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Show STORM ON THE LAKE. Southern Pacific officials announced this morning that trains again would be operated over the Great Salt Lake bridge beginning tomorrow evening. The storm of Saturday night, following the destructive de-structive wind earlier in the week, tore openings at intervals in ten miles of the earth approaches to the trestle, which light work trains, supplied with material by steam shovels in the quarries at Lakeside, west of the lake, and at Little Mountain, on the east side, are expected ex-pected to close by Tuesday afternoon. Trains, while delayed, have not been abandoned, owing to the fact that the old Central Pacific line north of the lake is in condition to bo used. Small engines are being employed and a slow schedule is ob&erved. To avoid these possible traffic interruptions, the Southern Pacific Pa-cific officials have issued instructions to relay the track north of the lake with heavy steel and place the old roacl in first class condition. con-dition. A work train left Ogden this afternoon for that purpose. This extra precaution to assure railroad transportation west of Ogden is commendable prudence on the part of the Southern Pacific, as this is a year of unusual storms and the work of improving the cutoff has been too long delayed to immediately meet the present emergency. When the lake embankments axe brought up to a level with the trestle, the extreme danger shall have passed and once more the old line will become a negligible quantity. The Salt Lake papers, by the way, hold to strange notions as to the cut-off, and they but poorly conceal the thought that there would be considerable rejoicing in their neighborhood if the cut-off should cease to be the wonderful success it has been. Here is a quotation quo-tation from the Tribune of this morning: "When the late Collis P. Huntington, aided by his lieutenants, Kruttschnitt, Fillmore and Hood, planned, surveyed, sur-veyed, incorporated and started construction on the Ogden-Lucin Ogden-Lucin railroad, the famed cut-off, the Great Salt lake was probably lower than at any time in its history, except in that period, 1849-50. Ten-cent magazines throughout the east were filled to the brim with technical articles by writers of scientific minds to the effect that the lake' was drying up, and locally it was pointed out that the way the sand had drifted around Saltair, leaving that mammoth place high and dry, was an indication as to how the piling on the cutoff cut-off would be effected and in time the sand would drift entirely around the structure. j But there were many others who knew the lake, and it it a matter of record that a Salt Laker personally told E. H. Harriman in his New York office that the time would come when the lake would be higher than ever before and at such a time the wind would rise to hurricanes and the cut-off would be submerged." Evidently Salt Lakers were very busy just prior to tho building of the cut-off. They were whispering discouraging things to E. H. Harriman, and one of their number, at least, made his way to New York to inform Harriman in private that the great bridge would be a failure. Well that is nothing more than wo had surmised. With the same solicitude, why did not these same Salt Lakers inform George Gould that the lake would be higher and his Western West-ern Pacific on the south shores of the lake would prove a complete com-plete failure? They told Gould that south of the lake was the best and only route, and yet, not a day since the rails were laid in that stretch of country, has the Western Pacific been considered a safe road over which to move trains and, for months past, the road has been inoperative and today is completely wrecked for miles. The cut-off has never been seriously damaged, and the cut-off proper, or the trestle, has never required repairs, and, it is fair to presume, the predictions of our Salt Lake rivals will never be realized. |