Morning Oregonian., January 01, 1913, ANNUAL NUMBER, SECTION TWO, Page 5, Image 21

THE V(";'vo oproovTHV. WEDNESDAY. JANUARY 1, 1913-
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Here is a recent testimonial, entirely unsolicited: "This being my 30th trip across the country
on your line, I take this opportunity of expressing my appreciation of your splendid service."
We have a large number of similarly strong endorsements which we will be glad to show you.
But the very best proof for you is a trip made yourself, to experience what others are so highly commending.
Those "Great Big Baked Potatoes," of which you have heard,, are being served daily on Northern Pacific diners.
We scoured the Northwest for the biggest and best. We continue to use pure bottled spring water for both
cooking and serving also products from our poultry and dairy farm and there are other features exclusively
"Northern Pacific" which our patrons are finding good enough to talk about.
1
----Jim !
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TO CHICAGO:
The North Coast Limited
The Atlantic Express
TO MILWAUKEE:
The North Coast Limited
TO MINNEAPOLIS, ST. PAUL,
DULUTH, SUPERIOR:
The North Coast Limited
. The Atlantic Express
The Eastern Express
TO ST. LOUIS, KANSAS CITY,
OMAHA, DENVER:
The Mississippi Valley Limited
TO TACOMA AND SEATTLE 11,6 EverSreen state limited, The Seattle-Tacoma Special, The Seattle-Tacoma Express, The Seattle-Tacoma Day Passenger, and other
quick, comfortable trains, keeping the entire Northwest in close communication. "Up-to-snuff" service.
LET US TICKET YOU FOE THAT NEXT TRIP EAST OE NOETH. LET US BILL YOUE FREIGHT OUE WAY AND GIVE YOU SIMILAR HIGH-CLASS FREIGHT SERVICE.
A. D. CHARLTON, Assistant General Passenger Agent, Portland.
F. H. FOGARTY, Assistant General Freight Agent, Portland
H. BLAEELEY, General Western Freight Agent, Tacoma
PORTLAND OFFICE: 255 Morrison St. Phones: Main 244, A 1244
A. M. CLELAND, General Passenger Agent, St Paul
J. B. BALED, General Freight Agent, St. Paul
J. G. WOODWORTH, Traffic Manager, St Paul
J. M. HAIINAFORD, Second Vice-President, St. Paul
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Direct and Only Line to Gardiner Gateway. Original Entrance to Yellowstone Park. Season June 15 to September IS, 1913
R
auway
PORT OF PORTLAND COMMISSION ACTIVE
' IN DEEPENING RIVER CHANNEL TO SEA
Fact That City Has Shown Willingness to Help Itself in Improving Harbor Had Great Influence
on Congress. Great Vessels Now Come.
Br 8. H.'Mn, Chairman Port of Portland
. Commission.
THE Port of Portland (chartered
1891 and supported by the taxpay
ers of Portland and a small part
of Clackamas County) has deepened
the channel from Portland to Eu
reka, "65 miles down the river
from Portland, to a depth of 28
feet at low water from what
was originally 17 feet when the
Port of Portland began worn, showing
that there Is a gain of over ten feet
In depth. This channel Is cut a width
of 300 feet, so there is a reasonably
rood channel from Portland to the
sea, as the United States engineers
have deepened the river channel from
Eureka to Astoria to a corresponding
depth.
These statements as to depth are
Verified from the facts that during the
past low water season several vessels
drawing over 27 feet have gone from
Portland to the sea without delays as
follows:
The ship 'Wlllesden. length 400 feet,
draught 27 feet 7 Inches; Kina, draught
27 feet 4 Inches: R C. Rickmere,- length
410 feet, draught 27 feet 6 Inches.
During the last Rose Festival the
United States cruiser Maryland came to
Portland. This vessel is 602 feet at
the water line and drew 27 feet 6
Inches when she left port. She turned
In the harbor with ease under her own
steam and made the run from Portland
to the lightship off the mouth of the
Columbia River In 7 hours 20 minutes,
showing an average speed of about 1SH
miles an hour. This certainly indicates
a good condition of the channel.
Soon after the departure of the Mary
land the United States battleship Ore
gon came to Portland. She drew 28
feet, and was the worst kind of a ves
sel to navigate a narrow channel on
account of her poor steerageway under
slow speed, but she made the Port of
Portland without mishap or difficulty
of any kind.
With these object lessons before us
it make it unnecessary to comment
?pan the condition of the channel. If
it were not in good condition vessels
of this sort could not come here, and
they certainly could not have reached
here except for the work done by the
Port of Portland, which shows the wis
dom of the people as being willing to
tax themselves to carry on this work.
Although this year's dredging has
been carried to a depth of 28 feet at
low water It Is probably not safe to
call the channel over 27 feet 6 Inches
deep. A few additional feet of depth
adds very much to the amount of ma
terial that must be dredged, for the
cuts become longer and the material to
be dredged is harder.
. The. United. States engineers have
prepared all the plans and specifica
tions for a 30-foot channel from Port
land to the sea. This is known as the
30-foot project and has been approved
by Congress to the extent of appro
priating the necessary money for the
building of the 24-inch suction dredges
which are now under construction, but
they have not yet appropriated the
money for the dredging work, conse
quently the maintaining of the chan
cel continues to fall upon the Portland
taxpayers. We live in hopes, however,
that the next Congress will make some
appropriation tor this work.
In this connection It Is well to mil
the public's attention to the fact that
the United States Engineers' Board of
Survey, in recommending . to Congress
that this 30-foot project be carried out,
made the recommendation conditional
upon the Port of Portland carrying
that portion of the project relating
to the Wilamette River from Portland
to the Columbia River.
. The - policy of Congress more and
more apparently Is to help the com
munity that helps itself. There is not
the slightest doubt but that the action
of the public in creating and operating
the Port of Portland has had a great
Influence on Congress in making ap
propriations for the jetty improvements
at the mouth of the Columbia River, as
well as some appropriations for the
river.
The real benefit that the taxpayers
will derive from the money they have,
expended through the Port of Port
land will, of course, ultimately depend
upon the Improvements at the mouth
of the river.
Major Mclndoe, United States En
gineer for this district, reports verbally
that the south Jetty Is practically fin
ished and that the benefits from the
came are showing more and more in
improved conditions of the channel over
the bar. Their last survey. In July
last, showed a minimum depth at low
water of 26 H feet. The tldeat the
mouth of the river ranges from five
to nine feet, according to the season;
the official average Is 7.4 feet, conse
quently at high tide there will be ap
proximately 36 feet on the bar.
The engineers have already started
the preliminary work for the north
Jetty, . and the Port of Portland ex
pects about January 1 to rent its dredge
Columbia to begin cutting a channel
on the shore side of Sand Island, so
as to give a safe, sheltered passage to
barges hauling rock for the construc
tion of the north Jetty. It is calculated
that, with sufficient appropriations, it
will take five years to complete this
jetty, and It will then narrow the
mouth of the river so as to have an
outlet of only about two miles wide,
whereas before any jetty work was
started it was six miles. The engineers
calculate that,' soon after this Jetty is
completed, through the scouring effect
of the current in this confined channel,
there will be at least 40 feet on the
bar, and we believe by the time this is
accomplished there will be a 30-foot
channel to Portland, so that there is
every prospect that all the physical
features that have heretofore han
dicapped Portland will be removed in
the near future.
There is undoubtedly a large territory
naturally tributary to Portland (via the
line of least resistance) that should
furnish a very large tonnage for ex
port. It only remains to be seen
whether the Portland shipping public
will be loyal, to such steamship lines
as may in the future be established
from here.
A bona fide guarantee of tonnage
from the Portland shipping public will
be a bigger drawing card for the es
tablishment of steamship lines than
will a small cash subsidy, as has been
lately proposed.
water. The first actual construction
work was begun in October, 1905, when
contractors started work at Celilo on
one-balf mile of channel, which in-1
eluded the Celilo locks and boat basin.
This project alone cost approximately
3300,000. The small amount of funds
available at the time prevented the let
ting of a larger contract. This work
was particularly important on account
of the river wall of the boat basin.
The wall has a height of 62 feet
above its foundation at the deep
est place and has a total length
of about 1500 feet. The Winter
season of 1905 was particularly fa
vorable fcr work and the foundation
of the wall wag placed without inter
ference by Winter freshets or severe
weather.
In 1907 Congress appropriated $100,
000 for continuing the contract work
and authorized contracts to the extent
of 3600,000. In the following year a
second contract for the construction of
about three miles of canal was let.
This section 'was built in solid rock
and gravel excavation and involved
the removal of about 350,000 cubic
yards of solid rock and 400,000 cubic
yards of sand and gravel. In June,
1910, Congress appropriated 3600,000
for continuing the work with a view of
its completion in six years. No men
tion of contracts was made. It was
then decided by the United States en
gineers to discontinue the contract
work and construct the canal by hired
labor. Authority was granted on June
7, 1910, and the work of assembling
the necessary plant began at once. By
the middle of July, 1910, the actual
excavation of tandem locks had been
begun and in less than three months
a force, of several hundred men and
necessary plant was at work. Four
steam shovels and a large land dredge,
with necessary locomotives and cars,
were purchased and a concrete plant
with a capacity of 300 cubic yards
daily was constructed. There is now
on the ground and in use a plant val
ued at over 3200,000.
From July, 1910, to July, 1911, the
work was pushed vigorously, as Con
gress appropriated 3600,000 in Febru
ary, 1911. In September, 1911, it was
necessary to reduce the force to pre
vent the work being closed down by
lack of funds. Owing to delay in se
curing additional appropriations the
work was closed down on May 1, 1912.
and was not again resumed until July
25 of the same year, when 3700,000 waa
appropriated. Much progress has been
made since then, about 700 men being
employed. The project is about 60 per
cent completed.
The work is in charge of Major J.
J. Morrow, with Captain H. H. Robert
as' kls assistant, and F. C. 8chubert
as assistant engineer.
CELILO CANAL, GATEWAY TO
UPPER COLUMBIA, SOON OPEN
Fall of 1914 Set as Date of Completion of Project That Will Link
Portland With Interior.
AT the present rate of progress the
Celilo Canal, now being built be
tween the foot of The Dalles
Rapids and the head of Celilo Falls,
on the Columbia, will be completed in
the Fall of 1914.
The object of the canal is to over
come natural obstructions on the Co
lumbia, at this point, as these rapids
and the falls are the only, barriers to
navigation on the river from the Pa-,
clfic Ocean to Priest Rapids, on the
Columbia, a distance of 407 miles, and
to Lewiston, Idaho, on the Snake River,
a distance of 476 miles. Completion,
in 1S96, of the Cascade Canal removed
the only obstruction west of The Dalles
Rapids.
Plans for the canal and locks at Ce
lilo were adopted by Congress in 1902.
These plans are now being carried out.
They provide tor a canal eight and a
half miles in length, having a width
of 65 feet and a depth of eight feet at
low water. As the fall between Celilo
and Big Eddy is 81 feet at low water,
there will be five locks in all, two
locks having a lift of 35 feet each,
and one lock with a lift of 11 to 13
feet, depending upon the stage of the
river. In addition to these locks there
will be two additional locks, one at
Celilo and one at Ten Mile Rapids.
These last two locks will be used only
at high water stages of the river. At
low water the gates will be open and
the locks will form a part of the canal.
At low water there will be seven miles
of open canal from Celilo to the head
of The Dalles Rapids and all the lock
age will be done in the lower seven
and a half miles.
The canal will be lined with concrete
where it passes through the sand and
gravel, but no lining will be necessary
where it passes through the solid rock.
The locks are excavated In solid rock
and ? ill be lined with concrete. The
excavation for the lower lock chamber
of the tandem locks at Big Eddy has
a depth of 76 feet. The upper cham
ber excavation will have a depth of 40
feet. The lock gates will be con
structed of steel. The lower gates in
the tandem locks will be 50 feet high.
Each of the lock chambers will be 45
feet wide and 300 feet long ample for
all classes of steamers that will navi
gate the upper river.
Construction of the canal involves
the removal of about 1,300.000 cubic
yards of solid rock and 1.500.000 cubic
yards of sand and gravel, and will re
quire the placing of 114.000 cubic yards
of concrete masonry as well as 99,000
cubic yards of canal lining in addition
to. 2,800,000 pounds of metal work and
machinery.
The estimated cost of the work is
$4,845,000, and the present indications
are that the cost will not exceed this
figure. A considerable saving will be
effected. It is believed, by hired labor,
especially If the funds are made availa
ble so that there need be no cessation
of work during the construction period.
It is estimated that it can be oper
ated about ten months annually.. The
annual June freshet will cause it to
be inoperative for about one month.
It is estimated that it will require
two hours and 50 minutes for a steamer
to make the passage through the chan
nel. The first work in connection with the
canal began in 1904 and consisted of
widening and deepening the Columbia
River at Three Mile Rapids, about one
mile below the canal It required seven
years to complete this improvement,
which involved the removal of 65,000
cubic yards of solid rock reefs and
shore line, much of which waa under
TAK
E AN OCEAN VOYAGE!
VIA THE POPULAR NEW STEAMERS
TRY ONE TRIP ON OUR
B.G LINERS, the latest
design, the finest, saf
est and most com
fort abe on the Pa
cific Coast, and
you will never
travel 'the
' coast in any
other way
A Special Feature of thru
tickets between Port
land and Los Angeles is
the opportunity to see
San rrancisco' en
route, using . the
steamer as your ho
tel free of charge
while she lays in
at that port.
The Connecting: Links Between
PORTLAND, SAN FRANCISCO AND LOS ANGELES
NEW THROUGH EXPRESS SERVICE
SPEED
(17 KNOTS)
LENGTH
380 FEET
A - i
. ;:(...;
POWER
(5000 H. P.)
WIRELESS
(SATETY)
MS
5000
TONS
OIL
BURNERS
NO SOOT. NO DUST. NO C1XDEKS.
COLUMBIA RIVER SCENIC ROUTE
Sailings and arrivals by daylight afford maximum of sightseeing, as well as convenience In taking and leaving steamers. Friends In the East can have rail agents route
their tourist tickets via the Big Three steamers between Oregon and California, and thus vary the monotony of all-rail riding with one of the greatest scenic trlDS by
sea and river to be bad in the world. The cost of Pullman and diner will also be saved, as on all tickets, wherever sold, via this line. "" uio iny. uj
MEALS AND BERTHS AKZ TREE.
THROUGH TICKETS SOLD TO ALL POINTS BY WATER AND RAIL
nil partlciuara. rates, dates, handsomely illustrated folder, and reservations, to
er. City Ticket Agent, A. Ottlnger. General Agent, A. Q. D.
Write for fail
M. A. Mosber, city Ticket Agent, A. Ottlnger. General Agent, A. a D. Kerrell, Gen. Pass Agent.
-v. jrviunuu ou k mttiossv, iA" Aincics. Belli J ran CISCO. LBi.
X W. Ransom, Agent,
Alnaworth Dock, Portland, Or.
The San Francisco & Portland Steamship Company