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
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AGENTS
FIRE - INSURANCE
Established 1888.
ASTORIA, OH.