THE OREGON DAILY JOURNAL PORTLAND, THURSDAY, -JANUARY 1 8, ItZO.
Vancouver Portland Dedared Eri
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COLUMBIA RIVER GIVES PORTLAND
i DISTINCT ADVANTAGE IN RATE OVER
INTER-MOUNTAIN HAUL TO SEATTLE
Tentative Report of , Examiner f
sion Is That Local Shipper?
From All Territory South
'Citj '.Ability to Handle Traffic From Inland Empire Points for
Lew Than Northern Lines With Their Enormous Climbing
' Costs Gets Recognition on Sound Basis of Dollars and Cents.
(Continued from Pagj On.)
- advanced by railroads In defense of dis
criminatory, arbitrary or outworn sys
- terns of sale making-.
This makes the result less sweeping
than the Portland interests had hoped.
The examiners' report recommends that
the commission make the following; flad-
. . lngs: 'That the rates on classes and
commodities between Portland and Van
couver find points in the Inland Em
pire have not been shown to be unrea
sonable" ; that the ratea on classes and
commodities from points in the Inland
Kmplre north of the Snake river to
" Portland and Vancouver have not been
hiiarn A ha 1fft1nftl.lv nrlflftlfl fl.1 fLM (WTl-
pared with the rates contemporaneously
applied to Astoria, Seattle and Tacorna;
that iA' f-ai nn rlnmM between Port-
to. land and Vancouver and points. In , the
J'lnland Kmpi re south' of 'the Snake Hver
ntri unduly prejudicial to Portland In
ao far as they are higher than the rates
' contemporaneously applied on like traf
. f to between such points and Astoria,
Seattle, and Tacoma less the following
differentials: Class 1, 9, t, 4. 6. A. B, C.
D ,E.; differenUal. Iff, 8, 7, 8. 5, 6, 4,
2, S (4); that the rates on commodl-
, -tlea between Portland and Vancouver
and points in the Inland Empire south
of the Bn&ke river are unduly predudi
cial to Portland and Vancouver in so far
" as they exceed 90 per cent of the rates
on like commodities between: such points
and Astoria, Seattle and Tacoma."
uonsiaering rates rrom territory souin
of the Snake river the report says :
"The average distance to Portland la
: approximately 50 miles less than to Seat
v tie or Tacoma and 100. miles lens than
4. A .... I - m.. . - 9 1 ..11 , fl.
to Portland from this territory are ap-
'. preciably less than to the other three
citlea named."
REPORT I If TWO PARTS
- The report is divided In two parts.
. On deals with consolidated cases of
: .the Oregon public service commission
and Portland commercial Interests In be
' half of Portland as against Puget Sound
... . and 'Astoria; the other with the Inland
, . Empire grain case. The report In the
'Portland cases complete, except for
: emission of tabulations which are noted,
says:
."The gravamen of the complaints in
-these two cases la the same that rates
-, on classes and commodities from and to
(nearly all points In the Inland Empire
;,tf ariM from Portland are the same as
rates to and from the south cities and
j Astoria. ' This parity of rates Is alleged
no result, in unjust prejudice to fortiana
' and undue preference to the Sound cities
and Astoria.
J "In brief, both complainants abandoned
'r their claim to lower rates from and to
'points in the Inland Empire, north of the
Milwaukee railroads, to and from Port
' 'land than to and from Sound cities.
. $ "Complainants apparently fear that As-
? UnrlfL. IfrliatAff .naaf fha mmith nf ffo
'Columbia river, under, a parity of rates
wlll sooner or later attract practically
all of the freight to and from the Inland
' lEmpIre to her wharves, if such freight
1 as other than local origin or destination.
SAVE WATER ROUTE
- S "It Is urged that boats will not con
. "tlnue to ascend the river from Astoria
,to Portland with the additional expense
: nhereby incurred of towage and other
'Hems, and to apply equal rates from and
tto these two points. For many years
'parity of rates has been maintained as
.between the Sound cities on the one
)iand and Portland on the other and nea
. tly'all points in the Inland Empire.
. J "Boats serving Portland, Tacoma and
'Seattle have applied the same rates from
and to these three points to and from
'points In foreign countries as well as
points on the coast of the United States.
I "As the result of the conclusions
reached in the Astoria case, rates be-
wtween Astoria and the Inland Empire
points were made the same as the rates
between Portland and such points on
December 30, 1916.
-',1 "The principal product of the Inland
- 'Empire is grain. The total crop of
Washington, Idaho and Oregon for 1918
was 99,166,000 bushels. Of this great
land . valuable crop nearly BO.OOO.fOO
Jbuahels is grown In the Inland Empire
, land largely in the territory south of the
.' Milwaukee railroad and finds primary
HOBART
BOSWORTH
in
"Behind
The Door"
Here's the picture
that all of
Portland is get
ting a "thrill"
out of.
WHO'S
IT STOPS
FRIDAY
MIDNIGHT
or Interstate Commerce Commis
Are Entitled to Preferential Rate
of the Snake River to Portland.
market at one of tho four cities Port
land, Astoria, Seattle or Tacoma. These
cities distribute to points in the Inland
Empire a very large percentage of sup
plies received from foreign countries,
from California and Alaska, and the
products of the fisheries' and forests on
the coasts or Oregon and Washington.
POSITION OP ADVANTAGE
"Portland interests have brought these
cases In order to secure rates that will
give it An advantage over the Sound
cities and Astoria in securing the han
dling of this grain from, and the dis
tribution of other articles to, the Inland
Empire. Portland claims that its geo
graphical position 100 miles inland from
Astoria In the valley of the Columbia
river, with hauls from all points south
of the Milwaukee which are less than
to Seattle and Tacoma or Astoria, en
title to an advantage in rates.
"Class rates between Portland and
points in the Inland Empire in Wash
ington and Idaho were established in
the Portland Chamber of Commerce
case. The report dealt with clans rates
from Tacoma and Seattle, and Portland
to points In Washington, Oregon, Idaho
and Montana. In that case the follow
ing first class rates were found to be
reasonable maximum rates for the dis
tances stated on interstate traffic from
Portland, Seattle and Tacoma to points
in the Inland Empire :
100 miles -or less, 50 cents.
200 miles or less, 72 cents.
300 miles or less, 91 cents.
. 400 miles or less, $1.10.
500 miles or less, $1.29.
600 miles or less. $1.47.
700 miles or less, $1.64.
"The rates on the lower classes were
related to the first class rates.
BATES WERE IDENTICAL
"The report further stated that it is
expected that defendants will establish
rates to points at distances intermediate
to those named and at distances In ex
cess of 700 miles In conformity with
those prescribed for 100 mile intervals
up to and including 700 miles. This re
port bears the date of November 24, 191 L
"On January 19. 191?. an order was
published by the railroad commission of
Oregon, prescribing class rates from
Portland to points in Oregon on lines of
the. Oregon-Washington railway which
were exactly the same for distances of
tvMO, S0O, tOO and 400 miles as were pre
scribed by us on like hauls ror inter
state traffic from Portland.
"On February 5, 1912, the public serv
ice commission of Washington published
its finding and order with respect to
class ratejj between distributing points
and other points In Washington.
KECOGSIZES GRADES
"Both the public service commission
of Washington and tho railroad commis
sion of Oregon prescribed the same rela
tion between classes as had been pre
scribed In the Portland Chamber of Com
merce case. These reports went farther
than the report in the above named case
by prescribing grade rates for distances
Intermediate to the 100 mile points, as
shown by the paragraph above.
"It thus came about that Maximum
reasonable Interstate and intrastate class
rates from Portland, Seattle and Ta
coma to points in the Inland Empire
were established as the result of these
three reports and were continued in ef
fect until June 5, 1918. the date of gen
eral order No. 28 of the director general
of railroads. The rates from and to
points to whfch parity or Vates was ap
plied were generally based upon the
short line distances between such points
and the nearest of the three cities Port
land. Tacoma or Seattle.
EVADED THE ORDER
"For example," the distance from Port
land to Pendleton in 218 miles. The
first class rate applied was 76' cents
and this rate was also applied from
Seattle, although the distance by the
Northern Pacific from Seattle is 306
miles, for which distance a rate of 93
cents might have been established. The
distance from: Portland to Walla Walla
is 244 miles and a rate of 82 cents was
established.
"The same rate was applied from Se
attle for a distance of 29? miles, al
though, the order of the public service
Portland's Best Photoplay
House, Where Quality
Reigns Supreme
Is
COMING SATURDAY
MM
LOOK
WALLACE REID in
"HAWTHORNE
. OF THE U. S. A."
One of the brightest.
funniest pictures of the
i season. j
.FATTY ARBUCKLE in
"THE GARAGE"
An eight-cylinder, 90-mi!e-an-hour
1 roar o f
Jaughter, of fun.
NON-COMPETITIVE ZONE AWARDED PORTLAND
..' t ' ; 1 . V 'TenrAWfi 5 7 fAt
This map shows the three zones involved in the famous Columbia rive rate rase which has been tentatively
decided by the interstate commerce commission's examiner in Washington. Portland asked that all three
zones be placed in her non-competitive territory that is, be given lower fates to Portland than to Puget
Sound. This petition has been tentatively denied by the commission aa to the northern and middle zones,
but granted as to the southern zone, which includes all the territory south of the Snake river and involves
the famous wheat districts of the Big Bend, Walla Walla and Umatilla county.
commission of Washington authorized
rate of 91 cents. Inasmuch as the dis
tances from these points south of the
Milwaukee railroad to Portland were
generally less than the distances to
either Tacoma and Seattle, the rates to
such points were generally based upon
the distances from Portland to these
points and the rates from Seattle were
made the same as from Portland, al
though the order, of the public service
commission of Washington authorized
higher maximum rates.
UNREASONABLE RATES
"The supplemental report in the Port
land Chamber of Commerce case was
Issued after a very careful check of the
operating revenues and expenses of the
carriers had been made by our accout
ant In order to determine probable ef
fect on total net revenues of the car
riers of the order then contemplated.
"The testimony ;.ere orfered in support
of unreasonableness in these class rates
consists. In part, of comparisons of rates
to Portland from points in the Inland
Empire with like rates from the same
points to Seattle, Tacoma and Astoria
applicable to longer distances. . If it
could be assumed that the rates on clas
ses from these points to Tacoma, Seattle
and Astoria are the maximum reason
able rates which could be applied for
these distances. It might follow that the
rates to Portland over shorter distances
and over lines on which some of the
operating conditions are more favorable
could be considered unreasonable.
DISPLACED HIGHER BATES
"To so conclude, however. Is to beg
the question. The class rates to Tacoma
and Seattle, effective in 1917, were less
In many Instances than those authorized
by us in the Portland Chamber Of Com
merce case in November, 1911, or by the
public service commission of Washington
in February, 1912. They were, estab
lished by the carriers for competitive
reasons and when established displaced
higher rates theretofore existing. The
rates to Astoria were established, as
stated by the carriers, responsive to our
report and order in the Astoria case.
That report was founded upon other con
siderations than of reasonableness, and
cannot be construed as a declaration by
us that the rates subsequently estab
lished by the carriers to Astoria are the
maximum reasonable rates which might
be applied.
"The evidence in the record In regard
to the traffic operating and financial
condition of the Oregon-Washington.
(Here Is inserted a table showing the
revenue per ton mile, operating ratio.
revenue from operations per mile of road.
operating expenses for the years 1912 to
1917, inclusive,)
LITTLE CHANGE
"This, and all other evidence of like
nature, has been carefully examined and
there is nothing disclosed which would
lead to the conclusion that conditions so
changed between 1911, when the report
was made in the Portland Chamber of
Commerce case, and 1917, 'as to warrant
the conclusion that rates then held to be
reasonable for application on the lines
serving Portland from the Inland Em
pire had in 1917, by reason or subse
quently changed conditions, become un
reasonable. "No testimony was offered by any
witness which sought to controvert alle
gations in the certificate of the presi
dent of the United States with respect to
the necessity and propriety of increased
rates established by him on June 25,
1918. It was shown, however, by a wit
ness for the railroad administration
that in the year 1917 the net railway
operating income of the Chicago, Mil
waukee ft St. Paul, Great Northern,
Northern Pacific, Oregon - Washington
and the Spokane, Portland ft Seattle rail
roads amounted to $104,038,368.12, which
is stated to be 6.04 per cent interest on the
total investment in road and equipment.
The net revenue from railway operation
under federal control for the year ended
December 31. 1918. was $68,195,102. The
standard Teturn of these roads from that
year was $92,272,402. The federal net in
come for the year from these roada was
$54,572,475.
REVENUES ARE 8HOW1T
The net revenue from railway opera
tion was 73.9 per cent of the standard
return and the federal net Income was
but 69.2. per cent of the standard re
turn. For the first five months of 1919
the federal income was but $7,558,583,
as compared with the federal Income
of 1918 for the same five months, of$13,
412.183. The standard return for tho
five months' period would be $32,587,
363. During the first five months of'
1918 the roads earned but 41.15 per cent
of the standard return for that period
and during the last five months of 1919
but 23.19 per cent of the standard re
turn. Under these . circumstances It cannot
be concluded that these class rates or
any of the commodity rates, respecting;
which testimony was offered between
Portland and Inland Empire point, are
now unreasonable.
"It is claimed that traffic to Seattle
and Tacoma must be hauled over mount
tain grades across the Cascade range,
while the lines serving Portland follow
the course of the Columbia river and art
less expensive ' to' operate. ' ' The costs
of hauling traffic to Portland tare al
leged to be lesa on thai account than
on the hauls to Tacoma. and Seattle.
DISTANCE ADVANTAGE , I
"What r Uiam advantages of locav;
tion which Portlard claims? The aver
age distance from all agency stations
south of the Snake river and north of
Pendleton, Or., to Portland is approx
imately 260 miles and is about 48 miles
less than the. average distance to Se
attle and 100 miles less than to Astoria.
The average distance from representa
tive points south, of the Milwaukee rail
road and north of the Snake river to
Portland is not far from 350 miles and
is about 35 miles less than to Seattle via
the Northern Pacific and 100 miles less
than to Astoria.
HOW ROADS CROSS
"The Northern Pacific from the In
land Empire to Tacoma crosses the Cas
cade range at an elevation of approxi
mately 2850 feet, with a maximum grade
of 2.2 per cent on both the east and
the west sides of the summit. The Great
Northern crosses the range at an alti
tude of approximately 3340 feet, with a
maximum grade of 2.2 per cent on each
side of the summit. The Milwaukee
crosses the range with a maximum ele
vation of about 2500 feet and with a
maximum grade of 2.2 per cent on the
east slope and of 1.74 per cent on the
west slope.
"The cost study previously referred to
in this report on the lines of the Oregon-Washington
in Oregon to a limited
extent has been applied to lines of the
Northern Pacific, Great Northern and
Milwaukee railroads joining points in
the Inland Empire with Sound cities.
COST STUDY INCOMPLETE
"It Is explained that .similar analysis
of the cost of service to that accom
plished on the line of the Oregon-Washington
, was attempted for the Northern
Pacific In Washington, but owing to the
Incompleteness of the data available,
the results were not considered - reliable
and were omitted in the testimony of
fered In this case except In a brief sum
mary. The cltief difficulty encountered
was in determining the detailed move
ment of traffic bo that the amount of
resistance overcome could be calculated.
"The statistics obtained give the total
gross ton miles in each direction oyer
each division and separates as between
main lines and branches, but they do
not state the amount on each branch
or main line district. The districts are
said to vary, so widely as to grades as
to make the results of an arbitrary ap
portionment of traffic unsatisfactory;
also the statistics were given for part
of the year only and the reports were
not clear as to the inclusion of certain
maintenance charges. It was attempted
to compare costs of hauling traffic from
various points in the Inland Empire to
Portland with the cost of hauling such
traffic over lines of the Northern Pa
cific to Tacoma.
COSTS UNCERTAIN
"The results of this study, It Is ex
plained, are not to be considered as ab
solute, but it is asserted they are to be
relied upon as showing approximately
the relation between costs from these
various points to Portland as compared
with Tacoma, What Is termed the road
costs, which include direct costs due to
distance, resistance, excess train service
and empty tonnage in the opposite di
rection of hauling traffic to Portland,
are compared with like costs of hauling
traffic to Spokane and Tacoma from
various paints. Walla Walla is, perhaps,
a representative point in the territory
south of Snake river, and Garfield is
a representative point in the territory
south of the Milwaukee railroad and
north of Snake river.
11.20 A TON
"It was shown In the cost study with
regard to the Oregon-Washington that
the terminal costs for the average net
ton of revenue freight handled on the
system was usually $1.20 for the two
handlings at origin and destination. On
the Northern Pacific a rather rough cal
culation Indicates that these costs are
about 4 per cent less than on the Oregon-Washington.
The study seeks to
show the comparative costs of handling
one ton or revenue freight from Walla
Walla and Garfield to Portland as com
pared with the similar costs of handling
ono ton of freight to Tacoma.
BOADS JfOT SHOW3T
"It gives these costs for handling
I Treat Suc
cessfully, and
For About
Half the Usual
Prices
Diseases of Eye, Ear,
Nose and Throat,
Lungs. Heart and
Kidneys. Ail femaJa
disorders, blood and
skin diseases. Piles.
Uoltro and Rheuma
tism quickly re
lieved. Complete gen
eral Dractlcs.
1 have all tne madam MnfrMim
and surgical attention and. remambac
I aavs you about 60 per oaat .
OB. N. CLAUDE HAMPTOS
nyttela a4 flwrro
THIRD ANTJ WASHINGTON STS. ,
v Hearst UKttli.i,
OfTTCE PHOXE. ........ ...MAIS tin
RESIDENCE PHONE. ...... .EAST U
SIS ASA liHEECM -.
w uwur you nrst-ciAM msatcat
a ton of revenue freight from Garfield
to Seattle via a Joint haul, one line of
which is the Northern Pacific, but does
not show what other railroads partici
pate In this joint haul. To find total
costs of handling freight via these
routes, to points mentioned, ,$1.20 per
ton should be added to road costs and
Indirect costs on business between Gar
field and Walla Walla and Portland,
and $1.15 per ton should be added to
tike costs to obtain total costs of
handling business to Tacoma and Se
attle. Computed, 'they may be repre
sented as follows :
"Westbound, Walla Walla to Port
land via 0-W $2.31 ; to Tacoma, via
N. P., $2.77.
"Garfield to Portland, via O-W., $2.73 ;
to Tacoma, via N. P., $3.10; to Seattle,
via joint haul, $3.02.
"Eastbound. Portland to Walla Walla,
$2.45; Tacoma to Walla Walla,. $2.81.
"Portland to Garfield. $3.08; Tacoma
to Garfield. $3.44; Seattle to Garfield.
$3.30.
"While results of this cost study are to
be regarded as relative and not absolute,
and are based not upon present units of
costs of labor and materials but upon
Buch 'Costs as they existed in 1917, it is
entitled to consideration as indicative at
least of -probable higher cost of hauling
traffic between Inland Empire points
and Seattle, Tacoma and Astoria, than
for hauling traffic between these points
and Portland.
"A witness for the public service com
mission ' of Washington presented a
study -showing certain elements of cost
on lines of the Northern Pacific, Great
Northern, Oregon-Washington, and Spo
kane, Portland ft Seattle. There Is taken
into account the various parts of these
different railroads, but that presented
with respect to the main line of the
Northern Pacific, Paradise, Mont., and
west, main line of the Great Northern ;
Troy, Idaho, and west, main line of the
Oregon and Washington, and thevmaln
line of the Spokane,. Portland ft Se
attle, appears to be the most significant.
and some of the results are shown in
the following table:
YtAR KNDINQ
Tnckat e.
Northern Pacific Paradine nd wert. . SSO
Jret Northern Troy and nt 4W4
O-W. B. N fiH
Spokane. Portland A Seattle 878
lrunirea are for lvi.v
$16.75 and $21.75
Two splendid lots of coats that have sold at much
higher figures. There are meltons, velours, mixtures
and tweeds in a variety of styles some with plush
shawl collars,' others with tailored collars and but
tons of plush. Belts and oddlf set-in sleeves add
novelty notes to many numbers. Brown, navy,
green, burgundy and1 mixtures1 are the choice of
colors.
FURS
at Great Savings
Coney Scarfs, were S 25, now $1675
Coney Capes, were $ 35, now $ 2575
White Fox Scarfs, $145, now $12775
White Fox Scarfs, $135, now $115.00
Jap Cross Fox, $ 45, now $ 3T75
HIGHER TRAFFIC DENSITY
"These divisions of the Northern Pa
cific and Great Northern are divisions
that cross the Cascade range. The
comparatively low cost per ton mile on
these divisions compared with such costs
on the Oregon-Washington la due In
part it least to. the fact that these
Hues havs a much higher traffic density
than the Oregon-Washington.
"It should be understood that the
freight operating expense does not in
clude general expense, traffic expense,
depreciation or renewals and retire
ments. It might' also be added that It
does not Include Interest upon invest
ment OTHER CONSIDERATIONS
"There are. of course, other consider
ations than costs which must be 'taken
Into account in the establishment of the
rates. In the Astoria case the commis
sion said, at pages '26 and 27 :
" When ihe entire situation as it ap
pears from the record is carefully an
alyzed, the most Important question
that emerges Is whether the fact that
the Northern carriers were forced
by the competition of Portland as a
port and terminal to give to Seattle and
Tacoma the same rates as Portland,
justifies either the carriers or this com
mission in disregarding the effect upon
Astoria of the competition of Tacoma
and Seattle with their lower rates, even
though they may be .compelled rates.
On that question It will suffice to say
that In recognizing effect of Portland's
competition on Tacoma and Seattle
the carriers may not lawfully overlook
the effect of the competition of Seattle
and Tacoma upon Astoria aa a port and
harbor.'
DISCRIMINATION CHARGED
"A careful examination of the record
makes It clear that the Northern Pa
cific coast ports have closer geographic
and economic relation one to the other
than is at this time reflected in the tar
iffs of the defendant carriers, and that
the latter. In their present rate adjust
ment, unduly discriminate against As
toria and unduly prefer the Puget
Sound ports. We also conclude and
find from the records that there is
such relationship between Seattle, Ta
coma, Astoria and Portland as to re
quire them to be considered as forming
more or less of a natural rate group
with respect to much of the traffic In
question.
ASTORIA .HAS HOPES
"Since the decision of the Astoria case
on January 22, 1916, very great invest
ments have been made at Astoria looking
to the greater developments of that city.
In part at least some of the Investments
have been made in reliance upon that
decision. The total cost of docks, ele
vators and other terminal and harbor
facilities including work contracted for
and other construction, is said to be
$4,428,144. Astoria has under construc
tion a 15,000-ton drydock that will cost
$750,000. The port grain elevator has a
capacity of 1.250,000 bushels and was
completed In 1918. In addition there will
be storage capacity in proposed exten
sion of pier warehouse of 500,000 bushels.
The piers and terminals under construc
tion will, when completed, have berth
ing capacity of 8878 feet. There are to
be constructed six and one-half miles of
terminal railroad trackage, which will
accommodate 838 40-foot cars. The ca
pacity of flour mills is 1100 bushels a
day and there are now under construc
tion additional plants that will have
total capacity of 5100 bushels.
LUMBEK. OUTPUT LARGE
"The production of lumber mills ad
jacent to Astoria shows an annual out
put of 421,900,000 feet of lumber, 50 per
cent of which is shipped by water, leav
ing upward of 200,000,000 feet annually
for eastbound rail shipments. The value
of exports for 1918 was $660,720.84 and
imports $128,272.84, During the first six
months of 1919, the total tonnage of
wheat and flour export shipments from
the port of Astoria was 25,469. In the
year 1918 there were received from the
JUNK SO, 1t1S
Freight
Open tin Expense.
Coet Per Net
I? et Ton Mile. Ton Mile.
1.34.365.518 8.32
627,600.117 8.68
641.025.000 4.41
227,444,960 8.26
4.oT.7a
2.306.861
2.8H6.M2
887.4U4
Women's Coats
All other furs,
capes, collars,
scarfs, muffs and
coats , proportion
ately reduced.
grain producing territory in Washing
ton, Oregon and Idaho a total of 854
cars. The total number of cars of- fish
Portland
Foreign. DramtK.
,.. IS 491
. .. 42 0t
... 81J.8T8.BK9
T6,4S
Enter ...................
Cleared
Value of foreign trade
Net tonnage cleared from ports
for 117 moving from Astoria was SIS
and for 1918, 518.
PORTLAND IMPROVEMENTS
"The Portland commission of public
docks has thus far expended $4,000,000,
Improving the port of Portland and has'
under consideration further improve
ments that will cost approximately $2,
000.000. The wharves in operation have
a total berthing1 capacity of 2500 lineal
feet or cargo capacity of $4,800 tons at
one time. There have been constructed
and now in operation by private inter
ests eight large lumber docks, three fuel
oil docks and a modern mechanical coal
bunkering plant. There are nine grain
docks with a total capacity of Jl 59,000
tons of sacked grain at a time, a pri
vately owned elevator with capacity of
800,000 bushels, and the flouring mills
at Portland hare storage capacity of
550,000 bushels.
BIG ELEVATOR BUILDING
"The Portland commission of public
docks has at present under construction
a grain elevator with 1.000,000 bushel
capacity. In -1917 the value of lumber
exported was $1,432,614, of wheat $3.
974.973, of flour $970,449. The domestic
shipments of lumber were valued at
$940,188. of wheat at $1,993,416 and of
flour $5,161,000. The first six months of
1918. it was stated that 275 vessels of
total tonnage of 415,455 tons cleared from
Portland and during the first six months
of 1919, 312 vessels cleared, of a total
tonnage of 602,674 tons. The flour mills
of Portland have a capacity of 42,600
barrels a week. The manufacturing plants
of Portland represent a total Investment
of approximately $50,000,000.
VANCOUVER IJT-KING ROW
"The flour mill at Vancouver has a
capacity of 700 barrels a day and there
are very large lumber mills In opera
tion. The country adjacent to this city
is noted for its extensive production of
prunes, the total annual value of which
exceeds $1,500,000. It has 15 miles of
water frontage on the Columbia river
and extensive plana have been made for
the improvement of the harbor and bet
terment of the facilities for handling
freight"
EVERETT'S CLAIMS
"Everett Wash: Everett has an ex
cellent deep-water harbor and the pres
ent berthing capacity of docks is 3280
lineal feet. The capacity of lumber
mills at this point is 3,500,000 feet a day.
or approximately 117 cars. There are
4,600,000 feet of shingles produced each
day, 35 tons of paper and the flour
mills have a capacity of 1000 barrels
a day. During the year 1918 and the
first half of the year 1919 the total
number of cars filled and shipped east
from Everett was 21,679 and 2023 loaded
cars are received during this same pe
riod. TACOMA AND SEATTLE
"Tacoma Two million five hundred
thousand dollars have been appropriated
for the proposed development of port
facilities. This city has approximately
12 miles of water frontage. The tide
flat industries of Tacoma represent an
investment of approximately $19,000,000
and the flour mills have a total capac
ity of 9500 barrels a day.
"Seattle The port of Seattle has ex
pended to date approximately $10,000.
000 for building terminal facilities. In
cluding piers, docks, warehouses, stor
age plants and a grain elevator of
ltSOO.OOO barrels capacity. During the
past year there have been from 16 to
20 regular steamship lines running from
Seattle to various points In the Orient.
The berthing space is approximately
57,000 lineal feet which accommodates
1000 vessels at a time. The 1918 value
of Seattle's foreign and domestic com
merce Is stated to be $792,000,000, and
in addition to this there was imported
$120,000,000 worth of silk products,
which moved in bond through Seattle
to New York. Seattle has 12.000 manu
facturing plants with a total investment
of about $100,000,000. Its flour mill ca
pacity Is 62.000 barrels a week."
CLEARANCES ARE SHOWN
Below Is shown entrance and clear
ances for 1918 at Portland. Tacoma and
Silk Dress
Skirts at
$6.75
This is indeed a spe
cial. Moire Qrepe dev
chine dress skirt? ii)
light blue and Javjp
der as well as
smart navy taffeta
numbers.
Washington St. at 10th
'The Grey Tile Corner,
Cities
Seattle: i
The value of foreign trade and the
net tonnage cleared from the porta of
Portland and Seattle:
Tacoma . Rratt.le ,
Wreign. lXMneetlc Poretrn. Donefttta.
BR8 102 14MS
. 498 69 2429 1T3T
$a7.14.7l
21.41S.24T
1918 HOT REPRESENTATIVE
"Statistics of wheat production show
that 1918 is not very representative of
Empire. A study of the movement of
B. i miivi ki.iii iiuiuuinn iui uir j oar
1915 from points in Washington, Oregon
and Idaho, designated In these com
plaints as the Columbia river basin, and
points in territory. Spokane. Adrlsu;
Connell. Hooper (equal rate points Jn
Northern Pacific and Spokane, Portlmid
ft 8eattle shows the following move
ment :
"Astpria 1139 tons: Portland J0R.7S5
tons: Seattle 25P.211 tons and Tacoma
SI 4,994 tons. Had this ersln moved lo
the nearest port by the shortest iHsitila
route the result would have bueu a fal
lows :
"Portland 648,472 tons; Seattle 627.900
tons ; Tacoma, 9767 ions.
"During the name year there were ex
ported Ihroug h Pugot Sound ports
1.205,441 bushels of wheat and I,71$.67
barrels of wheat flour and thmtiKh Co
lumbia river ports 11.988,061 bushels of
wheat and 387.811 barrels of wheat flour.
CREDIT FOR VANCOUVER
"It Is contended on behalf of Vancou
ver that Its position with reference lo
(Concluded on Page Three, Column One))
TheSeatsof
the Mighty
To gain an idea of the
might of women as a com
mercial factor in the modern
world, realize that Delineator
families, for whom the house
hold purchasing is done by
women, are spending $39,
300 for furniture today, and
spend that same amount
every day in the year that the
stores are open. Nearly every
household necessity that
woman does not purchase
direct, she influences the
choice of. To sell your goods,
describe them to the women
"purchasing agents" of
American homes.
The
Delineator
The Magazine In
" One Million Homes
35
Men's
Overcoats
$28.75
Good weight over
coats in conservative
styles. Some with
plain box back, oth
ers with. half belt.
These have the pop
ular convertible col
lars and - side or
patch pockets. Cas
simeres, tweeds and
cheviots. Good as
sortment of patterns
and colors.. This is
a splendid, special for
the man who needs
an overcoat. , -
Use Your
Charge Account
It is the most convenient way to
shop and you have the privilege
of paying in amounts to suit your
pleasure. .,. i ; .
1-4;;:
If