The daily morning Astorian. [volume] (Astoria, Oregon) 1883-1899, 1894-06-27

Lake Erie and Western, 4.19; Pennsyl-
vania, 9.94; Baltimore and Ohio, eastern
division, 81.
These are average rates for through
and local, on all classes.
But the cost of carrying an addi-
tlonal short distance, as from Portland
to Astoria, is not to be measured by
average rates. Van Nordling, the great
European expert, who examined this
question in connection with proposed
ship canals, reported that the rate for
an additional distance on railways, with
cars loaded only one way, was less than
half the average cost; or with back
loads assured, the cost was still less.
But the possible profit to a railway
is not to be measured by rates only.
Whatever actual difference exists in
market values at the coast and inland
port, indicates the amount the railway
may expect to get the b-neflt of, diroc ly
or Indirectly. In seeking to ascertain
this, care must be taken to throw out
fictitious rates which any parties may
present in order" to minimize the differ
ence between the two rates. The DIFF
ference of values between San Francis
co and Portland will measure the posi-
bilities for Columbia river railway rates.
A still more important consideration
than one Of rates is that Of Increased
business.
"a large, convenient seacoast port at
the mouth of the Columbia would
,hange the whole tonnage flow of the
Pacific northwest. and concentrate it
along the Columbia route in time, ex-
sept from a limited northerly area. 1t
would draw away from a Francisco
most of her northern buyers. The South
srn Pacific Company probably realizes
phis, and having a monopoly In San
Francisco and California, prefers to IA
yor that port until forced to come to
.he Columbia mouth.
Portland was located and attained
much of It's growth under the primitive
pastoral conditions of a water route in
IN agricultural country. The river was
the only important mode OF Transports
ton, necessarily a slow mode. In such
case, the agricultural and developed
areas closely hug the streams. The
early settlers in Oregon had sought out
first the open valley bottoms of the VIII
comparatively clear Of heavy
There was but one single
thread of transportation, the river, and
but one small area to be served, the
Willamette Valley. It was the natural
thing in any exclusively river route. and
the great towage system had
made steam available for all
classes OF boats, that ocean vessels
SHOULD penetrate well inland. II the de-
region lay there only. A hun
bred miles OF wilderness. and two days
slow river navigation, separated the In
and buyers from any possible coast
port, or mart Of trade. Any past at
tempt to draw such a mart down to the
coast, far away from the buyers of the
)nly developed region, was eminenuy
1t merely indicated what would
been best and most desirable for
he ocean carriers in n fully developed
well provided with railways
towage systems. There was then
10 necessity for the mart OF trade to
either convenient radical ar
'angements to all of the country, or to
nay much attention to the wilderness
herself and the coast. But /
always put buyers at a coast port and {
of trade practically as readily as {
It a mart a few miles inland. and all !
'onvenlences and advantages a be !
'oncentrated at the coast port there y
ore. without consulting relative dis I
ances for buyers from inland houses =
1--WE now find all the Pacific coast de- a
not merely a small isolated I
ALLEY. Therefore the great and con- :
'enient mart OF trade for all must be !
to accommodate all. This o
mart Of trade must not ignore the 9
oast, or require II to SO inland a long !,
istance counter to the movement Of o
roducts. Philadelphia held commercial r
apremacy inland until railway lines de- y
and her buyers could quickly 4
each New York. Now Philadelphia v
ends her manufactures there to be
I'D. to a great extent. The fact that a
ty has attained a large growth does n
now long compel the failure Of b
IN