East Oregonian : E.O. (Pendleton, OR) 1888-current, 1915-06-23
ROAD TO UNrAruLIA
lconrinued from page oae.)

The rate schedules of the line now
operating on the upper Columbia are
very fair and In reality show an
enormous percentage reduction over
the rail rates to the same river ports.
] Further, it is also but fair that these
rates now named be conceded 10 be
those named during the up-buuding
OF TIE business while the tonnage Of
Tered is developing from zero. moth
ing, to such an appreciable extent
where further reductions are justi-
ned, But a mere low rate 10 those
+ fortunate points on the river does not
nS any means spell the entire story
OF the tremendous influence the OBJ
ening of the Columbia must be made
TO bear to the interior sections Of
oregon, Washington and Idaho. The
4 zone OF Influence can fortunately be
extended to very wide degree. or
II may be restricted to a strip within
very few miles on either side OF
the stream, the contraction or expan
sion of this zone depending entirely
upon the degree in which public in
/ terest and self-interest support the
movement and upon the willingness
Of the inhabitants of prospective en-
largements of these zones to vote the
necessary public funds for building
highways to the river ports: thus
making themselves individual com
petitors of any of the transportation
systems now connecting them with
their ports.
umatilla county is known as one of
the heaviest tonnage producing sec
tions of its area in the United States.
The bulk of this production-as an
illustrations its seven million bush
Ell wheat crop. And every pound II
this two hundred and ten thousand
tons of wheat-whether consumed
locally, whether held for seed. or
whether shipped to market east or
west-bears in its value a set trans.
portation portion OF at least s2.75I
per ton. The present wheat rate
from Umatilla, the only natural port
of the county to tidewaer, 21s miles,
is 81 per ton. But the present wheat
rate from Pendleton, the seat OK the
production. to Umatilla. Its port. but
AZ miles distant, is $3.50 per ton. one
fifth the distance but two-thirds of
the rate. To explain more definitely
the rail charges almost the same fer
the AZ mile haul as the boat charges
for its PIG mile haul.
To continue the Illustration. The
boat line names rate on canned
goods from Portland to Umatila. 9lGI
miles-and this also holds good Cnl
the larger part OF the staples such ;sl
sugar nails and fifth-class starles--
Of p IL cents per cwt. The rail line
then charges Is cents per cwt. for
transporting these commodities the
AZ mile haul TO Pendleton. One-f fifth
OF the distance but two thirds Of the
rate
To continue: The boat line names
rate to Umatilla, 216 miles. on salt
of II 12 cents per cwt But on re.
shipment. the same quantity. to PEN
dleton, must bear rail charge Of 3
cents per cwt one fifth the distance
but practically three quarters the
charge. Or very close to three and
three-quarters times the boat rate per
ton mile.
Obviously. the conclusion must be
that the rail portion OF the through
rate is far greater than il should be.
And just as obviously, the correction
Is not in demanding further boat re-
duetions at the present time but In
compelling by competitive conditions
a fair reduction in what is dispro- /
portionate rail rate.
Now let US consider the remedy 7
Fhe railroad commissions. both fed /
eral and state, have practically never
refused permission to the carriers 10
reduce a rail rate when they request
It. On the other hand they consider
an order" to the carriers to reduce
a rate largely upon whether the rate
tnen In existence is reasonable or un-
reasonable. Authorities practicable
concede that under the present con-
ditlons no commission could be con-
Yinced that the present scale of rates
out of Umatilla-for instance-are
what must be termed as "unreason- I
able and therefore must be ordered
reduced Therefore for a remedy
We must turn elsewhere. This remedy
Is the highway. Hard-surfaced, |
strategically located, following the
line of least resistance between CEN
ters of commercial activity with ra-
dating county roads tapping into the
surrounding districts this highway
Instantly makes every producer of
tonnage and every receiver Of tonnage
a potent, individual competitor OF the
transportation forces which tend to
keep him from the enjoyment of the
natural advantages of our waterways.
The farmer hauling his wheat to
the river port or the merchant run
ming his town delivery car to his wa
ter port during the quiet hours of the
afternoon when 1t would otherwise be
standing idle. for his weekly consIgn-
ment Of merchandise will exert more
powerful influences for general tate
reduction out of the liver points than
all of the commissions Of the state
and nation combined The lndivid-
ual competition will force the carriers
to request reduction
Thus while We have before us the
idea Of bonding the county in order
to install system of highways which
in turn will be a direct benefit and
a saving to the county, 1t is well that
we consider risk Of navigating the
difficult water Of the Umatilla Pap.
the worst water Of
the middle Columbla-with heavy and ,
cargoes such as wheat eth
q 81 Lnf