Oak Street 
 
 UNCLASSIFIED 1 
 
 FINDINGS OF FACTS 
 
 THE RAILROAD COMMISSION 
 
 OP WASHINGTON 
 
 RELATIVE TO THE 
 
 V^LUA-TIOlsr 
 
 OF THE 
 
 0. R. & N. RAILWAY SYSTEM 
 
 IN THE 
 
 STATE OF WASHINGTON 
 
 OLYMPIA, WASH : 
 
 E. L. Boardman, Public Printer, 
 1909. 
 
FINDINGS OF FACTS 
 
 THE RAILROAD COMMISSION 
 
 OP WASHINGTON 
 
 RELATIVE TO THE 
 
 VALUATION 
 
 OF THE 
 
 0. R. & N. RAILWAY SYSTEM 
 
 IN THE 
 
 STATE OF WASHINGTON 
 
 OLYMPIA, WASH: 
 
 E. L. Boardman, Public Printer, 
 1909. 
 
Digitized by the Internet Archive 
 in 2017 with funding from 
 
 University of Illinois Urbana-Champaign Alternates 
 
 https://archive.org/details/findingsoffactsbOOrail 
 
In the Matter of Ascertaining the Values of the 
 Railroads in the State of Washington. 
 
 THE RAILROAD COMMISSION OF WASHINGTON, ] 
 
 Complainant. 
 
 The Northern Pacific Railway Company, a corpora- 
 tion; 
 
 The Great Northern Railway Company, a corpora- 
 tion; 
 
 The Oregon Railroad & Navigation Company, a cor- 
 poration ; 
 
 The Washington & Columbia River Railway Com- 
 pany, a corporation; 
 
 The Port Townsend Southern Railroad Company, 
 
 a corporation; 
 
 The Columbia River & Northern Railway Company, 
 
 a corporation; 
 
 The Columbia & Red Mountain Railway Company, 
 
 a corporation; 
 
 The Washington & Great Northern Railway Com- 
 pany, a corporation; 
 
 The Spokane Falls & Northern Railway Company, 
 
 a corporation; 
 
 The Washington, Idaho & Montana Railway Com- 
 pany, a corporation; V 
 
 The Columbia & Puget Sound Railroad Company, 
 
 a corporation; 
 
 The North Yakima & Valley Railway Company, 
 
 a corporation. 
 
 The Bellingham Bay & British Columbia Railroad 
 Company, a corporation; 
 
 The Tacoma Eastern Railroad Company, a corpor- 
 ation. 
 
 The llwaco Railway & Navigation Company, a cor- 
 poration. 
 
 The Seattle & Montana Railway Company, a cor- 
 poration; 
 
 The St. Paul, Minneapolis & Manitoba Railway Com- 
 pany, a corporation; 
 
 N. The Washington Central Railway Company, a cor- 
 ^ poration ; 
 
 The Columbia & Palouse Railroad Company, a cor- 
 poration. 
 
 The Walla Walla & Columbia River Railroad Com- 
 pany, a corporation; and 
 
 The Snake River Valley Railroad Company, a cor- 
 poration, 
 
 Defendants. 
 
 J 
 
 FINDINGS 
 OF FACT. 
 
4 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 THIS CAUSE coming on regularly to be heard before the RAIL- 
 ROAD COMMISSION OF WASHINGTON, after notice duly given 
 to the defendants above named and each of them, upon the complaint 
 filed herein, for the purpose of ascertaining the facts provided for 
 in section 5, chapter 226 of the session laws of Washington for the 
 year 1907; to-wit: The facts bearing upon the cost and value of 
 the railroad property of the representative railroads in the state, 
 as more fully appears by said complaint; the Commission appearing 
 by all the Commissioners and by A. J. Falknor, Assistant Attorney 
 General, as counsel for the Commission; the Northern Pacific Rail- 
 way Company appearing by B. S. Grosscup, its attorney; the Great 
 Northern Railway Company appearing by M. J. Gordon, its attorney; 
 the Oregon Railroad & Navigation Company » appearing by A. C. 
 Spencer, its attorney; the Tacoma Eastern Railway Company ap- 
 pearing by E. M. Hayden, its attorney; the Bellingham Bay & British 
 Columbia Railroad Company appearing by C. W. Howard, its attorney; 
 the Spokane Falls & Northern Railway Company appearing by 
 M. J. Gordon, its attorney; the Port Townsend Southern Railroad 
 Company appearing by B. S. Grosscup, its attorney; the Washington 
 & Columbia River Railway Company appearing by B. S. Grosscup, 
 its attorney; the Columbia & Northern Railway Company appearing 
 by M. J. Gordon, its attorney; the Columbia & Red Mountain Railway 
 Company appearing by M. J. Gordon, its attorney; the Washington & 
 Great Northern Railway Company by M. J. Gordon, its attorney; the 
 Washington, Idaho & Montana Railway Company appearing by M. J. 
 Gordon, its attorney; the Columbia & Puget Sound Railroad Company 
 appearing by W .B. Stratton, its attorney; the North Yakima & Valley 
 Railway Company appearing by Ira P. Englehart, its attorney; the II- 
 waco Railway & Navigation Company appearing by A. C. Spencer, its 
 attorney; the Seattle & Montana Railway Company appearing by M. J. 
 Gordon, its attorney; the St. Paul, Minneapolis & Manitoba Railway 
 Company appearing by M .J. Gordon, its attorney; the Washington 
 Central Railway Company appearing by B. S. Grosscup, its attorney; 
 the Columbia & Palouse Railway Company appearing by A. C. Spencer, 
 its attorney; the Walla Walla & Columbia River Railroad Company 
 appearing by A. C. Spencer, its attorney; the Snake River Valley 
 Railroad Company appearing by A. C. Spencer, its attorney; all parties 
 having announced themselves ready for trial, the evidence having been 
 from time to time introduced on behalf of the complainant, the 
 Railroad Commission of Washington; and evidence having been 
 introduced by and on behalf of each of the respective railroads as 
 to the cost of construction, reproduction and present value, volume 
 of traffic passing over the line, and the cause having been duly argued 
 and submitted to the Commission concerning the cost of construction, 
 reproduction and present value, and it being expressely stipulated by 
 and between the respective parties hereto that the Commission should 
 make and render its findings of fact upon the cost of construction. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 5 
 
 the cost of reproduction and the physical values of the properties 
 of said railroad companies, and each of them, before attempting to 
 divide the value of the use to which the^ respective properties were 
 severally put in the conduct of intrastate and interstate business 
 respectively, and it being expressely stipulated by and between the 
 parties hereto, that the cause is continued for the taking of further 
 testimony as to the value of the use to which said several properties 
 are put in the conduct of intrastate and interstate business, respec- 
 tively, and the Commission being fully advised in the premises does 
 now make and render upon the questions so submitted, the following 
 findings of fact: 
 
 FINDINGS OF FACT APPLICABLE TO THE OREGON RAILROAD 
 & NAVIGATION COMPANY. 
 
 Finding No. 1. 
 
 That the Oregon Railroad & Navigation Company is a corporation 
 organized and existing under and by virtue of the laws of the state 
 of Oregon and is the owner and is engaged in operating a line or 
 lines of railroad extending through Oregon, Washington and into 
 Idaho and is engaged as a common carrier in the carriage of freight 
 and passengers for hire. That said road owns and operates 882.34 
 miles, 262.21 miles of which is within the state of Washington. That 
 in addition thereto the said road operates the Columbia & Palouse 
 Railroad, having a mileage of 144.80 miles, 142.44 miles of which is 
 within the state of Washington; the Walla Walla & Columbia River 
 Railroad, having a mileage of 35.52 miles, 3Q.18 miles of which is 
 within the state of Washington; the Snake River Valley Railroad, 
 with a mileage of 65.85 miles, all of which is within the state of 
 Washington; the Columbia & Southern Railroad Company, with a 
 mileage of 69.46 miles, and the Columbia River & Oregon Central 
 Railroad Company, with a mileage of 45.31 miles — no portion of said 
 last two mentioned lines being within the state of Washington. 
 
 The said railway company, in conjunction with the Northern Pa- 
 cific Railway Company, operate the Northern Pacific Terminal Com- 
 pany under lease, having a mileage of 2.54 miles, none of which is in 
 the state of Washington. 
 
 Making a total mileage operated by said road of 1,245.82 miles, 
 500.68 miles of which is within the state of Washington. That the 
 main line of said road within the state of Washington extends from 
 the Oregon-Washington boundary line near the Columbia river north- 
 erly to Spokane, with numerous branch lines connected therewith, 
 some of which branch lines extend into the state of Idaho, and the 
 main line of the said O. R. & N. Co. extends from a point near the 
 Washington-Oregon boundary westerly to Portland, Oregon, and east- 
 erly to Huntington, Oregon. 
 
 That in the year 1893 the lines of the Oregon Railway & Naviga- 
 tion Company defaulted in the payment of their fixed charges and 
 a receiver for the said lines was appointed and the said lines re- 
 mained in the hands of a receiver until August 17, 1896, when said 
 corporation was reorganized under the name of the Oregon Railroad 
 
6 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 & Navigation Company, the holders of the outstanding bonds sur- 
 rendering the same and accepting in lieu mortgage bonds of the 
 reorganized company, and said property was purchased at foreclosure 
 sale by the Oregon Railroad & Navigation Company. 
 
 That a more detailed statement of the capitalization of said com- 
 pany is hereinafter set out. 
 
 No. 2. 
 
 That that portion of the main track and main line of the Oregon 
 Railroad & Navigation Company extending from the Oregon-Wash- 
 ington boundary, near the Columbia river to Wallula, and consisting 
 of 6.1 miles, was constructed by the Oregon Railway & Navigation 
 Company about the year 1881; that in the construction of said line, 
 in its present condition, exclusive of the sums chargeable to better- 
 ments and improvements, the Oregon Railway & Navigation Com- 
 pany expended the sum of $190,928.39, and that there has been charged 
 to betterments and improvements on said line the sum of $18,605.07, 
 making a total expenditure on said portion of said line as shown by 
 the records and books of said company, amounting to the sum of 
 $209,533.46. That in order to reproduce the grading of said road in 
 its present condition it would be necessary to move 48,562 cubic 
 yards of earth a distance of not to exceed 300 feet, 31,105 cubic yards 
 of solid rock a distance of not to exceed 300 feet, and of the quantities 
 above mentioned it would be necessary to move an equivalent 25,240 
 cubic yards a distance of 100 feet in excess of the 300 feet free haul 
 allowance. 
 
 It would be necessary to place 1,838 cubic yards of riprap. 
 
 That to produce the bridges, trestles and culverts of said line 
 it would be necessary to construct 64 lineal feet of pile bridges, 
 and steel truss bridge No. 221, as now existing across the Walla Walla 
 river, said bridge being a through Pratt truss, 175 feet in length, 
 containing two concrete abuttments necessitating an excavation above 
 water of 239.5 cubic yards, of 43.4 cubic yards below water, the 
 placing of 3.56 cubic yards of cut stone and 282.5 cubic yards of 
 concrete masonry requiring 418,542 pounds of steel and 178 lineal 
 feet of floor system, 759 feet board measure of lumber in wooden 
 boxes, 30 cubic yards of stone masonry in culverts, 60 feet of 24-inch 
 cast-iron pipe. That subsequent to the construction there has been 
 6,231 cubic yards of earth used in filling bridges and trestles, which 
 is not included in the grading quantities mentioned above; that to 
 reproduce said lines it would be necessary to lay 24,003 ties; 917.10 
 tons of steel rails, the same requiring 116,936 pounds of rail splices; 
 12,295 pounds of bolts, 51,528 pounds of spikes, 13,710 light tee plates, 
 1,520 rail braces and 1,100 pounds of nut locks. Tnat for the purpose of 
 ascertaining the cost of reroduction it is estimated that to reproduce 
 new the frogs and switches on the line would cost in place the sum 
 of $2,312. That to reproduce the ballast on the said lines it would 
 be necessary to ballast with earth 6.1 miles, which for the purpose 
 of ascertaining the cost of reproduction is estimated to cost $600 
 per mile. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 That to reproduce the line it would be necessary to lay 8.34 miles 
 of track, which for the purpose of ascertaining the cost of repro- 
 duction is estimated to cost $700 per mile. 
 
 That In order to reproduce the said line it would be necessary to 
 place tie plates thereon, the labor for which is estimated for the 
 purpose of ascertaining the cost of reproduction, to cost the sum 
 of $205. 
 
 That it would be necessary in order to reproduce the said line 
 in its present condition to construct 12 miles of barbed wire fence. 
 That the crossings, cattle guards and signs along the line would 
 cost, at present prices, to reproduce the same new, the sum of 
 $431.24. That the interest of the Oregon Railroad & Navigation 
 Company in the telegraph lines along the said line would cost to 
 reproduce new the sum of $184.46. 
 
 That the station buildings along the said line consist of a standard 
 two-story station building at Wallula containing 8,861 square feet 
 floor area, and for the purpose of ascertaining the cost of reproduc- 
 tion the furniture and fixtures therein are estimated to cost the sum 
 of $310. 
 
 No. 3. 
 
 That that portion of the main track and main line of the Oregon 
 Railroad & Navigation Company extending from Wallula to Grange 
 City, and being 65.9 miles in length, was constructed by the Snake 
 River Valley Railroad Company about the year 1899, said Snake 
 River Valley Railroad Company being a corporation organized and 
 existing under and by virtue of the laws of the state of Oregon, 
 having a capital stock of 10,000 shares of the par value of $100 per 
 share, making a total capitalization of $1,000,000, of which $750,000 
 worth has been issued and is now owned by the Oregon Railroad & 
 Navigation Company; that said Snake River Valley Railroad Com- 
 pany was a subsidiary company of the Oregon Railroad & Navigation 
 Company; that the Oregon Railroad & Navigation Company advanced 
 from its treasury the funds necessary to construct the said line. 
 Since the same was constructed said line has been operated by the 
 Oregon Railroad <fc Navigation Company; that the total amount ex- 
 pended by the Snake River Valley Railroad Company and the Oregon 
 Railroad & Navigation Company in the construction of said lines, 
 and for betterments and improvements, down to the 30th day of 
 June, 1907, was the sum of $1,819,881.63; that on the 15th day of 
 June, 1907, the said railroad company authorized an issue of $2,000,000 
 worth of bonds, $1,500,000 of which bonds were issued and delivered 
 to the Oregon Railroad & Navigation Company, which now own said 
 bonds. 
 
 That in order to reproduce the grading on said road, in its present 
 condition, it would be necessary to move 1,814,849 cubic yards of 
 earth a distance of not to exceed 300 feet, 60,063 cubic yards of loose 
 rock a distance of not to exceed 300 feet, 395,100 cubic yards of solid 
 rock a distance of not to exceed 300 feet, 376,308 cubic yards of 
 
8 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 cemented gravel a distance of not to exceed 300 feet, 214,408 cubic 
 yards of shell rock a distance of not to exceed 300 feet, 182,994 
 cubic yards of solid rock borrow a distance of not to exceed 300 feet, 
 and of the quantities above mentioned it would be necessary to move 
 an equivalent of 1,550,586 cubic yards a distance of 100 feet in excesi 
 of the said 300-foot . free haul allowance. It would be necessary to 
 place 108,450 cubic yards of riprap, requiring 1,226 cubic yards of earth 
 excavation. That along said line there is now 12,804 lineal feet of 
 sidetrack, the grading for which is not included in the grading quanti- 
 ties above mentioned, which grading for the purpose of ascertaining 
 the cost of reproduction is estimated at a cost of 40 cents per lineal 
 foot; that to reproduce the line in its present condition it would be 
 necessary to construct 1,993 lineal feet of timber-lined tunnels, re- 
 quiring 1,993 lineal feet of tunnel excavation, 5,413 cubic yards of 
 tunnel enlargements, 728,090 feet board measure of timber, and 12,549 
 pounds of iron. 
 
 That to reproduce bridges, trestles and culverts on said line it 
 would be necessary to construct 1,241 lineal feet of pile bridges and 
 172 lineal feet of frame trestles, one pony Howe truss bridge 42 
 feet long, 836,525 feet board measure timber in culverts and wooden 
 boxes, and 24 feet of 36-inch cast-iron pipe; that to reproduce said 
 line, including side tracks, it would be necessary to lay 212,455 ties, 
 8,350.84 tons of steel rails, such steel rails requiring 1,164,009 pounds of 
 splices, 113,101 pounds of bolts, 458,412 pounds of spikes, 4,420 rail 
 braces, 142,370 light tie plates, and 11,920 pounds of nut locks, and 
 frogs and switches, which for the purpose of ascertaining the cost 
 of reproduction are estimated at a cost of $5,440, in place. That to 
 reproduce the ballast on said line it would be necessary to ballast 
 with earth 65.87 miles, which for the purpose of reproduction is esti- 
 mated to cost $600 per mile. That to reproduce the line in its present 
 condition it would be necessary to lay 72.39 miles of track, which 
 for the purpose of ascertaining the cost of reproduction is estimated at 
 $700 per mile. That in order to reproduce said line it would be neces- 
 sary to lay tie plates, which for the purpose of ascertaining cost of re- 
 production, the labor therefor is estimated at $2,136. 
 
 That it would be necessary in order to reproduce said line in its 
 present condition to construct 115 miles of barbed wire fence, and 
 3 miles of sand fence. 
 
 That the crossings, cattle guards and signs along the line would 
 cost at the present prices to reproduce new the sum of $1,811. 
 
 That in order to reproduce said line in its present condition it 
 would be necessary to install two train order signals, which for the 
 purpose of reproduction are estimated to cost, in place, $225 each. 
 
 That the interests of the Oregon Railroad & Navigation Company 
 in the telegraph line along said line would cost to reproduce new 
 the sum of $1,988.61. 
 
 That the station buildings along said lines consist of 1,320 square 
 feet floor area of Oregon Railroad & Navigation Company’s standard 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 9 
 
 one-story frame station building. That the fiixtures for said station 
 buildings for the purpose of reproduction are estimated to cost $68. 
 
 That in order to reproduce said line it would be necessary to 
 construct water stations, which for the purpose of estimating the 
 cost of reproduction are estimated to cost new $7,231.75. 
 
 That the miscellaneous structures along said line consist of 6,071 
 square feet of floor area of O. R. & N. standard White section houses, 
 3,035 square feet floor area of Oregon Railroad & Navigation Company’s 
 standard Chinese section houses, 5,608 square feet floor area of tool, 
 coal and miscellaneous sheds, 697 square feet of water closets, 896 
 square feet of oil, sand and pump houses, 8,200 square feet of miscel- 
 laneous platforms, 4,112 square feet of ice houses, 3 mail cranes, 
 420 lineal feet of track sheds and 60 water barrels. 
 
 No. 4. 
 
 That that part of the main line of the Oregon Railroad & Navi- 
 gation Company in Washington extending from Riparia to La Crosse 
 was constructed by the Oregon Railway & Navigation Company, the 
 grading thereof being largely completed about the year 1883, such 
 grading was abandoned and thereafter, about the year 1888, the said 
 line was completed at a total cost down to the first day of June, 
 1907, including improvements and betterments, of $931,261.50. 
 
 That in order to reproduce the grading on said line in its present 
 condition it would be necessary to move 340,876 cubic yards of earth 
 a distance of not to exceed 300 feet, 6,557 cubic yards of loose rock 
 a distance of not to exceed 300 feet, 12,584 cubic yards of solid rock 
 a distance of not to exceed 300 feet, 26,047 cubic yards cemented gravel 
 a distance of not to exceed 300 feet, 2,000 cubic yards of boulder 
 gravel a distance of not to exceed 300 feet, and of the quantities 
 above mentioned it would be necessary to move an equivalent of 
 362,017 cubic yards a distance of 100 feet in excess of said 300 feet 
 free haul allowance. 
 
 That it would be necessary to place 13,791 cubic yards of riprap. 
 
 That along said line there is now 7,663 lineal feet of side track, 
 the grading for which is not included in the grading quantities above 
 
 mentioned, the grading of which side tracks, for the purpose of 
 
 ascertaining the cost of reproduction is estimated at a cost of 40 
 cents per lineal foot. 
 
 That in order to reproduce said line in its present condition, in 
 
 addition to the grading quantities above set forth, it would be neces- 
 
 sary to move and place for the purpose of bank widening 70,061 
 cubic yards of earth. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 224 lineal feet of pile bridges, 
 1,623 lineal feet of frame trestle and 450 lineal feet of combination 
 pile and frame bridges; bridge A-0 crossing the Snake river being 
 a through Pratt truss draw bridge, consisting of two 325 feet through 
 
10 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 Pratt trusses, and one 352-foot draw span, 2 concrete abutments, and 
 3 concrete piers, it being necessary to excavate above water 1,210 
 cubic yards, to excavate below water 2,880 cubic yards, to place 
 3,503.13 cubic yards of concrete masonry, to place 2,539.62 cubic yards 
 of cut stone, to place in superstructure 2,111,723 pounds of steel, to 
 place in superstructure 3,335 pounds of cast iron; it would require 
 for the caissons 706,630 feet board measure of timber, 114,986 pounds 
 of iron, 70,063 pounds of steel cutting edges; it would require 75,000 
 pounds of equipments for the draw center 16,891 lineal feet of piling 
 under piers, 1,009 lineal feet of floor system, 75,000 lbs. draw center 
 equipment, and that it would cost for channeling, filling, ripraping and 
 placing rock in crib $14,070, the above unit not including any ma- 
 terial for false work, said bridge being constructed at an actual 
 cost of $359,117.78; bridge A-10 consists of a 20-foot I beam with 2 
 concerte abutments, the construction of same requiring 214 cubic yards 
 excavation above water, 99.8 cubic yards concrete masonry, 1.66 cubic 
 yards cut stone, 11,733 pounds steel and 23 lineal feet floor system; 
 bridge A-13 being a 50-foot deck plate girder, with 2 concrete abut- 
 ments requiring an excavation above water of 2,076 cubic yards, an 
 excavation below water of 566 cubic yards, the placing of 2,491.98 
 cubic yards of concrete masonry and 1.66 cubic yards of cut stone, 
 and 42,169 pounds of steel, and 52 lineal feet of floor system, the 
 said bridge for the purpose of reproduction being estimated at a 
 cost of $27,028.50; bridge A-5 being a 65-foot I plate girder with con- 
 crete abutments, the construction of same requiring 320 cubic yards 
 excavation above water, 228.26 cubic yards concrete masonry, 1.66 
 yards cut stone, 104,605 pounds steel, and 68 lineal feet of floor system; 
 bridge A-16 being a 65-foot deck plate girder, with 2 concrete abut- 
 ments requiring 550 cubic yards of excavation above water, 650 
 cubic yards of excavation below water, 1,392.2 cubic yards of concrete 
 masonry, 1.66 cubic yards of cut stone, 65,200 pounds of steel, 67 
 lineal feet of floor system, said bridge for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $17,620.90; 28.168 feet 
 board measure timber in culverts and wooden boxes, 48 feet of 12- 
 inch cast iron pipe, 72 feet of 16-inch cast iron pipe, 534 feet of 
 18-inch cast iron pipe, 234 feet of 20-inch cast iron pipe, 1,044 feet 
 of 24-inch cast iron pipe, 72 feet of 30-inch cast iron pipe, 54 feet of 
 36-inch cast iron pipe, 290 feet of 12-inch vitrified pipe, 296 feet of 
 15-inch vitrified pipe, 36 feet of 12-inch corrguated steel pipe, 114 
 feet of 18-inch corrugated steel pipe, and 42 feet of 24-inch corrugated 
 steel pipe, and a concrete arch culvert requiring 100 cubic yards 
 excavation, 140 cubic yards concrete and 16 cubic yards of paving. 
 That subsequent to the construction there has been 984.92 yards of 
 earth moved and used in filling bridges and trestles, which are not 
 included in tne grading quantities above mentioned. 
 
 That to reproduce said line, including side tracks, it would be 
 necessary to lay 88,582 ties. 
 
 That to reproduce said line, including side tracks, it would be 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 11 
 
 necessary to lay 3,635.74 tons of steel rails; tne said steel rails re- 
 quiring 527,123 pounds of splices, 46,134 pounds of bolts, 190,565 pounds 
 of spikes, 61,460 light tie plates, 4,184 rail braces, and 4,720 pounds 
 of nut locks, and frogs and switches, which for the purpose of ascer- 
 taining the cost of reproduction are estimated at a cost of $5,818, in 
 place. 
 
 That to reproduce the ballast on said line it would be necessary 
 to ballast with earth 24.4 miles, which for the purpose of reproducing 
 is estimated to cost $600 per mile. That to reproduce the line it 
 would be necessary to lay 30.55 miles of track, which for the pur- 
 pose of ascertaining the cost of reproduction is estimated to cost 
 $700 per mile. 
 
 That in order to reproduce the said line it would be necessary 
 to lay tie plates, which for the purpose of reproduction the labor 
 therefor is estimated at $922. That in order to reproduce said line 
 it would be necessary to construct 46 miles of barbed wire fence. 
 
 That the crossings, cattle guards, and sign posts along the line 
 w r ould cost at the present prices to reproduce new the sum of $939.50. 
 
 That in order to reproduce the said line, in its present condition 
 it would be necessary to install one train order signal, which for the 
 purpose of reproduction is estimated to cost the sum of $225. 
 
 That the interests of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said line would cost to reproduce 
 new the sum of $736.51. 
 
 That the station buildings along said line consist of 1,540 square 
 feet floor area of O. R. & N. standard two-story frame station, 192 
 square feet floor area of O. R. & N. standard one-story' frame station, 
 and 4,173 square feet of station platform, and the furniture and fix- 
 tures in said station for the purpose of reproduction is estimated 
 to cost new the sum of $429. 
 
 That in order to reproduce the said line in its present condition, 
 it would be necessary to construct water stations alon said line, which 
 water stations, for the purpose of ascertaining the cost of reproduc- 
 tion, are estimated to cost the sum of $6,838. 
 
 That the storage warehouses along said line consist of 5,000 square 
 feet of floor area. That the miscellaneous structures along said line 
 consist of 2,270 square feet of floor area of O. R. & N. standard White 
 section houses, 1,342 square feet floor area of O. R. & N. standard 
 Chinese section houses, 684 square feet floor area of offices and dwell- 
 ings, 576 square feet floor area of tool, coal and miscellaneous sheds, 
 538 square feet of water closets, 308 square feet of oil, sand and pump 
 houses, 4,000 square feet of miscellaneous platforms, 8,704 square feet 
 of O. R. & N. standard stock yards, 4 mail cranes, and 91 water 
 barrels. 
 
 No. 5. 
 
 That that portion of the main line track of the Oregon Railroad 
 & Navigation Company extending from La Crosse to Colfax, a dis- 
 
RAILROAD COMMISSION OF WASHINGTON 
 
 12 
 
 tance of 35.64 miles, and that portion of the branch line extending 
 from La Crosse to Connell, and being 53.12 miles in length, con- 
 structed by the Columbia & Palouse Railroad Company about the year 
 1884, said Columbia & Palouse Railroad Company being a corporation 
 having a capital stock of $1,000,000 and having issued bonds of the 
 amount of $2,829,000, said company constructing the line as herein- 
 after set out. 
 
 That the total cost down to June 30, 1907, for constructing this 
 .said line from La Crosse to Colfax and from La Crosse to Connell 
 was the sum $1,549,898.22, including betterments and improvements. 
 
 That in order to reproduce the grading on said main line from 
 La Crosse to Colfax it would be necessary to move 331,429 cubic 
 yards of earth a distance of not to exceed 300 feet, 1,558 cubic yards 
 of loose rock a distance of not to exceed 300 feet, 10,771 cubic yards 
 of solid rock a distance of not to exceed 300 feet, and of the quanti- 
 ties above mentioned it would be necessary to move an equivalent 
 of 343,758 cubic yards a distance of 100 feet in excess of the said 
 300 feet free haul allowance, it would be necessary to place 74 cubic 
 yards of riprap. 
 
 That along said line from La Crosse to Colfax there is now 14,208 
 lineal feet of side track, the grading of which is not included in the 
 grading quantities above mentioned, the grading of which side tracks 
 for the purpose of ascertaining the cost of reproduction estimated at 
 a cost of 40 cents per lineal foot. 
 
 That since the construction of said road between La Crosse and 
 Colfax the banks have been widened and there has been moved and 
 placed 68,966 cubic yards of material, which is not included in the 
 grading quantities above mentioned. 
 
 That to reproduce the bridges, trestles and culverts on said main 
 line from La Crosse to Colfax it would be necessary to construct 
 1,531 lineal feet of pile bridges and 208 lineal feet frame trestles, 
 17,936 feet board measure timber in culverts and wooden boxes, 270 
 feet of 18-inch cast iron pipe, 108 feet of 20-inch cast iron pipe, 636 
 feet of 24-inch cast iron pipe, 90 feet of 36-inch cast iron pipe, 30 feet 
 of 10-inch vitrified pipe, 44 feet of 14-inch vitrified pipe, 72 feet of 12- 
 inch corrugated steel pipe, 132 feet of 18-inch corrugated steel pipe, 
 and 93,639 cubic yards of material moved and used in filling bridges 
 and trestles, the same not being included in the grading quantities 
 as shown above. 
 
 That to reproduce the said line from La Crosse to Colfax including 
 the side tracks along the same it would be necessary to lay 118,317 
 ties. 
 
 That to reproduce the said line from La Crosse to Colfax, includ- 
 ing side tracks, it would be necessary to lay 4,245.31 tons of steel 
 rails, the same requiring 648,964 lbs., of splices, 56,750 lbs. of bolts, 
 254,924 lbs. of spikes, 39,600 heavy tie plates, 2,360 light tie plates, 
 16,446 rail braces and 5,400 lbs. of nut locks, and frogs and switches 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 13 
 
 which for the purpose of ascertaining the cost of reproduction are 
 estimated to cost $4,219.00, in place. 
 
 That to reproduce ballast on the said line from La Crosse to Colfax 
 it would be necessary to ballast with earth 6.72 miles, which for the 
 purpose of reproduction it is estmated to cost $600 per mile. And 
 to ballast with gravel 28.92 miles, which for the purpose of reproduc- 
 tion is estimated to cost $1,100 per mile: 
 
 That to reproduce the line from La Crosse to Colfax it would 
 be necessary to lay 40.43 miles of tracks, which for the purpose of 
 ascertaining the cost of reproduction is estimated to cost $700 per mile. 
 
 That in order to reproduce said line from La Crosse to Colfax, 
 in its present condition it would be necessary to lay tie plates, which 
 for the purpose of ascertaining the cost of reproduction the labor 
 therefor is estimated to cost $529. 
 
 That in order to reproduce said line from La Crosse to Colfax, in 
 its present condition, it would be necessary to construct 67.5 miles 
 of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the said line 
 from La Crosse to Colfax would cost, at present prices, to reproduce 
 new the sum of $981.25. 
 
 That in order to reproduce said line from La Crosse to Colfax it 
 would be necessary to install 2 train order signals at a cost of $235 
 each, and one block signal. 
 
 That the interests of the Oregon Railroad and Navigation Company 
 in the telegraph lines along said line from La Crosse to Colfax would 
 cost to reproduce the same new the sum of $1,070.94. 
 
 That the station buildings along the said line from La Crosse to 
 Colfax consist of 6,402 square feet floor area of O. R. & N. standard 
 one story frame station; 12,746 square feet of station platform, and 
 the fixtures in said station buildings are for the purpose of ascer- 
 taining the cost of reproduction estimated to cost new the sum of 
 $1,334.00. 
 
 That along said line there is one 60-foot steel turn table, esti- 
 mated to cost new the sum of $3,000. 
 
 That there are along said line from La Crosse to Colfax water 
 stations, which to reproduce new would cost the sum of $5,339.00. 
 
 That the storage warehouses along said line from La Crosse to 
 Colfax, consist of 1,248 square feet of floor area. 
 
 That the miscellaneous structures along said line from La Crosse 
 to Colfax consist of 4,451 square feet floor area of O. R. & N. standard 
 White section houses, 3,229 square feet floor area of O. R. & N. standard 
 Chinese section houses; 3,420 square feet floor area of freight sheds; 
 572 square feet floor area of offices and dwellings; 2,224 square feet 
 floor area of tool, coal and miscellaneous sheds; 1,618 square feet 
 floor area of water closets; 1,245 square feet floor area of oil, sand 
 and pump houses; 2,951 square feet of miscellaneous platforms; 640 
 square feet floor area of ice houses, and 37,880 square feet of O. R. 
 & N. standard stock yards; one set of 50-ton track scales; one mail 
 
14 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 crane and 50 water barrels, and fire protections for the purpose of 
 ascertaining the cost of reproduction is estimated to cost the sum of 
 $520; and 2 sets of stock scales, which for the purpose of ascertaining 
 the cost of reproduction are estimated to cost the sum of $414 each. 
 
 That that portion of the main line of the Oregon Railroad and 
 Navigation Company operated in Washington, extending from Colfax 
 to Farmington, a distance of 27.5 miles was constructed by the Colum- 
 bia and Palouse Railroad Company on or about the year 1886. 
 
 That said line from Colfax to Farmington cost to construct, includ- 
 ing betterments and improvements down to the 30th day of June, 1907, 
 the sum of $447,255.24. 
 
 That in order to reproduce the grading on said portion of said 
 road, in its present condition it would be necessary to move 317,450 
 cubic yards of earth a distance of not to exceed 300 feet; 49,664 cubic 
 yards of loose rock a distance of not to exceed 300 feet; 12,068 cubic 
 yards of solid rock a distance of not to exceed 300 feet, and of the 
 quantities above mentioned it would be necessary to move an equiva- 
 lent of 391,903 cubic yards a distance of 100 feet in excess of the 
 300 feet free overhaul allowance, it would be necessary to place 8,876 
 cubic yards of riprap it would be necessary to clear 52.2 acres, which 
 for the purpose of reproduction is estimated to cost $50 per acre, 
 and it would be necessary to grub 69.75 station, which for the pur- 
 pose of reproduction is estimated to cost $15 per station. 
 
 That along said line there is now 706 lineal feet of side track, 
 the grading for which is not included in the grading quantities above 
 mentioned, and for the purpose of ascertaining the cost of reproduc- 
 tion the grading on said track is estimated at a cost of $.40 per lineal 
 foot. 
 
 That since the construction of said road the banks or grade has 
 been widened necessitating the placing of 49,261 cubic yards of ma- 
 terial, which material has not been included in the grading quantities 
 above mentioned, and in order to reproduce the same in its present 
 condition such quantities should be included. 
 
 That to reproduce the bridges, trestles and culverts on said por- 
 tion of said line it would be necessary to construct 112 lineal feet of 
 pile bridge; 352 lineal feet of frame trestle; 448 lineal feet of com- 
 bination pile and frame bridge; and 224 lineal feet of pile approach 
 steel truss bridge Number A 102, said bridge being a 125-foot through 
 Pratt truss, with 2 concrete abuttments, construction of same requiring 
 176 cubic yards of excavation above water, 286 cubic yards of excava- 
 tion below water; 36.4 cubic yards of concrete masonery; 3.56 cubic 
 yards of cut stone, and 170,414 pounds of steel, with 128 lineal feet 
 of floor system; steel truss bridge A-89, said bridge being a 150-foot 
 through Pratt truss, with 2 concrete abutments, construction of same 
 requiring 325 cubic yards excavation above water; 317.1 cubic yards 
 excavation below water; 427.9 cubic yards concrete masonry; 3.56 
 
FINDINGS APPLICABLE TO 0. R. & N. CO. 
 
 15 
 
 cubic yards cut stone, and 223,210 lbs. of steel, and 153 lineal feet 
 of floor system. 
 
 Bridge A-98, same being a 14-foot steel “I” beam, with concrete 
 abutments, construction of same requiring 35 cubic yards excavation 
 above water; 91 cubic yards excavation below water; 64.82 cubic yards 
 concrete masonry; 1.66 cubic yards cut stone; 4,750 lbs. steel, and 
 17 lineal feet of floor system. 
 
 Bridge A-112, same being a 14-foot steel “I” beam, with concrete 
 abutments, the construction of same requiring 70 cubic yards excava- 
 tion above water; 51 cubic yards excavation below water; 67.02 cubic 
 yards concrete masonry; 1.66 cubic yards cut stone; 4,750 lbs. steel, 
 and 17 lineal feet floor system. 
 
 Bridge A-101 1 /^, same being a 20-foot steel “I” beam, with concrete 
 abutments, the construction of same requiring 80 cubic yards excava- 
 tion above water; 87.04 cubic yards concrete masonry; 11,733 lbs. steel, 
 and 23 lineal feet floor system. 
 
 Bridge A-117%, same being a 50-foot through plate girder, with 
 concrete abutments the construction of same requiring 114 cubic yards 
 excavation above water; 70 cubic yards excavation below water; 97.36 
 cubic yards concrete masonry; 1.66 cubic yards cut stone; 68,470 lbs. 
 steel and 53 lineal feet floor system. 
 
 Bridge A-109, same being a 65-foot through plate girder, with 
 concrete abutments, the construction of same requiring 181 cubic 
 yards excavation above water; 149.82 cubic yards concrete masonry; 
 1.66 cubic yards cut stone; 114,146 lbs. steel, and 69 lineal feet floor 
 system. 
 
 Bridge A-120, same being a 14-foot steel “I” beam, with concrete 
 abutments, the construction of same requiring 122 cubic yards exca- 
 vation above water; 67.51 cubic yards concrete masonry; 5,614 lbs. 
 steel, and 17 lineal feet floor system; 28,719 feet board measure tim- 
 ber in culverts; and wooden boxes 60 feet of 12-inch cast iron pipe; 
 72 feet of 16-inch cast iron pipe; 312 feet of 18-inch cast iron pipe; 
 312 feet of 20-inch cast iron pipe; 426 feet of 24-inch cast iron pipe; 72 
 feet of 36-inch cast iron pipe; 278 feet of 6-inch vitrified pipe; 74 
 feet of 12-inch vitrified pipe; 60 feet of 18-inch corrugated steel pipe; 
 120 feet of 24-inch corrugated steel pipe; 72 feet of 36-inch corrugated 
 steel pipe. 
 
 That subsequent to the construction there has been 10,185 cubic 
 yards of earth used in filling bridges and trestles, which is not in- 
 cluded in the grading quantities. That in order to reproduce said 
 portion of said line, including the side tracks it would be necessary to 
 lay 87,925 ties. 
 
 That to reproduce the said portion of said line, including side tracks 
 it would be necessary to lay 2,875.16 tons of steel rails, the rails 
 requiring 390,549 lbs. splices, 37,096 lbs. of bolts, 189,552 lbs. of spikes, 
 28,838 rail braces, and 3,600 lbs. of nut locks, and frogs and switches, 
 which for the purpose of ascertaining the cost of reproduction are 
 estimated to cost the sum of 2,312.00 in place. 
 
16 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That to reproduce that portion of said line, in its present con- 
 dition it would be necessary to ballast with earth 2.4 miles, which 
 abuttments, the construction of same requiring 80 cubic yards excava- 
 for the purpose of ascertaining the cost of reproduction is estimated 
 to cost the sum of $600 per mile, and it would be necessary to ballast 
 with gravel 25.1 miles, which for the purpose of ascertaining the cost 
 of reproduction is estimated to cost $1,100 per mile. 
 
 That to reproduce that portion of the line, in its present condi- 
 tion it would be necessary to lay 29.92 miles of track, which for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 $700 per mile. 
 
 That it would be necessary in order to reproduce said line, in its 
 present condition to construct 50.5 miles of barbed wire fence. 
 
 That the crossings, cattle guards, and signs along the line would 
 cost, at present price to reproduce new the sum of $1,320.62. 
 
 That to reproduce said portion of said line it would be necessary 
 to install 3 train order signals, at an estimated cost of $225 each. 
 
 That the interests of the Oregon Railroad and Navigation Com- 
 pany in the telegraph lines along said line would- cost to reproduce 
 the same new the sum of $830.22. 
 
 That the station buildings along said line consist of 6,611 square 
 feet floor area of O. R. & N standard one-story frame stations, and 
 9,653 square feet of station platforms, and the furniture and fixtures 
 in said station buildings for the purpose of reproduction are esti- 
 mated to cost new $876.00. 
 
 That in order to reproduce the water stations along said portion 
 of said line new, it would cost the sum of $5,499.00. 
 
 That the storage warehouses along said line consist of 9,800 square 
 feet floor area and that the miscellaneous structures along said line 
 of 2,244 square feet floor area of O. R. & N. standard White section 
 houses; ,294 square feet floor area of O. R. & N. standard Chinese 
 section houses; 1,016 square feet floor area of tool, coal and mis- 
 cellaneous sheds, 496 square feet floor area of water closets; 192 
 square feet floor area of oil, sand and pump houses; 7,000 square 
 feet of miscellaneous platforms; 14,904 square feet of O. R. & N. 
 standard stock yards; and 48 water barrels. 
 
 No. 7. 
 
 That that portion of the main track and line of the Oregon Rail- 
 road and Navigation Company in Washington, extending from Farm- 
 ington to Rockford, a distance of 33.8 miles in length was constructed 
 by the Washington and Idaho Railroad Company, a subsidiary cor- 
 poration of the Oregon Railway and Navigation Company, in the year 
 1888. 
 
 That it cost said Washington and Idaho Railroad Company to con- 
 struct said line, approximately $562,086.93, and the same has cost the 
 Washington and Idaho Railroad Company and the Oregon Railroad 
 and Navigation Company, exclusive of discount and equipment and 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 17 
 
 interest during construction down to the 30th day of June, 1907, the 
 sum of $693,877.56. 
 
 That upon the completion of said road by the Washington and 
 Idaho Railroad Company they issued their mortgage bonds for the 
 sum of $30,000 per mile, and transferred the same to the Oregon Rail- 
 way and Navigation Company, the capital stock of said railroad was 
 also delivered to the Oregon Railway and Navigation Company and 
 upon re-construction of said company the Oregon Railroad and Navi- 
 gation Company became the owner of said lines. 
 
 That in order to reproduce the grading on the said line, in its 
 present condition, it would be necessary to move 433,912 cubic yards 
 of earth a distance of not to exceed 300 feet; 395 cubic yards of loose 
 rock a distance of not to exceed 300 feet; 26,973 cubic yards of solid 
 rock a distance of not to exceed 300 feet; 20,452 cubic yards of ce- 
 mented gravel a distance of not to exceed 300 feet, and 1,784 cubic 
 yards of shell rock a distance of not to exceed 300 feet, and of the 
 quantities above mentioned it would be necessary to move an equiva- 
 lent of 127,931 cubic yards a distance of 100 feet in excess of said 
 300 foot free haul allowance. It would be necessary to place 1,001 
 cubic yards of riprap. 
 
 That it would be necessary to clear 30.86 acres, which for the pur- 
 pose of ascertaining the cost of reproduction is estimated to cost $50 
 per acre. 
 
 That it would be necessary to grub 83 stations which for the pur- 
 pose of ascertaining the cost of reproduction is estimated to cost $15 
 per station. 
 
 That along said portion of said line there is now 7,470 lineal feet 
 of said track, the grading for which side track is not included in the 
 quantities above mentioned, which for the purpose of ascertaining the 
 cost of reproduction is estimated to cost 40c per lineal foot. 
 
 That since the construction of said road the grade and banks have 
 been widened necessitating the placing of 49,261 cubic yards of mater- 
 ial, which material has not been included in the grading quantities 
 above me'ntioned, and to reproduce said line the same should be in- 
 cluded. That to reproduce the bridges, trestles and culverts on said 
 line it would be necessary to construct 510 lineal feet of pile bridges, 
 374 lineal feet frame trestles. 
 
 Bridge A-175, same being a 14-foot steel “I” beam, with concrete 
 abutments the construction of same ^requiring 87 cubic yards exca- 
 vation above water; 44 cubic yards excavation below water; 68.33 cubic 
 yards concrete masonry; 1.66 cubic yards cut stone; 5,614 lbs. steel, 
 and 17 lineal feet of floor system. 
 
 Bridge A-138, same being a 20-foot steel “I” beam, with concrete 
 abutments, the construction of same requiring 14 cubic yards exca- 
 vation above water; 82 cubic yards excavation below water; 85.12 cubic 
 yards concrete masonry; 1.66 cubic yards cut stone; 11,636 lbs. steel, 
 and 23 lineal feet of floor system. 
 
 Bridge A-185, same being an 80-foot through plate girder, with con- 
 2—0 R & N 
 
18 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 crete abutments, the construction of same requiring 240 cubic yards 
 excavation above water; 133 cubic yards excavation below water; 
 418.50 cubic yards concrete masonry; 266 cubic yards cut stone; 
 145,293 lbs. steel, and 83 lineal feet of floor system. 
 
 Bridge A-146, same being an 80-foot through plate girder, with 
 concrete abutments, the construction of same requiring 287 cubic 
 yards excavation above water; 178 cubic yards excavation below 
 water; 442.69 cubic yards concrete masonry; 2.66 cubic yards cut 
 stone; 146,157 lbs. steel, and S3 lineal feet floor system. 
 
 Bridges A-144 and A-145, the same consisting of two 80-foot deck 
 plate girders, and 4 concrete abutments, the construction of which 
 would require 1,333 cubic yards of excavation above water; 705 cubic 
 yards of excavation below water; 1,967.14 yards of concrete masonry; 
 5.32 cubic yards of cut stone; 208,420 pounds of steel and 164 lineal 
 feet of floor system; 54,804 feet board measure timber in culverts; 
 and wooden boxes; 156 lineal feet of 12-inch cast iron pipe; 48 feet 
 of 16-inch cast iron pipe; 536 feet of 18-inch cast iron pipe; 1,580 
 feet of 20-inch cast iron pipe; 2,454 feet of 24-inch cast iron pipe; 132 
 feet of 30-inch cast iron pipe; 126 feet of 36-inch cast iron pipe; 48 
 feet of 18-inch corrugated steel pipe; 96 feet of 36-inch corrugated 
 steel pipe. 
 
 That subsequent to the construction there has been moved and 
 used in filling the bridges 105,825 cubic yards of material, which is 
 not included in the grading quantities showed above, and which should 
 be included in the estimate of the cost of reproduction. 
 
 That in order to reproduce the said portion of said line, including 
 the side tracks, it would be necessary to lay 117,280 ties. 
 
 That in order to reproduce said portion of said line, including side 
 tracks, it would be necessary to lay 4443.83 tons of rails, that said rails 
 require 828,455 pounds of splices, 59,148 pounds of bolts, 252,512 pounds 
 of spikes, 164,918 heavy tie plates, 7,650 rail braces, and 4,520 pounds 
 of nut locks and frogs and switches, which for the purpose of ascertain- 
 ing the cost of reproduction are estimated to cost $8,150.00 in place. 
 
 That to reproduce said portion of said line, in its present condition, 
 it would be necessary to ballast with gravel 4.32 miles, which for the 
 purpose of reproduction, is estimated to cost $1,100 per mile; and it 
 would be necessary to ballast with tailings 29.42 miles, which for the 
 purpose of ascertaining the cost of reproduction, is estimated to cost 
 $1,500 per mile. ♦ 
 
 That to reproduce that portion of said line, in its present condition, 
 it would be necessary to lay 40.27 miles of track, which for the purpose 
 of ascertaining the cost of reproduction, is estimated to cost $700 
 per mile. 
 
 That in order to reproduce said line, in its present condition, it 
 would be necessary to lay tie plates, for the purpose of ascertaining 
 the cost of reproduction labor therefor is estimated to cost $2,474. 
 
 That it would be necessary, in order to reproduce said line in its 
 present condition, to construct 60.5 miles of barbed wire fence. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 19 
 
 That the crossings, cattle guards, and signs along the line would 
 cost at present prices to reproduce new, $2,205.25. 
 
 That to reproduce said portion of said line it would be necessary 
 to install four train order signals, at an estimated cost of $225 each. 
 
 That the interests of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said line would cost to reproduce the 
 same new the sum of $1,018.91. 
 
 That the station buildings along said line consist of 5,469 square 
 feet of floor area of O. R. & N. standard two story station buildings, 
 1,517 square feet floor area of O: R. & N. standard one story frame 
 station buildings; 15,970 square feet floor area of station platforms, 
 and the fixtures and furniture in said building for the purpose of re- 
 production are estimated to cost the sum of $1,387.00. 
 
 That the shops, round houses and turn tables along said portion of 
 said line consist of 5,866 square feet floor area of frame shops; one 
 6 stall frame engine house; one 60-foot steel turn table, which for 
 the purpose of ascertaining the cost of reproduction is estimated to 
 cost $3,000. 
 
 That to reproduce said water stations along said line new, it would 
 cost $8,288.00. 
 
 That to reproduce the fuel stations along said portion of said line 
 it would be necessary to construct a 10-pocket coal chute, which for 
 the purpose of reproduction is estimated to cost $8,000.00. 
 
 That the miscellaneous structures along said line consist of 3,715 
 square feet floor area of O. R. & N. standard White section houses, 
 2,134 square feet Chinese section houses; 1,450 square feet of freight 
 sheds; 1,528 square feet of offices and dwellings; 2,784 square feet of 
 tool, coal and miscellaneous sheds; 615 square feet of water closets; 
 9o2 square feet floor area of oil, sand and pump houses; 12,000 square 
 feet of miscellaneous platforms; 912 square feet floor area of ice 
 houses; 13,136 square feet of O. R. & N. standard stock yards; one 
 set of 80-ton track scales; 1 mail crane, and 43 water barrels and 
 fire protection, which for the purpose of ascertaining the cost of re- 
 production is estimated to cost the sum of $520. 
 
 No. 8. 
 
 That that portion of the main line and track of the Oregon Railroad 
 & Navigation Company extending from Rockford to Spokane, a dis- 
 tance of 26.9 miles in length, was constructed by the Washington & 
 Idaho Railroad Company about the year 1889. 
 
 That said road cost the said Washington & Idaho Railroad Company 
 to construct the same approximately the sum of $629,215.95, and the 
 said portion of said line, including betterments and improvements, 
 has cost in cash down to the 30th day of June, 1907, the sum of 
 $871,339.50. 
 
 That immediately after the completion of said portion of said line, 
 and about the year 1889, the said Washington & Idaho Railroad Com- 
 pany issued its mortgage bonds against said portion of said line for 
 
20 
 
 RAILROAD COMMISSION OP WASHINGTON 
 
 the sum of $30,000 per mile, and delivered the same to the Oregon 
 Railway & Navigation Company. The said portion of said line was 
 constructed with funds furnished the Washington & Idaho line by the 
 Oregon Railway & Navigation Company. The Oregon Railroad & Nav- 
 igation Company now own said line. 
 
 That to reproduce the grading on said portion of said line, in its 
 present condition, it would be necessary to move 295,777 cubic yards 
 of earth a distance of not to exceed 300 feet; 35,709 cubic yards of loose 
 rock a distance of not to exceed 300 feet; 65,347 cubic yards of solid 
 rock a distance of not to exceed 300 feet, 82,171 yards of cement 
 gravel a distance of not to exceed 300 feet, and of the quantities above 
 mentioned it would be necessary to move an equivalent of 424,148 cubic 
 yards a distance of 100 feet in excess of said 300 feet free haul allow- 
 ance. It would be necessary to place 1,628 cubic yards of riprap. 
 
 That it would be necessary to clear 239.26 acres, which for the 
 purpose of ascertaining the cost of reproduction, is estimated to cost 
 $50 per acre; it would be necessary to grub 431 stations, which for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 $15 per station. 
 
 That along said line there is now 16,077 lineal feet of side track, 
 not included in the grading quantities above mentioned, which for the 
 purpose of ascertaining the cost of reproduction, such grading is esti- 
 mated to cost 40 cents per lineal foot. 
 
 That since constructing such road the banks and grades have been 
 widened, necessitating the placing of 38,314 cubic yards of material, 
 which is not included in the grading quantities above mentioned. 
 
 That in order to reproduce the bridges, trestles and culverts on 
 said portion of said line, it would be necessary to construct 510 lineal 
 feet of pile bridges; 80 lineal feet of frame trestles; 336 lineal feet of 
 combination pile and frame bridges; bridge A 206, the same being 
 over the Spokane River, consists of 3 one hundred and fifty-foot truss; 
 one 65-foot deck plate girder; and one 35- foot deck plate girder; 2 
 concrete abutments and 4 concrete piers, the construction of said 
 bridge requiring 812 cubic yards of excavation above water; 57 cubic 
 yards of excavation below water; 852.2 cubic yards of concrete mas- 
 onry; 1.3 cubic yards of cut stone; 1,187,511 pounds of steel, and 550 
 lineal feet of floor system; bridge A 201, the same being a 20-foot 
 I beam with 2 concrete abutments, the construction of same requiring 
 113 cubic yards excavation above water; 104.94 cubic yards concrete 
 
 masonry; 13,286 pounds of steel, and 23 lineal feet of floor system; 
 
 58,189 feet board measure timber in culverts and wooden boxes; 462 
 lineal feet of 18-inch cast iron pipe; 192 lineal feet of 20-inch cast 
 iron pipe; 1,440 lineal feet of 24-inch cast iron pipe; 480 lineal feet 
 
 of 30-inch cast iron pipe; 168 feet of 36-inch cast iron pipe; 72 
 
 feet 12-inch corrugated steel pipe; 46 feet 18-inch corrugated steel 
 pipe, and 36 feet 30-inch corrugated steel pipe and 49.5 cubic yards 
 stone masonry in culverts, concrete arch culverts, the construction 
 of same requiring 1,052 cubic yards excavation above water; 1,193 
 
FINDINGS APPLICABLE TO O. R. & N.'CO. 
 
 n 
 
 cubic yards excavation below water; 3,071.48 cubic yards concrete 
 masonry and 11 cubic yards stone paving. 
 
 That subsequent to construction there has been 308,845 cubic yards 
 of material used in filling bridges and trestles, which is not included 
 in the grading quantities above mentioned. 
 
 That to reproduce said portion of said line, including side tracks, 
 it would be necessary to lay 90,049 ties. 
 
 That to reproduce said portion of said line including side tracks, 
 it would be necessary to lay 3,534.61 tons of steel rails, the* same 
 requiring 701,437 pounds of splices; 47,263 pounds of bolts; 194,060 
 pounds of spikes; 157,800 heavy tie plates; 2,782 rail braces and 
 3,160 pounds of nut locks, and frogs and switches are estimated at a 
 cost of $4,765.00 in place. 
 
 That to reproduce that portion of said line, in its present condition 
 it would be necessary to ballast with gravel 25.47 miles, which for 
 the purpose of reproduction the same is estimated to cost $1,100.00 per 
 mile, and to ballast with tailing 1.25 miles, which for the purpose of 
 ascertaining the cost of reproduction is estimated to cost $1,500 per 
 mile. 
 
 That to reproduce that portion of the line, in its present condition, 
 it would be necessary to lay 30.82 miles of track, which for the pur- 
 pose of ascertaining the cost of reproduction is estimated at $700 
 per mile. 
 
 That to reproduce said line it would be necessary to lay tie plates, 
 the labor therefor for the purpose of ascertaining the cost of repro- 
 duction is estimated at $2,367.00 
 
 That it would be necessary in order to reproduce said line in its 
 present condition to construct 44.5 miles of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the line would 
 cost at the present prices to reproduce new the sum of $2,525.50. 
 
 That in order to reproduce the said portion of said line it would 
 be necessary to install train order signals at a cost of $225, and 1 
 block signal at a total cost of $949.00; and 2 interlocking plants, at 
 a total cost of $18,399.15. 
 
 That the interests of the Oregon Railroad and Navigation Company 
 in the telegraph lines along that portion of said line would cost to 
 reproduce the same new the sum of $812.67. 
 
 That the station buildings along that portion of said line, consist 
 of 1,104 square feet floor area of O. R. & N. standard one-story frame 
 station; 685 square feet of station platform and the furniture and 
 fixtures for said station buildings for the purpose of reproduction is 
 estimated to cost the sum of $1,160.50. 
 
 That to reproduce the water stations along said portion of said 
 fine would cost $3,975.00. 
 
 That the miscellaneous structures alone: said line consist of 683 
 square feet floor area of O. R. & N. standard white section houses; 
 682 square feet of O. R. & N standard Chinese section houses; 1,412 
 
22 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 square feet floor area of freight sheds; 1,200 square feet floor area 
 of offices and dwellings; 1,448 square feet floor area of tool, coal and 
 miscellaneous sheds; 240 square feet of water closets; 1,292 square 
 feet floor area of oil, sand and pump houses; 3,690 square feet of 
 miscellaneous platforms; 4,154 square feet of O. R. & N. standard 
 stock yards; one set of 80-ton track scales, 2 mail cranes, and 63 
 water barrels. 
 
 No. 9. 
 
 That that portion of the main line and track of the Oregon Rail- 
 road and Navigation Company in Washington, extending from Winona 
 to Seltice and being 47.95 miles in length was constructed by the 
 Oregon Railway Extension Company in the year 1888, at a total cost 
 to said Oregon Railway Extension Company of $835,843.69. 
 
 That said Oregon Railway Extension Company was a subsidiary 
 corporation of the Oregon Railway and Navigation Company and con- 
 structed said line with funds furnished it from the treasury of the 
 Oregon Railway and Navigation Company. 
 
 That immediately after constructing this line for the price afore- 
 said, the Oregon Railway Extension Company caused their mortgage 
 bonds to be issued against said property for the sum of $22,000 per 
 mile, or a total of $1,056,000, which bonds it immediately deposited 
 with the Oregon Railway and Navigation Company. 
 
 That the Oregon Railroad and Navigation Company, upon re- 
 organization, became the owner of the capital stock and owner of the 
 said line, and is now such owner. 
 
 That the total cost of said portion of said line, including improve- 
 ments and betterments down to and including the 30th day of June, 
 1907, was the sum of $894,345.27. 
 
 That in order to reproduce the grading on such portion of said 
 road in its present condition it would be necessary to move 866,476 
 cubic yards of earth a distance of not to exceed 300 feet; 8,376 cubic 
 yards of loose rock a distance of not to exceed 300 feet; 17,674 cubic 
 yards of solid rock a distance of not to exceed 300 feet; 78,809 cubic 
 yards of cemented gravel a distance of not to exceed 300 feet, and 
 of the quantities above mentioned it would be necessary to move an 
 equivalent of 770,417 cubic yards a distance of 100 feet in excess of 
 said 300 feet free haul allowance. It would be necessary to place 
 6,797 cubic yards of riprap; it would be necessary to clear 15.75 acres, 
 which for the purpose of ascertaining the cost of reproduction is esti- 
 mated to cost $50 per acre; and it would be necessary to grub 30 
 stations, which for the purpose of ascertaining the cost of reproduc- 
 tion is estimated to cost $15 per station. 
 
 That along said line there is now 6,944 lineal feet of side track, 
 the grading of which is not included in grading quantities above men- 
 tioned, which for the purpose of ascertaining the cost of reproduction 
 is estimated to cost 40c per lineal foot. 
 
 That since the original construction of said road the grade and 
 banks have been widened necessitating the placing of 68,966 cubic 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 yards of material, which is not included in the grading quantities 
 above mentioned. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 2,078 lineal feet of pile bridges, 
 and 48 lineal feet of frame trestles, and 109 lineal feet of pile approach 
 bridge number C 3, the same being a 150-foot through Pratt truss, 
 with 1 concrete abutment and 1 concrete pier, the construction of 
 said bridge requiring 100.15 cubic yards of excavation above water; 
 and 531 cubic yards of excavation below water; 447.3 cubic yards of 
 concrete masonry; 3.56 cubic yards of cut stone; 200,045 pounds of 
 steel; 153 lineal feet of floor system; 48,883 feet board measure 
 timber in culverts and wooden boxes; 996 feet of 18-inch cast iron 
 pipe; 1,212 feet of 20-inch cast iron pipe; 2,355 feet of 24-inch cast iron 
 pipe; 144 feet of 30-inch cast iron pipe; 300 feet of 36-inch cast iron 
 pipe; 216 feet of 18-inch corrugated steel pipe; 192 feet of 24-inch cor- 
 rugated steel pipe; and 48 feet of 36-inch corrugated steel pipe. 
 
 That since the construction of said portion of said line there has 
 been 18,850 cubic yards of material used in filling bridges and 
 trestles, which material is not included in the grading quantities above 
 set out. 
 
 That to reproduce said line, including the side tracks along the 
 same it would be necessary to lay 154,416 ties. 
 
 That to reproduce said line, in its present condition, including the 
 side tracks along the said line, it would be necessary to lay 5,136.11 
 tons of steel rails, the same requiring 746,308 pounds of splices; 64,397 
 pounds of bolts; 332,864 pounds of spikes; 49,300 heavy tie plates; 
 32,457 rail braces, and 5,840 pounds nut locks; and frogs and switches, 
 which for the purpose of ascertaining the cost of reproduction are 
 estimated at a cost of $4,765 in place. 
 
 That to reproduce the ballast on said line it would be necessary 
 to ballast with earth 30.82 miles, which for the purpose of ascertain- 
 ing the cost of reproduction is estimated to cost $600 per mile; and 
 to ballast with gravel 17.13 miles, which for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $1,100 per mile. 
 
 That to reproduce the line it would be necessary to lay 52.59 miles 
 of track, which for the purpose of ascertaining the cost of reproduc- 
 tion is estimated to cost $700 per mile, and it would be necessary to 
 place tie plates along said line, the labor for which is estimated to 
 cost $739. 
 
 That it would be necessary to reproduce said line, in its present 
 condition, to construct 91.5 miles of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the line would 
 cost, at present prices, to reproduce new the sum of $2,268.30. 
 
 That the interests of the Oregon Railroad and Navigation Com- 
 pany, in the telegraph lines along said portion of said line would cost 
 to reproduce new the sum of $1,447.61. 
 
 That the station buildings along said line consist of 5,992 square 
 
RAILROAD COMMISSION OF WASHINGTON 
 
 24 
 
 feet floor area of O. R. & N. standard one-story frame station; 7,167 
 square feet floor area of station platform; and the furniture and fix- 
 tures new for such station buildings are estimated for the purpose of 
 ascertaining the cost of reproduction to cost the sum of $772.50. 
 
 That to reconstruct new the water stations along said portion of 
 said line would cost the sum of $8,468.00. 
 
 That the miscellaneous structures along said line consist of 4,123 
 square feet floor area of O. R. & N. standard white section houses; 
 2,373 square feet floor area of O. R. & N. standard Chinese section 
 houses; 1,324 square feet floor area of tool, coal and miscellaneous 
 sheds; 536 square feet floor area of water closets; 504 square feet 
 floor area of oil, sand and pump houses; 6,529 square feet of miscel- 
 laneous platforms; 10,912 square feet of O. R. & N. standard stock 
 yards, and 70 w r ater barrels. 
 
 BRANCH LINES. 
 
 That in addition to the foregoing main lines of the Oregon Rail- 
 road & Navigation Company, in the State of Washington, it owns 
 and operates the branch lines hereinafter set out. 
 
 No. 10. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company in Washington, extending from Walla Walla to 
 the Oregon, Washington state line, and being 4.58 miles in length, 
 was constructed by the Oregon Railway & Navigation Company in 
 1883, and cost said Oregon Railway & Navigation Company and the 
 Oregon Railroad & Navigation Company, including betterments and 
 improvements down to the 30th day of June, 1907, the sum of 
 $88,138.92. 
 
 That in order to reproduce the grading on said portion of said 
 line in its present condition, it would be necessary to move 47,503 
 cubic yards of earth, a distance of not to exceed 300 feet; 14,189 
 cubic yards of boulder gravel a distance of not to exceed 300 feet; 
 and of the quantities above mentioned it would be necessary to move 
 an equivalent of 61,692 cubic yards a distance of 100 feet in excess 
 of said 300-foot free haul allowance. 
 
 That to reproduce the bridges, trestles and culverts on said line, 
 it would be necessary to construct 352 lineal feet of pile bridges; 
 144 feet of frame trestles; 1,760 feet B. M. timber in wooden boxes; 
 36 feet of 20-inch cast iron pipe; 24 feet of 24-inch cast iron pipe; 
 and 24 feet of 18-inch corrugated steel pipe. 
 
 That subsequent to the construction of the road there has been 
 moved and used in filling bridges 2,730 cubic yards of material, which 
 is not included in the grading quantities shown above and which 
 should be included in the estimate of the cost of reproduction. 
 
 That to reproduce the said line, including side tracks along the 
 same, it would be necessary to lay 13,579 ties. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 25 
 
 That to reproduce the said line it would be necessary to lay 431.85 
 tons of steel rails; the same requiring 58,099 pounds of splices; 5,282 
 pounds bolts; 29,285 pounds of spikes; 1,460 rail braces, and 820 
 pounds of nut locks. 
 
 That to reproduce the ballasting on said line it would be neces- 
 sary to ballast with earth 4.58 miles, which for the purpose of ascer- 
 taining the cost of reproduction, is estimated to cost $600.00 per mile. 
 
 That to reproduce the line it would be necessary to lay 4.58 miles 
 of track, which for the purpose of ascertaining the cost of reproduc- 
 tion is estimated to cost $700.00 per mile. 
 
 That it would be necessary, in order to reproduce said line, in its 
 present condition, to construct ten miles of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the said line 
 would cost, at present prices, to reproduce new, the sum of $214.10. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said portion of said line, would cost, 
 to reproduce new, the sum of $138.27. 
 
 That to reconstruct new, the fuel stations along the said portion of 
 said line, it would be necessary to construct one 10 pocket coal shute, 
 which for the purpose of ascertaining the cost of reproduction, is 
 estimated to cost the sum of $8,000.00. 
 
 No. 11. 
 
 That that portion of the branch line in Washington extending 
 from Wallula to Walla Walla, consisting of 31.2 miles, was constructed 
 by the Walla Walla and Columbia River Railroad Company about the 
 year 1873, the same being constructed as a narrow gauge road; that 
 about the year 1881 the Oregon Railway & Navigation Company pur- 
 chased said line and converted the same into a standard guage rail 
 road. That in the construction and improvement of the said narrow 
 guage road and down to the time of the transfer there of to the Ore- 
 gon Railroad & Navigation Company, there had been expended in 
 the construction and equipment thereof the sum of $286,874.76. That 
 since the acquisition of the said property and down to June 30th, 
 1907, the Oregon Railway & Navigation Company and the Oregon 
 Railroad & Navigation Company have expended in converting the 
 same into a standard guage railroad and in betterments and perma- 
 nent improvements, exclusive of equipment, the sum of $413,340.02, 
 making a total cost for said road, exclusive of equipment of the sum of 
 $700,214.78. 
 
 That in order to reproduce the grading on said road in its present 
 condition, it would be necessary to move 391,047 cubic yards of earth 
 a distance of not to exceed 300 feet; 11,165 cubic yards of solid rock 
 a distance of not to exceed 300 feet; 2,891 cubic yards of cemented 
 gravel a distance of not to exceed 300 feet; and of the quantities 
 above mentioned it would be necessary to move an equivalent of 
 
26 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 405,103 cubic yards a distance of 100 feet in excess of said 300-foot- 
 free haul allowance. 
 
 That it would be necessary to place 1,880 cubic yards of riprap. 
 
 That along said line there is now 4,312 lineal feet of side track, 
 the grading for which is not included in the grading quantities above 
 mentioned, which grading for the purpose of ascertaining the cost of 
 reproduction is estimated to cost 40 cents per lineal foot. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 698 lineal feet of pile bridges; 
 344 feet of frame trestles; 96 feet of pile approach; one 108- foot 
 Howe Truss bridge; 85,165 feet B. M. timber in culverts and wooden 
 boxes; 25 feet of 12-inch cast iron pipe; 48 feet of 18-inch cast iron 
 pipe; 682 feet of 24-inch cast iron pipe; 30 feet of 6-inch vitrified 
 pipe; 66 feet of 18-inch vitrified pipe; 36 feet of 24-inch corrugated 
 steel pipe, and 32 feet of 36-inch corrugated steel pipe and small 
 steel irrigating pipe, which last item for the purpose of ascertaining 
 the cost of reproduction is estimated to cost in place the sum of 
 $169.50; and 21 cubic yards stone masonry in culverts. 
 
 That subsequent to construction there has been 11,387 cubic yards 
 of earth moved and used in filling bridges and trestles which is not 
 included in said grading quantities above mentioned. That to re- 
 produce the said line, including the side tracks, in its present con- 
 dition, it would be necessary to lay 95,358 ties. That to reproduce 
 the said line, including the side tracks, in its present condition, it 
 would be necesary to lay 2,827.31 tons of steel rails, the same re- 
 quiring 401,718 pounds splices, 37,250 pounds bolts, 205,844 pounds 
 of spikes, 16,420 rail braces and 3,840 pounds of nut locks, and 
 frogs and switches, which for the purpose of ascertaining the cost 
 of reproduction are estimated to cost $1,511.00 in place. 
 
 That to reproduce the ballast on said line it would be necessary 
 to ballast with earth 31.05 miles, which for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $600 per mile. That to 
 reproduce the line in its present condition it would be necessary to 
 lay 32.27 miles of track, which for the purpose of ascertaining the 
 cost of reproduction is estimated to cost the sum of $700 per mile. 
 
 That it would be necessary in order to reproduce the said line in 
 its present condition to construct 62 miles of barbed wire fence. That 
 the crossings, cattle guards and signs along the said line would cost 
 at present prices to reproduce new the sum of $2,234. That the in- 
 terest of the Oregon Railroad & Navigation Company in the telegraph 
 lines along the said line would cost to reproduce new the sum of 
 $944.34. 
 
 That the station buildings along the said line consist of 384 square 
 feet floor area of O. R. & N. standard one-story frame station build 
 ings; 816 square feet floor area of frame station platforms, and the 
 furniture and fixtures for the said station buildings, which furniture 
 and fixtures for the purpose of ascertaining the cost of reproduction 
 are estimated at a cost new of $458. That the shops, round houses 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 27 
 
 and turn tables along the said line consist of 384 square feet floor 
 area of frame shops. That the water stations along the said line 
 would cost to reproduce new the sum of $2,823. That the storage 
 warehouses along the said line consist of 6,536 square feet of frame 
 warehouses. 
 
 That the miscelaneous structures along the said line consist of 
 2,976 square feet floor -area of O. R. & N. standard white section 
 houses; 1,308 square feet floor area of O. R. & N. standard Chinese 
 section houses; 904 square feet floor area of tool, coal and miscellane- 
 ous sheds; 432 feet floor area of standard water closets; 733 square 
 feet of standard oil, sand and pump houses; 4,916 square feet of 
 miscellaneous platforms; 1,350 square feet of standard stockyards and 
 60 water barrels. 
 
 No. 12. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company extending from Fairfield to Waverly, a distance 
 of 4.76 miles in length, was constructed by the Oregon Railroad & 
 Navigation Company in the year 1899, at a total cost, including better- 
 ments and improvements, down to the 30th day of June, 1907, the 
 sum of $51,691.63. 
 
 That in order to reproduce the grading on the said line in its 
 present condition it would be necessary to move 72,583 cubic yards 
 of earth a distance of 300 feet; 3,123 cubic yards of solid rock a dis- 
 tance of not to exceed 300 feet; 2,067 cubic yards of cemented gravel 
 a distance of not to exceed 300 feet; and of the above mentioned 
 quantities it would be necessary to move an equivalent of 52,669 cubic 
 yards a distance of 100 feet in excess of said 300-foot haul allowance. 
 
 That it would be necessary to clear 10 acres, which for the purpose 
 of ascertaining the cost of reproduction is estimated at $50 per acre. 
 
 That there is along the said line 764 lineal feet of side tracks the 
 grading of which is not included in the grading quantities above 
 mentioned, and which for the purpose of ascertaining the cost of 
 reproduction is estimated at the cost of 40 cents per lineal foot. 
 
 That to reproduce the bridges, trestles and culverts along the said 
 line it would be necessary to construct 594 lineal feet of pile approach; 
 one 130-foot Howe Truss bridge; 26,379 feet B. M. timber in culverts 
 and wooden boxes; 108 feet of 16-inch cast iron pipe. 
 
 That in order to reproduce the said line in its present condition, 
 including side tracks, it would be necessary to lay 17,993 ties. 
 
 That in order to reproduce the said line in its present condition, 
 including side tracks, it would be necessary to lay 548.30 tons of 
 steel rails, the same requiring 69,853 pounds of splices, 7,190 pounds 
 of bolts, 38,652 pounds of spikes, 4,816 rail braces and 580 pounds 
 of nut locks, and frogs and switches which for the purpose of ascer- 
 taining the cost of reproduction are estimated to cost $1,837, in place. 
 
 That to reproduce the ballast on the said line it would ne necessary 
 to ballast with earth 4.76 miles, which for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $600 per mile. That in 
 
28 
 
 RAILROAD COMMISSION OP WASHINGTON 
 
 order to reproduce the line in its present condition it would be neces- 
 sary to lay 6.14 miles of track, which for the purpose of ascertaining 
 the cost of reproduction is estimated at the sum of $700 per mile. 
 
 That it would be necessary, in order to reproduce the said line 
 in its present condition, to construct 8 miles of barbed wire fence. 
 That the crossings, cattle guards and signs along the line would cost 
 at present prices to reproduce new the sum • of $363.. That the in- 
 terest of the Oregon Rairload & Navigation Company in the telegraph 
 lines along the said branch line would cost to reproduce new the 
 sum of $143.70. 
 
 That the station buildings along the said line consist of 1,560 
 square feet floor area of O. R. & N. standard one-story station build- 
 ings; 2,752 square feet floor area of station platforms, and furniture 
 and fixtures for the said station buildings w r ould cost to reproduce 
 new the sum of $229. 
 
 That the miscellaneous structures along the said line consist of 
 24 square feet floor area of water closets; 1,000 square feet floor area 
 of miscellaneous platforms; 3,200 square feet of O. R. & N. standard 
 stockyards; one set of 80-ton track scales, and 3 water barrels. 
 
 No. 13. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company in the state of Washington, extending from 
 Tekoa to the Idaho-Washington state line, being 2.15 miles in length, 
 was constructed by the Washington & Idaho Railroad Company in 
 the year 1889, at a total cost to the Idaho & Washington Railroad 
 Company, the Oregon Railway & Navigation Company, and the Oregon 
 Railroad & Navigation Company, down to the 30th day of June, 1907, 
 including betterments and improvements, of the sum of $66,070.95. 
 
 That upon the said line the said Washington & Idaho Railroad 
 Company issued its bonds to the amount of $30,000 per mile and de- 
 livered the same to the Oregon Railway & Navigation Company, and 
 the Oregon Railway & Navigation Company is now the owner of the 
 said road. 
 
 That in order to reproduce the grading on the said line it would 
 be necessary to move 37,581 cubic yards of earth a distance of not 
 to exceed 300 feet; 3,296 cubic yards of solid rock a distance of not 
 to exceed 300 feet; 2,778 cubic yards of cemented gravel a distance 
 of not to exceed 300 feet; and 281 cubic yards of shell rock a distance 
 of not to exceed 300 feet; and of the quantities above mentioned it 
 would be necessary to move an equivalent of 9,800 cubic yards a 
 distance of 100 feet in excess of the 300-foot free haul allowance. 
 
 That it would be necessary to place 309 cubic yards of riprap. 
 That it would be necessary to clear 2.73 acres, which for the purpose 
 of ascertaining the cost of reproduction is estimated at $50 per acre, 
 and to grub 5 stations, which for the purpose of ascertaining the 
 cost of reproduction is estimated at $15 per station. 
 
 That since the construction of the said road the grade and banks 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 29 
 
 have been widened, necessitating the placing of 4,105 cubic yards 
 of earth which is not included in the grading quantities above men- 
 tioned. 
 
 That to reproduce the bridges, trestles and culverts on the said 
 branch line it would be necessary to construct bridge No. E 4, the 
 same being a 50-foot through plate girder, with two concrete abut- 
 ments, the construction of same requiring 43 cubic yards excavation 
 above water, 131 cubic yards excavation below water, 285.2 cubic 
 yards concrete masonry, 1.66 cubic yards cut stone, 68,431 pounds 
 steel, and 53 lineal feet of floor systems; and bridge E 1, being a 
 65-foot through plate girder, with two concrete abutments, the con- 
 struction of same requiring 112 cubic yards excavation above water, 
 180 cubic yards excavation below water, 251.26 cubic yards concrete 
 masonry, 166 cut stone, 104,463 pounds steel, and 68 lineal feet floor 
 system; 480 feet B. M. timber in wooden culverts; 114 feet 24- inch 
 cast iron pipe and 48 feet 30-inch cast iron pipe. 
 
 That since the construction of the said line there has been 1,330 
 cubic yards of earth used in filling bridges and trestles and which 
 is not included in the grading quantities above set out. 
 
 That to reproduce the said line in its present condition it would 
 be necessary to lay 5,944 ties and 202.72 tons of steel rails, the same 
 requiring 27,210 pounds of splices, 2,482 pounds of bolts, 13,756 pounds 
 of spikes, 1,440 rail braces, and 380 pounds of nut locks. 
 
 That ' to reproduce the ballast on the said branch line it would 
 be necessary to ballast with tailings 2.15 miles, which ballast for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 the sum of $1,500 per mile. 
 
 That to reproduce the line in its present condition it would be 
 necessary to lay 2.15 miles of track, which for the purpose of ascer- 
 taining the cost of reproduction is estimated to cost the sum of $700 
 per mile. 
 
 That the ties, rails, track fastenings and frogs and switches upon 
 the side tracks along the said line, said side tracks being in the 
 Tekoa yards, are included in other portions of the said line. That 
 in order to reproduce the line in its present condition it would be 
 necessary to construct 4.30 miles of barbed wire fence. That the 
 crossings, cattle guards and signs along the line would cost at the 
 present prices to reproduce the same new the sum of $59.50. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph line along the said branch line would cost to re- 
 produce the same new the sum of $64.90. 
 
 No. 14. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company in the state of Washington, extending from Col- 
 fax through Pullman to the Idaho state line and being 26.23 miles 
 in length, was constructed by the Columbia & Palouse Railroad Com- 
 pany in 1885, and the same cost the Columbia & Palouse Railroad 
 
30 
 
 RAILROAD COMMISSION OP WASHINGTON 
 
 Company and the Oregon Railroad & Navigation Company, including 
 betterments and improvements, down to the 30th day of June, 1907, 
 the sum of $842,907.87. 
 
 That in order to reproduce the grading on said branch line it 
 would be necessary to move 443,200 cubic yards of earth a distance 
 of not to exceed 300 feet; 11,975 cubic yards of loose rock a distance 
 of not to exceed 300 feet; 39,530 cubic yards of solid rock a distance 
 of not to exceed 300 feet; 553 cubic yards of cemented gravel a dis- 
 tance of not to exceed 300 feet; 14,312 cubic yards of shell rock a 
 distance of not to exceed 300 feet; 1,193 cubic yards of hard pan a 
 distance of not to exceed 300 feet; and 6,627 cubic yards of boulder 
 gravel a distance of not to exceed 300 feet; and of the quantities 
 above mentioned it would be necessary to move an equivalent of 
 421,364 cubic yards a distance of 100 feet in excess of said 300 feet 
 free haul allowance. 
 
 That it would be necessary to place 88,540 cubic yards of riprap, 
 the overhaul on which would amount to 658,432 cubic yards. 
 
 That it would ne benecessary in order to reproduce said line in 
 its present condition to clear 30.62 acres, which clearing for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 the sum of $50 per acre; it would be necessary to grub 28.75 stations, 
 which for the purpose of ascertaining the cost of reproduction is 
 estimated to cost $15 per station. 
 
 That along said line there is now 6,325 lineal feet of side track, 
 the grading for which side track is not included in the grading quanti- 
 ties above mentioned, and which grading for the purpose of ascer- 
 taining the cost of reproduction is estimated to cost 40 cents per 
 lineal foot. 
 
 That since the original construction of said line the grade and 
 banks thereof have been widened, necessitating the placing of 41,051 
 cubic yards of material, which is not included in the grading quanti 
 ties above mentioned. 
 
 That during the time the said line was under the control of the 
 construction department, and after the grading was completed, por- 
 tions of said line were destroyed by unusual freshets, necessitating 
 the expenditure of $34,547.23 to reconstruct and repair the damage 
 done by such freshets. 
 
 That to reproduce the bridges, trestles and culverts on said branch 
 line it would be necessary to construct 2,523 lineal feet of pile bridges; 
 400 lineal feet of frame trestles; 832 lineal feet of pile bridge ap- 
 proach; 688 lineal feet of frame bridge approach; 144 lineal feet of 
 combination pile and frame bridge approach; and 1,023 lineal feet of 
 Howe Truss bridges; 37,507 feet B. M. timber in culverts and wooden 
 boxes; 16.5 cubic yards stone masonry in culverts; 312 lineal feet 
 of 16-inch cast iron pipe; 342 lineal feet of 18-inch cast iron pipe; 
 270 lineal feet of 20-inch cast iron pipe; 264 lineal feet of 24-inch 
 cast iron pipe; 48 feet of 30-inch cast iron; and 36 feet of 36-inch 
 cast iron pipe; and 30 feet of 6-inch vitrified pipe. That since the 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 31 
 
 original construction of said line bridges have been filled, necessi- 
 tating the placing of 14,837 cubic yards of material which is not 
 included in the grading quantities mentioned above. 
 
 That in order to reproduce the said line, including side tracks, 
 in the condition in which the same now is, it would be necessary to 
 lay 87,551 ties. 
 
 That in order to reproduce the said line, including the side tracks, 
 in the condition in which the same now is, it would be necessary 
 to lay 2,628.06 tons of steel rails, the same requiring 355,380 pounds 
 of splices, 34,394 pounds of bolts, 187,236 pounds of spikes, 26,244 
 rail braces, and 3,200 pounds of nut locks; and frogs and switches, 
 which for the purpose of ascertaining the cost of reproduction are 
 estimated at the cost of $5,440, in place. 
 
 That to reproduce the ballast on said branch line it would be 
 necessary to ballast with earth 26.23 miles, which for the purpose of 
 ascertaining the cost of reproduction is estimated to cost the sum 
 of $600 per mile. 
 
 That in order to reproduce the said branch line, including the 
 side tracks, it would be necessary to lay 29.79 miles of track, which 
 for the purpose of ascertaining the cost of reproduction is estimated 
 to cost the sum of $700 per mile. 
 
 That it would be necessary in order to reproduce the said line 
 in its present condition to construct 49.5 miles of barbed wire fences. 
 That the crossings, cattle guards and signs along the said branch 
 line would cost at the present time, to reproduce new, the sum of 
 $1,509.50. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said branch line would cost to re- 
 produce new the sum of $791.88. 
 
 That the station buildings along the said branch line consist of 
 3,184 square feet, floor area, of the O. R. & N. standard one-story 
 frame station buildings; 4,612 square feet floor area station platforms, 
 and the furniture and fixtures for the said station buildings would 
 cost to reproduce the same new the sum of $447.. 
 
 That the water stations along the said branch line would cost 
 to reproduce the same new the sum of $3,434. 
 
 That tne miscellaneous structures along the said branch line con- 
 sist of 1,253 square feet floor area of O. R. & N. standard white 
 section houses; 1,085 square feet floor area of O. R. & N. standard 
 Chinese section houses; 576 square feet floor area of tool, coal and 
 miscellaneous sheds; 372 square feet floor area of water closets; 
 3,360 square feet of O. R. & N. standard stockyards, and 120 water 
 barrels. 
 
 No. 15. 
 
 That that portion of the branch lines of the Oregon Railroad & 
 Navigation Company extending from La Crosse to Connell, and being 
 53.12 miles in length, was constructed, as before stated, by the 
 Columbia & Palouse Railroad Company, and cost, in connection with 
 
RAILROAD COMMISSION OF WASHINGTON 
 
 32 
 
 other portions of the line, the sum hereinbefore stated. 
 
 That to reproduce the grading quantities on said line in the con- 
 dition in which the same now are it would be necessary to move 
 448,437 cubic yards of earth a distance of not to exceed 300 feet; 
 13,401 cubic yards of loose rock a distance of not to exceed 300 feet; 
 43,230 cubic yards of solid rock a distance of not to exceed 300 
 feet; 6,368 cubic yards of cemented gravel a distance of not to ex- 
 ceed 300 feet; and of the quantities above mentioned it would be 
 necessary to move an equivalent of 511,436 cubic yards a distance 
 of 100 feet in excess of said 300-foot free haul allowance. That it 
 would be necessary to place 4,701 cubic yards of riprap. That along 
 said line there is now 7,513 lineal feet of side tracks, the grading 
 for which side tracks is not included in the grading quantities above 
 mentioned, and which grading for the purpose of ascertaining the 
 cost of reproduction is estimated to cost 40 cents per lineal foot. It 
 would be necessary to clear .88 acres and to grub 3.52 stations. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 1,490 lineal feet of pile bridges; 
 365 lineal feet of frame trestles; 264 lineal feet of combination pile 
 and frame bridges; 208 lineal feet of frame approach, and 151 lineal 
 feet of pile and frame approach; one 150-foot Howe Truss bridge; 
 58,609 feet B. M. timber in culverts and wooden boxes; 156 feet of 18- 
 inch cast iron pipe; 72 feet of 18-inch corrugated steel pipe; 114 feet 
 of 24-inch corrugated steel pipe; 108 feet of 33-inch corrugated steel 
 pipe; 24 feet of 36-inch corrugated steel pipe; 68 cubic yards stone 
 masonry in culverts. That since the original construction of said line, 
 bridges have been filled, necessitating the placing of 4,567 cubic yards 
 of material not included in the grading quantities mentioned above. 
 
 That to reproduce the said line, including the side tracks, in its 
 present condition, it would be necessary to lay 165,976 ties. That to 
 reproduce the said line, including side tracks, in its present condi- 
 tion, it would be necessary to lay 5,064.93 tons of steel rails, the same 
 requiring 450,639 pounds of splices, 65,255 pounds of bolts, 358,890 
 pounds of spikes, 26,480 rail braces and 6,560 pounds of nut locks; 
 and frogs and switches, which for the purpose of ascertaining the 
 cost of production are estimated at a cost of $4,008, in place. 
 
 That to reproduce the ballast on the said branch line it would be 
 necessary to ballast with earth 53.12 miles, which for the purpose 
 of ascertaining the cost of reproduction is estimated to cost the sum 
 of $600 per mile. 
 
 That to reproduce the line in its present condition it would be 
 necessary to lay 56.52 miles of track, which for the purpose of ascer- 
 taining the cost of reproduction is estimated to cost the sum of 
 $700 per mile. 
 
 That it would be necessary in order to reproduce the said line 
 in its present condition to construct 14 miles of barbed wire fence. 
 That the crossings, cattle guards and signs along the said line would 
 cost, at present prices, to reproduce new the sum of $1,140.12. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 33 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said branch line would cost to re- 
 produce the same new the sum of $1,603.69. 
 
 That the station buildings along the said line consist of 4,070 
 square feet floor area of O. R. & N. standard one-story frame station 
 buildings; 4,181 square feet floor area of station platforms, and that 
 the furniture and fixtures for the station buildings would cost to re- 
 produce new the sum of $641.50. 
 
 That in order to reproduce new the water stations along said lines 
 it would cost the sum of $3,399. 
 
 That the miscellaneous structures along the said line consist of 
 710 square feet floor area of O. R. & N. standard white section houses; 
 649 square feet floor area of O. R. & N. standard Chinese section 
 houses; 330 square feet floor area of tool, coal and miscellaneous 
 sheds; 340 square feet floor area of water closets; 312 square feet 
 floor area of oil, sand and pump houses; 564 square feet of miscel- 
 laneous platforms; 9,542 square feet of O. R. & N. standard stock- 
 yards, and 120 water barrels. 
 
 No. 16. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company extending from Starbuck to Pomeroy, a distance 
 of 30.13 miles, was constructed by the Oregon Railway & Navigation 
 Company in the year 1885, and cost the Oregon Railway & Navigation 
 Company and the Oregon Railroad & Navigation Company, including 
 betterments and improvements, down to the 30th day of June, 1907, 
 the sum of $342,190.07. 
 
 That in order to reproduce the grading on said branch line it 
 would be necessary to move 215,141 cubic yards of earth a distance 
 of not to exceed 300 feet; 3,805 cubic yards of loose rock a distance 
 of not to exceed 300 feet; 2,360 cubic yards of solid rock a distance 
 of not to exceed 300 feet; 6,938 cubic yards of cemented gravel a 
 distance of not to exceed 300 feet; 11,423 cubic yards of hard pan a 
 distance of not to exceed 300 feet; and of the quantities above men- 
 tioned it would be necessary to move an equivalent of 238,578 cubic 
 yards a distance of 100 feet in excess of said 300-foot free haul allow- 
 ance. It would be necessary to clear 5.72 acres and to grub 4 sta- 
 tions. 
 
 It would be necessary to place 5,146 cubic yards of riprap. 
 
 That along said line there is now 3,239 lineal feet of side track 
 and the grading for which was not included in the grading quantities 
 above mentioned, and for which the purpose of ascertaining the cost 
 of reproduction is estimated to cost the sum of 40 cents per lineal foot. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 822 lineal feet of pile bridges; 
 133 lineal feet of frame trestles; 368 lineal feet of combination pile 
 and frame trestles; 101,311 feet B. M. timber in culverts and wooden 
 boxes; 60 feet of 12-inch cast iron pipe; 72 feet of 18-inch cast iron 
 3—0 R & N 
 
84 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 pipe; 294 feet of 24-inch cast iron pipe; 48 feet of 36-inch cast iron 
 pipe, and 48 feet of 24-inch corrugated steel pipe; and to place 75 
 cubic yards concrete masonry in pipe end walls. 
 
 That subsequent to the construction of said road there has been 
 8,411 cubic yards of material placed in filling bridges and trestles, 
 the same not being included in the grading quantities above men- 
 tioned. That to reproduce the said line, including the side tracks 
 along the same, in its present condition, it would be necessary to 
 lay 94,984 ties. 
 
 That to reproduce the said line, including side tracks along the 
 same, in its present condition, it would be necessary to lay 2,839.98 
 tons of steel rails, the same requiring 395,580 pounds of splices, 37,258 
 pounds of bolts, 204,634 pounds of spikes, 15,328 rail braces, and 3,620 
 pounds of nut locks; and frogs and switches, which for the purpose 
 of ascertaining the cost of production are estimated to cost $1,973, 
 in place. 
 
 That to reproduce the ballasting on said line it would be necessary 
 to ballast with earth 30.13 miles, which for the purpose of ascertaining 
 the cost of production is estimated to cost the sum of $600 per mile. 
 
 That to reproduce the line it would be necessary to lay 32.27 
 miles of track, which for the purpose of ascertaining the cost of re- 
 production is estimated to cost the sum of $700 per mile. 
 
 That it would be necessary in order to reproduce the said line 
 in its present condition to construct 56 miles of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the line would 
 cost at present prices to reproduce new the sum of $1,, 005. 88. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said portion of said line would cost 
 to reproduce new the sum of $909.74. 
 
 That the station buildings along said line consist of 2,354 square 
 feet floor area of O. R. & N. standard one-story station buildings; 
 3,434 square feet of station platforms; that the furniture and fixtures 
 contained in said station buildings, for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $323. 
 
 That the shops, round houses and turn tables along the said portion 
 <of said line consist of one 2-stall frame engine house, which for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 $1,^00, and one 50-foot wooden turn table, which for the purpose of 
 ascertaining the cost of reprodutcion is estimated to cost the sum 
 of $1,000. 
 
 That to construct new the water stations along the said line would 
 cost the sum of $5,121. 
 
 That the miscellaneous structures along the said portion of said 
 line consist of 1,764 square feet floor area of O. R. & N. standard 
 white section houses; 1,647 square feet floor area of O. R. & N. 
 standard Chinese section houses; 696 square feet floor area of tool, 
 coal and miscellaneous sheds; 432 square feet floor area of water 
 closets; 168 square feet floor area of oil, sand and pump houses; 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 35 
 
 1,188 square feet of miscellaneous platforms; 13,992 square feet of 
 O. R. & N. standard stockyards, and 60 water barrels. 
 
 No. 17. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company in Washington, extending from Walla Walla to 
 Riparia, and being 55.85 miles in length, together with that portion 
 of the branch line extending from Bolles to Dayton, and being 13.26 
 miles in length were constructed by the Oregon Railway & Navigation 
 Company in 1882 and cost said Oregon Railway & Navigation Com- 
 pany, and the Oregon Railroad & Navigation Company, including 
 betterments and improvements, down to the 30th day of June, 1907, 
 the sum of $2,235,553.79. 
 
 That to reproduce the grading on said portion of said line ex- 
 tending from Walla Walla to Riparia, and being 55.85 miles in length, 
 in its present condition, it would be necessary to move 728,296 cubic 
 yards of earth a distance of not to exceed 300 feet; 55,303 cubic yards 
 of loose rock a distance of not to exceed 300 feet; 130,574 cubic yards 
 of solid rock a distance of not to exceed 300 feet; 2,595 cubic yards 
 of cemented gravel a distance of not to exceed 300 feet, 439 cubic 
 yards of boulder gravel a distance of not to exceed 300 feet. It would 
 be necessary to place 364 cubic yards of riprap. It would be neces- 
 sary to clear 15 acres. And of the quantities above mentioned it 
 would be necessary to move an equivalent of 615,579 cubic yards 
 a distance of 100 feet in excess of said 300 feet free haul allowance. 
 
 That there is on said portion of said line from Walla Walla to 
 Riparia 15,482 lineal feet of side tracks, the grading for which is 
 not included in the grading quantities shown above, and that for the 
 purpose of ascertaining the cost of reproduction said grading is esti- 
 mated to cost 40 cents per lineal foot. 
 
 That subsequent to the construction of said portion of said lin<j 
 from Walla Walla to Riparia the banks were widened, and that 143,678 
 cubic yards of material were used for this purpose, said material not 
 being shown in the grading quantities shown above. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 from Walla Walla to Riparia it would be necessary to construct 688 
 lineal feet of pile bridges; 1,216 lineal feet of frame bridges; 820 
 lineal feet of high frame trestles; 160 lineal feet of pile bridge ap- 
 proaches and one 72-foot Howe Truss bridge; 64,438 feet B. M. 
 of timber in culverts and wooden boxes; 264 feet of 12-inch cast iron 
 pipe; 108 feet of 16-inch cast iron pipe; 872 feet of 18-inch cast iron 
 pipe; 158 feet of 20-inch cast iron pipe; 1,248 feet of 24-inch cast 
 iron pipe; 108 feet of 30-inch cast iron pipe; 660 feet of 36-inch cast 
 iron pipe; 244 feet of 10-inch vitrified pipe; 1,864 feet of 12-inch vitri- 
 fied pipe; 170 feet of 14-inch vitrified pipe, and 804 feet of 16-inch 
 vitrified pipe; 84 feet of 18-inch vitrified pipe; 216 feet of 24-inch 
 vitrified pipe, and 216 feet of 18-inch corrugated steel pipe; and to 
 place 4 cubic yards of concrete masonry in pipe end walls. 
 
36 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That subsequent to the construction of said portion of said line 
 from Walla Walla to Riparia there has been used in filling bridges 
 251,962 cubic yards of material, which is not included in the grading 
 quantities shown above, and which should be included in the cost of 
 reproduction. 
 
 That to reproduce the said line from Walla Walla to Riparia, in- 
 cluding side tracks along the same, it would be necessary to lay 
 197,090 ties. 
 
 That to reproduce the said line from Walla Walla to Riparia, in- 
 cluding the side tracks along the same, it would be necessary to 
 lay 6,434.49 tons of steel rails, the same requiring 816,631 pounds of 
 splices, 80,273 pounds of bolts, 424,158 pounds of spikes, 10,980 light 
 tie plates, 54,006 rail braces, and 10,720 pounds of nut locks; and 
 frogs and switches, which for the purpose of ascertaining the cost 
 of reproduction as estimated to cost the sum of $10,880, in place. 
 
 That to reproduce the ballasting on said line from Walla Walla 
 to Riparia it would be necessary to ballast with earth 54.49 miles,, 
 which for the purpose of ascertaining the cost of reproduction is 
 estimated to cost $600 per mile, and to ballast with gravel 1.59 miles, 
 which for the purpose of ascertaining the cost of reproduction is 
 estimated to cost $1,100 per mile. 
 
 That to reproduce the line from Walla Walla to Riparia it would 
 be necessary to lay 67.78 miles of track, which for the purpose of 
 ascertaining the cost of reproduction is estimated to cost the sum 
 of $700 per mile. And that it would be necessary to place tie plates, 
 and the labor of placing the same is estimated to cost $164. 
 
 That it would be necessary in order to reproduce said line from 
 W 7 alla Walla to Riparia, in its present condition, to construct 105.5* 
 miles of barbed wire fence. 
 
 That the crossings, cattle guards and signs along the said line 
 from Walla Walla to Riparia would cost at present price, to repro- 
 duce the same, the sum of $1,896.50. 
 
 That in order to reproduce the said portion of said line from 
 Walla Walla to Riparia, in its present condition, it would be necessary 
 to install one train order signal, which for the purpose of ascertaining 
 the cost of reproduction is estimated to cost the sum of $225. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 in the telegraph lines along the said portion of said line from Walla 
 Walla to Riparia would cost to reproduce new the sum of $1,685.99. 
 
 That the station buildings along the said portion of said line from 
 Walla Walla to Riparia consist of one uncompleted brick station 
 building at Walla Walla, which had cost to June 30, 1907, the sum 
 of $16,541.87, and it would be necessary to expend a like amount to 
 reproduce the same; 648 feet floor area of O. R. & N. standard two- 
 story frame station buildings; 6,248 feet floor area of O. R. & N stand- 
 ard one-story frame station buildings ; 53,329 square feet of station plat- 
 forms; and that the furniture and fixtures contained in said station. 
 
FINDINGS APPLICABLE TO O. R. & N. CO 
 
 37 
 
 buildings, for the purpose of ascertaining the cost of reproduction is 
 estimated to cost the sum of $1,109. 
 
 That the shops, round houses and turn tables along said line 
 from Walla Walla to Riparia consist of 5,356 square feet floor area 
 of brick shops; 1,216 square feet floor area of frame shops; one brick 
 engine house containing fifteen stalls; one frame engine house con- 
 taining four stalls; one 54-foot steel turn table, which for the purpose 
 of ascertaining tne cost of reproduction is estimated to cost $2,500, 
 and one 75-foot steel turn table, which for the purpose of ascertaining 
 the cost of reproduction is estimated to cost $6,535. 
 
 That to reconstruct new the water stations along the said portion 
 of said line from Walla Walla to Riparia would cost the sum of 
 $11,972. 
 
 That to reproduce the fuel stations along said portion of said line 
 from Walla Walla to Riparia it would be necessary to construct one 
 14-pocket coal cnute, which for the purpose of ascertaining the cost 
 of reproduction is estimated to cost the sum of $10,000. 
 
 That the storage warehouses along the said portion of said line 
 from Walla Walla to Riparia consist of 8,450 square feet floor area. 
 That the miscellaneous structures along the said portion of said line 
 from Walla Walla to Riparia consist of 5,696 square feet floor area 
 of O. R. & N. standard white section houses; 3,132 square feet floor 
 area of O. R. & N. standard Chinese section houses; 5,540 square 
 feet floor area of freight sheds; 5,584 square feet floor area of 
 offices and dwellings; 1,892 square feet floor area of tool, coal and 
 miscellaneous sheds; 1,860 square fee;t floor area of water closets; 
 1,260 square feet floor area of oil, sand and pump houses; 30,762 
 square feet of miscellaneous platforms; 3,600 square feet floor area 
 of ice houses; 15,358 square feet floor area of O. R. & N. standard 
 stockyards; one set of 50-ton track scales; 60 water barrels; and 
 fire protection, which for the purpose of ascertaining the cost ot 
 reproduction is estimated to cost the sum of $520. 
 
 No. 18. 
 
 That that portion of the branch line of the Oregon Railroad & 
 Navigation Company owned and operated by it extending from Bolles 
 to Turner, and being 25.06 miles in length, was built, that portion 
 from Bolles to Dayton by the Oregon Railway & Navigation Company 
 in the year 1881 as hereinbefore stated, and that portion from Dayton 
 to Turner, being 11.8 miles in length, being constructed by the Oregon 
 Railroad & Navigation Company in the year 1899; that portion from 
 Dayton to Turner cost the Oregon Railroad & Navigation Company, 
 including betterments and improvements, down to the 30th day of 
 June, 1907, tne sum of $218,646.32. 
 
 That in order to reproduce the grading on that portion of the 
 branch from Bolles to Turner it would be necessary to move 331,193 
 cubic yards of earth a distance of not to exceed 300 feet; 1,465 cubic 
 
38 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 yards of loose rock a distance of not to exceed 300 feet; 9,084 cubic 
 yards of solid rock a distance of not to exceed 300 feet; and 2,501 
 cubic yards of special earth a distance of not to exceed 300 feet; and 
 to place 312 cubic yards riprap and to clear 3 acres, and of the 
 quantities above mentioned it would be necessary to move an equiva- 
 lent of 242,736 cubic yards a distance of 100 feet in excess of the said 
 300 feet free haul allowance. 
 
 That along the said line there is now 6,304 lineal feet of side 
 track the grading for which is not included in the grading quantities 
 above mentioned, which for the purpose of ascertaining the cost of 
 reproducing the same is estimated to cost the sum of forty cents per 
 lineal foot. 
 
 That since the original construction of the said branch, the grade 
 and banks have been widened necessitating the placing of 41,051 cubic 
 yards of material, which is not included in the grading quantities 
 above mentioned. 
 
 That to reproduce the bridges, trestles and culverts on said line 
 it would be necessary to construct 888 lineal feet of pile bridges, 168 
 lineal feet of frame trestles; 676 lineal feet of combination pile and 
 frame bridges; 340,788 feet B. M. of timber in culverts; and wooden 
 boxes; 24 feet of 18-inch cast iron pipe; 24 feet of 24-inch cast iron 
 pipe; 48 feet of 30-inch cast iron pipe, and 112 feet of 18-inch cor- 
 rugated steel pipe, and 96 feet of 12-inch vitrified pipe. That since the 
 original construction there has been 15,568 cubic yards of material used 
 in filling bridges and trestles, and the same is not included in the 
 grading quantities above set out. 
 
 That to reproduce the said line including the side tracks, in the 
 condition in which the same now is, it would be necessary to lay 85,442 
 ties. 
 
 That to reproduce the said line, including the side tracks, in the 
 condition in which the same now is, it would be necessary to lay 
 2,573.20 tons of steel rails, the same requiring 345,472 lbs. of splices, 
 33,671 lbs. of bolts, 183,632 lbs. of spikes, 3,460 rail braces, and 3,020 
 lbs. of nut locks, and frogs and switches, which for the purpose of 
 ascertaining the cost of reproduction are estimated to cost $4,560.00 
 in place. 
 
 That to reproduce the ballast on said line it would be necessary 
 to ballast with earth 25.6 miles, which for the purpose of reproduc- 
 tion is estimated to cost the sum of $600.00 per mile. 
 
 That to reproduce the line in its present condition, it would be 
 necessary to lay 29.28 miles of track, which for the purpose of ascer- 
 taining the cost of reproduction is estimated to cost the sum of $700.00 
 per mile. 
 
 That it would be necessary, in order to reproduce the said line in 
 its present condition, to construct 44 miles of barbed wire fence. That 
 the crossings, cattle guards and signs along that portion of the line 
 would cost, at present prices, to reproduce new, the sum of $1,994.50. 
 
 That the interest of the Oregon Railroad & Navigation Company 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 39 
 
 in the telegraph lines along said line would cost to reproduce new 
 the sum of $756.56. 
 
 That tne station buildings along said line consist of 1,536 square 
 feet floor area of O. R. & N. standard two-story station buildings; 
 1,980 square feet floor area of O. R. & N. standard one-story station 
 buildings; and 4,452 square feet floor area of station platforms; and 
 the furniture and fixtures for the said station buildings along said 
 line, would cost to reproduce new the sum of $971.50. 
 
 That the shops, round houses and turn tables along said lin 
 consist of 1,120 square feet floor area of frame shops; one 1-stall frame 
 engine house; one 50-foot steel turn table; which turn table for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 the sum of $2,500.00; two 60-foot turn tables, which for the purpose 
 of ascertaining the cost of reproduction are estimated to cost $3,000.00 
 each. 
 
 That in order to reproduce the water stations along said line new, 
 it would cost the sum of $2,050.00. 
 
 That tne storage warehouses along the said line consist of 25,180 
 square feet floor area. 
 
 That the miscellaneous structures along said portion of said branch 
 line consist of 656 square feet floor area of O. R. & N. standard 
 White ^section houses; 268 square feet floor area of O. R. & N. 
 standard Chinese section houses; 1,896 square feet floor area of 
 freight sheds; 1,081 square feet floor area of tool, coal and miscel- 
 laneous sheds; 192 square feet floor area of water closets; 2,704 
 square feet floor area of miscellaneous platforms; 8,652 square feet 
 of O. R. & N. standard stock yards, and 50 water barrels. 
 
 That during the time that the Oregon Railway & Navigation 
 Company’s lines were in the hands of a receiver the operating ac- 
 counts were not correctly kept so as to show the proper division 
 between betterments and improvements and operating expenses, and 
 during said time betterments and improvements were made on said 
 line amounting to the sum of $16,882.23 which were charged to oper 
 ating expenses instead of betterments and improvements, and which 
 sum is properly chargeable to the lines in the state of Washington 
 as part of the original cost. 
 
 No. 20. 
 
 That the average height of the pile bridges on all of the lines, 
 main and branch, hereinbefore referred to is twelve feet. 
 
 That tne average height of the frame trestles on all of the said 
 lines hereinbefore referred to is 13 feet. 
 
 That the average height of the combination pile and frame trestles 
 hereinbefore referred to is 14 feet. 
 
 That the average height of the high frame trestles hereinbefore 
 referred to is 70 feet. 
 
40 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That the average height of the pile approaches hereinbefore referred 
 to is 20 feet 
 
 That the average height of the frame approaches hereinbefore 
 referred to is 15 feet. 
 
 That the average height of the combination pile and frame ap- 
 proaches hereinbefore referred to is 15 feet. 
 
 21 . 
 
 That the rail lines of the Oregon Railroad & Navigation Company 
 situate in the state of Washington, and hereinbefore referred to, as 
 shown by the books and records of the said railroad company, exclu- 
 sive of equipment, and exclusive of the terminal grounds in the city 
 of Spokane owned by the Spokane Union Depot Company, cost the 
 sum of $11,079,688.93. 
 
 That included in said amount is the moneys paid for engineering, 
 superintendents and inspection, right of way, lands, depot grounds 
 (excluding the terminals in Spokane) moneys expended for grading, 
 clearing and grubbing, tunnels, bridges and trestles, culverts, ties, 
 rails, track fastenings, frogs and switches, ballast, track laying and 
 surfacing, fencing, crossings, cattle guards and signs, telegraph lines, 
 station buildings and fixtures, section houses, engine houses, and 
 shops, turn tables, shop machinery and tools, water stations and mis- 
 cellaneous structures and moneys spent for legal expenses; the sum 
 Oi. $279,101.57 expended for interest and discount during construction, 
 and said sum also includes the amount shown on their books for gen- 
 eral taxes and general expenses during construction. That in order 
 to reproduce the said line in the condition in which they were on the 
 30th day of June, 1907, (all material and structures being considered 
 as new) exclusive of equipment, exclusive of right of way, terminal 
 grounds, lands and real estate, and exclusive of any allowance for 
 discount and stores on hand, it would cost the sum of $11,507,255.92. 
 That included in said sum is the cost of engineering, superintendend- 
 ence and inspection estimated at $363,206.34. That the total amount 
 charged for engineering, superintendence and inspection in the orig- 
 inal construction of said lines was the sum of $348,286.99. 
 
 That included in said estimate of the cost of reproduction is an 
 allowance for legal and general expenses amounting to the sum of 
 8103,811.80. 
 
 Tnat the amount paid for legal and general expenses as shown by 
 the books of the said company, for the original construction of said 
 line, was the sum of $53,811.03. 
 
 That during the construction of many of the lines in Washington, 
 the legal and general expenses properly chargeable to such con- 
 struction were largely borne by the parent company, to-wit, the Ore- 
 gon Railway & Navigation Company, and such charges would not, 
 therefore, be made against the particular lines. 
 
 That included in such estimate of the cost of reproduction is an 
 
FINDINGS APPLICABLE TO 0. R. & N. CO. 
 
 41 
 
 allowance for interest during construction amounting to the sum of 
 $647,857.76. 
 
 That the amount charged for interest, including discounts, as shown 
 by the books of the Oregon Railroad & Navigation Company, during 
 the construction of said line, was the sum of $279,101.57. 
 
 That the said lines were constructed in small sections, the moneys 
 advanced by the parent company the Oregon Railway & Navigation 
 Company, and in some instances no charge was made for interest 
 during construction. 
 
 That all of said lines were constructed on an average of less than 
 one year from the time construction was commenced thereon. 
 
 That two years would be a reasonable time within which to re- 
 construct the said lines. That an allowance of one year’s interest 
 would be a reasonable allowance for the money that would be in- 
 vested during such construction. 
 
 That included in the said cost of reproduction is an allowance of 
 $64,601.00 for channeling (which covers changes of channels of 
 streams) . 
 
 That included in the said cost of reproduction is an allowance 
 of $23,021.00 for shop machinery and tools. 
 
 No. 22. 
 
 That as before stated the real estate, lands, station buildings and 
 terminal grounds used and operated by the Oregon Railroad & Navi- 
 gation Company in the City of Spokane, are owned by the Spokane 
 Union Depot Company, a corporation, the capital stock of which appears 
 to be owned and controlled by the Oregon Railroad & Navigation 
 Company and the property is leased to the Oregon Railroad & Navi- 
 gation Company, and operated as a part of its system, and for the 
 purpose of ascertaining the value of the property owned by the Ore- 
 gon Railroad & Navigation Company, the said property is treated in 
 these findings as being owned by it. 
 
 That the Spokane Union Depot Company and the Oregon Railroad 
 & Navigation Company have expended in purchasing lands, grading, 
 improving, track laying, and in betterments and improvements down 
 to the 30th day of June, 1907, on such property, not including the 
 Jenkins property hereinafter referred to, the sum of $1,030,824.00 of 
 which $753,751.45 is charged to lands and depot grounds and which 
 last mentioned disbursement and sum is made up of the following 
 items: $151.45 in cash, 4,996 shares of stock of the Spokane Union 
 Depot Company of the par value of $499,600.00, first mortgage bonds 
 of the Spokane Union Depot Company in the sum of $254,000.00, said 
 first mortgage bonds, capital stock and the said sum of $151.45 in 
 cash, being paid to the Seattle Lake Shore and Eastern Railway Com- 
 pany as the purchase price of the Spokane Union Depot grounds. 
 That in order to reproduce the grading on the said grounds it would 
 be necessary to move 114,585 cubic yards of solid rock excavation; 
 
42 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 211,759 cubic yards of cpmmon excavation; it would be necessary to 
 place 19,349 ties; it would be necessary to lay 720.73 tons of steel 
 rai!s necessitating the use of track fastenings as follows: 9,720 pounds 
 of 56-pound fish plates, 95,499 pounds of CO-pound angle bars; 9,477 
 pounds of bolts; 3,401 rail braces and 40,814 pounds of spikes. 
 
 And it would be necessary to place forty-two 60-pound No. 8 % frogs 
 with split switches, complete; three 56-pound No. 8 y 2 frogs with stub 
 switches complete. 
 
 It would be necessary to lay 7.73 miles of track, which for the 
 purpose of ascertaining the cost of reproduction is estimated to cost 
 the sum of $700. u0 per mile: 
 
 That it would be necessary to ballast 7.73 miles of track, which 
 for the purpose of ascertaining the cost of reproduction is estimated 
 to cost $1,500.00 per mile. 
 
 That in order to reproduce the said terminal grounds in their pres- 
 ent condition, it would be necessary to erect a passenger depot, 
 freight house, office building, coal and ice houses, section house, 
 store house, engine house, blacksmith shop, sixty-foot steel turn table, 
 track scales, water stations and fire protection for freight depot. 
 
 That the Spokane Union Depot Company and the Oregon Railroad 
 <fc Navigation Company have expended for construction of their line 
 including grading, the erection and construction of all buildings and 
 improvements on said lands down to the 30th day of June, 1907, as 
 appears from the accounting records of the Oregon Railroad & Navi- 
 gation Company, the sum of $277,072.55. 
 
 That the said accounting records show that there has been ex- 
 pended for rails on said terminal grounds the sum of $7,243.41, 
 whereas a greater amount has necessarily been expended for such 
 rails, and said accounting records show that there has been expended 
 for ties $2,398.00 whereas a much greater amount has been expended, 
 and the Commission finds that a greater sum has been expended 
 than . as snown by the accounting records. 
 
 That it would cost to reproduce the improvements on the said 
 Spokane terminal grounds, in their present condition, new, in cash, 
 the sum of $421,527.20. 
 
 \ No. 23. 
 
 That after a railroad is originally constructed and after the same is 
 turned over to the operating department, improvements are constantly 
 made in the grading and surfacing of the road by section men and by 
 'he operating department of the road, the expenditure of which in 
 necessarily charged to the cost of operation, and that for approxi- 
 mately five years after such road is turned over to the operating 
 department the grade undergoes what is known as seasoning and 
 after said term of five years said grade has appreciated in value and 
 is approximately of a value ten per cent, greater than its value 
 would be at the time the same was turned over to the operating de- 
 partment 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 43 
 
 That the tunnels remain of approximately the same value and 
 neiiher appreciate nor depreciate. 
 
 That the bridges, trestles and culverts depreciate annually wooden 
 bridges materially and steel and iron bridges but slightly, and that 
 the present value of the bridges, trestles and culverts along all the 
 lines of the Oregon Railroad & Navigation Company is approxi- 
 mately 84.3 per cent, of the cost of reproduction new. 
 
 That the ties, untreated, have an average life of approximately 
 seven years, and that as the same are renewed from time to time 
 the expense is chargeable to operating expenses. 
 
 That the Oregon Railroad & Navigation Company have from time 
 to time renewed their ties and the present value of the ties is ap- 
 proximately fifty per cent, of the cost of reproducing the same new. 
 
 That the rails, track fastenings, and frogs and switches have de- 
 preciated so that the present value of the same is approximately 
 seventy-five percent, of the cost of reproducing the same new. 
 
 That the present value of the fencing is sixty per cent, of its 
 original value. 
 
 That the present value of the crossings, cattle guards and signs 
 is approximately 50% of its value new. 
 
 That the interlocking and signal apparatus, telegraph lines, bal- 
 last and track laying and surfacing is an equal value as its original 
 cost. 
 
 That the present value of the station buildings and fixtures is ap- 
 proximately 53.3% of its value new. 
 
 That the present value of the shops, round houses and turn tables 
 is approximately 63% of its value new. 
 
 That the value of the shop machinery and tools and water stations 
 is approximately 75% of its value new. 
 
 That the present value of the fuel stations is approximately 49% 
 of its value new. 
 
 That the present value of the storage warehouses is approximately 
 61% of its value new. 
 
 That the present value of the miscellaneous structures is ap- 
 proximately 57.4% of its value new. 
 
 That the present value of the section equipment is approximately 
 70% of its value new. 
 
 That the present value of the property mentioned in finding No. 
 19 in its present condition, allowing for appreciation and deprecia- 
 tion, basing the same solely upon the cost of reprod action is the sum 
 of $10,254,717.76. 
 
 No. 24, 
 
 That the total equipment of the Oregon Railroad & Navigation 
 Company on its entire line in Washington, Oregon and Idaho con- 
 sists of 158 locomotives, and the locomotive mileage in the state of 
 Washington is 29.7 per cent, of the locomotive mileage of the system; 
 sixty coaches and chair cars and the car mileage of coach and chair 
 cars in the state of Washington is 31.6 percent, of the coach and chair 
 
44 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 car mileage of the entire system; 10 dining and buffet cars and the 
 car mileage of such dining and buffet cars in the state of Washington 
 is 26 percent of the dining and buffet car mileage of the entire system; 
 35 baggage, express and postal cars, and the car mileage on such 
 equipment in the state of Washington is 26.3 per cent of the mileage 
 for such equipment of the entire system; 5 combination coach and 
 baggage cars, the car mileage of such equipment in the state of Wash- 
 ington being 26.3 percent of the car mileage of such equipment for 
 the entire system; 82 coal cars, 227 flat cars, 297 stock cars, 1,812 
 box cars, 160 furniture cars, 7 refrigerator cars, 45 oil tanks, 20 steel 
 ore cars, 4 combination box and stock cars, and the car mileage in 
 the state of Washington of such equipment is 25 percent of the 
 total car mileage on such equipment for the entire system; 4 busi- 
 ness (company service) cars, the car mileage of which in the state 
 of Washington represents 31.6 percent of the car mileage of such 
 equipment for the entire system; 44 cabooses, the car mileage on 
 such cabooses in the state of Washington being 25 percent of the 
 car mileage on such equipment for the entire system. 
 
 Road and miscellaneous cars as follows: 248 ballast cars, 1 
 flanger, 2 rotary snow plows, 8 derrick cars, 2 pile drivers, 8 water 
 cars, 2 ballast spreaders, 2 ballast unloaders, one gravel plow, 2 steam 
 shovels, 374 work cars, 5 coal cars, 15 flat cars, 6 old coaches, one old 
 observation car, one clam shell and one outfit car, the car mileage 
 on such equipment in the state of Washington being 27.6 percent of 
 the car mileage on such equipment for the entire system. That the 
 records of the Oregon Railroad & Navigation Company have been 
 so kept that their equipment account fails to show the amount 
 of money expended for the purchase of the particular equipment above 
 referred to, such equipment account showing the amounts expended 
 for all equipment used, irrespective of whether the same is now in 
 existence or not. The Commission finds by estimating that the equip- 
 ment above described cost the sum of $1,274,496.80. 
 
 hat it would cost to reproduce that portion of the equipment ap- 
 plicable to the state of Washington, based upon the different equip- 
 ment mileage above set out, new, in cash, the sum of $1,499,408.00. 
 
 That the present average value of the locomotives is 71.7 percent 
 of their value new. 
 
 That the present value of the coaches and chair cars is 66% of 
 their value new. 
 
 That the present value of the dining and buffet cars is 80% of their 
 value new. 
 
 That the present value of the baggage, express and postal cars is 
 60% of their value new. 
 
 That the present value of the combination cars is 20% of their 
 value new. 
 
 That the present value of the freight cars is 56% of their value new. 
 
 That the present value of the company service equipment is 55.4% 
 of their value new. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 45 
 
 That the present fair, cash, market value of the equipment prop- 
 erly chargable to the state of Washington, based on the equipment 
 mileage before stated, on the 30th day of June, 1907, was and is the 
 sum of $921,360.00. 
 
 No. 25. 
 
 That the lines of the Oregon Railroad & Navigation Company in 
 the state of Washington extend through a highly developed and rich 
 agricultural section producing annually large quantities of wheat and 
 grain, which wheat and grain is shipped over the lines of the Ore- 
 gon Railroad & Navigation Company to Portland, Oregon, either in 
 its natural condition or in flour and mill feed, large portions of 
 such wheat and grain and flour being exported to foreign markets. 
 That along the line of the said railroad there are many warehouses 
 owned by private individuals, situate upon the company’s right of 
 way affording good facilities for storage and shipment of such grains 
 and by reason thereof adding great value to the lines of the said 
 railroad. That as before stated the lines of the said road in Wash- 
 ington, are a part of the system of the Oregon Railroad & Naviga- 
 tion Company having its terminals at Portland. 
 
 That the said railroad company owns in Portland large terminal 
 grounds and owns docks and ware houses and along its line in Port- 
 land there are constructed and in operation large docks and ware- 
 houses owned by private individuals, all of which docks and ware- 
 houses afford ample facilities for the handling and storing of the wheat 
 and grain, and ample facilities for the transhipment of the same 
 from the rail lines to water lines, which facilities owned by the 
 Oregon Railroad & Navigation Company and owned by private in- 
 dividuals are of great value to the lines of the Oregon Railroad and 
 Navigation Company situate within the state of Washington, in that 
 it permits the Oregon Railroad & Navigation Company to afford ample 
 facilities to the shippers along its line to handle and care for the 
 product of the soil in an advantageous manner. 
 
 That a very large proportion of the business transacted by the 
 Oregon Railroad & Navigation Company is interstate business, that 
 is to say, business originating in Washington, passing over the lines 
 in Washington and over the lines in Oregon destined to Portland, and 
 business originating in Portland, passing over the lines of the Ore- 
 gon Railroad and Navigation Company in Oregon and over the lines 
 of the said Company in Washington. 
 
 That the terminals in the city of Spokane, hereinbefore referred 
 to are required largely by the said Oregon Railroad & Navigation 
 Company in the conduct of its interstate business and give an increased 
 value to the entire system of the said company and to each mile of 
 its road wherever situate. 
 
 No. 26. 
 
 That included in said buildings and structures along the line of 
 the Oregon Railroad & Navigation Company, are certain warehouses 
 
46 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 aggregating 40,769 square feet floor area, estimated to cost new 
 the sum of $40,769.00, and having a present value of $24,889.19. These 
 warehouses are used by the Oregon Railroad & Navigation Company 
 in its capacity as a warehouseman and not in its capacity as a com- 
 mon carrier, the same being used for the storage of grain in the same 
 manner as warehouses along its line owned by private individuals. 
 
 No. 28. 
 
 That the Oregon Railroad & Navigation Company have their gen- 
 eral shops for repairing and constructing equipment and such general 
 repairs as are necessary in the operation of a railroad in the city of 
 Portland, Oregon. 
 
 That such repair shops are necessary for the conduct and opera- 
 tion of a railroad and adds greatly to the value of the rail lines of 
 the said company in the state of Washington. 
 
 No. 28. 
 
 That the right of way, terminal grounds and real estate used by 
 said railroad company for railroad purposes, exclusive of the Spokane 
 terminals owned by the Spokane Union Depot Company, and herein- 
 before referred to, cost the Oregon Railroad & Navigation Company, 
 the sum of $320,530.51. Which sum is, however, included within the 
 cost of construction of the different portions of said lines hereinbefore 
 given. 
 
 No. 29. 
 
 That in order to acquire lands for right-of-way it is necessary for 
 such railroads to pay, in addition to the actual market value of the 
 lands taken, a sum ranging from the actual value to 500 percent ad- 
 dition to such market value, to cover consequential damages to lands 
 not taken and because of the necessities of the railroads to have the 
 particular piece of land sought as necessary for their right-of-way. 
 
 No. 30. 
 
 That it would cost at the present time to reproduce the right of 
 way, lands and terminal grounds of the said railroad, used for rail- 
 road purposes, and such as it now owns which in the immediate 
 future will be necessary for it to use for railroad purposes, the sum 
 of $2,248,169.73, which sum is divided along the line of said railroad 
 as follows: 
 
 That part of the main line of the said Oregon Railroad & Navi- 
 gation Company extending from the southeasterly limits of the city 
 of Spokane to the Southerly boundary of Spokane County, the sum of 
 $156,430.50. 
 
 That portion of the main line extending from the south boundary 
 of Spokane County down to the Snake River and all being in Whitman 
 County, the sum of $451,695.27. 
 
 That portion of the main line in Columbia County extending from 
 Riparia to the East boundary of Walla Walla County, the sum of 
 $11,448.00. 
 
i 
 
 FINDINGS APPLICABLE TO O. R. & N. CO. 47 
 
 All of that portion of the main line extending from the boundary 
 between Columbia and Walla Walla counties to the Washington- 
 Oregon state line, the sum of $61,362.15. 
 
 That portion of the branch line of the Oregon Railroad & Navi- 
 gation Company extending from Fairfield to Waverly in Spokane 
 County, the sum of $7,944.00. 
 
 That portion of the branch lines of the said railroad in' Whitman 
 County extending from Tekoa to the state line, from Connell to the 
 Idaho State line and from La Crosse to the Adams County line, the 
 sum of $120,169.06. 
 
 That portion of the branch line extending from Connell to the 
 boundary between Adams and Franklin Counties, the sum of $30,000.00. 
 
 That portion of the branch line extending through Adams County 
 the sum of $9,019.60. 
 
 All that portion of the branch line in Columbia County extending 
 from Grange City to the Columbia-Walla Walla County boundary line 
 and from Starbuck to the Columbia-Garfield county line, and from 
 the Columbia-Walla Walla codnty line to Turner, the sum of $109,455.48. 
 
 That portion of the branch line in Garfield County extending from 
 the Garfield-Columbia County line to Pomeroy, the sum of $38,331.36. 
 
 All that portion of the branch line in Walla Walla County extending 
 from Bolles Junction Northerly to the Walla Walla-Columbia county 
 line, and from Bolles Junction easterly to the Walla Wnlla-Columbia 
 county line and extending from Bolles Junction to the northerly 
 limits of Walla Walla, and extending from the Oregon-Washington 
 state line to the southerly limits of Walla Walla, and extending from 
 the westerly limits of Walla Walla to Wallula the sum of $169,074.46. 
 
 All that portion of the branch line extending from Seltice to 
 Winona, the sum of $136,000.00. 
 
 And that portion of the line between the corporate limits of the 
 city of Walla Walla, the sum of $122,350.60. 
 
 That it would cost to reproduce the lands embraced within the 
 right of way and terminals at Spokane, owned by the Spokane Union 
 Depot Company but operated by the Oregon Railroad & Navigation 
 Company, the sum of $824,883.75, not including the property known 
 as the Jenkins tracts hereinafter referred to. 
 
 No. 31. 
 
 That the Oregon Railroad & Navigation Company own in the 
 city of Spokane in addition to the property hereinbefore described 
 as the Union Depot Grounds, two tracts of land purchased from D. 
 P. Jenkins, one of such tracts of land being bounded by Monroe, 
 Mallon, Gardner, and the Westerly limits of Jefferson street, and 
 constituting 464,625 square feet, and a triangular piece bounded by 
 Mallon, Mpnroe, center of Mill street and the right-of-way of the St. 
 Paul, Minneapolis and Manitoba railroad company, and containing 
 340,027 square feet. That said property is of the reasonable market 
 value and it would cost to reproduce the same the sum of $225,000.00. 
 
48 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That such property is not used by the Oregon Railroad & Naviga- 
 tion Company for railroad purposes. 
 
 That it is the intention of the Oregon Railroad & Navigation 
 Company to extend its lines on to said property and lease the same 
 for warehouse purposes, and the Commission finds that the same is 
 not now necessary, nor will the same be necessary in the immediate 
 future, for railroad purposes, and that the same is commercial prop- 
 erty and used by the Oregon Railroad & Navigation Company for 
 Commercial purposes. 
 
 No. 32. 
 
 That the Oregon Railroad & Navigation Company own, in addi- 
 tion to the property hereinbefore referred to, in the city of Walla 
 Walla a tract of land irregular in shape, North of Rose street and 
 east of a line 200 feet east of the center line of the main track of 
 the Oregon Railroad & Navigation Company, lying North of Rose 
 street and east of Ritz Ave., said property being what is known as 
 the McCauley, • Miller & McCool tracts, containing approximately 24 
 acres of land. That said property is not used by the Oregon Railroad 
 & Navigation Company for Railroad purposes. 
 
 That the same is intended to be used by it for warehouse purposes 
 said railroad company intending to extend its tracks on said property 
 for the purpose of accommodating such warehouses and affording facili- 
 ties therefor, and the same is not necessary now or in the immediate 
 future for the use of said company for railroad purposes and the Com- 
 mission finds the same to be commercial property. 
 
 That the said property last above described is of the value of ap- 
 proximately $116,000.00. 
 
 No. 33. 
 
 That the Oregon Railroad & Navigation Company traverses the 
 counties of Spokane, Whitman, Adams, Franklin, Garfield, Columbia, 
 and Walla Walla. 
 
 That said counties have an area of 9,707 square miles and a popu- 
 lation of 222,610 people. 
 
 That said company carries annually over its lines in the state of 
 Washington approximately 1,260,000 tons of freight, State and Inter- 
 state, aggregating approximately 140,000,000 ton miles of freight 
 carried annually, and over its lines in the state of Washington and 
 carried annually approximately 550,000 passengers, state and inter- 
 state, aggregating 40,000,000 passengers carried one mile. 
 
 No. 34. 
 
 That in order to operate the railroad it is necessary for the road 
 to have constantly on hand stores and supplies to meet exigencies 
 as they arise. 
 
 That the Oregon Railroad & Navigation Company has now on 
 hand, stores and supplies, for use upon its lines within the state of 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 4<J 
 
 Washington and necessary therefor, of the reasonable market value 
 of $241,335.00. 
 
 That said stores on hand consist of all kinds of material entering 
 into the construction, improvement, betterment and operation of a 
 road and when the same are used to repair, improve or use in opera- 
 tion, they are charged up to operating expenses or improvements and 
 betterments as the facts may justify. 
 
 No. 35. 
 
 That of the ties hereinbefore set out as being necessary to be 
 laid in the main line approximately 50 per cent of such ties are 
 burnettized. 
 
 And of the ties hereinbefore mentioned as being necessary to be 
 laid to reproduce the terminals at Spokane all of such ties are burnet- 
 tized. 
 
 No. 36. 
 
 That the Oregon Railroad & Navigation Company’s lines through 
 Eastern Washington traverse a rich agricultural section producing 
 annually large quantities of grain destined for shipment over the lines 
 of the said railroad company in car load lots including approximately 
 15,000,000 million bushels of wheat annually. Large quantities of the 
 wheat, or its product in flour, is carried over the lines of the Oregon 
 Railroad and Navigation Company to Portland and after arriving at 
 its destination in Portland is shipped to foreign ports. That along the 
 line of the Oregon Railroad & Navigation Company in the state of 
 Washington, there is adequate warehouse facilities for the handling 
 or storage of grain, which ware houses are owned “and operated, 
 excepting as to the warehouses approximating in value $40,769.00, 
 hereinbefore referred to, by private individuals as warehousemen, but 
 which warehouses add greatly to the facilities for freight shipment, 
 and add to the value of the railroad lines. 
 
 No. 37. 
 
 That since the construction of the lines of the Oregon Railroad 
 & Navigation Company through the state of Washington, said company 
 has annually expended large sums of money advertising and exploit- 
 ing the resources of the country adjacent to its line and has en- 
 couraged immigration along its lines so that the country adjacent and 
 tributary to its lines has a comparatively large population and great 
 density of traffic compared with other portions of the state of Wash- 
 ington, which density of traffic and population add value to the said 
 lines. 
 
 No. 38. 
 
 (In view of the fact that the Oregon Railroad & Navigation Com- 
 pany introduced testimony tending to show the value of the terminals 
 and shops owned by it in the state of Oregon, the Commission makes 
 the following finding:) 
 
 The Commission finds that of the property described as the Al- 
 
 4—0 R & N 
 
50 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 bina yards and terminals, that a strip of land lying along the Wil- 
 lamette River and having a frontage on said river of 6,353 feet, such 
 portions as are now in use are used by the said Company for com- 
 mercial purposes, and that such river frontage is not required for 
 railroad purposes, and that such river frontage has a value of 
 $635,300.00. 
 
 The Commission further finds that of that portion in section 21, all 
 except a small portion used by the Oregon Railroad & Navigation 
 Company for its track running to the Portland Flouring mill and its 
 track running to St. Johns, is not now in use nor is the same neces- 
 sary for the use of the company in the operation of its railroad. 
 
 That all that portion in section 28 except the strip of land covered 
 by tracks adjoining the river frontage property hereinbefore mentioned 
 is not now used nor is the same necessary for the use of the said 
 company for railroad purposes. 
 
 That the reasonable value to be allowed for that portion of the 
 Albina property in Portland used by the company, and such as would 
 be necessary for its use in the immediate future is the sum of 
 $650,000.00. 
 
 The Commission finds that the reasonable market value of the 
 property owned by the Oregon Railroad & Navigation Company in 
 Portland, known as the Alaska Dock and the Ainsworth dock, is the 
 sum of $997,874.00. 
 
 The Commission finds that the Northern Pacific Terminal Com- 
 pany of Oregon is a corporation and that it owns extensive and valu- 
 able terminals in the city of Portland. 
 
 That the terminal grounds were procured by such terminal com- 
 pany and the improvements thereon constructed by moneys raised 
 from the sale of bonds of the Northern Pacific Terminal Company, 
 which bonds are still outstanding. 
 
 That the Northern Pacific Terminal company operates its property 
 under a contract between the Northern Pacific Railway Company, the 
 Union Pacific Railroad Company and the Oregon Railroad & Naviga- 
 tion Company, its earnings to be applied to the satisfaction and re- 
 tiring of the bonds of said company, the stock of said Northern Pa- 
 cific Terminal Company being in the hands of a trustee and such 
 stock to be issued to the Northern Pacific Railway Company, the 
 Union Pacific Railroad Company and the Oregon Railroad & Naviga- 
 tion Company, in proportion to the amounts which the said companies 
 respectively pay into the hands of the trustee for the purpose of re- 
 tiring the bonds. 
 
 That the accounting records of the Oregon Railroad & Navigation 
 Company show that it has expended in the construction of their roads, 
 side tracks, buildings, improvements and betterments, shop machinery 
 and tools and filling of bridges the sum of $1,997,768.00. 
 
 That the depreciation of said structures and improvements would 
 more than offset any additional cost in construction over what the 
 same originally cost. 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 51 
 
 That the car and locomotive mileage in the state of Washington is 
 approximately 27.5 per cent of the total car and locomotive mileage 
 of the Oregon Railroad & Navigation Company’s system: The track 
 mileage in the state of Washington being 40.18% of the total track 
 mileage of said company. 
 
 No. 39. 
 
 That the Oregon Railroad & Navigation Company has expended for 
 its property of every kind and character in this state used for rail- 
 road purposes, and such as it will be necessary for it to use in the 
 immediate future, the sum of $14,244,240.93. 
 
 No. 40. 
 
 That it would cost to reproduce new the line of the Oregon Rail- 
 road & Navigation Company, in cash, including all terminals within 
 the state of Washington, all real estate used by the railroad for rail- 
 road purposes and such as is reasonably necessary in the immediate 
 future, and all improvements thereon and including all equipment as 
 new, as the same existed on the 30th day of June, 1907, the sum 
 of $15,891,452.13. 
 
 No. 41. 
 
 That the present depreciated value of the property mentioned in 
 the preceding finding, basing the same solely on the cost of repro- 
 ducing the same new, is the sum of $13,933,671.94. 
 
 That for the sake of brevity the words “interstate freight” and 
 “interstate tonnage” and “state freight” and “state tonnage” are de- 
 fined and used as follows: 
 
 Interstate freight or interstate tonnage is freight or tonnage that 
 originates on the line of the said road within the state of Washington, 
 passing over the lines within the state and over the lines of said 
 road beyond the limits of the state; or, freight originating outside the 
 state of Washington, destined to points within the state and passing 
 over the lines without the state and over the lines within the state of 
 Washington; or, freight originating outside the state of Washington, 
 destined to points without the state passing over the lines of said rail- 
 road without the state and over the said lines within the state; or, 
 freight originating within the state of Washington destined to points 
 within the state of Washington but passing over the lines of the said 
 road both within and without the state. 
 
 State freight and tonnage as hereinafter used is freight originating 
 on the lines of said railroad within the state of Washington, destined 
 to points within the state of Washington, and passing over the lines 
 of said railroad wholly within the state. 
 
 Interstate passengers are passengers traveling on a continuous 
 contract with said railroad company over its lines both within and 
 without the state. 
 
52 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 State passengers are passengers traveling over the said line on 
 continuous contracts on the lines wholly within the state of Wash- 
 ington. 
 
 No. 43. 
 
 That for the fiscal year ending June 30th, 1906, the Oregon Rail- 
 road & Navigation Company carried over its lines in the state of 
 Washington 1,258,578 tons constituting 139,189,398 tons of freight 
 carried one mile over its said lines. 
 
 That of the said tons carried one mile approximately 17.08% 
 thereof was state freight and 82.92% thereof was interstate freight 
 and tonnage. 
 
 That of the said ton miles of freight carried over the lines in the 
 state of Washington, approximately 29,33% thereof was grain, includ- 
 ing wheat, oats, flour, barley, feed and flax, and of which ton miles 
 of grain 5.8% thereof as state tonnage and 94.20% thereof was inter- 
 state tonnage. That said grain was hauled an average distance of 
 40.5 miles and that said interstate grain was hauled an average 
 distance of 291.6 miles, 102.3 miles of which was over the lines within 
 the state of Washington and. 189.3 miles of which was over the lines 
 of said company without the state of Washington. 
 
 That of said ton miles so carried as aforesaid approximately 14.89% 
 thereof was lumber, of which 1.13 was state and 98.87% was inter- 
 state. That the average distance hauled of said lumber was state 
 63.4 miles and interstate 335.2 miles, of which 147.5 miles was within 
 
 the state of Washington and 187.7 miles was over the lines of said 
 
 company outside the state of Washington. 
 
 That of said ton miles so carried as aforesaid 2.98% thereof con- 
 sisted of logs and other forest products, of which 28.79% was state 
 freight and 71.21% was interstate freight and of which the state freight 
 was hauled an average distance of 60.9 miles and the interstate por- 
 tion thereof was hauled 194.6 miles, of which 65.2 miles was within 
 
 the state of Washington, and 129.4 miles was over the lines of said 
 
 company outside the state of Washington. 
 
 That of said ton miles so carried as aforesaid 4.34% thereof con- 
 sists of coal, of which 7.21% thereof was state tonnage and 92.79% 
 thereof was interstate tonnage. That said state tonnage was hauled 
 an average distance of 44.6 miles and said interstate tonnage an aver- 
 age distance of 376.2 miles, 131.4 miles of which was over the lines 
 of said road within the state of Washington and 244.8 miles of which 
 was over the lines of said road without the state of Washington. 
 
 That of said ton miles so carried as aforesaid 16.57% thereof con- 
 sisted of ore, all of which was interstate freight, and moved an average 
 distance of 204.4 miles, 124.4 miles of which was over the lines of 
 said road within the state of Washington and 80 miles of whicn was 
 over the lines of said road without the state of Washington. 
 
 That of said ton miles of freight so carried as aforesaid approxi- 
 mately 3.51% thereof consisted of freight in less car loads of which 
 21.57% was state freight and moved an average distance of 64 miles, 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 53 
 
 and 78.42% thereof was interstate freight and moved an average 
 distance of 294.8 miles, 117.2 miles of which was over the lines of 
 said company within the state of Washington and 177.6 miles of which 
 was over the lines of said road without the state of Washington. 
 
 That the balance of said ton miles approximating 28.38% consisted 
 of miscellaneous car load freight moving under special commodity 
 rates, consisting of more than 100 commodities, of which approximately 
 8.27% was state freight moving an average distance of 31.1 miles, and 
 91.73% of which was interstate freight moving an average distance 
 of 340.5 miles, 162.3 miles of which was over the lines of said com- 
 pany within the state of Washington, and 178.2 miles of which was 
 over the lines of said company without the state of Washington. 
 
 No. 44. 
 
 That the Oregon Railroad & Navigation Company is aliled with 
 and controlled by the Union Pacific Railroad Company, the said 
 Union Pacific Railroad Company also controlling the Oregon Short 
 Line Railroad Company. 
 
 That the capital stock of the said Oregon Railroad & Navigation 
 Company consists of 240,000 shares of the par value of $100.00 per 
 share, of common stock, aggregating $24,000,000 and $11,000,000 par 
 value of preferred stock. That of said common stock $23,979,300 par 
 value is owned by the Oregon Short Line Railroad Company, $500.00 
 thereof being owned by the Oregon Railroad & Navigation Company, 
 leaving $20,200 thereof in the hands of the public. That said $23,- 
 
 979.300.00 worth so owned by the Oregon Short Line is hypothicated 
 as collateral security to secure the payment of the bonds* of the 
 Oregon Short Line and no part thereof is available for sale on the 
 market. 
 
 That of said $11,000,000.00 par value of preferred stock $10,869, 
 
 220.00 par value thereof is owned by the Oregon Short Line Company 
 and $122,900.00 par value thereof is owned by the Oregon Railroad & 
 Navigation Company, there being in the hands of the public bu| 
 $7,880.00 par value thereof of said preferred stock. 
 
 That of said preferred stock in the hands of the Oregon Short Line 
 Company and the Oregon Railroad & Navigation Company as afore- 
 said, $10,866,600,000 par value is pledged as collateral security to 
 secure the payment of their bonds and is not available for sale on 
 the market. 
 
 That the Oregon Short Line Railroad Company is organized wit! 
 a capital stock of $27,460,100.00 of which $27,340,700.00 is owned by 
 the Union Pacific Railroad Company and $109,400.00 is owned by the 
 Oregon Short Line, leaving in the hands of the public $10,000.00 worth 
 par value. 
 
 That the Columbia & Palouse Railroad Company operated by the 
 Oregon Railroad & Navigation Company has a capital stock of $1,000,- 
 000.00 all of which is owned by the Oregon Railroad & Navigation 
 Company and all of which is hypothicated and pledged. 
 
54 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That the Walla Walla & Columbia River Railroad Company is 
 organized with a capital stock of $700,000.00 all of which is owned by 
 the Oregon Railroad & Navigation Company and all of which is hypo- 
 tnicated and pledged. 
 
 That the Snake River Valley Railroad Company has issued of its 
 capital stock $750,000.00 all of which is owned by the Oregon Railroad 
 & Navigation Company 
 
 That the Columbia & Southern Railroad Company is organized 
 with a capital stock of $300,000.00 all of which capital stock appears 
 to be owned either by the Union Pacific Railroad Company or the 
 Oregon Short Line Railroad Company. 
 
 That the capital stock of the Columbia River and Oregon Central 
 Railroad consists of $50,000.00 all of which appears to be owned by 
 the Union Pacific Railroad Company or the Oregon Short Line. 
 
 Making a total capitalization of $37,800,000.00. 
 
 That by reason of the facts aforesaid the Commission has been 
 unable to ascertain any evidence tending to show that any of the said 
 stock has been sold within a reasonable time or any evidence which 
 will tend to show the market value of said stock. 
 
 That tne bonded indebtedness of the said Oregon Railroad & 
 Navigation Company consists of $3,000.00 of first mortgage bonds of 
 the Oregon Railroad & Navigation Company dated June 6th, 1879, 
 and due and payable July 1st, 1909, which bonds the Commission finds 
 are worth par. 
 
 $22,022,800.00 of consolidated mortgage bonds bearing date June 
 1st, 1896, and due and payable June 1st, 1946, and drawing interest at 
 the rate of 4 per cent, per annum. That said consolidated bonds have 
 
 sold on the market as follows: (The figures first hereinafter given 
 showing the lowest quotation during the month and the second figures 
 the highest figures during such corresponding month.) 
 
 For the year 1903: 
 
 January 100% 101% 
 
 February 101% 101% 
 
 March 99% 101% 
 
 April 99% 101 
 
 June * 97% 98% 
 
 July 97 98% 
 
 August 97% 98.. 
 
 September 96% 97% 
 
 October 98 100% 
 
 November 99% 100% 
 
 December 97% 99 
 
 For the year 1904: 
 
 January 98% 100% 
 
 February 98% 100% 
 
 March 99 101% 
 
 April 101% 101% 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 55 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 For the year 1905: 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 For the year 1906: 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 For the year 1907: 
 
 January 
 
 February 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 
 December 
 
 102 
 
 102% 
 
 102% 
 
 
 101% 
 
 102% 
 
 101% 
 
 102% 
 
 102% 
 
 103 
 
 103 
 
 103% 
 
 103% 
 
 104% 
 
 102 
 
 102% 
 
 102% 
 
 103% 
 
 102% 
 
 103% 
 
 102% 
 
 103% 
 
 1021/4 
 
 103% 
 
 102% 
 
 104 
 
 102 
 
 102% 
 
 102% 
 
 103 % 
 
 103 
 
 103% 
 
 102% 
 
 103% 
 
 102% 
 
 103% 
 
 102% 
 
 103% 
 
 100% 
 
 101 
 
 100% 
 
 101% 
 
 100% 
 
 101% 
 
 101 
 
 101% 
 
 100% 
 
 102 
 
 100% 
 
 101% 
 
 99% 
 
 100 % 
 
 100% 
 
 100 % 
 
 100% 
 
 101% 
 
 100% 
 
 101% 
 
 100% 
 
 101% 
 
 101 
 
 101% 
 
 98% 
 
 99% 
 
 97% 
 
 99% 
 
 98% 
 
 99 
 
 98 
 
 99 
 
 97% 
 
 99 
 
 98 
 
 99 
 
 95% 
 
 96 
 
 95% 
 
 97% 
 
 94 
 
 96% 
 
 96% 
 
 95 
 
 92% 
 
 95 
 
 87 
 
 90 
 
 88 
 
 90% 
 
56 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 That in addition to the said bonds of the Oregon Railroad & Navi- 
 gation Company there is a further bonded indebtedness of the Columbia 
 & Palouse Railroad Company amounting to the sum of $2,829,000.00 
 all of which bonds are owned by the Oregon Railroad & Navigation 
 Company and are hypothicated by it as collateral security. Also the 
 bonds of the Snake River Valley Railroad Company in the sum of 
 $1,500,000.00 all of which said bonds are owned by the Oregon Railroad 
 & Navigation Company. Also the bonds of the Columbia & Southern 
 Railroad Company in the sum of $700,000.00 all of which is owned by 
 the Oregon Railroad & Navigation Company. And the bonds of the 
 Columbia River and Oregon Central Railroad Company amounting to 
 the sum of $675,000.00, which bonds appear to be owned by either the 
 Union Pacific Railroad Company or the Oregon Short Line Railroad 
 Company, making an apparent bonded indebtedness against the said 
 lines operated by the Oregon Railroad & Navigation Company of the 
 sum of $27,729,800.00. 
 
 That the Columbia & Palouse Railroad Company bonds, the Snake 
 River valley railroad bonds, the Columbia & Southern Railroad Com- 
 pany bonds and the Columbia River and Oregon Central Railroad Com- 
 pany bonds are not available or offered for sale in the open market 
 and the Commission is therefore unableto give the market value 
 thereof. 
 
 No. 45. 
 
 That the Oregon Railroad & Navigation Company’s lines oper- 
 ated in the state of Washington are divided in divisions as herein- 
 after stated. 
 
 That portion of the line extending from the Washington-Oregon 
 Boundary line to Starbuck, Wash., a distance of 84.81 miles, there are 
 239 curves aggregating a length of 32.32 miles; that there are 52.9 
 miles of straight track and 4.07 miles of level track; that there are 
 33 ascending grades, making an aggregate ascent of 2,187 feet and 
 having a total length of 51.50 miles. That there are 32 descending 
 grades, making an aggregate descent of 1,895 feet and having an aggre- 
 gate length of 29.24 miles. 
 
 That on that portion of the line extending from Wallula, Wash., 
 to Grange City Junction, a distance of 65.85 miles, there are 150 curves, 
 aggregating a distance of 27.32 miles; that there are 38.53 miles of 
 straight track and 14.54 miles of level track; that there are 21 ascend- 
 ing grades making an aggregate ascent of 390 feet, having an aggre- 
 gate length of 34.47 miles; that there are 15 descending grades making 
 an aggregate descent of 193 feet and having an aggregate length of 
 16.84 miles. 
 
 That on that portion of the line extending from Bolles Junction 
 to Turner, Wash., a distance of 25.06 miles, there are 65 curves aggre- 
 gating a distance of 8.17 miles; that there are 16.89 miles of straight 
 track and 2.13 miles of level track; that there are 23 ascending grades 
 making an aggregate ascent of 562.3 feet and having an aggregate 
 
FINDINGS APPLICABLE TO O. R. & N. CO. 
 
 57 
 
 distance of 20.87 miles; that there is one descending grade making a 
 descent of 9.5 feet and having a distance of 20.6 miles. 
 
 That on that portion of the line extending from Starbuck to Pom- 
 eroy, a distance of 30 miles, there are 57 curves aggregating a distance 
 of 6.80 miles; that there is 23.20 miles of straight track and 1.33 miles 
 of level track; that there are 73 ascending grades making an aggre- 
 gate ascent of 1,246 feet and having an aggregate distance of 28.67 
 miles. 
 
 Tnat on that portion of the line extending from the Idaho-Washington 
 state line to Walla Walla a distance of 4.54 miles, there are two curves 
 aggregating a distance of .72 miles; that there are 3.82 miles of straight 
 track and .15 miles of level track; that there are 5 ascending grades 
 making an aggregate ascent of 39.9 feet and having an aggregate length 
 of .23 miles; that there are 5 descending grades, making an aggregate 
 descent of 55 feet and having an aggregate length of 4.16 miles. 
 
 That on that portion of the line extending from Starbuck to Spo- 
 kane, a distance of 156.37 miles, there are 352 curves, aggregating a 
 distance of 59.85 miles; that there are 96.52 miles of straight track 
 and 12.45 miles of level track; that there are 185 ascending grades 
 making an aggregate ascent of 3,622 feet and having an aggregate 
 distance of 95.65 miles; that there are 71 descending grades making 
 an aggregate descent of 2,384.5 feet and having an aggregate distance 
 of 48.27 miles. 
 
 That on that portion of the line extending from Colfax to Wash- 
 ington & Idaho line, a distance of 26.20 miles, there are 84 curves 
 aggregating a distance of 11.91 miles; that there are 14.29 miles of 
 straight track and 4.65 miles of level track; that there are 70 ascend- 
 ing grades making an aggregate ascent of 498 feet and having an 
 aggregate distance of 21.25 miles. 
 
 That on that portion of the line extending from La Crosse to 
 Connell, a distance of 53.12 miles, there are 69 curves aggregating a 
 distance of 11.51 miles; that there are 41.60 miles of straight track 
 and 12.33 miles of level track; that there are 44 ascending grades 
 making an aggregate ascent of 912 feet and having an aggregate 
 length of 29.27 miles; that there are 17 descending grades making an 
 aggregate descent of 285 feet and having an aggregate length of 11.52 
 miles. 
 
 That on that portion of the line extending from Winona to Seltice, 
 a distance of 47.84 miles, there are 92 curves aggregating a distance 
 of 17.58 miles; that there are 30.26 miles of straight track and 4.42 
 miles of level track; that there are 40 ascending grades making an 
 aggregate ascent of 1,468 feet and having an aggregate length of 30.41 
 miles; that there are 19 descending grades making an aggregate de- 
 scent of 437 feet and having an aggregate length of 13 miles. 
 
 That on that portion of the line extending from Tekoa to Wash- 
 ington-Idaho state line a distance of 2.13 miles, there are 4 curves ag- 
 
58 
 
 RAILROAD COMMISSION OF WASHINGTON 
 
 gregating a distance of .68 miles; that there is 1.45 miles of straight 
 track and .07 miles of level track; that there is one ascending grade 
 making an ascent of 28.3 feet and having a length of 2.06 miles. 
 
 That on that portion of the line extending from Fairfield to W r av- 
 erly, a distance of 4.76 miles, there are 13 curves aggregating a dis- 
 tance of 2.63 miles; that there are 2.13 miles of straight track; that 
 there are 3 ascending grades making an aggregate ascent of 73 feet 
 and having an aggregate length of 1.62 miles; that there are 2 de- 
 scending grades making an aggregate descent of 233 feet and having 
 an aggregate length of 3.14 miles. 
 
 The Commission finds that the fair cash market value of the 
 property of the Oregon Railroad & Navigation Company in the state 
 of Washington, used for the public convenience and such as is owned 
 by it necessary to be used for the public convenience in the imme- 
 diate future on June 30th, 1907, was the sum of $19,500,000.00. 
 
 The Oregon Railroad & Navigation Company has failed and re- 
 fused to furnish this commission with a division of the operating ex- 
 penses by its different operating divisions according to state lines, 
 or to show the proportionate amount of expense incurred on the lines 
 within the state of Washington, and has also failed and refused to 
 furnish the commission with the earnings derived from earnings on 
 its lines within the state of Washington, and proceedings are now con- 
 templated to compel said railroad to keep its accounts in such manner 
 as to furnish the information above mentioned. The commission has 
 been unable to procure the information necessary for it to make 
 proper division of the value of the use of such lines within the state 
 for state and interstate purposes respectively, and the further hear- 
 ing of this cause is continued for the purpose of making findings 
 snowing the relative value of the use state and interstate of such 
 lines and the probable earnings of said road on state business under 
 rates now charged, and the proportionate cost of operating said lines 
 as between state and interstate business respectively. 
 
 WITNESS THE RAILROAD COMMISSION OF WASHINGTON this 
 31st day of December, 1908. 
 
 H. A. FAIRCHILD, Chairman. 
 
 JOHN C. LAWRENCE, 
 
 JESSE S. JONES, 
 
 Members of Commission. 
 
 Attest: O. O. CALDERHEAD, Secretary.