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R. TEAL, ''who is a prominent attorney of Portland, Oregon, represents before the Nation the interests of the Pacific Northwest in many capacities, and stands preeminently high as an advocate of waterway development. His special interest is, of course, in his own section and he writes with a knowledge born of close association with the Columbia River and the wonderful valley it drains. He also talks interestingly of Willamette and Snake Rivers.''

HE Columbia River, the second largest river in the United States, forms the boundary line for a considerable distance of the States of Oregon and Washington. It has a length of about 1200 miles and a drainage area of 250,000 square miles.

The Willamette River enters the Columbia River 102 miles from the sea and the Snake River 328 miles from the sea. The Columbia and Snake Rivers, with their tributaries, drain the great Inland Empire, from British Columbia on the north, and the Rocky Mountains on the east. The Willamette River drains the valley lying between the Coast Range and Cascade Mountains in western Oregon.

The Columbia River is not only one of the chief harbors of the coast, but is a waterway important to the States of Oregon, Washington, and Idaho, and to a considerable portion of southwestern British Columbia. The total navigable waters of the Columbia River and its tributaries aggregate 2136 miles.

The region drained by the Columbia River and its tributaries includes the rich and productive sections of the States of Oregon, Washington and Idaho, lying east of the Cascade Mountains. It is now producing about 90,000,000 bushels of wheat and other cereals per annum, thousands of car-loads of fruit, hay and vegetables, live stock, precious metals, in fact, natural products of all kinds. Yet its development is but in its infancy.

This great river and its tributaries should be the burden bearer of the products of this vast empire. It should not only control rates, but be an instrument in constant use in the actual work of transportation. While improved to but a limited extent, its use has had a profound effect on freight rates.

Before the completion of the canal and locks at the Cascades of the Columbia, the freight rate on sugar, Portland to the Dalles, was $6.20 per ton; now it is $2.90 per ton. Rates on other commodities were affected in a like degree. This is of course a much greater difference than would ordinarily result from unobstructed water transportation, but of its effect on rates generally when used, there can be no doubt.

Notwithstanding the difficulties of operation by reason of transfers, etc, on the upper Columbia, the Open River Transportation Company has for a number of years been operated as an independent boat line running steamboats between Portland and Lewiston on Snake River and Priest Rapids in the Columbia. Through the operation of this line (notwithstanding the very adverse conditions) not only important rate reductions have been secured but improved rail service as well. Last year nearly 2,000,000 pounds of wool was transported by this line from points as far up the river as Lewiston and even above that point to Portland and thence by sea to Boston at much lower rates than the rates by rail.

The grandeur of the Columbia River and its awe-inspiring scenery has been the inspiration of the poet and descriptive writer. The fertility of the country drained by it would fill volumes, but its use as a transportation agency has been largely overlooked by the writers in their admiration of its charms and beauty. The