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Show volved, and it will rest with the . inters ate commerce commission to demonstrate by their decision whether the different states and tor, tories situated between the Missouri river ana the ten i nal points of the Pacific ct tol revive that fair and Just lament by the railway companies to which they are entitled ry senL of tight and Justice: or whe her the policy shall tw continued which would eventually produce results siml ar to those which already exist in the state 'N?- i;ecfjimlini tno vast resources within tne terri ofy bribed and consisting of the products pro-ducts of agriculture, of mining and of manufacturing, manu-facturing, the business men of halt Lake city have organized a chumberof commerce, which represents, in its org nidation of two hundred and fifty members, m e : W.UUO.OOO of associated L't'o make this city both the home market, as well is The commercial distributing mint tor the surrounding territory, cilrertly trttmtBry to it, just und equitable rates of transporta-tiou transporta-tiou should und must be granted. These rate should be reasonable of them-selves, them-selves, as well as relatively reasonable In comparison com-parison with the terminal points reiened to. Helving upon tho Justness of our cause, we trust to receive that fair consideration of the facts pie tented; and tho propir relief if it shall be consistent, through the power vested in the Interstate Commerce commission. Flint) Simon, Chairman. W. C. B. Alix.n, Commissioner. Mr. Whitehead, chairman of the special spe-cial committee of the transportation bureau, then presented a formidable array of figures in reference to special cases. He backed them up by tables which wore filed with the commission. He said that Salt Lake did not want to be considered as a mere interior consuming con-suming point. It was in fact a large distributing point, and had a dependent populelbn of oOO.OOO if the railroads would onlv give it a chance. If Salt Lake could get a just rate on ores it could utilize all the ores in the country. Recently tho rates from Hailey had been reduced from SIS to $8..'i0 per ton and from Tintic from $3.75 to $3.00 per ton. There was however still a very marked discrimination. discrimin-ation. If it is figured on a Kansas City hasie the discrimination is .).(!() asainst Salt Lake; on an Omaha basis $5.09 and $4 10 on tho Denver basis. From Tintic, eighty-eight miles south of Salt Lake Citv.'the discrimination is $2.00 figured on the Ointiha basis and from Park City $'.05. In this connection he remarked that it was down hill all tho way from Park City. (Jen. Veazev You understand the justification that tho railroad companies com-panies claim the water competition. Mr. Whitehead I can't uuderstand how water competition can have anything any-thing to do with the rates to Denver. (ien. Veazey The railroad com-panieshave com-panieshave always held that they can ship from San Francisco to New York by water and then by rail to Missouri river points cheaper than they can ship by rail from San Francisco to tho Missouri Mis-souri river and that they are compelled to make theso rates and that for that reason they are not an unjust Discrimination. Discrim-ination. They claim that the rate in now too low too low to I e prolitable, except in the sense that they have their equipments and it is better to haul freight at this rate than not at all." Mr. Whitehead What we want is the California rate. .If a certain rate is profitable to Pacific coast points, would it not be more profitable to Salt Lake? Gen. Veasey Tho railroad companies compa-nies claim that because of watea competition com-petition they are compelled to put the California rates down below what they ouirht to be. That thev are not runninir IT IS RATHER THIN. The Argument of Competitive Water Bates Don't Hold Good iu the Case of Salt Lake. DISCRIMINATION IS RAMPANT. The Transportation Bureau in Conference With Interstate Commissioner Veazey, "There is no place better situated for tho settlement of the general principle of this great question of rates than Salt Lake," said General Veazey of the interstate in-terstate commission, after listening to tho statements of the bureau of transportation trans-portation in regard to tho unjust discrimination dis-crimination against this city. General Veazey seemed greatly impressed im-pressed by this facts as presented by the committee. When asked if he could suggest any remedy he said that the better way would be to lodge a formal complaint with the commission. It was, he . said, a great question. The whole country was interested in it. Tho committee met the general at the Walker house at !) o'clock this morning. The following members of the transportation trans-portation bureau were present: Fred Simon. chairman; W. C. 15. Allen, Commissioner; J. F. Grant, W.II. Remington, Spencer Clawson, T. E. Webber, G. F. Culmer, J. V. Conklin, H. P. Mason, Henry Colin, II. C. Lett, B. L. Williams, P. W. Madsen, J. II. Whitehead, jr. Mayor Scott was also present during a part of the conference. Chairman Simon explained the object ob-ject of the conference of bringing before be-fore tho commission the condition of trallic in this territory and the discrim-iuatious discrim-iuatious against Utah by the railroad companies. Tho following statement was then read by Commissioner Allen and liled with the commission: TO THE INTEHHTATK CoMMKKCK COMMISSION! The undersign d. representing tho transportation transpor-tation bureiu of tie chamber of commerce of Halt Ijaku C t.v, would respectfully represent: That Salt Lake City has a population of Hu.it U people and Utah territory a population of 2 iS.-OUO iS.-OUO people. The country immediately tributary tribu-tary to Salt Laku city ram: a ns half a million people, eiinauo i in mining, stock-raising and agricultural pursuits: the success of these is largely dependent tiplin this city as the nearest near-est market place for their various products and for obtainin ; their necessary s'lpplits. The assessed valuation of Salt I.ak) City for lit was T.l.miti.doe. The value of the wholesale, whole-sale, trade and mansfacttires of the city is about ifauino.oui annually. Salt Lake city has fourteen banks, with a capital or over four million dollars and with average weekly cle r.inces of two million dol lars and upwards. C m iared with other cities Salt Lake Cily makes the following favorable showing, exclusive of four new banks not yet represented iu the 'Clearing house returns: COMI'AIIATIVK ta.EAllINO HOUSE UETUItNS. tariff rate on denims from Chicago to San Francisco at the time the goods were transported was $1.05 per 100 pounds, making the excess of charges $:183.83. San Francisco is nearly 1)00 miles further west than the point at which thev were delivered, thus making a plain violation of section 4 of the act to regulate commerce, and an unjust and illegal discrimination against the institution. , . The Rio Grande Western, in its reply through T. Geddes, auditor, says: . Upon information and belief It states that at the time of tho said shipment of goods the rates on the class of goods shipped were s follows: fol-lows: -W.cheudom to San Francif co . . 15 per 100 Ws Wichendom to Salt Lake C.ty.. 8.30 " Chicago to San Francisco. l.5 Chicago t. Silt Lake City.. ..... SM Fort Madison to Salt Lake City 2.80 That said goods were shipped from Wichendom Wichen-dom (Which is a point near Boston and nastne choice of water transportation to San b ran-cisco ran-cisco at water ratesi, and the proportion of the through rate to Salt Lake City for service east of Chicago was 10 cents tier 100 pounds from Chicago to Salt Lake City, 2.D0 per WO pounds when o.lled through; but when billed to Fort Madison on the Mississippi river and thence to Salt Lake C.ty the proportion on the river was 11 rents, and from theuce to Salt Like Citv Its so per IU) pounds. That the Said g ;ods were shlnpei from Chicago to Fort Madison and thence billed to Salt Lake City at a rate of fcJ.SO per 10J pounds, with back charges from Chlca co to Fort Madison. WS.St. and no other bill accompanied the goods. That the freight, amounting to 1.1I4.:i. was collected by this defendant and retained as follows: For back ciiarges from Chicago to Fort Madison, S43.83; Fort Madison to Pueblo, j5:7.a; Pueblo to State Line. J5M.S.HI. and retained by this defendant, defen-dant, ft.Wi.80. This defend int slates that the rate of f'3.15 par ldupoundH from Winchendon to San Francisco Fran-cisco is low. That between Win -hHiidon und S in Fia icisco there is competition by water routes over which poods can be carried much cheaper than by railway. There is also competition com-petition to Sau Francisco by the Canadian Pa-ciiic, Pa-ciiic, and a rata of 40 cents or less between Chicago Chi-cago and the Atlantic coast enables the ship-p ship-p rto obtain rates of water transportation between eastern points and 8 in Francisco. The Denver & Rio Grande practically goes over the same ground, ' and the Santa Fo has tiled no answer. In the complaint against the Union Pacific et al., the C. M. I. charges that on April 13, 1889, the complainant shipped by the Anchor line from Wich-endon, Wich-endon, Mass., with freight prepaid to Chicago, 100 bales of demins goods weighing38,220pounds. F'rom Chicago the gooils were sent via the C. M. & S.P., Union Pacific and Utah Central roads to this city. The freight charges from Chicago to Salt Lake were Si. 01 per cwt., aggregating $1128.64, while the regular tariff on denims from Chicago to San Francisco at the time was $1.05 per cwt., and there was consequently an overcharge of 883.85, and a loss to the Z. C. M. I., which has to compete with Pacific coast manufacturing establishments, estab-lishments, which thus have the advantage advan-tage of Oil cents per cwt. in freight as well as the additional prolit accruing from the employment of Chinese labor. In reply the Union Pacific denies that the Utah' Central was under any ar ringement with respondent anil tho C. M. & St. P. for continuous carriage between Chicago and Salt Lake. On July 27th, 1889, the Utah Central consolidated con-solidated with tho adjacent lines forming form-ing the Oregon Short Lino & Utah Northern. The C. M. & St. P. paid Anchor line $10,20 on receiving receiv-ing the goods from Chicago, and lr. m Chicago to Council Bluffs the C, M. & St. P. charged local rates, or 41 cents per hundredweight, and was not billed through from Chicago to Salt Lake City. At Council Bluffs tho shipment ship-ment was rebilled to Salt Lake City at $2.50 per hundredweight, the tariff rate then in effect by joint arrangement between be-tween the Utah Central company and respondent. Respondent paid C. M. & St. P. the $i0.20 advanced to the Anchor line,also the 41 cents per hundredweight. The $2.50 per huu-dredweighte huu-dredweighte was divided between respondent re-spondent and the Central on a' mutually mutu-ally agreed basis. There was not then and is not now a through rate between be-tween Chicago and Salt Lake City, to which the respondents are parties. The answer refers to Salt Lake's not being on tho main through line, and denies that there is any similarity in the circumstances and conditions under which west-bound rates from Chicago to Salt Lake City and the Pacific coast are respectively made. The transcontinental roads are compelled to fix the $1.95 rate by actual competition controlling in force and important in amount. This competition competi-tion is the steamer routes via the capo and Panama, which are not subjec to the act regulating commerce. The $1.95 rale is applicable only on Pacific coast terminals, intermediate Pacific coast common points taking the rates according accord-ing to tho classification. At the time of the shipment complained of, intermediate interme-diate Pacific coast points paid $8.00 per cwt. (owner's risk) for cotton goods from Chicago. The Utah & Northern, Chicago. Milwaukee Mil-waukee & St. Paul, and Santa Fe cov-esed cov-esed about the same ground in their answers. Testimony was then taken. J. H. Bennett, general passenger and freight agent of the Rio Grande Western said that his road could not do business and pay operating expenses by a pro-rating with the, other lines Between Denver and Salt Lake City they paSS over three mountainuranires witli grades of 250 feet to the mile, and others as heavy as from 100 to ISO. He said that the transcontinental business' of this lino did not amount to mote than 5 per cent of its earnings. Judge Harkness then submitted the following agreed statement: t Klainti.,f80 no attark tne tes to Salt Lake as in themselves unreasonable or uuiust or other than by the fact that the rate to Salt Lake is higher than the rate to San Francisco In other words this complaint i i made Vmon the charge that the defendants under the fTc s have violated the fourth sectloi of the act to regulate commerce. "ulu J. A. Monroe, assistant traffic manager mana-ger ot the Union Pacific, testified that twenly per cent of tho traffic, eastward bound, of the Union Pacific, is transcontinental, trans-continental, especially large this year by reason of the fruit crop. Witness detailed division of rates. The per centages of transcontinental business are smaller than other business and the profit is so small that if applied generally gener-ally would not pay expenses. up the rate on you. Mr. Whitehead Their argument on that point seems to be rather lame. . Gen. Veasey I only mention it to give you a chance to help us out. Mr. Fred Culmer then took the floor. Ho took window glass as an example. The rate from New York to San Francisco Fran-cisco was $1; from Chicago 4)0 cents and from Missouri points 81 cents. The greater part of the window glass is produced pro-duced in Ohio and Pennsylvania, but if water competition is to be the argument argu-ment the factories in Illinois and Iowa can shut up the Ohio and Pennsylvania factories. Water ' competition can't have anything to do with this rate. It was, he said, impossible to find a city in the whole country that was paying anything like the rates on freight that Salt Lake was. Gen. Veazey May not the difficulties of transportation have something to do with this? Mr. Culmer The railroad companies, have themselves knocked that argument argu-ment into a cocked hat. They take freight right through Salt Lake on to the Pacific coast for half the rate that they will drop it at Salt Lake.' Gen. Veazey "Then you deny compel com-pel ative water points. Mr. Culmer Most emphaticall. We can't atlmit water competition between Salt Lake and Denver or between Salt Lake and Chicago. Mr. Henry Cohn then game some points on the discrimination . in wool rates. He said Utah wool growers were now paying $'.15 on wool to Boston while from San Francisco the rate was only $1.50. At one time the sheep men had to pay $100 per ear load on wool from Kelt'on to Ogden, a distance of about 75 miles. Mr. Culmer said that it was not an uncommon un-common occurrence for Salt Lake merchants mer-chants to bill their goods to Sau Francisco Fran-cisco and then back to Salt Lake and by that means save $200 on the car load. He had known instances of this in the past year. Gen. Veazey Do you claim any advantages ad-vantages in rates over smaller places? Mr. Culmer Yes. we claim that it is necessary for Salt Lake to become a jobbing point. (ien. Veazey How about the long and short haul clause? Mr. Culmer We want that suspended in the case of Salt Lake. Gen. Veazey The better way for you to obtain redress would be to make formal complaint. Mr. Culmer A suit at law will be our last resort. But the railroads are making Salt Lake a mere consuming point. Wo want it to be a jobbing point. Mr. Fred Simon then gave some figures showing the discrimination against Salt Lake in the rates on mil-linary mil-linary goods and Mr. Culmer gave more figures on glass rates, showing that the rate on glass in sashes was less than the rate on glass alone. He also gave a history of the decline of he glass plant here and the conference then adjourned. ad-journed. This afternoon members of the transportation trans-portation bureau drove General Veazev about the city. He leaves for the east tonight. "S3 f- T rs rB rB & . tri : i?5 ; Salt LakeC S,a.0'il..'t'.lla,147.5t).r.0o!ta.at4.8:i:t.o0 Rochester... l,4IW.OI4.(m l,l.1,:Hn.U0 Toledo i.4s.!,ot).ijoi i.fra.s".) l.iss.tua.io Topeka ara,7fil.lll HTSI.OSS.OU S43.UI.00 Los Angeles Mft.'W.ini &IS.1S4.00 70ri.ais.il0 Lincoln fi71.4HI.oo til0.5ist.00 Des Moines. ttm.HfcM.in A'jr,Wff.M Bia.'-H'l (10 Lowell iikJ.iMIUHI t!77.f-ti;t.ni) fil(i.lW.iK) Sioux City.. KtH.Htil.IXI K.0"i0.ll (7,77t.(IO Wichita 7;,tftS.OO 7I0.IW00 777.4H5.tjO Taconia (Hil.WUX) huh.hdii.O') i.nna.iws.oj Portland. O. l.WS.it'.KUKI 2.ttii.s.M.(io l.HSSJK.CO St. Joseph.. I.M.'!.7!H.i i,7S:l.7(ll.(K) 1.0W.-I47.U0 Seattle l.'.w.SM.iio i.mmi.oo Indlanap'lis l,07ii.r;a.il) l.KliUtifi.uO l.DN.iiilii.oo Memphis.... l.SIII IW.m 1.4110.7,17.0 1 l.HIS.SIti.UU Washington 1.HI7.33S.U) 1.4H.li7(!.00 l.m.i'J-.UO H'riniiig'am Rm.7ttn.00 4itH.70li.llll 'rnt5.aU Portland. M I.IIKWSW.M) 1. usance 1.1I7,4.00 New Haven. l.'.'lii. iitUNI l.HW.intt.tKJ l.4;7,tH7.t) Peoria l,7ii:wi!.uo l.Kritf.oai.oo i.iot.iss.uo Fort Worth. l.Mt.ii44.flo l.Bia.l lfi.ilO Spjingtieid., i.injj.jtuufli l.aou'iiii.no i.tivi.7oriuo Salt Lake city has .forty-six mercantile establishments es-tablishments doing a jobbing business. It. is estimated the unmberfif operatives employed iu manufactures is-over a)IO. the capital invested in-vested Is nearly Kl.fiUO.fluo and the annual output out-put about W.doo.uii. A commercial census of the city shows about 200 industrial establishments, establish-ments, carrying on 8omesixtv different lines of manufacturing, many of which are preparing prepar-ing to extend their field of operations whenever when-ever railway restrictions are removed. The condition and growth of Salt Lake city is shown by the real estate transfers, which for the past nine months exceed tMU,a,0IJ0 and also by the building and iinprovemi nt record, which will reach lo,tns,()00 the present year. For many years not only Salt Lake city, but the entire region embraced in the inter-mount inter-mount iln area, situated between tho Sierra Nevada aud Kocky mountain ranges, lias been subject to its exorbitant freight charges and discriminations. This region has already produced pro-duced during the primitive stage of its development devel-opment and added to the nation's wealth, in minerals and precious metals alone, upwards of a billion dollars in value. Its population truly endured all the privations of pioneers; they have been compelled, almost alone and unaided, to conquer the wilderness in a remote re-mote region and to establish for themselves and others the founflations of civilization, of society and commerce. Thev are entitled from every consideration of right and justice to equal rates and opportunities with other communities. But thev have been compelled from the beginning to bear great burdens, and suffer great discriminations by paving the rates of freight which were charged to points from eight hundred to one thousand miles distant, dis-tant, both east and west, besides paying high local rates from such points which were added to the through rates. The d.scrimiua-iiou d.scrimiua-iiou upon goods passing through this citv lo Sau Francisco, a point about nine hundred miles farther, is in conflict with that- principle of tho interstate Commerce law which prohibits pro-hibits a greater charge for a less disMnce: and it is also iu conflict with the spirit of clio law which contemplates that rates must he reasonable in themselves, as well as relatively reasonable. Halt Lake City is seven hundred and thirtv-flve thirtv-flve miles distant from Denver via the Denver & Rio tirande system and It is six hundred aud tilty eiglit. via the Lniou Pacilic system; it i one thousand three hundred and" four miles from Omaha, via the Denver & Ulotirande aud its connect ions and ono thousand and sixtv-ctL'ht sixtv-ctL'ht miles via the Vnion Pacilic: it is thirte'-n hundred and seventy four miles fiom Kansas City via the Denver it Kio tirande and connections con-nections and twelve hundred aud ninetv seven miles via the Fi.i u Par. He: it is nine liundre.l ami tiilrty-two miles fro n San Francisco via the diivi t route over the two lines named and the Coutral Pacilic as a connection. It is on the through route of two transcont'-neiltal transcont'-neiltal lines and is the princip tl intermediate point in impo; t.tnee. between Denver and San Francisco. It is the natural distributing po nt for a distance of live hundred miles in each direction. Its c nnpetition comes from Pacific coast terminals on the west, nine hundred miles d.st.int, and from Die Missouri liver points, eleven hundred to fjurnen hundred miles distant to the east. The verv necessities of commerce require a market place and a point of distribution, less remote. The complaint In brief, of the transportation bureau, consists in the lollowiug: That its meinliers. the merchants and manufacturers of I'tah are discriminated against in the fact that upon the commodities an.l classes, shown in the tariff schedule!, und charts presented t see charts) the rates bih to an.l from Sau rrancisco and other Pacilic terminals, and Omaha. Kansas citv. St. Louis, c li-cago li-cago and in some cases, Atlantic coast points are greater to Salt l.auecy. a less distauce than to the terminals mentioned. These rates are greatly U the d sadvantuge of the merchants mer-chants of this city mid tend to discourage the establishment an I d velopment of themiuu-faeiurlng themiuu-faeiurlng tinit jo. b ng interests. The same discriminations result lls a wat blanket up, n the development ot tue varied and inexhaustible inexhaust-ible resources of a vast reg.on surrounuiug this city. I or example, such unjust railway discriminations ,.Xist aca ust the interior towns an.l communities located upon cr tribu tary to the Central Pai-iI1cr.Uioad.in t .estate of Nevaua. adjoin ug us on the west ; and after proilue.ng hun u eds ot mill ons of e ill h t mt cimmomvea,ih hasi.eeu almost d populated. That corporation, the central Facte ra.lr. a I has acted in the capacity of a lemon suueeuT. and has succeeded iu pressing nearly every particle of life giving juice out of the commn-, commn-, ,S Pd,"nt Hon it for .hex exi. -nee. uniy the most short sighted policy could w ,slt r"slts. which are parall -led only by the parableof kming the that l!l4d thJ goidenegg. liw ,:lse whl(,h is ,)rvSented to the commission is the test of the vriucinle iu- , The Hearing Yesterday. The taking of testimony in the hearing hear-ing before . Interstate Commissioner ciizey began at 1 o'clock yesterday. The chair announced two complaiuts by the same party, viz: the Z. C M. I. (1) against the Atchison. Topeka & Santa Fe, the Denver & Rio Grande, and the Rio Grande Western: (2), against the Oregon Short Line and Utah Northern, the Union Pacific and the Chicago, Milwaukee & St. Paul. The two complaiuts are virtually the same. A synopsis of the complaint against the Santa Fe and Rio Grande roads is as follows: On Aprii 20, 1S89 the Z C. M. I. shipped by the Anchor line from Winchendon, Mass., with freight prepaid thereon to Chicago, III., 100 bales of denims cotton goods M P"ds. consigueu to iwhi ti V Salt Lake City lueblo Ihe charge from Chicago to Salt Lake was $2.91 pgr i00 pounds aggregating $1114.39, while the regular |