Morning Oregonian. (Portland, Or.) 1861-1937, July 29, 1901, Image 9

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Morning Oregonian., July 29, 1901, Page 9, Image 9

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Newspaper Page Textjyt THE MORNING OHEGONIAN, KlOXfUY. JULY 29, 1901. TRADE OF THE PACIFIC OPENING OF THE ORIENT TO THE WESTERN STATES. Great Development In the Steamship Service on the Ocean In the Past Ten Year, The Pacific commercial public has for a year past eagerly noted strides In freight carrying on this ocean. Practical shipping men of the six greater railroad ports of this Coast, says a Seattle letter In the New York Journal ot Commerce, are pro foundly interested as to Its future and wondering what Is planned In freight carrying matters by the" master minds who have lately revolutionized transconti nental railroad control, and that evidently with Pacific-Asiatic freight developments the-great incentive. The laity, too, of this Coast's ports throb with considerable local pride and stake their money extensively in real estate futures, knowing broadly that Asia Is big and the Pacific Coast its near est commercial neighbor of importance. Today the most general commercial topic at Seattle, San Francisco, Tacoma, Van couver. Portland and San Diego is the dividing up of United States railroads as linked in interest with the trans-Pacific traffic. American-Asiatic traffic revolution Is basic In the present excitement. In, 1S91 there sailed from the Pacific Coast for Asia (which In this article means Japan, China, the Philippines, Straits Settlements and all East Indies, but not Oceania, Aus tralasia and Polynesia) steam vessels mak ing 40 clearances of 92,061 net tons, and these all from San Francisco with one ex ception. In the present year there are scheduled on regular lines only 61 large steamships operating across the Pacific, 19 going through the Suez to England, and the remainder to Hong Kong and ports and return. These make 230 round trips per year on the Pacific Included In them for the perfect Illustration of the present condition are the six large new steam ships of the Pacific Mall, the Great North ern and the Siberian Railroad Steamship Line, not yet In commission, and the three of the Hamburg-American line, proposed, but the enlargement of the Canadian Pa cific line, barely mooted. Is not Included. The actual regular sailings for the next three months make an entrance and clear ance of Pacific liners at Pacific ports every other day of CS00 tons freight carrying" ca pacity. Again, half the steam merchant marine tonnage building today In the United States 71,750 gross tons. Is for the Pacific, 'tnis is the outgrowth of the single steamship of the Pacific Mall, which sailed out of San Francisco harbor January 1, 1867, Inaugurating trans-Pacific freight carrying from American shores by regular lines contemporary with the Union Pacific's building to the awakened Occident. It appears as if this Northern section Is to get back its name! In the last 10 years the ports of the North have increased their regular liners to 40, and, excluding the unsettled Siberian Railroad connection on this Coast, the Southern ports count only 19 steamships engaged. This Is a most Important feature of the study. Asiatic Trade. The big matters Involved are directly these: The hope of the Pacific Coast to reach a share of Asia's world traffic and the bulk of America's Asia freight; the question of the Siberian Railroad's freight Influence: the deflection of Suez traffic, this both to and from Europe: the deflection of the Asia clipper Horn or Cape traffic; the organization or consolida tion of freight Interests In the Orient, this being Incidental; the larger .influences growing In connection with the Nicaragua Canal. These questions are not now treated by your correspondent, but some data bearing on them has been collected. All data given are essentially working data, all official reports being corrected or explained to give the true bearing on the freight discussion; for instance, in Treasury Department returns Chicago Is credited with a large share of the freight In which Seattle should, figure as the eco nomic point! Supposing some master minds developing changes In the Asia freight carrying mat ter or bent on making the Pacific Ocean a pet carrier, with what have they to deal? Primarily It is the world's Asia commerce. The world here means the Northern world. Africa and South Amer ica have little to do with Asia's world. Extend a draughtsman's compasses by scale to cover 30 degrees of latitude on the world's chart and .meander It across the chart, following with the one leg the line of the Trans-Russian Railroad from Vladlvostock, the other leg hanging south of the road will creep below the Malay Peninsula, Include India, follow the Suez and the Mediterranean. And if the com passes are drawn over the Atlantic with the Summer route of the liners there for guide, and again over the North Ameri can Continent, with the Canadian Pacific as the northernmost line, and again over the Pacific with the northern trans-Pacific route to guide the upper point of the com passes the Instrument will meet the lati tude and longitude from which It started and will have Included the whole Asiatic commercial world and more, so far as Is essential to any present freight study. Australia's traffic will have incidental mention. Asia's merchandise exports, from the latest figures obtainable, are 51,006,245.600 a year, and Imports $959,127,-000-roughly a ?2,000,000.000 trade. This is the foundation of all the freight carrying premises. The United States and Can ada, which is immediately involved with Its transcontinental line and trans-Pacific line, had of this in 1899-1900 $213,000,000. Of the United States' share the Pacific Coast had $74,000,000 (actual merchandise loaded and discharged at the six Pacific ports). In ward the Pacific Coast had $46,625,000 and outward $27,000,000. Following is another Interesting statement: United States-Asia Imports Exports Commerce. from Asia, to Asia. 1S91-92 $80,133,251 $19,590,350 1899-00 139,842,230 64,768,475 This shows primary importance and growth. Further detail will be given later. It must be noted that a large share of Pacific Coast imports was the tea and silk, valuable freight; the bulk Is light. To indicate at once the present railroad interest in these Pacific Coast merchan dise exports and imports It may roughly be stated that of the Import freight the roads take overland some 90 per cent, and of the export freight 65 per cent. The Pa cific Coast is not yet a large distributer or manufacturer for the entire United States. Except for insignificant lots of merchandise transferred at San Fran cisco for South America, the entire imports are for United States consumption. Transportation. The Pacific Coast freight subject may be reduced immediately to a steamship basis for the purpose of this study. The mer chandise stated above is carried mainly by the regular steamship lines, all lines, with one exception, being under contract with transcontinental railroads and in the freight conference agreement on rates, but. it Is believed, in no pool as to volume of traffic; The one exception is the latest arrival the China .Mutual Steam Naviga tion Company, of Seattle, which obtains freight Independent of railroad agreement, though on the same rate basis. The traf fic also Includes all the lumber sailing fleet; also the independent tramp steam ships, a very rare article at date; the In dependent sailing vessels offering for flour and other freight. Including lumber, also rar as to flour at date, though, with the tramp steamships, quite a figure be fore the regular lines assumed present pro portions. In the freight subject also there figures the ballast. Orient fleet for the Pacific Cbast for wheat, thes"e vessels being largely China and Japan oil car riers from America, Australia coal-carriers to the Orient and Hawaii and miscel laneous vessels. The latter include an In dia Jute vessel or two, the -United States transport fleet to and frQm the Philippines. Taking out tho wheat,-lumber find trans port fleet, the regular steamship lines. with the exception of -the India wheat sack and hemp ships only are left; In fact, they have' about monopolized the direct Orient business. In detail: The entrances from Asia at Puget Sound ports, San Francisco, Co lumbia River ports and San Diego, but ex cluding Vancouver, were, in 1899-1900, ac cording to official figures, 172 sail and steam In cargo of 407,243 tons net, ana 173 of 298,844 tons In ballast. The clear ances were all cargo, excepting one trans port In stores, and amount to 254 of 548,170 tons. The discrepancy between entrances and clearances shows the large number of sailers clearing for other than Asia. The clearances given Include 26 sail of 20, 740 tons, one or two being flour ships, the rest lumber, taking 33,500,000 feet. There cleared 227 steamers of 525,318 tons, and In addition about 18 from Vancouver of 50,000 tons these being of the Royal Mall line, In connection with the Canadian Pa cific. The steamship clearances Include some 75 transports. They cleared 127 for Hong Kong, 21 for Japan, 10 for the Chi nese Empire, 1 for British China, 1 for German China, 7 for Russian Asia and 75 for the Philippines. The comparison with 1891 has already been made only 40 clear ances then from the Pacific Coast, It must be remembered that the year 1900 1901 just closed shows a remarkable de velopment cynpared with the previous year, 1699-1900, of the above figures. In the way of tonnage, -If not In merchandise handled. The Russian Asia clearances are notable: Two vessels from Puget Sound are regularly scheduled for this traffic, a beginner this year of probably a large future traffic. The 70 steamships return ing In ballast were all transports. The 11 sail in cargo which are. shown in the returns. Included the jute or burlap fleet, two ships, and some Japan. Hong Kong and Russian Asia vessels, with much less than more cargo as picked up In a casual or accidental way there Is very little sail cargo offering In Asia for this side. Again, It Is often the case that an American, or British, laden ship will discharge part cargo In Asia and the remainder on the Pacific Coast, where she will take wheat. This analysis brings the subject still more closely to the regular liners. Steamship Groups. There are three distinct groups of regu lar trans-Pacific liners at present operat ing, and all in the field earnestly to stay, and five distinct railroad Interests in touch with them, the latter statement presuming the Great Northern and Northern Pa cific systems to be merged In one Interest. As previously noted, the China Mutual, of Seattle, Is independent of railroad con tracts or ownership. The groups are, first, and most Important at present, the Northern, or Puget Sound, group, Includ ing the lines operating from Seattle, Ta coma and Vancouver, B. C, and at present In touch respectively with the Great Northern, Northern Pacific and Canadian Pacific the one Seattle line Independent getting outward freight over the Great Northern, or locally, and shipping In ward freight over that road. The next group might be Included in the Northern, but its steamships operate exclusively from the Columbia River In connection with the Union Pacific Railroad system to Portland. The third group is the South ern, the San Francisco lines in connection with the Southern Pacific Railroad sys tem and the San Diego line In connection with the Atchison, Topeka & Santa Fe Railroad, and also obtaining freight at San Frapcisco, the two ports to that ex tent being involved in the one group. "What do these vessels carry, and for what? It Is sufficient to use only private data gathered by your correspondent for this question at present. The first feature is the strange lack of import cargo arid the fairly good export cargo, and this In face of the fact that the entire United States Imports from Asia are much great er than the exports to Asia. The Teason of this Is that the exports of the United States to the British East Indies,, includ ing, of course, India proper, are vrry small, while the imports are very Jarge; In fact, in some East India products, sugar, skins and hides, spices and the like, the United States comes close .to the en tire Import of Europe, including Great Britain: Yet of all thhfEast "India traffic the Pacific Coast gets little, and the regu lar liners have but a tiny account on their freight' ledgers against this big' East India traffic. It may here be asked, "Will not the Pacific extend Its liners' grasp farther than Hong Kong? An examina tion of the import and export cargoes of tne JFacmc liners follows. Data, of the Nippon Tusen-Kalsha fleet for the. calen dar year make almost a complete study for the other lines. This fleet coals at Se attle or Moji, Japan, generally at Seattle; but If cargo promises light It takes coal as ballast. It takes cargo at 'Seattle at its own wharves, on which the Great Northern runs trains direct, and which are modern In their design and equipment. The vessels pick up cargo at Yokohama or other ports for the further route to Hong Kong. The round trip takes 70 days. Connections are made at Yokohama or Hong Kong with lines throughout the East, and shipments make direct connec tions for Calcutta or Melbourne or other points. In figuring freight time from the Atlantic seaboard 12 to 18 days must be in cluded for the rail trip for non-dispatch cargo, but only five days for silk, which goes special or passenger, and eight days for tea, which goes special. The Empress line has made a 10-day record from Yoko hama to Vancouver with silk, and to New York 15 days. This fast line's regular schedule to Shanghai Is 19 days from Van couver. Exports and Imports. ' The outward work of the Pacific Mall steamers from San Francisco shows In general the same features, but small ship ments reach ports farther Colombo, Sou rabaya, Bombay, Rangoon, Macao, Sama rang, Batavia, Penang, Calcutta.Macassar and Cebu. This is due to San Francisco freight connections of long establishment and to the fact that San Francisco has been a buyer In some of these- Sections for some time. The Items are small, Sing apore showing only some $25,000 for the year. From official data the following Is gathered, showing accurately the Pacific Coast exports by districts during 1S99-19O0, which is a normal year for this study: Pacific Coapt exports to Chinese Empire $2,426,695 German China ,i .. 29,202 Russian China 75,236 British East Indies 139,337 Hong Kong 5.538,294 Japan : 12,983,082 Corea 122,507 RuKslan Asia 670,215 Other Asia 5,552 Total $21,990,120 The Philippines Item of $1,732,270 is omitted as being mainly freight for Army account. The Item of some $3,000,000 for account of the Canadian Pacific or Royal Mall exports from Vancouver Is also omitted. The Pacific Coast merchandise Imports from Asia are only available accurately as bulk packages. They Include a small variety of Items in the main, however, and are easily computed with the excep tion of the miscellaneous merchandise. It is impossible, also, to state the export points, though these can be readily judged from the bulkier articles. Returning to the exports, the principal Items of the last year's traffic have been flour, other breadstuffs, cotton, machinery, lead, tobacco, rails, hardware, oil. beer, canned goods, coffee to Japan, drugs, bis cuits, groceries, hops, malt, sugar, wine, spirits and wool. But the exports Include the whole gamut of American manufac ture and produce with little exceptlo'n. The conditions of trade have a direct ef fect on freight carrying outwards. The cotton conditions the past year have caused a loss to Puget Sound boats alone, compared with the year previous, of 27, 000,000 pounds. The Siberian Railroad con struction, with the improvements in for tifications and general works at Port Ar thur, the railroad construction In Japan, the same in China and the Increased de mand (for instance, nails) generally throughout the far East, particularly also for flour, are -some-of the many factors in this freight-carrying outwards. These facts show prominently a great growth within the past decade, and that In bnesection, namely, the Pacific Coast and the East Asia mainland. This crowth" will continue in that section. Will it ex pand outside that section? Is there a pos sibility In schemes evolving to extend the Pacific carriers to the East Indies? Co lumbus' dream of the western route to Cathay may yet turn out of prophetic In spiration! Progress of the Pacific Coast. Commenting on the letter of its corres pondent, the Journal of Commerce says: "The very Interesting array of facts and figures furnished by a Seattle cor respondent In regard to the activity of ports of the Pacific Coast suggests, among other things, a serious awakening as to the possibilities of Oriental commerce on the part of the nearest commercial neigh bors of Asia. It has taken some time to bring this about, and but for the compe tition for Asiatic freight among the trans continental railroads, and the substantial evidence given by these great corporations of their faith in the future of our busi ness dealings with the far East, the awak enings would probably have been less 'thorough. Now that the enterprise of the Pacific Coast States Is being stimulated from without and from within, the ex pectations that were early formed of its future triumphs may at last be realized. It Is but fair to remember that the for eign commerce of these states is of very recent origin. As late as I860 there were only 23 miles of railroad west of the Rocky Mountains, and It was not until 1861 that the first telegraph line from the East reached the Pacific Coast. It was on January 1, 1867, that the first steamship of the Pacific Mall sailed out of the harbor of San Francisco, and only four years ago the English statistician. Mulhallp writing about the progress of the Pacific States, found that all their for eign commerce was concentrated In San Francisco, and that the other ports had no trade worth mentioning. The actual growth of population between 1S90 and 1903 In the three states of California, Oregon and "Washington, was a good deal less than had been generally estimated, but It amounted to 29 per cent, against 20 per cent for the country at large, and the ascertained total was 2,416,692. Of the three states, California shows fewest signs of progress, the growth of population In the state at large being only & per cent, and In the city of San Francisco less than 15 per cent In 10 years San Francisco has dropped two points la the scaje of .urban rank, having been the seventh city of the Union in 1890. and the ninth In 1900. On the other hand, Los Angeles has come forward with a rush, having a population of 102,479 against 50,395 In 1890. while Portland follows hard upon with a population of 90,426 against 46 385 and Seattle makes a good third with 80. 671 against 42.837 at the preceding census. "Our correspondent points out that In 1891 there sailed from the Pacific Coast for Asia steam vessels making 40 clear ances of 92,061 tons, and these nil from San Francisco with one small exception. In the present year, on the regular lines alone, there are scheduled 61 large steam ships plying across the Pacific, 19 going through the Suez Canal to England, and the remainder to Hong Kong and other East Asiatic ports and return. These make 250 round trips a year on the Pa cific; the actual regular sailings for the next three months making an entrance and clearance of Pacific liners at Pacific ports, every other daj of 6S00 tons freight carrying capacity. Moreover, half the steam merchant marine tonnage building today In the United States Is for the Pacific. The Northern ports show most of this gain, having In the last 10 -years Increased their regular liners to 40. while, excluding the unsettled Siberian Rail, road connection, the Sduthern ports count only 19 steamships. The growth in (he volume of the Asiatic trade a considera ble portion of which still goes from Af lantlc ports by way of Suez has been more rapid than that of any other great department of our "commerce. The im ports have increased from $80,000,000 in the fiscal year 1892, to $140,000,006 in 1900; and the exports from $19,000,000 in 1892, to $65,000,000 In 1900. That a very large pro portion of Asiatic imports does not come by. the" Pacific Is obvious from the' fact that, as- entries at Puget Sound ports 3how, the amount of tonnagp poming that Way from Asia in 1900 was only 407.243 tons net, against clearances of 54S.170 tons. In the 'last fiscal year 173 vessels of 298. 844 tons arrived from Asia In 'ballast. It is explained that the discrepancy between entrances and clearances shows that a large number of sailing vessels cleared for other ports than those of Asia, but it also shows that most of the large im port cargoes from" tire British and Dutch East Indies find their way by the Suez Canal across the Atlantic. "The question Is pertinent, 'Will not the Pacific extend the grasp of Its liners south of Hong Kong?' Probably not, while freights from New York to Shang hai are cheaper by way of Suez than by the Pacific. In the one case the distance Is 12.360 miles, and in the other, via San Francisco, only 9920 miles; but the fact that 3250 miles of the latter route Is. by rail, throws the advantage in cost of transportation on the side of the all-water route. The place of origin, however, of most -of the freight for the far East Is the South, Southwest and Northwest, and mere is no reason why the railroads should not, with their steamship commu nications, compete with the tramp steamers from New York in carrying all of that freight. If the recent combina tions made by the transcontinental lines have any commercial Import, it must be toward a more nearly complete command of the traffic to and from the Eastern shores of Asia. Nor Is It unreasonable to assume that there Is feasibility at least in schemes to extend the range of the Pacific carriers to the East Indies. San Francisco is 1000 miles nearer "Singapore, the clearing house for a large part of the Easth Indian Archipelago, than any of the ports of Northern Europe. For our North Atlantic ports, even a trans-isthmian canal would leave all Asiatic ports west of Hang Kong nearer by way of Suez, than by way of the Pacific. But the com bination of railroad and steamship trans portation which is being pushed so vig orously ought to make the Pacific route the cheaper as It Is the shorter for all Asiatic trade sent from or destined to any part of. the United States west of Chicago. Those who .look for a great economic and social development among the still dormant countries of the far East are sustained by the examples of Japan and India. Within living memory the whole foreign trade of India has changed, and the commercial and Indus trial revolution Is still in progress in JTapari. It will follow upon the heels ot the railroad contractor In China. The question has been asked with obvious force:. 'Do we realize all that Is Implied in the fact that of about 470,000 miles of railway In the world Asia has not more than 34.000 that while Europe has a mile of railway for every 2400 Inhabitants, and the United States for every 400, Asia has one only for every 28,000? The very thought of the work Involved In remedy ing the disproportion is overwhelming: but when we know what railways and steam and mechanical invention have done for the peoples In the Atlantic area, can we even In fancy place a limit on the possibilities of the Pacific?' " Got the Information. New York Times. The great criminal lawyer was ques tioning the witness In the murder trial as to the exact location of the wound in the murdered man's body. "You witnessed the shooting, you say?" he asked. . "Yes, sir; I did." "Where was Brown shot?" "On the second floor, sir." Ilovr Customs Vary. She In some parts of Australia when a man marries each of the bride's rela tives strikes him with a stick by way of welcome Into ,the family. , He Yes, and In mmy parts of America when a man marries each of the bride's relatives strikes him with a loan' by way of welcoming him Into the family. Civil "War Veteran. SOUTH BEND, Wash., July 2. Thomas Shopsllne, who went ihrough the. C(vi War .In Company S, Ninth Iowa Cavalry, died suddenly "of fieart'f allure. ' COOKING IN THE WOODS FOOD THAT IS GOOD AND WHOLE SOME FOR, CAMPERS. Plain, Substantial Diet Is What Peo ple on an Outing: Require ( Timely Hints. Plans for the dally bill of fare, while of a far simpler nature, are as necessary In the camp as in the home, says the Roches ter Herald. For, although conventionali ties and ultra-fastldlous tastes have been left behind. In their place have appeared unwonted appetites for hearty food that In a party of healthy people can be re lied upon three times or more a day. As the object of such a trip Is recreation, it is well" to heed this fact, for no one can have a good time while he Is as hungry as the proverbial bear and sees no good dinner In prospect. People spend ing their first Summer In the woods In primitive fashion, are Invariably aston ished by their sudden fondness for cook ing that at the home table would be scorned. Doughnuts and crullers, for. ex ample, assume new flavors and, with coffee for the morning meal. In the woods excel the choicest confections. Ii Is a good Idea to take along enough of these cakes to least at least a week, taking pains to use recipes that Insure them against drying too quickly. Once, there, they can be put lri a food "bag and 'kept In a cool, and, If posible, not too dry a place. Waterproof food 'bags In. various sizes are among the conveniences supplied by houses that sell sporting goods. -Two or three bakings of molasses and one or two of sugar cookies -will also be appre ciated. Among the utensils should always be In cluded a covered Iron pot, for baked beans after a long day's tramp, or. even lor breakfast or dinner. If the supply of game falls short, -are. not only nutritious, but appetizing. 'The baking Is an over-night or all-day operation. The Sylvan Fireplace. First dig a hole in the ground that Is three or four times the size of the pot. Start a fire In the bottom, .with pieces of bark, and then fill with good hardwood. Let It burn for two or three hours until the surrounding earth Is well heated and there Is a glowing mass of -coals" in the bottom. Have the beans soaked In cold water for K day or a night previously. Then wash and parboil them, throwing" off the first water, to which some people add a little soda. Rlnse-the beans, cover them with boiling water, add a piece of pork (about a half rjound or so to every quart of beans) and cook over the range until the skins loosen easily. Remove the pork and drain the beans, saving the liquor. Put the beans in the pot without breaking them and bury the pork In them season the liquor with salt and pour it over them. Sprinkle with pepper, and if molasses la to be had.'poUr a tablespoon ful over the whole. Put on the cover, place the pot In the improvised oven, cover with the ashes and coals and some of the earth, and leave for at least 10 hours. If bread cannot be bought- It must be baked. Bread and biscuit can be made the same as at home, the only difference being that they are baked before an open fire, in a pan that comes for the- pur pose. Compressed yeast cakes that will keep all Summer, should be among the supplies. A brown bread made of one third rye, one-third flour and one-third corn meal has staying qualities desira ble for Journeys requiring a good deal of physical exercise. It is mado like the ordinary white bread. A broiler In camp is not one of the needfuls, for a few shingle nails and a plank, a clean pine board or even a piece of log will answer Its purpose. If fish are to be cooked before the fire, nail the heads against the wood.l flesh InslrlA nut Ot course, and place "them before the heat. A steak, bird, rabbit or squirrel can be prepared In the same way. For a squirrel stew, a famous dish among epicures who hunt forest deeps, the old admonition to "first catch your hare" should be remembered. If the day's shooting has been a success (from the hunter's, not the squirrel's, point of view), skin and dress them, cut into pieces, and soak for a time In cold salt water to draw out the blood. Rinse and cook them, with a small slice of salt pork In fresh boiling water, and add about 15 minutes before they are done potatoes and onions cut up fine, a pinch of oatmeal for thickening, and salt and pepper. A little beef extract Improves the flavor of the stew. Canoe pie, a masculine Invention, for those' of the party who Insist on city ways to the extent of an occasional dessert, ex cels, so claims Its originator, all the over baked concoctions in the world. That It can be made providing the material Is at hand on a moment's notice Is an un disputed advantage. Have ready a dish of fresh stewed berries, sweetened to taste. Toast pilot bread, reduce it to crumbs, sprinkle over the top and the pie Is complete. . A Man-Made Mens. The following menu, a strictly- man made one, is contributed by a frequenter of the wild lands of Maine: Blueberries fresh from the bushes (hand-picked by Chaddle). Dry hot-toasted bread, assort ed pickles. Sizzling hot broiled 'bacon. Cold water, hot tea. Soaked toast with maple syrup. Fine, soft, home-made, bread, apple sauce. More hot tea. Music furnished by the gurgling Penobscot. Tepid food and cold grease on the plate do not contribute tb the delights of a re past, even -In the woods; but to avoid the same. Ingenuity must be used, for It Is a well-known fact that to a certain point foods cool quicker In the open air than In the refrigerator. A hot-water plate for each of the party Is a great con venience, but If these are not to be had, heat the plates hot. There-, will be .no danger of injury to the polish of the dining table. Keep the dishes that are cooked first burled la the ashes at one, end of the fire vntll- all are done. Then get the crowd together. not. the easiest of efforts when all sorts of interests are at stake. When 'all are seated, bring on the hot food. There is no excuse for poor coffee any where. The usual difficulty with it Is overboiling and -allowing tho aroma to es cape. For the coffee, boll fresh . water. Scald the coffee pot, put In a large table spoonful for every one in the camp, and throw in an extra one, according to the tradition, "for the pot." Add a cupful ot cold water. As soon as It bolls, draw it to a cooler part of the stove and pour In as many cupfuls of boiling water as there are campers. Fill the spout with isoft paper and let It stand where it will keep hot, but not boll, for 10 or 15 minutes. Just before aervlng pour In half a cupful of cold water and let It stand to 9ettle for two or three minutes. Eggs, with the hens far away, are a valuable commod ity, and cannot be spared for the coffee, but the cold water will answer every pur pose. Cold water 'can take the place of milk in all recipes for Johnny cake, molasses ginger cake, plain cake, biscuit, muffins, etc., by adding a teaspoonful more of but ter than the directions require. The water should always be fresh and cold, not tepid, or the production will be tough. Too Late to Mend. New York Times. Her sewing machine wouldn't run, so she sent to the office for some one to come and repair it The machinist looked at it, tried to run it, and finally said: "Why, madam. It needs oiling; that's all." "Oiling?" snapped the woman. "Why, I haven't put a drop of oil on it the whole 10 years I've had it, and I guess I'm not going to begin now." Renewed complaints are being made of the Increasing frequency of night attacks In Paris., The fact It that Paris has not enough police. It Is .well known that ,the Champs Elyseea late at night is anything but a. safe thorough-, fare, and the Insecurity of the Bols de Sou- K losrne at idsht 1m a. scandal to Ua cltv. Downing, Hopkins & Co, ESTABLISHED 18J)3. WHEAT AND STOCK BROKERS Room 4 Ground Floor ADVERTISED. Unclntmed Letters Remaining in the ; ' Poitofllce at Portland, Or. Free delivery, of letters by carriers at the residence of owners nicy be secured by observ ing the following rules: Direct plainly to the street and number of the house. Head letters with the writer's full address. Including street and number, and request an ww to be directed accordingly. Letters to strangers or transient visitors In the city, whose special o'ddress may be un known, should be marked In the left-hand cor ner. "Transient." This will urevent their be ing delivered to persons of the same or simi lar names. Persons calling for these letters will please slate date on which they v.e-e advertised. July 29. Letters will be charge for at tho rate of 1 cent each. WOMEN'S LIST. Adams, Miss Calla Laverty. Mrs Elsie Adams, Mrs Carrie Lemery, Miss Cecilia Adams, Lillian Leger, Mrs C Alden, Mrs J F - .lary L Affle, Mrs Hfcnry Logan, Miss Lonne Bauldrin. Mrs Addle L,oi,.in, Miss Ruth Banker, Miss Elizabeth Luke. Mabel I Barber. Mrs Ellen Lucy, Mrs A M Bate. Mrs Edith McCamant, Mrs Thos Baync. Mrs M J3 McCarthy. Miss Utrdlo Beecher, Miss GertruaoMcKeen, Mrs Josio M , Mahon. Mrs Delia Beard, Mrs H L Mables, Mrs Grace Block. Miss Lottie Malloy, Mrs Sarah It Borland,' Miss Grace Mallett. Mrs Ray Brady, Mrs Mary Mansfield. Mlis Mabel Buckmaster, Mrs H Marin, Mrs Nellie "BurrUl, Mrs Mary Marquam, Mrs E N Carey, Cora. E. M D-2 "Marth. Miss Mary Carey. Ml. Maude MelvII, Miss Fay Casslday, Mrs Mai la Miller. Carolina E Chembertln. Miss ClaraIHIer, Miss Antoinette Chapman. Mrs J Miller, Mrs Dora Clark Mrs Julia Miller. Miss Gussle Clark. Mrs N Minnen, Nan Belle Clark, Mrs Roy v Minor, Mrs Conger. Mrs E, Jr Mitchell, Mrs F E Crockett,' Mfss Lueila Moehnke, Miss Lizzie M Moser, Mrs Mary M Crowe. Anna M Montgomery, Mrs. Fari- Danlels, Mrs 'Will nle T De Hermllly, Mrs Net- Moore, Miss Emma tie Monroe. Louisa Demtnen, Miss Anna Murphy, Clara L npmnrest. Mrs E Morrison. May Dickson, Miss Mamie Murphy, Mrs Jno E IJvant. Mrs J J Dolan. Miss Clara M Donlgan, Mrs Eaglcton, Ml Mary Edwards. Mrs Rose Ehert, Mrs Carl Erskin, Miss MlnnU. Erlkson. Mrs E A Everett, Mrs May Evans. Miss Jennie Fastabend. Mrs J A Flint, Mrs Agnes A Forsytht. Ellen B Nugent. Graco Oatfleld. Mrs R E Paddock. Miss Pettey Padrlck, Mrs Hattle Parsons, Miss Bello Patterson, Mrs L L Plckrell. Mrs E B Price, Helena J-2 Price, Miss LUHo Ramsey. Miss C J Reed, Mls Mattle Rlfo. Bertha E Forward, Miss Anne Robb, Miss Grace Eredrlcks, Miss Anna. Rollins, Mrs C E French. MrsS A nnnnlnir. Mrs Clara Gallagher. Mrs J C Gegax, Mary E Gehrts, Dorathea Gibson. Miss Nellie Gill. Mrs Dr Grant, Mrs Nellie Glofescr, Mrs H Grlflln. Mrs M Grosser, Mrs H Guy. Mrs Charles Schaefer, Miss Hazel Schleckla. Mamie Sears. Gladys Seaman. Mrs A D Shrader. Miss Gussle Shub, Mrs L Shute, Mrs Hattle J Sharon, Miss Loretta Shea, Miss Mamie Surber. Mrs Llda Halk. Miss Luesy Smuck, Miss Kate Hnlvnrspn. Miss Elsie Smith. Mrs Kitty Hamlin, Mrs F M Smith, Miss Pearl Hanson. Miss Hilda Soule, Miss Mary T Hanson, Mrs Bcrglthe Spurlock, Mrs J R Harvey, Mrs Mary Sturgeon, saran a Haves. Miss Sade Strieker. Mary Hazeltlne, Mrs Wm Hazeltlne. Miss E Hedger. Mrs W F Hemenway, Mrs J Henry. Mrs S D Hlllwell, Mrs J B Hill. Miss Julia Hill Mrs Chas M Hill. Mrs Lola Hoey, Miss Ella Hoffman. Emma Home, Miss Emclla Hoyle, Mrs Edward Huesten. Mrs Cora Ingle. Miss Delia Jnspnh. Mrs E W Svenson, Miss Bertha Svanson, Augusta Talbott, Mrs Cora Taylor, Miss T M Tebon. Mrs Fanny Thlm, Mrs Jno Thomas, Lucy E Thomas, Miss L I Thompson. Mrs S Tweedy, Mamie Tittle. LIdda G Upllngcr. Mrs Wledemans, Mrs Sarah "Welle, Mrs Edw Welch, Mrs H N Whltmore, Blanche Wilson, Miss Phllla Johnson, Mrs Maud Johnson. Miss Myrtle Wood. Miss Jessie Jones, Eva Wright, irony Kinkade, Mrs Mabel Younker Maggie Knighton, Miss Alice-2 Young. Mrs Sarah MEN'S LIST. Aaron. Bennlc H Hubbaro. Mr Adams. Chas E Hulse J II Aldrich. E W Allen. J Anderson, Chas Appel. S C Aylsworth. C R Balrd. E F Baker, John Bauere. Wm Bak, M Ball. Max Bayson. Aleck Barrett, William F Barnes, M Barlirord. Rev J W Bartle, Fred Belmer, R A Belma, John Diddle. M Z Bills. C B Blswell, Roger Blabon Co. Geo W Hurley, Jack James, Jas Joelsohn, S L Kelly. R M Klnzerger. Eldred N Kotch & Co Lantrey, I A La Moree. Dr D M Laughlln. Jas Larson, Oscar Lawson, A Lehman. Ben P Lewis. W H Llndsey," W A-2 Lottersteln. Jno Lyon. Wm , McCauley. S D McDole, Arthur McDonald, J S McMillan, Jas Macabee, Ralph McMillan. B F Blue. Rupert, so. w juacx, uv w Bochlke. L F Malloy. Nicholas Bohser. John Marsh, Geo Bonl, Albert Marshall. Jas Bosnett, Bert Marshall. D Bowen. Fred K Mayo, Masa Brandset. Nils Matteson, DrAL n.in.M TnViti T Afftthlpflon. F R Bueam'an, Commodore Meservey, Randolph Buhler, Gottlieb Medsker. Mr Burner, v:nas Burns. B Campbell, T E Cannon,. Dr C L Cansler, L R Carson, Frank Carry, Dr C E Carberry, E Carter. Neal Church & Co Clark. Lewis Colburn. J L Mears, S E Mllloy, G B Miller. A E Miller. Hclman Morrill. Dr L B Moury. -A. W Morgan, Chas Myers, Geo Meier, Mr Nusln, Goo Noble. O Osborne. Rev H-2 Palnlne Mfg Co Colby, Frame Cope, Merton Paul, w Corinson. Chas L, M D Pelton. Henry F Damlos, Will Peterson. Ernest Darling. Clement Plcol. Dr H Davis. W G-2 Pitman. Fr.ank Deady. Dr Henderson pick, Henry M D Portland Furn Co Preble. Ruel Raymond. Amer Ramsay, Chas Rodden. W A Ruffell. C H Rydall. Robt St Man. Pete Schmld. W Shephard, Albert Smith, Jno W Smith. Dr S A Spauldlng. W W Spraguo Com Co Stanlels, Mr and Mrs Harold Sterling. W H Stevenson, Jno W Swanton, T E Skllltn, A S Syder. E F Svane. Rasmus Tackaberry. Edw Tanr.er, T H Taylor, A Terrlft Perfect Washer Co Thomas, Chas-2 Thomas, Jno Thomas, Jack Titus, F F Tourlettotte, Edw II Trlbby. S K Turman, Albert Vumblln, Mr and Mrs 3 Tucker, Jno C Urquhart, Howard C Vandernaux, Neal Walker. Jno C Wallbridge. Willie Warren, Edw K Whipple. F M Whaler. C F Wild. Wm Delmar. Romey Do Monge, Edward Denner, J 3 Dlmock. Eddie E DImmlck. J W Dodge. C A Dodd, Dr 8 W Donney, Jack Donney. J W Duyself, John and Dumore, Andrew Earp. D P, w Edmunds. J W Edgertons, The Editor Dally Times Edwards, U P Elseler, L E Elliott, Vint Foster, Chas M T French, Dr A E French. M D. Augus tus E Freeman. F Galvln John 3 Glen. Frank Grant, M B Grebe. Frank Grlmshaw. S Gunalle, E U Guruca, Mr Gwln, Thomas S Hagle, Johnnie Halsell, George-2 Hanahan. Jas Hanno. V." H Harrison, E P Hardlsly. H Harrlce, U F Hauffman, Sidney M Hayes, S T Heath, Joseph Heldel. F O Henrlksen. L C Herman, B Hlgglns, C I Hill. Isaac N Hobson, Geo Holer. John House. Roy R Williams. Wm Williams. Fred Williams. Lambert Wlntle. Chas Wolfe. Jno Yasuda. T York, A B PACKAGES. Hubbard, At Hatcher, Mrs M B Luce. Miss Echo Dresser, Miss Lillian Pirer. Fred photo Parry. Mrs K B Bradley. Mr D, photo-Rowe, Mrs L E graphs Shalnwald, Jes?e Chase. Miss Marion, Thompson. Elizabeth photo Tillman, John N Lanten, T II Vaugh, Minnie MANHOOD bio VI tellzer. tho prescription of afiimons French physician, will qnlckly cere you of all nervous or diseases of the generative orgnu such as .Coat Jlanhood, Inooranl:, rami is iee uscK,seainai .Kmiaaioaa, nervous .ucuuiij-. rimpie UBfllneaatoMarry, i;xbaiiatlaj( Drains, Varicocele an tl Conatlpntloa. Xtstopsall Iossei by Cay or night. Prevents quickness of diacbnrgr.wblcWU ootcbeckect leads to Spermatorrhoea and all tho horrors of imDotency. CfJP'IJOENTEclcanwstio liver, the kidneys and the urinary organs of all lmDurltles. CUPID EXKstrcnzthoca "V3JsJ and restores small weak organs. The reason sufferers are not cured by Doctors labceanae 30 per centare troubled with Prostatitis. CUPIDENE tho only known remedv to cure without nn operation. 6000 testlmnnUK A written guarantee given and money returned It Bboxesdooanot effect a permanent cure. llX0aboz,0for(5.0Q B znall. Bend for Trxr circular and testimonials. Address J AVOXi MEDICIKK CO.. p. O. fjr vn. Pn TV-'Hxnn. CM. tfnv ! iv 8. o. SKIDMORE A CO.. 151 Third Street, Portland, Oregon. Chamber of Commerce TltAVKLEUS GUIDE. Make Holiday of.lt. You don't go East every day. When you do go. go comfortably via the Burlington Route. Choice of three routes through St. Paul, Denver and Billings. Mont. The St. Paul line Is famous 'ar Its fine service Denver for Its fine scenery, Billings for being the through car line to Kansas City and St. Louis. Drop In and see us we'll tako pleasure in giving you all the In formation you need. TICKET OFFICE: Cor. Third and Stark Sts. R. W. Foster. Ticket Agont. Time Card of Trains PORTLAND Leaves. "North Coast Limited" 2:00 P. M. Twin City. St. Louis & Kan. City Special. 11:30 P. M. Olymplo. Tacoma. Seat tle, South Bend and Cray's Harbor Kxp... 8:33 A. M. Arrives 7:cu A. M. 8:00 P. M. 0:13 P. il Two train Sally to Spokane. Butte. Hel ena. Minneapolis, St. Paul and the East. A. D. CHARLTON. ; - Asat. Cen'I Pass. Act. 235 Morrison 8t. ' Portland. Or TicKtt Officj. 122 Third 5L ' Phoru 680 L.KAVK (Tli ri)cr, daily to and No 4 I from bt. Paul. Mlnne . r, , I spoils. Duluth. Chlcng. :O0 P. M. and a;; point Kait. AKKIVB No. 3 7:00 A. M Through 1'aUco and Tourln Sleeps, j.u.l and Burrt Smoklng-Library Car. JAPAN - AMERICAN LINE STEAMSHIP KAGA MARU " For Japaa. China and all Asiatic point will ltav Sattl About July 23rd Pacific Goast Steamship Co, For South-Eastern Alaska Leave Seattle 9 P. M. Steamships QUEEN, COT TAGE CITY, CITY OF TO PEKA and AL-KL July 5. U. 12, U. 10. 22. 24. 29; Aug. 1, 3. 8. 13. 14. IS. 23. 25. 23. For further information obtain company's folder. The company reserves the right to change steamers, sailing dates and hours of sailing, without previous notice. AGENTS N. POSTON. 24W Washington St.. Portland. Or.: P. W. CAKLETON. N. P. R. R. Dock. Tacoma: Ticket Ofllce. 013 First ave., Seattle, M. TALBOT. Comm'l Agt., C. W. MIL LER. Asst. Gen'l Agt. Ocean Dock. Seattle; GOODALL. PERKINS & CO.. Gen'l Agents. San Francisco. For Vladivostock and Port Arthur Direct The Northern Pacific Steamship Co.'s ss. "Queen Adelaide" Will sail from Tacoma, Wash., on or about AUGUST 12 for Vladlvostock and Port Arthur direct. For freight rates and cargo space apply to DODWELL & CO., Ltd., T Genernl Agent SHI! Oak Street Record Voyage 6 Dairo. 7 Hours, 22 Minutes. BOSru.1 ti LIVEftPOJL via QUEEftSlOtf.1 New England. Twin Screw, 11.600. Aug. 14 Commonwealth. Twin Screw, 13.000. Aug. 2b P9KILATO It LIVERPOOL Cambroman ..Aug. SDomlnlon. ....Aug. 10" Vancouver ...Aug. 31 Vancouver Oct. 5 THOMAS COOK & SON, P. C. Gra'l Arent., 21 Market St., San Frtodsco, Cat. WHITE COLLAR LINE STR. BAILEY GATZERT. DALLES nouTr:. Dally round trlpa. Leaves root Alder street every morning at 7 o'clock, except Monday. Arrive at The Dalles 3 P. M. Leave Th Dalles 4 P. M. Arrive Portland 10 P. M. Landings i Vancouver, Cascade Locks. St. Martin's Springs, Hood Rlvr, White Salmon, Lyle and The Dalles. ASTORIA ROUTE. STR. TAHOMA (Alder-street dock). Leaves Portland dally every morning at 7 o'clock, except Sunday. Returning. leaves As torla every night at 7 o'clock, except Sunday.. Oregon phone Main 331. Columbia phone 351. oceanics.s.co. NEW TWIN SC3FW 6000 T0n S.8. SILKKA, SONOMA &VErURA SS. SIERRA. Honolulu, Auckland and Syd ney Thursday. August 1. 10 A. M. SS. AUSTRALIA, for Tahiti Aug. 0. 10 A. M. SS. MARIPOSA, for Honolulu. Saturday. Aug. 10. 2 P. M. I D.SPRECKELS k BESS. CO , Bnsral Igsats. 327 Harht St fra'l PaKMr 0(S. 643 Hdrkrt St.. fsr lo. 1. Pacifis St RESTORED;0'1? Pllfpifffii DJIJgiSATpRTHEBaj) TRAVELERS GUIDE. Hnjiiil.iAs Oregon Shot Line amd uniqfi Pacific three TRAINS DAILY FOR .ALL. POINTS EAST UNION DKI'OT Airl-: r..Ti-. u. Dally. CHICAGO- 1'UKTL.V.NU SPECIAL. For the East la Hunt ington. t.w A. Ually. SPOKANE KLVElt. For Eastern Wumiln,; ton. Walla Walla. Le IttonCoeur d'Alt-ne ar.. Gt. Northern. Points. ATLANTIC EXHREs.- Kor the FTaat la Hun. lngton. il.OO P. M. Dally. 7:OOA-U. Dally. no p. ii jlly. i-.lO-A. M Ually. OCKA.V aSD ItlVKll SCHEDULE. FOR SAN FRAN CISCO. Str. Columbia &! July 0. 10. U- str El der sails July 1. 11. ::t. 21. 5.UU P. M. 4:00 P. it From AltuworOa Dock. FOR ASTOKIA nnl wa point, umnrcttnt. with s:r for Ilwnc.i am. North Beach, str. Haa- alo h-St. Dock. J .00 P. M. Dally ex. Sunday -at. li P. M. 3: 00 P. M. Dally. Ex. Sua. Str. T. J Potter, for Astoria and Ilwaco. leues Ash-street Dock dally except Sunday anil Monday For Unit- or departure and ar tlal s?t tvasldo chedule. to be obtained from O. It. & N. agents FOR SALEM and viay0.13 A. M. points. str. Kuiiore. Hon.. 3:00 P. 1L Tues.. Thurs.. Sat. 3:00 P. M. Mon.. Wed.. FrL AsU-bt. Dock. iW'ed.. FrL FOR DAYTON. Or-fT.OO A. M. gon t.lt and lamhlll Tuer. River points str Mo- Thurs., doc. Ash-st. Dock. Bat. TICKET OFFICE' Third and Washington. Telephone Main 712 PORTLAND & ASIATIC STEAMSHIP CO. Tor Yokohama and Hong Kong, calling at Kobe. Naca.-akl and Shanghai, taking freight via connecting sieumew for Mantla. Port Ar thur and Vlndlro'tnrk. 1NDRAVELLI SAILS JULY 2S. For ratfs and full Information call on ot addr-s utlU'laU or u:i it O It. i N. Co. EAST u SOUTH? it . t. t., (il. ( I fri-i-t. 1't.e.sa ...Ai... fur salt in. Ku. burg, .tstiiund. oac r in e Ii lu. UfeUaii. sun i- ruufuio. aio JkVc, Lo AllgeleJ tl l'aau. New or Jni utU tn Ka.c At V o u d b ura dally rxcept Sua aajj. niurnliig train .onuecu wiln iria for Ml. Angel, all v v r l o n. drown. .Wlv. Jjpnagil 1 d and .alrun. and 3:30 A. M 7:20 P. M. . Mbany Local lor Alt. Angd ud bil .cilon. :00 P. M 7:30 A. M. IH"."U l M Ubany passenger.... 10:10 a. M. 3:50 P. M. 113:25 A. M. "orvallls ptufni.r -herldan paengrr.. Dally. uLituly except Sunday. llebata ticket on falo belircea Portland. Be ramento and San Francisco. Net rates $21.25 first class and $1-1 second class. Including aleeper. Rates and tickets to Eastern polnta and Eu rope. Also JAPAN. CHINA. HONOLULU and AUSTRALIA. Can be obtained from J. B. KIRKLAND. Ticket Agent. HO Third lUHE. YAMHILL DIVISION. rs3nger. Depot, foot ot JeCersoa street. Lea Tit tor Usrrcgo dally at 7.20. '8:40 A. M.1 12. M. 1-65. 3.23. 4Mo. 0:25. a. 30. 11:30 P. M.; and IKOO A. M. on bundais only. Axrlva at Purtland uall at 1.JJ. a: JO. iv.bo A. M.; 1.5. 3:10. 4M. 0.15. 7.40. 10.00 P. M.; 12:44 A. Id. daily, except Monuay. e:Ji aad 10:04 A M. on Sundays oniy. Leava tor Dallas dally, except Sunday, a 6:03 P. M. Arrive at Portland at 0:30 A. M. Passenger train leaven Dalian lor Alrlle Mon days. Wednesday and Fridays at 3:SO P. M, Returns Tuesdays. Thursday and Saturdays. Except Sunday. R. KOEHLER. Manager. C. H. MARKHAM. Gen. Frt. te Pass. Agt. Northern Commercial Co. Nome St. Michael Yukon River lialllng dates approximate only. From San Francisco St. Paul July 23ft t Conemaugh July 23 Pnrtlnnil ...... Frora Seattle. Aug. I Aug. 23 Connecting at St Michael for Dawson Cltj and all Intermediate points. For rates of passage, freight and other par tlculars apply to Empire Transportation Co, Pufjet Sound Agent. heatllc. Wash. 1 " ' ' ' Astoria & Columbia River Railroad Co. LEAVES Depot Fifth and 1 ftrceta. ARRIVES Fur Mk)Kcr, Kmnler. Clatskanle, Westport. Clifton. Astoria, V.'ar renton, Klavel. Ham. tnond. Fort StaVen. Oarhart Pic. Seaside. AJtorla and Seashore Express. Dally. Afltcrla Express. lHy. 3:00 A. U. 11:10 A. if 0:55 P. M. 0:40 P. m; 12:80 P. M. Daily except Saturday. fSaturday only Ticket omce -io5 Morrisua st. and Union Depot 3. C. MAYO. Q en- Pass. Agt.. Astoria. Or. COLUMBIA RIVER SCENERY TheDallex Route CC0EH4SHASTA I y ROUTES JCI Qipy JH LINE frt Steamers dally, rxcept Sunday, between PORTLAND. CASCADH LOCKS. ilOOC RIVER and THE DALLES. Leave Oak-stret-t dock, night and day at A. M. and 11 P. M. M. V. HARRISON, W. C. ALLAWAY, Agent. Portland. Generar Agent. For Oregon City, Salem Way Landings Steamers Altona and Pomona, for Salem anc way landings, dally except Sunday. (1:45 A. M Steamer Leona. for Oregon City, leaves weei days 8:30. 11-30 A. M.. J and 0:15 P. M., Sundai?. leaves S. 0:30 II A M.. 1. 2:30. 4. 5:30. 7 P. IL. Oregon City, round trljfc 25c. " Office and dock foot Taylor at.