White Bluffs spokesman. [volume] (White Bluffs, Wash.) 1907-1938, 1934-03-29
The
Safety Valve
To the Editor:

~ VIAC GA4VOI.
High freight rates are the Chinese
Wall separating Inland Empire pro-
ducts from the markets Of the world.
Competition in European markets since
the war grows flercer as the years pass.
Every nation strives to survive from
it's own farms and factories. The farm
that survives and prospers In the
Northwest must be brought closer to
the dinner table Of the world.
A study Of markets and SURPRISES
leads inevitably to the problem Of dis
tribution, and to freishts IN particular.
Water transportation is cheap trans
portation. For the Inland Empire that
means development Of the Columbia
and Snake rivers. If any there be who
now oppose the open river or Colum-
| bia-Snake river developments for nav
igation, they probably point to the
Cello Canal as futile expenditure.
May remind them that a short
stretch Of railroad mileage through
sand dunes would never have devel-
oped any of our great and useful
ranscontinental railway systems. There
must be starting point and a ter
minus-with productive country in
between.
Let us briefly review and familiarize
ourselves with some facts: The Col
umbia river rises in British Columbia,
and after a wide semicircle between
mountain ranges and through the
/ koo ~ T o1y
International Boundary line into and
through the State of Washington, and
on the border between Oregon and
Washington and into the Pacific. It's
total length is 1900 miles. A stream of
great volume from it's upper reaches,
it nevertheless, throughout most of
| it's course is non-navigable. The Snake,
flows through Idaho, touches north
east Oregon, and flows long distance
through Washington. The Snake is
| also stream Of great volume, but
throughout most of it's course remains
non-navigable.
Both rivers are interstate streams
that are now, and always have been,
rated by the War Department as ina
vigable streams" Their development
is federal problem. Both streams are
swift flowing, thus requiring unusual
power for upstream navigation Both
streams are frought with numerous
shadows and rapids-making naviga-
ton unsafe if not actually impossible.
I very we'll remember the damage in
f1icted on our old stern wheeler when
accompanying General Taylor, Chief
! of u. S. Army Engineers, and his staff
down the Snake from Lewiston to
Pasco some twelve or fourteen years
ago while studying navigation of the
Snake.
The Columbia has been opened for
deep draft vessels from it's mouth up
to Vancouver, Washington; distance
of lob miles. Without this short stretch
of nayigable water, the development OF
the Northwest would be revolution
ized
From the mouth of the Columbia to
the mouth of the Snake is 1924 miles
The Columbia is potentially navigable
many more miles upstream. From the
mouth of the Snake to Lewiston and
Asotin is about 1856 miles additional
Heavy loadings would originate over
the entire course of more than 500
miles Without additional river devel-
opment, the Cello Canal is but short
and weak link that in no way mea-
sures the possibilities of an Open
River.
Navigation of the Columbia and
Snake is of vital Importance now to
every farmer, lumberman, milaman,
laborer, and merchant. 1t is of greater
Importance to the growing generation
and to all who follow
JOHN w. SUMMERS
i Ma chi11ctn1a n