebraska 2-J.TO .1163 20J Iowa .ISM 200 Nebraska 3&W .194 2.VJ Iowa .1760 fi ) Ncbrnska 4510 .1803 3CO Iowa .2003 800 Nebraska 60CO .2014 The oattlo ratc.s In Town are based on cents per hundredweight und In Nebraska on del lars per car. Statistics show that In a thirty- six foot car thu average car load Is IH.OOO pounds , rigurlng on tlmt basis the rate to market would bo as ubuvo shown. Question of Importance. Seventh Wo further llnd that It Is of vital Iniportrnco to protect In every way the pro ducers in this state , and tint In order to do so * the lowest posslDlo through rate on the farm product must be obtained and maintained. That the local rate , which means the rate be tween station ami it tut Ion within thn state , Uof Hinall significance as compared with the through rates und Is of no Interest to the fanner , us every thing ho uses Is shipped to distributing points , such us Omaha , Lincoln , Hustings , lloutrlco and Fremont , on n through rate , and then sent out over thu stuto on wlmt Is known as distributive or Jobbers' rates , which are much lowerthun the focal rates now in force ; and that nil his grain goes out of the statu on a through rate , whluh at. the present tlmo U a far better rate than Iowa enjoys. As un example wo flto the fact that at u re cent sitting of the Inttirntato Commerce com mission at the city of Omaha thu Iowa farmers made complaint to that body and produced absnlutn uroof lli.it this Htnto has hotter market rates Tor Its products tli.in Iowa. We cite tlio rite on corn from Crctttan la. , IfM miles from Chicago , as compared with the rnto from Vonnngo , Nob. , H.1 miles f rum Chicago. UiTSton , 17 cenn pur 10J pounds for t-orn , and from Vonango > cents per 100 pounds , making 17 cents per IQi ) pounds for a UW-mllo haul for the Iowa shipper and un ad- dltlunal HcunUfor an addition hiitll uf 470 miles for thu rtohruska producer. Mghth. We further llnd that the railroads lire nut In a condition to stand , nor does their net cumina * , llguri'd on a basis of cost of % l.Oi.O ) per mlle , und not on wlmt they olulm they cost , justify any cut In local rutesof thli Htatnatthe prtMoia tlmo. Ami further , nt u reduction In the loc-nl rates In this btato would Increase the through rates to market for our grain and would bo 11 blow at the Industry of thu state. This last llmllng U fully established by the fact that the llotnt of Transportation reduced the local rnto-i on hard coal GO per cunt , unit yet thu price to thu consumer WHS not lowered nor the prlco at the mines raised which Knows conclusively that the through rates must have been rsUud. ItoooiiiiuoiulatlonH. In submitting this report wo hare presented the facts and fljtires AS wo flnd them from evidence ohtnlnnblo. from iworu report * now on Illo In our ofllco. And wo would respect fully recommend Hint no action bo Inkon that will In nny Way loopnnllzo the Interests of the producers of Nenr.nUu , but thnt nil liitorailn lx > protected In thu fullest manner possible , as provided by the forenolni findings. \V A. Oii.t.woiiTif , J. N. UOONW J. W. JOIIN.-XW , . . Secretaries. I * . 8. In rojartHo the complaint of Charles It , Johnson of Norfolk wo tn.iko no report at this tlmo for the reason that It la a local mat' tor concerning discrimination atinlnsttho city of Norfolk , and doo-4 not properly conio In this report , but will bo attended to further at once. once.When tbo foregoing bad been bcnnl nnd discussed the Slate Hoard of Transportation adopted the following n Its-findings : Fin ( I I it UN or the Ilouril. After a careful and ijnlto thorough Investi gation of the question of freight rates In Ne braska , which has occupied much time , and has tal.cn a wide ranao. the ritatu Hoard of Transportation tins arrived nt the conclusion that the rates now In force In tills state can not bo generally reduced without doing violence lence to tbo business Interests of the ( itntu. and nt the same time Injuring the shipping and producing classes. Wo liuro come to this conclusion , not by taking the cost of construction ami equip ments nor the amount of stock and bonds Is sued per mlle , but by making our computa tions upon the bnsls of what It would cost to dttnllcatu tbo property , at tbo present time. It bus been our endeavor to denl fairly nnd Justly with tbn question , and in arriving at a conclusion , wo bnxo been governed only by the evidence , statements and facts produced for our consideration. A candid examination and comparison of tbo figures presented to us. In thu unanimous report of thu Hoard of fccrotiirlc > 4. in the opinion of thlxbo.ird fully justifies the con clusion leached : That a general irductlon of the rates as novr In force over the state Is not practical nt this tlmo. There m y bo , nnd probably nro , onsps ov- Istlng where towns , cities nnd communities are belli ; ; discriminated nanlnst , unjustly , hy the common carriers. Those mutters the board will remedy , whenever suuli a case Is brought to Its attention. The board Is not unmindful of tbo fact that a largo number of our cltlruus tire oarnostlv nnd honestly demanding u general reductlcii of rates at Its hands , and are of the opinion that as a matter of right , usweeplnr reduc tion should be made. We nsK only , at tbo hands of all such n careful Dxamlnatlon of the schedules presented , which have boon authenticated by the Hoard of Secretaries , and a candid judgment thereon. Should conditions clmnao. so that railroad Investments could bu made to pay more tban u fair percentage on actual values , then It would bo not only right , but exceedingly lit , that a general reduction bo made : nor would this board hesitate to so order , and enforce such nu order wltb all the means at ltd com mand. _ I Western 1'cnsions. WASIIIXOTOX , D. C.Sapt. 18. [ SpecialTolo- BramtoTtiE HIE. | TbofoIlowinijHstotpen sions granted is reported by Tun BBB und Examiner Bureau of Claims : Nebraska : Original Lorenzo Coppers , Dowttt Comstook , John McGuIre , Samuel Funk , IIURb B. Wlthrow , Charles Uicbard , Leonard Gilbert , Joshua Smith , Daniel U. , Bailey , Henry Shaw , Cyrus Fottorman , David Matbor , Oliver 0. Kboades , Andrew Oulnan , William G. Sadler , EllshnC. Culver , Thomas Stewart , William A. Bennett , Itan- som M. Cope , John U. Motcalf , John W. Farrell , Samuel Montgomery , Jobn Law rence. Additional John F. Morgan. In1- crease William Hodges , James LI. Sboo- maker , Ainizinh Hoed , Iowa : William Tompklns , John HleUen- borg , WicklifTo B. Copelund , Wllimm Gift , David H. Morris , Jobn Kinann. Alonzo Evarts. B. Franklin Jennings. Frederick Sroitb , Abraham Goodpasture , Patrick Me- Cormlclf. Daniel P. Bowman , Jobn II. Scbvlckcr , James M. Bulard. William T. Mo Kee , Moses Bareo , Jobn (3. Leach , Edward Dobordo , Illloy H. Hntchor , John Egbert , Thomas ,1. Patterson , Frank E. English , Cyrus Hall , Sbubol M. Sbattucn- , Anton Brlnckon , Lambertus Walter Marsh , Orville Fonda , Nelson B. JacoosVilliaa William M. Harvey , Amaza D. Work , Henderson Walker. In crease George W. Potter , Joseph J. Foreman , Henry S. Honingor , Felix W. Coznd , Canute Pbillips , William K. Hardonbrook , Ed ward L. Suydur , James T. Bcli ; Uiobnrd H. Grocnwny , Francis M. Enloe , Martin J. Esty , William II. Ferrin. Koissue John W. Reynolds , Wllllnm Lust , Original widows- * Ann IJInl , JulU ICIloy. South Dakota : Orlclnnl I.irnol Wallloc , Jobn W. Uwltzor. John H. Gould. Addt tlonnl Satnuol It. Hobblns. Incromo Hllm Korintt , Burton D. Woodburn , John W. Allo wny , Thomas liodnoy. J'lio lloimbllu.tn Ilnllr. The commtttco of tbo Sixth Ward Repub lican club having In charge the proposed Jub- > tlco for the purpose of rinsing funds to ns * slst the citizens' ' committee In Its work of so * curing the nntlotml ropubllann convention for Omaha , reports satisfactory progress la the way of raising funds. It Is proposed to hold the jubllco In the Exposition bull on the evening of October 17 nnd Ilvo speakers of nntloiml-roputntlon hiwo been secured for the occasion nnmcly : Hon. lioswcll G. ilorr of Michigan ; Hon. J. I' , Dolllvor of loiVa , Hon. Jobn M. Thurston , Colonel C. K. Scotland Hon. Jobn L.You * stor. Noted nosporntlo ICsonpcs. Piin.ADF.i.riiM , Pa , , Sept. IS. Lincoln 1'er.ton , n noted deipcrado , ono of a number of prisoners being Ink cm to tbo ponltont-ury , nlcKod the lock on his tinndculTs nnd tbott' escaped from the train , which was irolag at tbo rate of forty mlles nn hour. Helped n Itiiritlar Out ol * Jail. CIXCI.VXATI , O. , SopU 13. In con.soquonco of the ravclntlon by Burglar Anderson , L. M. Haddon , attorney , nnd Cal Tucker , night watchman nt the Jail , bavo boon arrested oil the cbargo of n'dltig the prisoner to escape. 7'KKso.v/ift r.in.iait Jtidtro M , B. Koos of Lincoln registered nt the Mlllnrd yostordny. Miss ICnthatcen A. Long le.ivns today for Baltimore , Mil. , where she goes to study. Hon. Lorenzo Crounso , iisslstant secretary of the treasury , loft last evening for Wash ington. The Judge honored TUB BISK with a call. call.Fred Fred Bcnalngor , a well known now.ip.ipcr man of Omaha nnd Lincoln , started last ovonlutr for n trip to his old homo in Novr York. Ho will bo absent about o mouth. FUXKK.ll. XOTIVK , A'oticn oft / ! > llimorf < Mi im/irt/iK rtji I , flft-j tntntach n tdttfunuf Ilif. tfn ctH'.t , COLE ThoTiTiior.- ! tTio I n I i la vkl Gobi will bu held from OT ) youth Twenty-drill ; street Sunday. September'JO , at S o'clock u. in. Interment at 1'otcst Lawu. - XnHcenf Uiv linftior lejn mrJw tliU hct.ul , flftj cents : MCh tullttltmal Itne trn ctnts. FOUD Mrs. Mary , age 00 yi'ars , at residence , 1107 South otb street. nt2w : : p. m. yesterday. Mrs. 1'ord is mother of John and Andruw Ford of the Union Paclllc r.illroan of this city. 1'unoral notlcu later. NATURAL FRUIT FLAVORS. Vanilla A Of perfect purity. LemonI Lemon - Of great strength. Aim d I conomy'nt'1Q'ruao ' ' ' Rose etc.r ) FIavor as delicately and dollclously as the frooh fruit. Reliable Clothiers. Southwest Corner 15th and Douglas Street0 ISO ? FLOOR. : MEN'S SUITS. Fall and Winter Suits , made by our own factory , for men of fashion , for men of business , and for men of leisure. They are suits that will gracefully become any one of you , and the most astonishing feature you'll notice about them will be the extremely low prices marked on the dangling tickets. We'll show you many new fabrics in suitings this fall. WE'LL KIT YOU PERFECT , OR GIVE YOU THE STJIT. If you've got a Suit in mind for the near future , you'll detect no mistakes in the make-up of this line. 2ND FLOOR : Young Men's , Youths' , Boys' and Ufa's ( Ming. Excellent styles this fall. No slight visible in the manu facture of garments for this department. WE KNOW that boys make men. We'll start you right in point of dress. All suits on this floor are money-savers to economists. They've got the style to " 'em , " the fit's perfect , and the price often less than paid for slop-shop. BOYS , bring your MOTHERS , and MOTHERS , bring your BOYS , and see how neat and how cheap you can befitted fitted out from a first-class stock. 3RD FLOOR. : We Devote to Overcoats. The best light in the city. Our present stock of fall weight , medium weight , dress and general wear Overcoats youll ; visit the ends of the earth and locate no finer or better assortment , and our prices , like quality and style , WILL HEAR well the light of day. IN FURNISHING GOODS AND HATS we're equally well prepared for you. Come early , come often and come in numbers. . f Browning , King & Co. , RELIABLE CLOTHIERS , S. W. Corner 15th and Douglas. 'SEND FOR OUR NEW CATALOGUE.
