The daily morning Astorian. [volume] (Astoria, Oregon) 1883-1899, 1895-11-17
THOSE IN INTEREST
AstOria-GOble Railroad COnnec-
tiOns and Capitalists.
IMMENSE SCHEMES ON FOOT
Columbia River Port to be Point Of
Exchange With the Orient as
Against Canadian Lines.
IMMENSE SCHEMES ON FOOT

toTia some people believe, but the magni-
tude of pending transactions is not real
lied by but few, af any, of its citizens,
and by only a few of the outsiders not di-
rectly interested in the various schemes.
That a railroad is being built to connect
Astoria with the outside world is well
known by all. Two hundred men are
now at work on the line between Astoria
and GobIe, where connection win be made
wlEh the Northern Pacific. The bridge
across Young's bay will be commenced
within. a few days-in fact, preliminary
work to "a large extent is ALREADY in prog
ress-which will connect the Goble road
with the sixteen miles of road now known
as the Seaahore railroad, and which mas
heretofore been used In connection with
the river boats to accommodate summer
travel ito Clatsop beach resorts. All this
Is public property. But that these COM
parativeiy small schemes are part of a
gigantic railroad and steamship PROPOSE
ton, In wthlth the Seashore road will be
extended to tap the lower Nehalem coal
fields and the rich timber belt, and also
make connection with the present Oregon
Cantral, (Halmnrond's purchase Of the old
o. P) and it's proposed eastern extension
to the Vlanderbilts' road (tihe Chicago and
Northwestern) and the reorganized Union
Pacific, as well as the Southern Pacific
line, and the building of a new and indc-
pendent line of Oriental steamers to run
in opposition to the present line of mag
nificent steamers operated by the Cana
dian Pacific railroad, are facts not gener-
ally known or appreciated.
Two or three months ago THE Historian
outlined the changes in the Western rail-
road map which were likely to occur in
ftIt nd 1ako
seem to be working out on those lines.
From private sources in the East and
from those in Astoria, who are on the in
side of matters, the Astorlan is In posi-
tion to announce that beyond question
of doubt some of the greatest capitalists
of tho United States are interested in
the development of Astoria.
The statement is made on good author
ity, and all collateral facts point to the
sunposttion, that Drexel, Morgan & Co.,
the great bankers and railroad financiens
of Wall street, New York, are furnishing
the capital for the construction of the
Gdbbe road, as one of the members of the
Northwest Construction Co. ]. Pierpont
Morgan, the head of the firm, Is today
the acknowledged king of Wall street.
He has figured in the recent re-organlza-
tion of New England railroads, is the
tlnancier of the Vanderbilt enterprises
is interested in the Gould enterprises, and
nearly every other railroad scheme of
prominence. II the proposed re-organiza-
tion of the Union Pacific is effected on
present lines, 1t wild be with the aid of
Morgan and the Vanderbilts.
Russell Sage of New York, the eide
partner and representative of the Goulds
is also known to be cne of The interested
In
the building of the Astoria road, and
through whom the o. r. and N. and the
Union Pacific will gain connection for
their Southern lines with the Northwest
and the Orient.
Coils p. Huntington, president of the
Pacific railroad, is another men,
Der OF the construction company, and a
prominent factor in the general Astoria
scheme. TIE o. r. and N. Co. and the
Union Pahfic, and the Great Northern,
under President J. ]. Hill, are the other
parties to the coordination which is 10
develop the traffic of the Northwest coast.
Oregon and Eastern Washington, and the
trade with the Orient as against the traf-
flc Of the British interests via Vancouver
There is only one place where the neces-
sary conditions for such a comb!nat on
cam be found on the Pacific coast and
THAT is the Columbia river Rail and
ocean service must meet at Astoria, dn
the judgment Of the great traffic manag-
ems, for many reasons: One fact alone,
II no other, would make this q necess-
sity, and that is. that large ocean
steamer of the class projected, and which
Will be buit for this service, not less than
40 feet long and of 80 feet beam, even II
only drawing 20 feet of water, could not
Hna rix tn oV-fa "a
the irGJJity to handle a ship of that
length in narrow and crooked channel.
1t is understood that the Southern Pa
cific has already secured an interest in
the Oregon Central, and that the line win
De extended from Seaside, tapping the
Nehalem coal fields. of which commodity
the Southern Pacific IL in great need,
on ITO a connection with the Union Pa
cific or Oregon Short Line, near Boise.
Idaho. This would give the Southern d.
rect connection between Sacramento and
San Francvisco and Astoria. The VAN
derfbllt- t-Drexel-Morgan interests would
gain control Of the direct Els:ern busi-
ness, via both Portland and Boise. The
o. r. and N. Co. and Great Northern
would establish fits share OF the traffic
via Spokane. and the o. r. and N. would
come in for ITS share via Huntington,
and the Union Pacific and the Northern
Pacifc would get mtlaf business It con-
troiled via Kalasna.
In other woris. all OF dhe trunk lines
are to use the Goble terminal road on
equal terms and maintain their ifldepend-
ent arrangements for traffic. The o. r.
and N.-U. U.-Vanderbi,t systems, Il 10
understood, will have the terminals at tene
present o. r. and N. docks. and the
Southern Pacific will have their yards and
terminals at FIavel.
Since the close OF the Chfna-Japan war
traffic w'idh bhe orient has taken a tre-
mendous upward turn and that II Is des-
tlned to become the principal factor in
the commerce Of the United States Is
demonstrated by many facts and has
causht the attention OF all Eastern cap
itRists. II is necessary that some scheme
be developed at once 10 prevent the Ca
madam railroad lines from securing fS.o