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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
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-
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
\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
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
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
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
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
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
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
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 . .
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 . . . . . . .
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
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
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
Costut 530000 per mllo..1..i . $ 4,02V. 0
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
Cost at J.10,000 per mile I C3C37,80U
Gross earnings ll , < t37 , < J-Jl
Operating expenses and taxes 7.504,717
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
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
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
Per cent per annum , .01(1.
Vor tbo year ending Juno 30. 1390 , the Chicago ,
Kansas A Nebraska rulln ay had total leugtU of
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
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
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
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.
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.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
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 *
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.
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
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.
Lemon - Of great strength.
Aim d I conomy'nt'1Q'ruao ' ' '
Rose etc.r ) FIavor as delicately
and dollclously as the frooh fruit.
Southwest Corner 15th and Douglas Street0
ISO ? FLOOR. :
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
IN FURNISHING GOODS AND HATS we're
equally well prepared for you. Come early , come often and
come in numbers.
Browning , King & Co. ,
RELIABLE CLOTHIERS ,
S. W. Corner 15th and Douglas.
'SEND FOR OUR NEW CATALOGUE.
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