East Oregonian : E.O. (Pendleton, OR) 1888-current, 1909-07-20

in enormous quantities directly on the
river bank. near the Pittsbug distlct.
1t is, however. practically confined to
markets Immediately along the banks.
otherwise the river traffic is in
discouragiug state. The great
through business Of earlier times no
longer exists. The traffic history of
ST. Louis well illustrates this situation.
River shipments there in 1890 were
over 100000 tons in 1906, $4,000
tons. Rail shipments. on the other
hand, in 1890 were about 5000. 600
tons; in 1906, 1900, O0O tons.
There are some small increases.
Small gasoline boats doing a local
business have increased especially in
a feeder traffic on tributary streams.
In 1906 there were $50 Of such boats.
The old packet system has largely
changed to barges moved by towboat.
There has been a slight increase in
traffic on the Tennessee river; and in
the last six years between Memphis
and Vicksburg.
'The regular floating equipment of
the Mississippi proper is not adapted
for deep sea use. Thus, Of the grea,
quantities of coal which travel 1000
miles by river to New Orleans, none
is sent beyond the river craft to points
on the gulf, however near New Or
leans. There is a marked deteriora-
tion in terminals. The frequent eN-
treme changes in water level makes
the terminal question a difficult one
The upper Mississippi. so called
from st. Paul to st. Louis, has about
1-2 feet depth at low water and
there is little through traffic-prin-
clpally in logs. Even more is this
true of the upper tributaries, includ-
ing the Missouri
Conclusions.
"The situation in the Mississippi val
ley is significant and serious. There
is vast and growing amount Of
freight in that valley to be moved
both north and south; there has been
and doubtless will be again. extreme
Aldlllt NbIENHAlpAl AllNAts iAN'll Ahl AAAN
the severest congestion the Mississippi
river got a very small and a decreas-
ing share Of the traffic. This con-
ditlon is highly unsatisfactory,
There are two basic causes: First.
the physical conditions, variations In
water level and the enormous deposit
of sediment, second. the destructive
competition by the parallel railroads,
i'm general refusing to share the traffic
with the river Part " Of this re-
port. now in course Of preparation,
will deal with this further. 1t Is suf-
ficient TO say now that rail competi-
tion IS a most important factor in
water traffic. and that some cooper
alton between railways and water,
ways seems absolutely necessary to
insure a reasonable use of our rivers.
II is a public evil that our entire
transportation system should be, as
now, at odds with itself, wasting its
strength in destructive internal war
fare while the transportation needs
Of the public suffer.
Part l, already issued. considered
the physical conditions Of the water
ways. Equally important are traffic
conditions-what traffic is available,
and how can 1t be secured?
Traffic is an absolute essential for
the development of the waterways
system. One of the most practicai
methods of improving waterways and
especially terminals, is to secure for
them a fair amount of business. thus
insuring their higher development by
private interests. This Is shown by
the ore and coal business on the lakes.
At present our river and canal system
hampered by it's natural defects, in
Unrestricted competition with the un>
flied, standardized rail system, is help
less to secure for itself a reasonable
share of the freight. 1t therefore can
not afford to provide transportation
facilities worthy of its great posslbili-
ties. Whatever may be the limitations
of the water system, 1t is clear that
certain easily made improvements in
channels, port terminals, and especi-
ally in the regulation of the relations
of railroads and waterways, can Sc
cure for the waterways a far greater
proportion Of business and lead to a
great improvement in their condition.
: Very respectfully,
HERBERT KNOX SMITH.
commissioner of Corporations.
"The President"