The Portland daily press., 1881-04-08
FRIDAY MORNING. APRIL 8.
philadelphia Pressl
The Northern Pacific Terminus.

The Northern Pacific Terminus.
The pending struggle between the Billings
and Willard interests for the control of the
Northern Pacif; Railroad is of vital interest to
the people of the extreme Northwest. On the
issue will depend where shall be the western
terminus of the road, and whether Washing
ton or Oregon shall reap tho chief advantage
through the construction of this new line. By
the present or Billings plan of route, the road
will pass through Northern Idaho into WASH
ington and run enthusiastically to Wallula on
the Columbia at the mouth of the Snake river.
Thence it extends northwestwardy to Tacoma
on Puget Sound. The Willard Company
would unite the Northern Pacific at Wallula
with the Oregon Railway and Navigation
Company's road leading from that point to
Portland, Oregon, and make that city, or
perhaps Astoria, at the mouth of the Column
bia river, the western terminus of the North
ern transcontinental line.
This would undoubtedly be a great thing
for Western Oregon and for Mr. Villiards
Company, which controls the entire transpor-
tation Of the State. If carried into effect it
will make the Northern Pacific route one hun
dree aid fifty miles longer than as projected
by Mr.. Billings. 1t will deprive Washington
Territory of the benefits it has been anticipa-
ting from the completion of the road II will
postpone indefinitely the establishment of
new seaport, rival to San Francisco, on the
Pacific coast. Portland is nearly one hundred
miles inland and is effectually landlocked, as
is also Astoria, for all but the smallest class OF
ocean-going vessels, by an immense bar that
lies across the mouth of the Columbia. At low
tide there ia barely enough water in the chan
mel Tor vessels drawing sixteen feet of water.
In rough and foggy weather it is an extremely
difncuit and dangerous passage for vessels, and
frequently cargoes for Portland are taken to
Puget Sound and transported overland.
Tacoma, on the other hand, is safe harbor
at any stage of the tide for ships drawing from
twenty-six TO thirty feet of water. For safety
depth of water and capaciousness it is said to
be one Of the best harhors in the world, From
Lake Superior to Puget Sound is the original
designed route of the Northern Pacific, and it
should be adhered to. II it is it means new
life to Washington Territory and its early ad-
mission as State, and the rapid development
as well OF Eastern Oregon, Idaho and all that
tributary country. Its diversion to Oregon
will not specially benefit that State, as it will
not add to its present railroad mileage and
will not give il any more than now the harbor
which it needs. The foreign freight OF the
railroad will require reshipment at San Fran
cisco, as the light draught vessels which alone
can float over the Columbia bar are necessa-
rily limited TO q coasting trade
Ii is not worth while for the Northern Pa
cific Company to build road to the ocean and
end 1t just this side of sand bar. The Moth
west wants an unobstructed seaport. The
railroad should reach tidewater at a point
where it can ship directly from its wharves to
China and Australia. We hope, therefore,
the reported compromise between the two in
forests does not include the diversion of the
Northern Pacific Road from its natural termin-
as on Puget Sound.