The daily morning Astorian. [volume] (Astoria, Oregon) 1883-1899, 1896-09-26


wishing that even the main lire Of III
Columbia River road was changed &
a back door route via a WallusM tun
mel The establishment Of freight yard
AT Flavel is not necessarily a NOV
antagonlstlc 10 Astoria. being In IN
line of what Is customary and busl
nesB-like with other roads.
sccOnd--lts wharves and docks. s.
FAR as shipments between cars an
vessels are concerned. these wharve
must be where the yards are
Thlrd-lts shops Cheapness Of Ian,
leads 10 the placing Of shops at severa
miles distance from city limits in near
ly all cases. Shops and yards are det
rimental 10 high-grade residence prop
erty, and the employees In them can
not AFFORD to pay high prices for ren
or for city lots
Fourth-Its wheat elevators In New
York city proper there are almost n,
wheat elevators. The New York Cen
tral Company had two very large ele
yators on tn Hudson river som'
years ago. When they were burned
only one was rebuilt In the city; tn,
other was built at weehawken on tn,
New Jersey shore. Nearly all tn,
wheat is handled on the Brooklyn front
The large storage warehouses for low
grade products are situated chiefly In
l Brooklyn or on Staten Island
Dry docks are not part Of railway
plnnt-but these two are at locations
other than on the main city shore line
They cut seriously into the shore line
and interrupt traffic badly along a
water front
The thought Of large sawmills with
in city proper would be ridiculous.
The lumber companies each keep a
small city yard for local deliveries, but
carry their main stocks at remote places
some as far away as the Hackensack
River. four miles from the New York
postohice. SO much for items that can
and should be placed outside OF the city
limits and yet remain tributary TO it.
INNER CITY DEVELOPMENT.
What are the forms OF development
which in New York City are kept with.
in the city limits proper. and whicr
appear TO constitute the life OF the city
proper, and 10 create It's land values?
First-The wholesale houses. From
the outside railway yards and docks
gc oas are distributed TO the eity proper
for these wholesale houses by lighter.
Of all sorts The lighterage Of a large
railway is a separate department, but
an essential part OF the line Of road
Although the railways appear to ter
inmate at the shore lines away from
New York City. the lighterage connec-
tions make them terminate practically
at the New York City shore line proper.
Second-The financial institutions
Quick communication between these
and the business houses, and between
each other is essential. Hence the
close massing OF these together, and
the high rental values Of land. Mt
Hammond has not yet started either Of
these at Flavel.
Third-The large retail stores. A
grocery store or two may safely be
trusted to Flavel; but that city is not
as yet supplying many outside custom
ers.
These three classes Of development
will in time drive out the residences.
and hold the city as their own.
TO COMPETE WITH ASTORIA.
For Mr.. Hammond to compete sue
cessfuny at Flavel with Astoria proper,
he must first get nine thousand people
at Flavel in order even to be even
with Astoria. He can build railroads
rapidly, but We doubt whether his in
dividual ability would be sufficient TO
gather that amount of population soon.
Assuming the value of such popula-
ton at one dollar per capita per day,
MIR. Hammond would start with over
three million dollars per annum against
him at the outset, besides all the val
Ies Of the present city and its i'm
provements
A strong combination of capitalists
,an do this. BY throwing their money
and influence for a rival city they can
hold values in suspense at both places
'or number of years, until time shows
20 the intending business investor that
he new effort has been useless, and
hat he may safely place his money in
he main city. AS yet, there is no evil
lence of such an attempt at rivalry.
CHARACTER OF THE ROAD.
AS for the character of the railway
the writer can call atten-
ion to some features which he knows
rom experience on nearly all the
lines, are much in ia
'or of the Columbia River road. These
ire the use of solid fills in place of
restles; the care in rip-rapping; the
of roadbed, and the weight
If rail used. The Canadian Pacific in
he Rockies, the Oregon Railway and
Company, the branches of
he Central and Southern Pacific. are
lot equal to the Columbia River road
n some or all Of these items of con-
The rail to be used is heav-
er than is now in use on many Inn
,ortant branches of the New York
central road. 1t is much heavier than
hat on the West Shore road which
vas built as a 'gilt-edged" piece of
in 1925. 1t is heavier
han the New York Central road had
ven on its main line ten years ago.
THE DEPOT.
The Scow Bay station, instead Of
,eing planned as a massive and impos-
ng affair, has been made only rloler-
Ltely in advance with present needs.
'he former is a favorite and much-val-
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