THE SCRANTON TRIBUNE- FRIDAY, JANUARY 19, 1900. !3h ARGUMENTS IN FAVOft OF THE NEW ROAD .CONTAINED IN MONTHLY LET. TER OF THE OPERATORS. Coal Roads Have Been Expensive to Construct Built Years Ago When the Cost of Materials Was High. There Are Other Roads in the Country, However, That Have More Difficult Conditions to Meet. Figures Showing the Earnings of Various Railroad Companies. The recent letter of the Anthracite Coal Operators association contains the followlnjt: The state commissioners of railroads of New York have notified all parties Interested In tho application for a charter for the Delaware Valley and Kingston railroad, that a meeting will be held In New York city, on 'rues- day, January 30th, 190'), at the Fifth Avenue Hotel, to glv? , public hear ingr. In view of thin, (no points pre sented below are of particular inter est. The New York Time, on Jan uary 12, contained n letter entitled "The Coal Transpoitatloti l'rohlem." The letter says: "Since that meeting of Independent anthracite coal opeiatois in this city In November to protest ngalnst the tran. portatlon charges of the coul roads anil to helD forward the project for a new line from the Lackawanna, Lehigh, Bchuvlklll and Wyoming coal reKiou along the old Delaware nnd Hudson canal route to Kondout. on the Hudson river, I have been making effoits to understand this problem of conl trans portation and the ground for the com plaints that are made. The statements of the present article are derived from an authority better versed, perhaps, than any other In all that concerns the great coal Interests of Pennsylvania, but It must be taken into account that his point of view Is that of what Is commonly known as the coal" 'com bination.' " This authority denies, however, that there Is any combination of the coal roads to control freight charges. Every effort that has been made to Induce them to act together and to avoid com petition In order to maintain uniform and remunerative rates has broken down. As a consequence, the distinct ively coal roads, expensively construct ed In a difficult region and costlv to operate, have been driven to desperate shifts to develop other lines of traffic and have been almost always unprofit able. NO COMPETITION. "If there Is no combination or tacit agreement ns to freight rates among the present anthracite carriers then why Is there absolutely no competition among them for this valuable tonnage? Why does one railroad refuse to take the product, or a part of the product, of a colliery whose output is claimed, without any tights of ownership, or domain, by another tianspoitlng Inter est. Absence of combination or under standing. Implies active competition for trallle, and such a thing Is unknown In the anthracite regions. While the rates charged aie not uniform, varvlng In each railroad, they are uniformly high as compared with the freight charged on any other commodity, and this high proportionate late Is uniformly charged by each company." The efforts mentioned to Induce the companies to act together to maintain uniform rates, Is mis-called. Frequent prcortB nave neen made to induce them act In harmony to maintain a fair harket price for their product. In order hat. In addition to the hluh freiuht which they always secured, theie would ne a profit at the mines. These efforts have failed, signally. Tho Individual operators and coal companies owned by the railroads have suffered, but the transporting companies have always maintained their ft eight chaises, and always collect them, There need be no dental that these "distinctively coal roads" hae been expensive to const! uct. They were built years ago when the cost of ma terials was high, and, in most cases, have been so wretchedly managed that, with nn equipment vears out of date, they stand on tho books as a costlv asset of douhtful Intrinsic value. They are not modern and have not been brought to the standard of modern re quirements. There are other roads In the country which have, had more difficult condi tions to meet. Which were built ac cording to old methods and whose trnf flc has returned a steadily decreasing ton-mile revenue; but through proper management have been modernized nnd their earnings have increased. Tho trouble with the anthracite roads has been the certainty of ample earnings, from high priced anthracite freight. It has been unnecessary to shave and pare In order to keep expenses down and Improve the equipment. Moreover, these earnings have led tho companies Into experiments which have resulted unprofltably. For Instance, the IJuffalo extension of the Lehigh Valley. Would such proposition have had a chance of going through had theie not been a great earning power In tho eastern lines? IN DESPERATE SHIFTS. .The writer says the companies have been driven to desperate shifts to de velop other lines of traffic. An instance would have been more definite. The following statement of four of the lead ing anthracite carriers tends to dis prove this statement: PHILADELPHIA AND UEADlNa rtAII.nOAD EARNINGS. . 1SS9. JR03 Earnings J19.01K.fil4 J21.47j.212 Tons freight carried. 7.4G3.M8 o.MS.GU Tens coal carried... 11,437,025 1J.9S1,G67 Of the total earnings In 1889, those from coal represent 47 per cent, and in 1898, 46 per cent. CKNTRAL RAILROAD OF NEW JEIt SUY. . 1SS9. 1SR learnings ...... 13,4'J7,33 J13.1S7.271 Tons anthracite car ried ....... C,6:0p 4,510819 Ions freight carried. 5,004.727 7.S74.200 Anthracite earnings represented 54 per cent, of the total in 18S9 and 37 per cent. In 1898, there being a decline In tonnage In this period of 2,079,G4G tons. DELAWARE. LACKAWANNA AND WESTERN RAILROAD. ., . . 1SS3- 198. Earnings J19.sm.17.! J22.iwj.34t Tons cool carried ... 6,2Jl,SM c.04J,4O2 Tons freight carried. 10.455,905 l.',J75,838 Since 1891 the coal and freight earn ings have been reported together; but since the coal transported and the total freight and coal earnings were about the same In both periods, the percent age of earnings from coal traffic alone cannot have materially changed. LEHIGH VALLEY RAILROAD. , 1889. 1898. Earnings fl4.9Ca.2S9 J19.742.53S Tom freight, includ ing bituminous coal 6,018,392 8,722.501 Tens freight, Includ ing anthraclto coal 11,103,157 10,226,267 With this company the fi eight traf fic, especially In bituminous coal, has Increased largely. But no better proof of tho fallacy of this assertion can be given than the following statement of the operations of the New York, Ontario and Western ' TOTAL EARNINGS. Total earnlngs-1887, J1.4S0.S63; 1R90. J2. 20O.444: 1896, JJ.779,336; 1897, J3.b94.403; 1S9S, J3.914.635. Operating expenses 1887, Jt,234,S4: 1830. I &i": Jj 2.M3.908; ,637, J2,6K.859; nalances-tSS7.$245,B09i 1190. J432.4M! 1896, Jl,m27; 1897, ll.iM.JIt; 1898, J1.22S.858. Net earnings per mile 18S7.K67.K!; 1S90, J1.0I9 Ms IMS, J2,50J.tt; 1897, J2.S77.83j 183:), J2BM.43. Tons anthracite originating on lino 1887, none; 1S0U, 198,715: li'Jfl, 1,321,895J 1897, 1,323,867; 189S, 1,371,592. Prior to the time this company ex tended Its lines into the anthracite re gions in 1890, it was operating under an annual loss. Since that time, through Its earnings from unthrnclte coal, aided by able and progressive management, It has been placed on u sound financial basis. There has not, In any of the cases above given been any evidence of strong efforts to secure other traffic. The urtlcle continues: "In regard to the charge of discrim ination, based on the fact that the cost of mining nnd transporting anthracite Is so much greater than that of bitum inous coal, It Is mulntalned that the dif ference Is legitimate und unavoidable. In the anthtaclte fields the royalty paid to the land owners or the correspond ing cost to the mining company that owns the land averages 40 cents a ton. Only a small area can be worked eajih yenr. The cost of equipment and oper ation, with breakers, shafts, engines, pumps, etc., far exceeds anything re quired for bituminous conl. The pro duct has to be collected and marketed In seven or eight different pIzcs, loaded Into dlffeient cars, and delivered to different customers. Large amounts have sometimes to be stored to await the demand for that particular size. The cars have to bo gathered from a wide niea over difficult grades upon roads that can be used for nothing ele. The delivery Involves the use of many sidings und much arranging of cuts und costly teuulnal uppllnnces. On the other baud, It Is said, bituminous coal Is mined or a single ptoduet of am grade und dumped Into cais and made up Into solid tialns, transported over roads mostly engaged In general traf fic, nnd chiefly delivered In the mns, The legltlmnte cost of carriage nnd de livery Is much less than thnt for an thracite, nnd the difference In rates Is Justified. Rut the rate for bituminous coal Is not a remunetntlve one. because It Is forced down by the struggle to contiol tonnage and mnikets. nnd the burden of earning a piollt Is thtown upon the other trnffic of the toads." CURIOUS MIXTURE. This Is a somewhat cui lulls mixture of an argument for and against the cause set forth. Anthtaclte io allies ute far higher than those on bitumin ous coal, and the cost of equipping a mine foi- the fotmer is far In exeess of like work in the latter. These condi tions must be met by companies and Individual operators alike and nie a basis of contention ns to mining, but not transporting, with which this at tlcle particularly deals. As regards the different sizes and necessity for collecting over a wide area, this applies largely to bitumin ous conditions. The variety of sizes of unthraclte has no bearing on tho foi matlon of a train load, since all of these sizes aie made at each bleaker, loaded on the cars furnished, nnd do not enter Into the question, except at n tide terminal point. Further, both classes of coal are loaded and unloaded by Kiavlty. anthracite having the nd antuge of flowing mote freely. The area over which the coal must be gnth eied is far less than In the bituminous legions, nnd with the advantage in favor of anthracite that one day's lun at an ordinary breaker will give a full train load, which only the larger soft coal mines can do. The cost of as sembling a tialn is no gi eater In onu ease than In another, nor is there a greater cost in the actual wolk of transporting fiom one point to another. An excellent example of the low rates given soft coal was presented In the recent arguments before the Stnte Rail road and Warehouse commission of Minnesota, when representatives of tho lines entering that city from Duluth and West Superior applied for consent to increase the 73 cent rate on bitumin ous coal to 90 cents per ton, tho dis tance being 178 miles. Tho representative of the Eastern railway of Minnesota and the Great Northern, Is quoted by tho Dispatch, of St. Paul, as savins that some time ngo the Chesapeake and Ohio, nnd Rig Four, decided to make Nowpoit News n shipping point for Mlnenapolls Hour. It was found that it would not pav to return the cnis emptv and consequents they weie loaded with We.it Vliginli coal. A rate of $2 0.-, was made to St. Paul and Minneapolis, to meet com petition from Illinois coal fields, which had reduced their rate fiom $2 to $1.50 per ton. In 1!98 the rate to St. Paul was ndvnnced to $2.30 per ton. Six months ago It was made $2.50 per ton. nnd two months ago, $2fi"i per ton. CLAIM UNREASONAULn. To claim that low rates on soft coal nie unprofitable on a well managed load, and that the high rates on un thiaclte are Justified by the absence of equally good management is unteason able. "It Is also denied with emphasis that the loads which control mining com panies make any discrimination in transportation charges against the In dependent operators. It Is even said that the latter have been favored and enabled to realize better prices than the companies controlled by tho coal toads. In tho language of my princi pal authority: 'While the coal com panies controlled by the coal roads have been opeiated either nt a loss or at a small profit, tho Independent un thiaclte coal operators have all Blown lich." Their chief grievance Is said to be that under the recent management of the coal loads they have not been able to secure the enonnous profits which they formerly obtained at the cost of bankruptcy for the transporta tion companies, and that the movement for removing friction by buying up their collieries failed because It could not stand the extiavagant prices demand ed. Those which were bought at the beginning of the movement continue to be operated Independently and are treated like other Independent opera tors." This question of discrimination in freight lates agulnst the indlvidunl operator is a delicate subject for a i ail road to argue upon. In this case it cannot be disputed, since it is so stated In tho annual reports of each interest, that when the coal company owned by the railroad falls to earn all of charges, the debt thus Increased Is'paid by tho transportation company. To make this clear, the Lehigh Val ley Coal company ow ns and leases land In the coal icglons, mines coal and ships this product over the Lehigh Val ley railroad. The coal company also sub-leases vnrlous tracts of its land to Individual operators, and eonti acted with them to buy their coal, paving BO per cent., on chestnut and larger, of tho price prevailing nt tidewater, and retaining the other 40 per cent, to re imburse Itself for the freight payment and selling expenses. SHOW A DEFICIT. The Lehigh Valley Railroad com pany, which owns the Coal company, transpoits this coal to tide, receiving a certain established rate of freight, the same that It charges an Individual oper ator shipping on his own account. Ac cording to tho annual report of 1899, the Coat company paid fi eight amount ing to 17,255,078. Its operations for this year Bhow a deficit of $259,269 and as no reference Is made to any charge for interest paid on its bonds, guaranteed by the railroad company, It is fair to assume that this amounting to $827, 394, and the deficit have both been paid by tho railroad company, a total of Jl, 086,573. Then, by paying back this amount, the railroad company has dis criminated In freight rates In favor of Its Coal company, to the extent of a rebate of nearly 15 per cent, or, on a $1.55 rate, of 23 cents per ton. This company, while paying ceitaln royalties for Its own mining rights, re ceived ns an offset to this $88,276 In royalties from others operating on Its lands. Individual operators must pay these royalties and havo nothing to off set the outlay. With nil of Its advant ages from these various sources of in come, the company cannot pay the high THE LAW THE LADY I The Value of Advice Depends Upon the Qualifications of the Advisor. THE woman who went to her grocer for legal advice lost her case. The value of advice depends upon the qualifications of the adviser. Medical advice from one who is not a doctor is as worthless as legal advice from one who is not a lawyer and it is far more dangerous. AfMuMing 4n Wntnon 4e skued advice of a qualified physician is offered free by Dr. R. V. Pierce. It is valuable advice because it is the advice of a competent physician. It is advice of extraordinary value, because it is the advice of an extraordinary physician, a specialist, one who has given more than thirty years to the treatment and cure of woman s diseases. Any doctor can give you medical advice. The benefit of his advice depends on his experience in treating the particular disease from which you suffer. Many Women 1com;u,t. ?r- erce ?" "u .the avai!al?le tt local doctors have failed to give any help. Ninety-eight in every hundred such cases are cured by him. This is the experience of more than half a million women. Offers of advice that look like Dr. Pierce's offer, are made in the press. These offers look like Dr. Pierce's because they are made to lookc like it. No other offer is supported by a record or reputation equal to that of Dr. Pierce. Investi gation will prove these statements. We send pamphlet free. Sick Women are invited f consfult Dr- ; h? letter free of all cost. Each letter is read and answered in private. Its statements are guarded as a sacred confidence. The answer is mailed in a plain envelope without advertising or other printing on it. Address, Dr. R. V. Pierce, Buffalo, N. Y. COFF f Ori receipt of stamps to defray expense of mailing only "i we will send Dr. Pierce's Common Sense Medical Adviser, containing 1008 large pages and over 700 illustrations. This book will prove a constant friend and wise counselor to every woman. Send 21 M fsrfl . WSWI "JL WW ivorite ZVtviA one-cent stamps for book in paper covers, or 31 stamps if you wi.h cloth binding. Address as above. Tho Woman Who Was and tho Woman Who Is Mrs. M. F. Long, of LeLoup, Franklin County, Kans. , writes : "Words cannot express how grateful I am for your kind advice and good medicines. I have been in poor health more or less all my life. In the past nine years grew worse, and two years ago was so poorly could hardly drag around. I consulted a Specialist, and he said I had ulceration, and that an operation would have to be performed. At last I wrote to Dr. Pierce, asking advice. I soon got a helpful answer, advising me to try his medicines, the ' Favorite Prescription,' ' Golden Medical Discovery,' and also his ' Pleasant Pellets.' I bought two bottles of the ' Favorite Prescription,' two of the ' Discovery,' and two vials of the ' Pellets,' and I began taking ' Favorite Prescription ' and the other medicines, as advised. When commencing I weighed 1 19 pounds, and after taking one bottle of each I was like a new woman. In one month I gained eight pounds. After taking two bottles of each of the medicines named, I began to look like a woman and not like a wasted skeleton. That weary, tired feeling all left me, and it did seem as though life was worth living, and that I had been snatched from the grave, and would live to a good old age." Her Friends Worm Surprised "Two years ago I had a miscarriage," writes Mrs. Mattie F Enloe, of Lexington, Lafayette County, Missouri. " I was in bed nearly three months afterward, and was treated by three different physicians. Had nervous prostration, indigestion, and sinking spells, and suffered a great deal with my head. In fact, I can't tell all I did suffer. Came near having convulsions, when my- husband sent for another doctor. Under his treatment I got so I could be up most of the time and assist a little in the housework. I continued in this way for some time, suffering all the time with my back and a misery low down across me till I was induced by a friend to write to you for advice. You pronounced my trouble to be congestion of the internal organs, and told me what course to pursue. I did as directed, and also took two bottles of your ' Favorite Prescription.' and one of Golden Medical Discovery,' and one bottle of ' Pellets,' when I felt like another person. Of course after being sick so long, it was some time before I felt altogether well. But I have been very strong the present summer. Some of my friends were surprised that I ever got up." 9 escriptj on Dr, Pierce's Favorite Prescription Makes Weak Women Strong and Sick Women Well IT IS UNLIKE MANY MEDICINES OFFERED FOR THE USE OF WOMEN, IN THAT IT CONTAINS NO ALCOHOL, WHISKY, OR OTHER INTOXICANT, AND IS FREE FROM OPIUM, COCAINE, OR OTHER NARCOTICS. . n fiOjHcA emOntttri "I WROTE TO k , "ISOON GOT A &&& "IBKMVMlHli I' nJIfJEfet WjllTt'fo OR. PIERCE'H (v ZZ1 HELPFUL ANSWERjBfgjjII FATORITE PRE$CRIRIONjg VtlwfdLf iivictll Jt n&zmte"' A cm,, " " ' ' ; mtms &iv ' U,fMTr mbrwita 'WTTUSLWWi ap 1 ,f (,uJT y jmam'i. 1, . j 71 vmmzs s jml . a 1 .. n iivscav' yssj-. - a rv i HJ LJ m. tJ ;mmW StfTTHHUM xiU l-J?JWSh4 we MNK9 rSfiML IMatSBSKJ f ". Jr V .13? LJK ammtay I I , ' -r''t'MldFft 'f fgJ v V- : NkWnlU WmaZJI 'AKALeJL CflUfttsL Jtortut4C MPPW Tfmii PWmmWJ BM i M aSy afli If r Beauty. i!iuMu(SLA UanutsisS sf.ffiLfij freight chm ges und meet Its obliga tions. This bhou.s tnobt conclusively tltat the lute Is abnormal. As another lnntance of the discrimin ation against which the operatois coni Xliiln, unthraclte otovu coal was con tracti'd for In Buffalo. June, 1S9S, for $1,011 per gross ton delivered. Allow ing 4S cents per ton for caitago and commission, there lemalned $3.01 f, o. I). The lullng price at breakeis, at that time, ias J2.3J per ton and the tlxed freight to Buffalo, $J.2."i per ton. Theiefore. the rato actually lecelved by the companies who sold the coal was $1.29. By a fiction of bookkeeping they may have charged their mines $2.25 and made a pi Ice of Jl.IiO at the bleaker, but since such losses to the coal com pany are eventually paid by tho rail road company, tho loss of 96 cents was actually ii freight lebnte anil iepre sented a discriminating late to that ex tent against individual opeiatois who weie endeavoilng to bid on tint same continct. INSTANCES NUMHUOl'S. Instances of this kind ate so numin ous and easily found, that for u tall load company to deny ill.scilinlnatiu;, agalnst Individual .snippets In favor of its own sub-company Is futile. The stutetnent that tho Independent opeiutois hau gioun rich while the railroads hau opeiated at a loss, be trays wilful Ignoiunce. Take tho names of all the collieries In tho tinthtacltu regions and bee by whom thev weie opened and through whose haiuTs they havo passed. It will bu found that nearly ninety per cent, wore btnrtcd by the enterptlse of Individual opeiatois. When, through tho exorbitant tolls charged for taking their product to market, they weio squeezed out of business, tho railroads stepped in and purchased these developments and 1m pnnements at low denies. The rela tively small number of operatois who havo been able to retain an active In terest In mining, have done so only because of their ability and skill In tha economic management of their piop ertles, nnd their combined efforts, In recent years, to foico the railroads to give a fair rate on their product, has not been, k Is claimed, to Ineieaso their profits, but to enable them to continue In business and meet the Inct easing costs of deeper and more expensive col liery operations. As to the movement to buy up tho collieries and remove friction, the less the lailroads argue on this point, the more will the public believe in their wisdom. Theie has never been, since the inception of the .inthiaclte Indus tiy, such a hopeless display of stupid ity. The nttlele draws to a close In tho following pamgiaph, that Is. pvldently tho subject matter ut which ull Is aimed: HAD NO GMEVANCn. "This statement comes from one side, and It Is Intended t show that tho in dependent opei.itors of the anthracite association have no gilevance against the present coal loads, which have had to struggle against dlincultles and ad verse clicumstnnres to extract any protlt fiom supplying the eastern mar kets with fuel. Why, then, It may bo (inked, should these opeiatois be so earnest for the construction of a new and competing line, which must reach tidewater by way of Kingston, soma dghty miles or moie from New York? Some of tho piomoteis of tho new toad say that It has no necessary connec tion with disputes or quart els with the old coal toads, Heie Is simply u lino from a large CNtent of coal fields on an easy grade along the bed of un old canal, wheie u lallioad can bo cheaply built nnd cheaply opeiated, Insomuch that, whether piesent rates nie fair nnd free fiom disci initiation or not, nn thraclte coal can bo got to the maikets of which New Yoik Is Hip centie at a pi Ice consldeiably below that now pre vailing und with a better piollt to the pioducers Using that load. But such a claim Is laughed to scorn by tho icp rescntatlvo of the present coal toads, who declares that tho projected lall road Is 'not even a factor In the solu tion of the nntluaclto toal problem,' and that Its projectors. 'If they aro in eainest, have ventuied llko wanton boys on a sea of financial troubles far beyond their depth.' A. K. V. "New York. Jan. 10, 1900." Truly, why should tho Individual operator wish to have a new railroad, ono 1ilch guarantees to them a chenper means of i caching the market for their product. Why, except to savo them selves from being uttcrlv crushed nnd ruined by the existing railroads. These hitter had evety chance to make the same arrangement. It was discussed with their representatives for over a year. They would do nothing nnd tho situation was so serious that something had to be done. Instead of building their own road, as was fltst Intended, the opeiatois louiul one laige company which was ciiiislduiing the const! notion of un 'Independent line for its own ton nage. They have ofteied their suppoit. and the undertaking will be cut lied thiough. This now road will not be a solution of the nnthiacite coal problem and was not ptoposed with that In view. Noth ing would do that, Judging fiom the p.it ear, except u ladlcal change In the management of several anthtaclte lallio.iils. The new toad will, however, solve the pioblem of the existence of tho Individual operators, and give them a position In the market to which they are entitled. CASTOR I A For Infants and Children. The Kind You Have Always Bought Signature of Cfta&i&J!(&i i UilUt. Ut. Ut.1 uu i A Golden Opportunity J Dependable merchandise at 50c on the dollar. Stock reduc k ing sale now in progress and to continue for 30 days only. DR. DENSTEN 311 SprusB St, Temple Court Building, SCRANTON, PA. All acuta and chronic diseases of men, women und dilution. UHUUNIU. NKHV OL'S. JIHAIN AND WASTING DISEAS ES A Sl'EUlAl.TV. All diseases uf tlm l.lvci, KUInos, JtUuIUu. Skin, Hlooil, Nerves, Womb, Ee, Eur. Nose, Throat, nnd Lungs, I'uiueis, Tuinois, J'lles, ltuptuie, tloltic, Itheumutlsin, Asthma, Cututrh, Vurlococcle. l.out Manhood, Nightly Emissions, all 1'emule Diseases, I.eucnirlioeii, cU. Gonorrhea, Sp)illls, niood I'alson, Indiscretion und youthful habits obllterntrd. Surgery. Kits, Epi lepsy. 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Highly Recom mended by Physicians, FAMILY ORDERS PROMPTLY, FIUL&D. i 10 II H JOSEPH ROSS. AGENT, Office 902 West Lackawanna Avcmo, Scrnnton, Pa. TELEPHONE 4732. ''I
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