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About The daily morning Astorian. (Astoria, Or.) 1883-1899 | View Entire Issue (June 26, 1894)
I J k 'Oil- is A Comjv 6n of Inland With Coast Harbors. SOME COMMON ERRORS EXPOSED The Enormous Cost of Maintaining Deep Water Navigation to Portland. It, la the purpose to publish the ar ..i. ...-lit hv Mr. Archibald A. Bchenck .entitled "The Commercial Sea norta of the Northwest," In full, com meriting with the portion following, and continuing an Installment from day to day until Us entire publication snail have been completed: The world has been and Is being enormously taxed every year through a few mistaken ideas concerning commer cial seaports. One of these Is that such a commercial port Is merely a shipping point, and that relutlve costs of trans portation decide its growth and suprem acy. The higher Idea of fitness for be ing a great mart of trade, a great com mercial exchange, is overlooked, and the only thing considered Is, how far inland can ocean vessels be Induced to come. All that railways have sought In many cases has been the nearest port at which they may get rid of their ton nage. A second error Is In assuming that an ocean vessel when on Inland rivers or canals furnlBhes the same cheap form of transformation, or approximately so, that It does on the free ocean i A third error Is In assuming that be cause large' ports exist Inland, they are not expensive errors, and muy be du plicated . A fourth error Is In assuming that such large Inlund seaports as do exist HVWrtst in rivalry with a well defined natural harbor, of distinct harbor fea tures, further down the river. Those general statements outline the examination proposed in this paper ,' Although the paper treats primarily of commercial seaports of the Pacific .Northwest, In reply to the views of advocates of Inland seaports there, It necessarily Includes a somewhat extend ed examination of the Beaports of the world generally. . It is noted that those whose views this paper Is Intended to meet, are iiirinallv Interested In the ports which each one argues in favor of. One ft In , tercstod by hi own professional resi dence and by that of his relatives e(N rated at his expense; another Is t"' ex pert employed by a railway w'1"'" "as cast Its fortunes with, an-' expended Its resources upon an ln'anu' terminal; titiother Is aa x.pevt fo- a proposed sys tem of ship canals. ,",''a personal inter est in the subject oNl'seua-ilon is us II should be. The most Complete work of leathering statistics, of ,itudylng mater ial developments, and intense and prolonged thought upon fuch subjects whother manufooturli.g, coipmercui, ag. rluultural, or of Investment) I gener- wtil''i-HsM . Iioiii'iliiiiliii U jrfji.ii 'j'iiH hai'li'rf Is Uftll khultor'ed by Hi"! peculiar "hlppor-Jaw-W or Jand-lockM entraflc that also furnishes a speedy and s-ifs entrance for Vessola to qulot water. Th entrance has a great undr-water precipice In the ocean opposllo, m!fl clent to serve for ages as a dumping ground for scoured material. It has a great river, furnishing the excew of out flow over tidal Inflow that Is almost es- sentlal to the permanent success of a Jetty system. The harbor, although so near the coast, has fresh water to pre- vent the teredo and to remove barna cles. The entrance is over 3,000 feet broad, and over 29 feet deep at mean lowest low water. There is no other har- bor In the world anywhere nearly equal in advantages to this harbor. Portland, to accommodate and retain four ship pers of wheat In Portland (the wheat fleet of 1891-2 was consigned by only four firms), now says to the United States government, and to the people of the Columbia basin, that this harbor must not be utilized;, that In preference to securing an open river for light draught vessels to the Interior, or In preference to awaiting railway exten sion to this harbor, the government must at once divide river and harbor appropriations, and give much of them to constructing an artificial deep water channel to the warehouses of these four firms In Portland. In order to retain these four shippers, Portland has already secured the ex penditure by government of J927.833.49 In' attempting to secure a 20-foot chan nel. This gives: Interest on expenditures JCO.OOO Minimum yearly expense of maintenance 46,000 ally found among those deeply find pet yt K,vc Qt lmuI.ove sonully Interested. In any paper or 1 ' , , . . . , . in ment; that the style of construction pro treatise, sufficient credit for Intelligence and Independent Judgment may be given the reader. All thut enn be done by a writer Is to devote time and labor such as each reader cannot give, ti gathering facts and collating Ideua In comiMict form. . The advocates of an Inland location have somewhat blinded their reader to the question ut issue by citing largo number of intended ports that havo failed of great success, both In land and coast, creating the Impression N. by the hasty recital of them that all the failures wero not due to being inland - All the small ports between UUtlmorc and JJew Orleans, lying entirely outsidi the greatlkies of tonnage movement are culled on to confuse the real Issue. Home Kirts as yet without transconti nental railways, or even local railways, are cited to prove the necessity of In land locution. Mere riverside deepwater points, absolutely without dlttiuctlvt luu-bor or terniluul features, are called on to fortify the inlund theory. For those readers to whom the recum meudulion of a manager of transpcrta Uon lines Is preferred to a detail ex amination of the case, wo quote the statement made to the writer by the vice-president of one of tho greatest titins-atlantlc lines, lie says: "In our opinion It Is undesirable, ex cept in the case of a very old and con venient Inland port, to send a steamer Inland for cargo. The seaport question In the Puclllc northwest uppeurs to be a triangular light between Puget Sound (Tuoointt and Hrnttle), Portland, at the head of navl gallon of the Willamette river (not of the Columbia rlvert, und Astoria, at tho mouth of the Columbia river, Taeomn claims thut she has all sh needs In her railway Hue and in her water route to the ocean. Portland has a railway, but Is not satisfied with her inland water route. Astoria has the ocean at hand, but asks for a railway und for an own Co lumbia river for light draught vessels. Portland bases her claim of future supremacy upon hr being Inland noaror the producer and at the head of navi gation, on her claimed position as a radial centre of railways, and on the growth she has alreudy secured. Astoria haa a harbor Miat the I'nlted States government has secured an en trance to, by an expenditure of t2.00, 000 upon the Jetty at the mouth of the Columbia. This harbor Is magnificent in size and character; of ample working room for vnurli of the largest site; of 'gveat length and concentration of water fi outage; and with a grat numU' of . ..... I $100,000 Or over 50 cents per ton on the wheat shipped by the grain fleet in 1891-2. This 50 cents would carry all the wheat by rail from Portland to the mouth of the Columbia, without noting th3 actuul transportation costs by that route. It we add to the above amount the actual cost to the Union Pacific Company for towage, pilotage, etc., on the grain fleets or $114,000, we have $219,000, or more than $1 per tori on the wheat, ad ditional to the expenses of ships' crews, demurrage, etc. This Is not a business' lllie operation. The wheat could have been lightered to Astoria and placed on vessel there for less than thlB $219,000. Thus the $105,000 Is partly wasted and is partly a direct subsidy to the four shippers of wheat for conducting this operation at ono place rather' than an other. There is no goli to the people at large, as would be he cuj if facilities were provided r.ot already exlHus or practicable without cost to the govern ment. Hven with this governmental sub sidy, Portland is securing less than one- hulf of the wheat of the Columbia river basin; nnd of this amount, (he is light ering nearly one-third to San Franslsco by steamers not requiring much deeper channel, if any, thun now exists. Portland, because of these four ship pers, has been, through the aid of the Port of Portland Commission, asking congress to appropriate $772,404 more, In the hope of securing a 25-foot channel, the Baltimore snip This was the estimate of the local en The advocates of bringing ocean vetei giner, Major Uandbury. Uut Mttjor Inland are constantly losing sight of the the important difference between such nav- twtlaftd. T"liifK.505l0tt ibna tarried lit Ifisd oh the Mississippi river was car ina on tinea to five feet of water for less than two and one-half mills per toil mile, and much of it for only 0.51 mills per ton mile. While those depths are undoubtedly too small, it Indicates in what direction ,the river and harbor ap propriations should be made. The ton nage reaching Hamburg by the Kibe was on water of six feet down to two feet. If two transfers were saved by the proposed lower Columbia ship chan nel Improvement to 25 feet depth (as would be the case In an Erie ship canal) the case would be much different; but a great towage system, such as those organized on European and Eastern American rivers, will bring down the light draught boats from the upper Col umbia for less than one and one-half mills per ton mile. The cheapness of these towage systems, with tows of from 5 to 100 boats, In broad rivers, equals and generally exceeds the cheapness of deep draught vessels mov ing In restricted channels. On the Ithine, the Elbe and tho Oder, these tows (or strings, as they aro there termed) run up to 10,000 tons each. On the Hudson river, a tow contains from 51) to 80 boats, of about 204 tons each and of draught of from five to six luet. The towage rate from above Albany to New York, over 140 mile, is $25,00 per I oat. On the Mississippi river still larger tows of coal barges are taken from Pittsburg to New Orleans at very low rates. From St. Louis to New Orleans, the Mississippi Valley Trans portation Company transfers freight at a very low rate, uslngi eight powerful tug boats and eighty large barges, hold Ing 60,000 bushels of grain each. The dlvisability of these tows enables them to gather and leave boats at meny lo calltles, even those having only very shallow porta; and thus one of the ad vantages which enables railways to compete against ordinary vessels in in land waters and secure much higher rates while doing so, Is secure! by the tows as against deep draught vessels on rivers. In regard to the Increased cost by deep draught vessels when on con traded Inland waters, Col. K L. Cor thcll, the associate of Col. Eades on the Mississippi Jetties, thus writes In a pa per to the Cunadlan Society of Civil Engineers: "No narrow channel is to bj construct ed at all adequate for the wants of commerce. Careful investigation has made It evident that nothing but un restricted channels of the very largest dimensions for laden vessels of large tonnuge, will at all compare with the advantages of transportation by ruil, parthularly In the United States and Canadi." In ttese narrow channels, besides the necessity reduction of sliced, the ves sels lo not steer well whenever a variation of width occurs; In going dosn Btream, the currents affect the ru:lder even In straight channels; and wre is required to avoid the edges of tho channel. It has been necessary to wi. II. A. SMITH DENTIST. Rooms 1 and 2, Pythian Building, over C. IL Cooper's store. W. C. LOGAN, D. D. S., DENTAL PARLORS. Mansell Block, C73 Third street J. E. LhFORCE, D. D. S. HAS DENTAL PARLORS. in the Flavel building, opposite Occident. W. M. LAFORCE, ATTORNEY AT LAW. Rooms 6, 6 and 1, Flavel s Brick Building. SILAS D: SMITH, ATTORNEY J.I LAW. Office in Flavel's bilck building. FRANK J. TAYLOS, ATTORNEY XT LAW. Astoria, Oregon. J. Q. A. HOWLliT, ATTORNEY AND COUNSELOR AT LAV. x OfUne on Second Stvret, Astoria, Or. Sale I will sell at public auc tion commencing Saturflay June DR. E1LIV JANSON, PHYSICIAN AND SURGEON. OfTlce over Olsen's drug store. Hours, U to 12 a. m. : 2 to 5 and 7 to 8 p. m. Sun days, 10 to 11. LIBERTY P. MULLINIX, M. D., PHYSICIAN AND SURGEON. Office, 58414 Third St., Astoria, Ore. DR. O. B. ESTES, PHYSICIAN AND SURGEON. Special attention to diseases of worn1 en and surgery. ' Ofllce over Danzlger's store, Astoria. JAY TUTTLE, M. D. PHYSICIAN. SURGEON, AND ACCOUCHEUR. Ofllce, Rooms 6 nnd C, Pythian Building. Hours, 10 to 12 and 2 to 5. Residence, 639, Cedar street DOCTOR ALFRED KINNEY, OFFICE AT HIS RESIDENCE. May be found In his ofllce until 10 o'clock mornings, from 12 noon until 2 p. m., and from 5 until 7:30 evenings. MISCELLANEOUS. HOTKL. Remember McGuire's Ho tel at Seaside is open the year around. CALL ON P. BAKER, 473 Third St.. and have your clothes dyed and cleaned. WHEN IN PORTLAND Call on Hundley & Haas, 150 First street, and get the Dally Astorlan. Visitors need not miss their morning paper vhlle there. At 2:00 and 7:00 V. M., And continuing each day, the stock of Clothing, Boots, SIiops, II.ils, Ladies' and (tents' Furnishing Good'?, Corsets, Laces, Embroideries, Silks, Satins, Stationery and Notions, Show cases, Iron Safe, etc. GOO Third street, corner West Ninth. II. A. SMITH, Sheriff, Receiver. You Have Pride In Your Baby Have pride in your Baby Carriage. TIIH Astoria National fiank TRANSACTS A Oeneral Banking Business Accounts of Firms and Individuals solicited on favorable terms. Foreign and Domestic Exchange bought and sold. Money loaned on personal security. Interest paid oa time deposits as fol lows: For 3 months, 4 per cent' per annum For 6 months, 5 per cent per annum For 13 months, 6 per cent per annum A Savings Department. Having been established In connection with the above, deposits will be re ceived In sums of one dollar and up ward. Interest will be allowed as follows: On ordinary savings books, 4 per cent per annum; on term savings books, 8 per cent per annum. The Astoria National Bank D. K. WARREN, President. J. E. HIGGINS, Cashier. J. C. DEMENT, Vlce-Prest. D. 1C WARREN, J. C. DEMENT, C. S. WRIGHT, JOHN II013SON, THEO. I) HACKER, Directors. THE ASTORIA SAVINGS BAM Acts as trustee for corporations and individuals. Deposits solicited. Interest will be allowed on savines deposits as follows: On ordinary savings books, 4 per cent ptr annum. On term savings books, 6 per cent per annum. On certificates of deposit: For three months, 1 per cent per an- i.um. For six months, S per cent per annum For twelve months, 6 per cent per annum. J. Q. A. BOWLBT President BEN.T. YOUNG Vice President FRANK PATTON Cashier W. B. DEMENT Secretary DIRECTORS. J. Q. A Bowlby, C. II. Page. O. A. Nelson, BenJ. Young, A. 8. Reed, D. P. Thompson, W. E. Dement. Getaeoodone. Get it here, and DfiC C Ulf?f"HMe P. PH that in itself is a guarantee that it's I llVOU MiUUlMO 06 VyV. the best and handsomest that money will buy. And the money will buy 1 more litre than anywhere else. HEILBORN & SON. Stf. ECLilPSE, CAPT. At. SKIBBE, Makes trips to Gray's River Thurs days and Fridays. Parties wishing to charter apply on board, at Ross, Hlg- gins & Co.'s Dock, or their ofllce. Grocers, : and : Butchers Astoria and Upper Astoria. Fine Teas nnd Coffers, Tal'le Delicacies, Domestic and Tropical Fruits, Vegetables. Suar Cured Hams, Uacon, Htc. Choice Fresh and - Salt Meats. J Portland Butchering Co.'s Markets YOUR FRIENDS IN EUROPE. If you have friends in Europe whose Das- sage you wish to prepay to Astoria, call at the Northern Pacific office. steamer Telephone dock, and make Known your wants. Reduced rare via Sileagjiy;'! JeetnilLn the leading steamship lines, ire snip . ..f.1i tl Handbury'B superior officer and board of engineers state tha- this e3ti posed would last ony a "few years;' that the proposed channel width of 150 feed Is Insufficient; and that more dredg ing will be requited. How much proper schema would cost the board does not stule, nor does it apparently hope to Becure enough for such a proper scheme from congress. Hut with the cheap and tomixirary style of construe tlou suggested by Major HuJidbury, and with the other betterments suggested by the bintrd, the project will cost at least $l,ri00,000. Such has been the experience in till Klmllur Improvements, even where the Items of probable Increase were not specified In advance, ps here. This iiiHlomary Increase of final cost over preliminary estimates la indicated even by Major Humlbury himself. Whatever be the causes, the results are the same. He says of Swan Island liar: "It was estimated In 1867 that the removal of 60,000 cubic yards of ma terial would give an 18 foot channel 100 feet wide. Since that time fully 250,000 cubic yards have been dredged by the United States. In addition to Mils, the City of Portland has taken out probably 50,000 yards. The cost of this dredging has not been less than $150,000." 'A similar showing of increased cost in obtaining results might be made for the Postofllo bar and St. Helens bar, although not quite t othe same extent." It will bo noticed that the past dredging cost nearly 50 cents per cubic yard at Swan Island, as against only 15 cents allowed by Major Uandbury for the future. Hence It Is only what any business man would do to assume at least the Jl.500,000 named for the future construe tlon, or a total expenditure of about J:S00.OO0, equal to an annual Interest of $150,000. Allowing ten years as iie "few years" which the board expects this construction to last, we have annual dt deterioration of ir0,000; or a total sub. sidy of $100,000 per annum granted to assist Portland In doing what, If the government simply does nothing, the railways and Astoria will do for noth ing. This sort of Internal improvement for deep channels Is not a gain to the people at large, and Is simply subsidis ing one locality against another. Let government wait until transportation by rail to the coast, and by large tows of light draught boats from upper Col umbia are In operation. It will then be time emmgh to see whatever more is ned.1, Meantime let all appropriation be for securing a light draught cliannel from the upprr Columbia to the ocean. This will mean nioney In the pockets Igatdon nnd that on the free ocean. By tree ocean service, the costs at times get an low as less than one mill per ton mile. But such an ocean vessel has spent 34 hours in going 114 miles inland to Portland; or nearly 20 hours of ac tual towing time. To the increased cost. from such an altered mode of naviga tion, add 60 cents per ton for towage, pilotage, etc., .and it is readily seen why ccean service Is not secured Inland, let the vessel's draught be what It may Where light draught boats can be taken without transfers from the producers to a convenient harbor at the river mouth, liver Improvement for ocean vessels is a waste of money. One of the lending champions of an Inland seaport location In a pniKT Intended to be In Us favor, thus admits the Increased cost of Inland navigation over ocean navigation: "Tho moving mass that seeks trans portation recKons distance to be as nothing on the ocean, as compared with the cost of movement on land or river. He describes the river entrance to Philadelphia as "a tedious navigation against heud winds in a narrow road way." His argument is a strong plea for a large percentage of free ocean carriage as compared with Inland car riage .which all admit to be desirable, but as an argument for going inland up rivers. It refutes Itself. The cheapness of tows and their ad vantages, as compared with deep draught vessels Inland, would be ar tlcularly great on tJie Iaclflc Coast, where the ocean vessels can s,ldom count on cargoes In both directions, but the small craft canavr.il Miemsclves of local traffic up-river. This fact makes a Coast location much better than nn In- land location for any mart of trade, its dlstlnsul.'hed' from a mere shipping point, and will serve the whole river. (To be Continued Tomorrow.) ARE TOU GOING EAST? Patron ize the Northern Pacific railroad if you are Going East. Low rates of faro, through tickets, bi.ggage check ed to destination. Ail purchasers of second-class tickets can stop over at Portland ' Rates of fare same) as frori Portland. ', SOCIETY MEETINGS, PILOT COMMISSIONERS The rer ular meetings of this board will be held on th9 first Monday of each month at 10 a. in., at the ofllce of Robb & Par. ker. W. L.Ttobb. Sec, J. A. FASTABEND, GENERAL CONTRACTOR, PILE DRIVE!, HOUSE, BRIDGE flfID WHARF HUILDKU. Address, box 180, Postoffice. Corner Second and Benton streets. Corner Third and West Eighth streets Str. OCCIDENT, CAPT. A. E. HEARD. Having leased the steamer Occident, I have her painted and rellttetl, and am prepared to take Fishing and other par ties at reasonable rates; also Towing of Portland and Astoria. STEAMER TELEPHONE. ASTORIA, OR 1 all kinds. JMea.se tHv..-l (l .C." O- J-ders MJ Of With Air. Chris. NOTICE The regular meetings of me Astoria liuiltllng and Loan Associa tion are held af 8 p. m. on the first Wednesday of each month. Olflce on Genevieve street, south of Chenamus. W. L. ROBB. Secretary. OCEAN ENCAMPMENT No. 13. 1. O. O. F. Regular meetings of Ocean En cumpment No. 13, in the Odd Fellows' Building, at 7 p. m., on the second and fourth Mondays of each month. So journing brethren cordially lnited. By order C. P. COMMON COUNCIL Regular meet ings first and third Tuesday evenings of each month at S o'clock in city hall. Persons desiring to have matters acted upon by the council nt any regular meeting must present the same to the auditor and cleric on or before the Fri day evening prior to the Tuesday on which tho council holds Its regular mealing. K. OSBURN. Auditor and Police Judge. Leaves Astoria every evening except Sunday at 7 p. m. Arrives at Astoria every day except aunuuy m i p. hi, ,lu ,tll n,..W 1st hut Leaves Portland every day except : " " ' , , L. "ur...w. it., site 11 giau aiiir iwuru. . at the Astoria Packing Co., promptly attended to. music of the trees and wild iver waves and all the summer time singers comes sweetest to the housewife when she knows the 6 o'clock meal can be got ready on her double burner oil stove Instead of the red-hot coking range. There'll not ue an even- Sunday at 7 a. m. C. W. STONE, Agt, Astoria, E. A. Peeley, general agent, Portland. Jtorth Paeifie Br emery JOHN KOPP, Prop. Bohemian Lager Beer And XX PORTER. All orders promptly attended to seen those In our window? $4.50. That old gentleman who suld they were ex travagant haa changed his mind and has purchased his wife ani married daughters each one. NOE & SCULLY. G. CHRISTENSON FRED SAIZ Manufacturer ant) Importer of Saddles, Harness, Collars, Whips, Blankets, Robes, Leather, Etc. GOODS SOLD AT PORTLAND pflCES. P. O. Box 170. Olncy St., Astoria. Or. Is now manager at Geo. McLean's old stand, corner Olncy and Astor streets, and Is better prepared to all kinds of work In tho line of KLACKSMITI1INU and HORSESHOEING than ever before. S. H. VV1LLETT, PLUMBING, (las and Steam Fitting, Hot Air, Steam and Water Heating. Agent for Champion Hydraulic Beer Pumps. 179 Twelfth street, Astoria, Or. ROBB & PARKER. POLICE COURT. Hank Price's right eye was prominent in the police court yesterday iiftornon: prominent because his left one wu nearly gouged out Sunday night by a bullet-headed Rimlan Firm named Emanuel Matn, who sat beside him n the dock. They had been involved In a quarrel at a Finn saloon, and Matson gut Price out In the street and proceed ed to slaughter him then and there. In his drunken frenxy he Jumped on hlin with his fwt, and would have more seri ously Injured him had not the police ar rived and taken them to the station. Matson was fined W, while a line of .", was put on Price, presumably for be ing In bad company. There were five other cases of drunk en and disorderly conduct on tJie docket. and the total amount of fines assessed of a great b-ly of prvO.-ia lnt.ad of u (!,.., ca.c3 wr.s JS. E3 li IT a run v tffe f i AGENTS FIRE - INSURANCE Established 1888. ASTORIA, OH.