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VALLEY ROUTE TO THE PACIFIC i St. —^ftl .< roti^ilee I JoOmJ m ) ISSIIKI) liY JAY COOKE & CO. FINANCIAI. AGKNTS (IK TlIK NORTIIi;I!N I'AC'UIC RAILROAD COMPANY. 1873- vfj OKCAN'IZATIOX. OFF I0ER8 OF THE NOETHERN PAOIFIO RAILROAD CO. OKOlKiK \V. CASS, J'lr.H'irnt. - ■ ■ CHAKI.EH B. WIlKJirT, Kire-/Vcii(i™( U. I>. im-K, EesUiaU ilce-l'rmfletU im Ihf. I'ariflr n,ast. HAMUKL WILKKSdN, .ScrirM.i/ A. I-. PIUTCUAHU, Timmrrr W. MILNOR UOUEU'I'S. Eiwinej-r-in-C/iCJ WILLIAM A. UOWAKU, iuiiJ Chmmi^iuiur, . . . Zi Fifth Avkmk. Nkw York- BOARD OF DIRECTORS: GKOUGKW. CASS. (I>n«l.PlltH.F.W.>tChi««;oK.K.> PnTsiuK.., 1'a. WM B OOI)l.:N,(la*lTest.CliicaK..&Nnrthw..st(.rnK. 11) t'l.KAOo, Il.■.. , ,. ,, , ... AiHirsTA. Mai.ni;. R 1) KICK, (rrcKl. Miiiiu't^eiitnil U K.) WM. «. MOOKIlEAl). (olJiiydKikcitCc.) J (JHEOOHY SMITH, (PreKt.Vfrnioiit Central H. U.i St. . i.ha.s:., i. . \Vhlla. it Kru' 11. U 1 ^ ,, , . . UUFKAI.l). N. V WM G FAUGO. (ofWcUs, tarKO&Cei.) . . Boston. B. 1'. CIIKNEY, . Nl-.W YoKK. A. H. BAHNKV . Winona, .Minn. WILLIAM WINIX)M . CllII.'AOO, ll.l- JAMES STINHON, . ' . Buiti.iNaToN, Vt. A. U CATLI.N', TRUSTEES FOR THE FIRST MORTGAGE BONDHOLDERS: J.^Y COOKE. I p,„,„„^,.p„,,. J. KDGAU THOMSOX. i (I'ifst. I'enna. O-ntntl li. li) FINAHCIAL AGENTS FOR THE RAILROAD COMPANY JAY (xjokf: a CO., I'UII.ADKl.I'UI.V I THE NOKTlUiRX PACIFIC RAILKOAD. I i i THE following public reasons seem not only to justify liut to rc(]uire the building of a railroad across the continent, near the .i6th ])aralkl, from Lake Superior and the U])i)er Mississippi river to the Lower Columbia Valley and the Pacific coast at Puget Sound. 1. First and mainly, the belt of States and Territories to be traversed by such a road constitutes one of the most interesting and valuable sections of the continent, and includes a great part of so much of our remaining unoccu])icd public domain as is capable of settlement and profitable cidtivation. Not only ought the abounding and various resources of this region to be develojied and utilized for the good of the whole country, but the nation's proffer of free home- steads to the landless of all countries can best be made really bene- ficial, both to the nation and the citizen, by rendering these fertile lands accessible and available for farms and homes. The construction of the Northern Pacific Railroad is reipiired in the interest of National Development and Homestead Settlement. 2. Tiie building of such a road through such a region gives a definite money value, where there was little or none before, to every acre of good land, to every thousand feet of mere hantable timber, to every coal deposit, and every mine of the precious metals within the belt of country affected by the railway — thus in effect creating and adding to the wealth of the nation a vast aggregate of real property. It is considerably within the facts to say that the construction of the first five hundred miles of the Northern Pacific Railroad has, in two years' time, added one hundred million dollars to the cash value of proj)erty along the finished line. This estimate is based on a knowl- edge of the current value of lands and other property adjacent to the route before the road was located, and the same since its construction. IL V. Poor, whose manual of American railroads has become a stand- ard authority, states, on the strength of thorough investigation, that "every railroad constructed adds five times its cost to the aggregate value of the property of the country." Tiiis average estimate is probably below tl>e truth in the case of the Northern Pacific Road. 3. The New Northwest, a region 500 miles in width, iSoo in length — greater in area than twelve such States as New York, and having a ])resent population larger than the Union-Central Pacific found on its flanks when built — is practically destitute of railroads. ir d Altrtc. ton. Wen« l"« (.V„ '*S oad o daliu oS I JuAil VHnhil roioilee )a Cot* o I ho» Gar dm ^'4^^ ■^^ vm jjKWie /'///•; XORIIIERX rACII'IC RAILROAD. / i It is important politically, no less tlian romiiicrrially and indiistrially, tliat tlu' I'litcrprisiiig < oinmnnitics and rising Slates of our Norlhwcst- crn tier l)c given more direct coniinnniration with tiic re-.t of tiie nation. 4. 'I'lie Indian (lucstion in tlic Northwest rannot in any other way he so ])roniptly, so thoroughly, so economically and so humanely settled as by the constriK tion of tiie Northern Pacific Railroad. The Ix'ilding of the first trans-continental road disposed of all Indian diffi( ulties throughout a wide belt of territory extending from Iowa to California, and the U. S. Commissioner of Indian Affairs, in his annual report for 1S72, says, " 'I'iie completion of the Northern Pacific Rail- road will finally settle the Indian cpicstion in tiie country north of the lineof llie Union Pacific Railroad and soutii of the British border. . . . Indeed, llie promise is that two years more, if not another summer, on the Northern Pacific Railroad will itself completely solve the great Sioux ])roblem, and leave the 90,000 Indians ranging between the trans-continental lines as incapable of resisting the Government as are the Indians of New York and Massachusetts." The amount thus to be saved to the Covernment by the completion of the Road — in the early reduction of the military force on the frontiers, the avoidance of costly Indian wan., the cheapening of government transportation throughout the Northwest,'" and the permanent pacification of the Indians — may reasonably be estimated, as it is by officers of the Government, at several million dollars each year. 5. That the building of the Northern Pacific Railroad is urgently demanded by the ])ublic considerations named above there can be no doubt. If it were to be built outright by the Government, with no expectation of a direct pecuniary return exceeding its running expenses, it is conceded the outlay would be in the line of wise economy. But in addition to the luiblic need, the construction of the road is fully war- ranted and justified as a business undertaking which gives ample promise of the most solid financial success. The United States Government, recognizing its own necessity for such a thoroughfare, has contributefl toward its construction a fund, in the form of valuable land, more than sufficient ultimately to pay its cost; and this real-estate endow- ment, added to the road and its traffic, furnishes a doubly secure basis for the investment of private capital in the work. In view of these facts it is believed that, in its double capacity of a great National Im- provement and a great and promising commercial enterprise, the Northern Pacific Railroad has a two-fold title to the good-will and confidence of the public. 1 * NoTK. — In 1S6S the yearly cost of transporting supplies to the twenty-eight milltarj' posts simntetl in the Northwest, ajj.iccnt to the route of the Northern P.icific Ruilroad. was utVicially reported .is $6,158,072. If tliis exi>enilltiire he reduced one-half liy the Iniildini; of the Northern I'atilic Railroad, the result is a saving to the Government of more than three per cent, jier annum un the total cost of the Road. ■^ / CHARTliR, GRANTS AND PRn'ILli(;i:S. THE charter granted by the Congress of the United States to tlie Northern Pacific Railroad Coniixiny, with its amendments, con- fers tlie riglu to constnu t a line of Railroad and 'IVlegraph a( ross the continent, between sonic point on Lake Superior, in the Slate of Wisconsin or Mimiesota, and some point on I'uget Sound, via the Columbia river, by the most eligiide route within the territory of the United States, on a line north of tlie 451)1 parallel of latitude, with a branch to Puget Sound across the Cascade mountains from some con- venient point on the main trunk line. To aid tiie construction of the Road, the charter grants the Com- pany, for each mile of finished road, both main line and i)ran( h, twenty alternate sections of public land (a "section" being a square mile and containing 640 acres) on each side of the line of the Road in the Territories, and ten aUernate sections on each side of tlie line in the States, tlirough whipi, the Red, the Upper Missouri and the Yellowstone and their many tributaries. Crossing at right angles tiie ^'alleys of the .Mi^^sissipjii and the Red River of the North, the Northern route traverses the rolling prairies of Eastern Dakota, enters the fertile valley of Apple creek and follows this to its jimction with the Missouri. Crossing the Missouri at L'ort .Vbraham Lincoln, near the mouth of Heart river, the route ])ursues the \alle_\M)f the latter s(jme distance westward, and strikes the Yellowstone at or near the mouth of the Powder river. Following the Yellowstone Valley to Western Montana, the line surmounts the belt range by a favorable pass, crosses the productive valleys of the (ial- latin, Madison and Jefferson forks of the upper Missouri, ascends the valley of the latter and Divide creek, runs through Deer Lodge Pass at an altitude of about 5500 feet above sea level, and descends the western slope by the valleys of Deer Lodge creek, Hell (late river, and Clark's tbrk of the Columbia, to Lake Pend d' Oreille, whence it crosses the great grass plain of the Columbia river to the mouth /■///•; \:\Ll.l:V KiUIE lu Till. I'ACIllC. of the Snake, not t'lr above Wallulu. I'rom this point the route follows till' lianks of tlie Cohnnliia t!irou^i;h tlie Cascade (or Sierra i rangr. a branch terininalin},' at Poril nid. and the trnnk line extending norlli- ward to the main terminal city en I'nget sound. 'I'he MissoiH'i and Colinnhia t ike their rise on the same le\'el, their headwaters interluc k, and at one ])oint tributaries of the two rivers have been united by a miner' ditch — thus firming a continuous water- ( ourse more than 5000 miles in h ni;lii, from the Pacific Ocean at the moulhof the Columbia to the Al' ulii: at New Orleans ! '1 lie Colum- bia is the only river whicii jnen cs the Sierra Nevada mountains; and lliis rani^^e, whi( h is scaled by the Central Pacific Road at an elevation of 7062 feet above the sea, the Northern Pacific^ main line jiassis ihrougli at nearly the level of the ocean by follownig the Coluu.'.iia river, 'i'he leading advantage.-) resulting to the Nortliern Pat ifie Railroad from the low altitude of the valley route along whi( h it is building, are: I. A comparatively mild climate and a sheltered position. 2. ]''xe:'iption from deep ami ilrifting snows in the mountain region, and hence, with ordinary precautions, entire freedom from winter obstructions. 3. A generally productive and verdure-( overed coinUry flanking the road, resulting in rapid settlement, a large tributary population and a ])rofita- ble local traflic. 4. An abundance of good water. 5. A saving of many millions in cost '.^'i construction with a proportionate reduction of interest burden. 6. A succession of natural and easy grades which will greatly reduce the cost of operating the road, and enable the same motive jjower to accomplish far greater results, both in speed and traffic, than are possible on an elevated or muuiUain route. iim.ii ••} ' Wa«hil CLIMATE.=^= Tlie belt of coutUry centrally traversed by the route of the North- ern Pacific Railroad, and comprised between the 43d and 5 2(1 paral- lels of north latitude, when extended in a zone around the giube, will hUlH * NoTi:.— Mr. Loriii Dloclgct, author oK Bloiiget' s CHuialology of the United Slates, and unqiics- tionalily tlic liijjliL'st sciciuitic authority on this si'.lijcct, fully c irrohoratcs the esliinati; hi:rcin given of llic climatt;, resources and capubilitiej of the Northwest. Mr. lilodgel writes as follows : " f 'ir.NTi,i:M|.:N .— 1 have carefully reviewed, in the proof sheets, the statements ni.iile i.i the aecnm- panyiu'.: p.unpiili .1 ret;aril to the cliiiKUe and i uUisiiMe cap.icity of the j^rcut region iriliut.iry to ih-; Kordicrii I'.uijic ...lilroad. I have also e.x.itiiined anew the evidence and oliservations accumulated by nij since llie j uMic.ition of the ^ener.d \oUnne from wliii h qnoi.itions are m.tde. " I have no hesitation in saying; that die anticip.iti'Mis yu iia\e of the future of that Rreat section f.dl helow, r.itlier than e.\ceed, the results ih.tt uill he rc.di/vd. Its adv^iuayes I'f clini.tte and (pf soil alike are still iniiierfectly ai>preci.ited, even hy thi.se wh.) have given must attention r. iheir ev.unina- tion. 'I'he plains t.f a vast area there lie upi'U rirh friahle limest.'ne; and, instead of the arnl spring ami summer whi»h ]tre\'.nl over the plains i^f l!ie lower latitudes, there is here a f.tir and even an anij>le supply of rain at these critical seasons. It is the cold season that is conspicuously dry, and that re- »m ^wne^ 8 THE XORlllEKX PACniC RAILROAD. be found to embrace tlio homes of tlie most enlightened, progressive, energetic and tlirifty jjopiilations of the world — as New York, New lilngland and Southern Canada, Great Britain, France, Holland, Bel- gium, Central and Northern Germany, Southern Russia and Northern Jai)an. Many who are familiar with the rigorous climate of the Northern portion of the Atlantic coast have mistakenly inferred that the same fact holds westward across the continent along the same par- allels. But as climate is not necessuiily (lci)en(lent upon latitude, so the New Northwest, tributary to the Nortiiern Pacific Railroatl, has marked climatic advantages over many countries that are farther south. In comparing the temperature of the western half of the American continent with that of the eastern, latitude, or distance from the equa- tor, does not control or furnish a guide to conclusions. For example, Astoria, Oregon, near the western terminus of the Northern Pacific Railroad and in the same latitude as Quebec on the Atlantic coast, has a summer temperature eight degrees cooler, and a winter tem])crature iliirty degrees warmer, than the latter place. The summer isothermal line of 70 degrees, which in Europe passes through Southern France, Lombardy, and the wheat-growing region of Southern Russia, strikes the Atlantic coast of the United States at the east end of Long Island, and, passing through Central Pennsylvania, Northern Oliio and Indiana, diverges northwesterly, and runs up through Minnesota into British America to latitude 52, at least 360 miles north of the line of this Road. The fact of this mildness of climate westward from the Missouri river is abundantly established. Nowhere between the Lakes and the Pacific is the climate colder than in Minnesota; and this great State is not surpassed as a grain-growing region, or in healthfulness of atmosi)here. The average winter temperature of this State is 16°, the same as that of Canada and Northern NewYurk; from December to March the mercury rarely rises above 32° ; hence there are usually no winter thaws, nor storms of cold rain.* The snow-fall is moderate, duces til- animal precipitation to alvnit 35 inches, T <;hovild now modify the illustrations of my rain maps for spring; uiiil sunimcr, in the Nortluvest, by atldin^ two or tliree inches to cadi, thus adding about 5 iiiclies to the wliole quantity for the ycir. i'he quantity of 8 inches of rain-fall each, fi r spring and summer, or 16 inches for the growing season, is ;l:» ample there for tlie purposes of agriculture as 24 inches would lie at tlie 4.)tli parallel. " From my e.'.ilie.t knowledge of that r:ch Northwest, derived from Sir George Simpson in 1851, and from all tlie sciciitiftc and other surveys subsequently cundiicied, 1 iiave been deeply impressed with (lie beauty, fertility, and mildness of climate in this future (lermany of the American continent. The line of the Northern Pacific lioad was claimed liy me, loiijj before ( io\'ernor Stevens' survey was oi.;ani/ccl, to be 11. mindly the most fivored in the pass.ige of the R'cky mountains, in exemption from hc.ivy snows, and in capacity for settlement alui;; the entire line. It will open up a country long closet! to ;;eiieral knowledge by the policy of the Hudson's Uay Coinpany, hut which is now uni- versally admitted to be highly v.ilnable. Its real merits, however, will only be properly kimwii when it is aciiially occupied. Very truly and respectfully yonrs, LORIN' BLDUlil'M'." •* Note. — It is not claimed by -uy that the winters of Minnesota and Dakota are mibl, or .attrac- tive to those who dislike crisji, sh.irp cold at the proper season, lint th.at, with proper provision against storms and exposure, tlie winter months in Minnesota are not only endurable but enjoyable, is unifoimly testified by the inhabitants of the State. Rev. Horace IJushnell, D. D., of Hartford, Conn., after spending a year in Minnesota, writes .as f jllows : " Tlie winter climate is intensely cold, yet so dry and clear and still, for the most part, as to create no very great sulTering. Dne w'.i > is properly dressed finds tile climate much more agreeable than the amphibious, balf-lluid, half->loppy, grave-like chill of the Kast. A tittle more snow, to make better .sleighing, woulJ he an improvement. As to rain in winter, it is almost unknov.n." I THE NEW NOKTinVEST— CLIMATE. g seldom exceeding a foot in depth. During some weeks of the winter months tlie told, :is indicated by the thermometer, is intense, but, as is uniformly testified, so dry and exhilarating is the atmosphere that out- door labor can be comfortably performed in Minnesota on as many days of the year as in the Middle States. The average summer temperature of the State is the same as that of central Pennsylvania, (70'^) and the growing-season, between frost and frost, has tlie ample average lengtli of five months, or about 150 days. Perhaps the climate of the State is best vouched for by the fact that half a million people, gathered from all latitudes, have found homes and thrift within her borders, and that the State is one of the most i)rosperous in the Union. The seasons of Eastern Dakota are very similar to those of Minne- sota; antl from Dakota westward the climate steadily modifies, until, in Western Oregon and Washington Territory, there is usually no winter at all aside from a rainy season, as in California.* Twenty varieties of flowers have been plucked in the open air on the 30th of December, * Note. — A weathcT rcooril kept for .1 scries of years, at Stcilacoom, on Puget Sound, in laliliule 47^ 7', gives the r.jlluwing result : Mean of Four Years. XXb/ January Febrnary 40° Marcli 41 = April, 48° May 5,6° Jnne, 61° J"ly Ch^ August, 64° Mean of Tour Years' 56'^ ')' September Octulier S-!" - November, t^^ =' December, 38° 3' For the year Tliree winter monlbs, j.f The avcr.ige yearly temperature at Steilacoom diflfers less llian one dei^ree from tbat of Ccn'ral Obio, seven degrees of latitude further S>,uih. The annexed Table, also comi)ilei| iVom the observations taken at Portland, determines the char- acter of the seasons throughout the Willamette Willey and Puget Sound liasin. In this Table " Plea- sant " refers to days without rain or snow; "Rainy." to d.iys when it rained between sunrise and si.iset ; " Sunshine and Showers," and " Snowed," expl-in themselves. Wii.^TIiiiit Tablu. — .Average for Eleven Years — 1853 to i363, inclusive. Pleasant, without Rainy between Sun- Sunshine and R.iinorSuuw. rise and Sunset. Showers 8 3 \ % 7 4 7 3 J * 3 •« 3 4 4 5 5 9 4 JO 5 C'J 57 It will be noticed that two hundred and thirty-sev.-n days, out of tlie three hundred and sixty-five, were " pleasant." November, IJecenibcr, January and February, and sonielinies, M.irch, may be regarded as ihc rainy months; and May, June, July, August, September and October, as compara- tively dry months ; although some months termed " wet," occasionally have a few rainy days ; while May and June, and September and October, sometimes have from 6 to 10 rainy days. April and No- vember may be called transition months, generally. July and .\ugust are always dry, the rains, if any, being very trifling; often no rain falls during those inontlis. January , . .'"ebruary, . 18 Is March, . . 16 April, . . ■ 3 May, . . I'O June, . . J"iy, . . ■.M -7 August,. . ^7 Septeniber, •J J October. -.-•i November, 17 December, H Av.for 11 yrs -37 \nd Snowed. The number Rainy days fro n 3 2 to II per month 3 3 t 1 ij " 3 3 to 12 3 t. 7 '* to 8 " to 6 •' to 3 " to 3 " . to 8 " t ) 10 *' Snow 2 years out of 11. i to 11 " 2 5 to .7 *' 8 -One) ear •• /Washi^ •fowliilee •"^O'lrdJ ■kiDn 'V«^l .o*"!?!. ID 11 ii: .yoRiiir.AW p/cific railroad. near Olynipia; the j^rass is usually green throughout the winter about I'uget Sound, and there is rarely sufficient ii e formed for preservation.* In most portions of Oregon, Washington, Montana and Northern Idaho, rattle and horses range out all winter, and keep in excellent condition on the nutritious grasses of the plains and valle\s. Recortls kejit by (lovern- nu-nt offi( ers at the various military stations on the ujjper waters of the Missouri, show that the average annual temperature for a series of years has been warmer in Northern Montana than at Chicago or Albany. The average climate of Western Montana, on the slopes of the Rocky mountain range, near the most elevated ])ortions of the Northern Pacific route, is fairly shown bv the following record of observations taken in Prickly Pear valley, lo miles from Helena, at morning and noon of each day, from December, 1869, to December, 1870, iu( lusive: Decem1)L'r, (i (Ji" 54O ^p y<" New Vork Lily 4.^ 45', \'i° 7.;" S4^ 31^ 51'^ The comparative rain f.ili, in inches, during ihe same pi-riini, was as follows : Spring. Sinntner. I'".dl. Winlei V<-.ir. Western ( )regon 6 4 17 2< 5,, New York Cily, 11 u 9 10 4' i til th th ar COMJ'AA'A TIVE LA TI'l'L 'DE—MOIS Tl 'RE. 1 I Road is 5000 feet, wliile that of the Northern Pacific is only 1900 feet, liotli the Ro( ky and the Cascafle ranges, where they are crossed l)y tlie Northern Pacific route, are broken down to low elevations compared with tlieir lieight four hundred miles southward. This difference in altitude would itself account for much of the difference in climate, as each 300 feet of elevation reduces temjierature one degree; that is, other things being equal, two jioints situated on the same i)arallel, one luuing an elevation of 7500 feet anil the other an elevation of 2500, would ordinarily show a difference in average temperature of about 17^, it being that much wanner at the lower elevation. But, second, the warm winds from the South Pacific Ocean which prevail in winter, and (aided by the warm ocean-current known as the Kuro Siwo, and corresjionding to our Atlantic gulf-stream) produce the genial climate of our Pa( ific coast, pass over the low mountain ridges to the north of latitude 44"^, and carry their softening effect flir inland, giving to Western Washington Territory the winter climate of Louisiana, and to tlie valleys of Idaho and Western Montana the mildness of Ohio. COMPARATIVE LATITUDES, NORTH. The following table, giving the latitude of leading cities and countries in Euroi)e, as compared with that of the Northern Pacific Railroad, may serve to correct some misapprehension on this subject — ■ showing, as it does, that the line of this Road is on the i)arailel of Northern Italy, and 350 miles further south than London : I.ATI ITDF. Niirthoin Il.ilv 4j' 3c/ Paris ..." 4,S° 50' Loiido-^ ^l"^ _^o' liciliii 5j" jo' (ilnSl^OW V'^ Stockliiilin • 58° }o St. IVlLTsiiurj; iio^ Nonheni I'acuic Railroad 46'' 30' MOISTURE. One of the causes heretofore cited as hel[)ing to jiroduce the mild seasons of the New Northwest — namely, tl'.e low altitude of the country generally, and the depression of the mountaiii ranges toward the north — may also account for the greater degree of atmospheric moisture in most parts of this vast area. The southwest winds, saturated by the evapo- ration of the tropics, carry tiie vapor-laden clouds eastward over the low continental divide, antl distribute their moisture over nuich of the Fertile Pelt stretching from Puget Sound eastward. Farther south tlie mountain ridges, with their greater altitude, act as a wall against the warm, moist, west winds; hence the colder winters and greater aridity of much of the region south of forty-fourth parallel. Professor Plodget, already quoted, says : .««'> fttone Btorj Znnini ^ mad iroKulee }oGo\ ihoe. Uter Oul IhUln mi ^nne^ 12 riij'. xoRTUKRX PACiric kaii.ro AD. " I luivo no doubt there is as mucli rain-fall on the upper Missouri, to the very foot of the mountains, as there is on the great wheat-growin;,' ])lains of Rus' ia, and that ultimately these American ])lains in the New Northwest will exceed even that granary of Murope in productiveness." While irrigation is necessary to the best production of most crops along much of the route from western Dakota to Eastern Washington and Oregon, it seems to be tlie uniform testimony of those who have practised systematic irrigation, that tlie greatly increased yield, the absolute certainty of regular croj^s, and exemption from risk of damage by bad weather in harvest time, more than compensate for the cost of irrigating-dilches. The remarkable net-work of living brooks, lakes, streams and navigable rivers witli which this region is supplied, is, perhaps, its most striking feature, and furnishes the basis for a simple, natural and economical system of irrigation for the fertile farming lands of the interior.* HEALTHFULNESS. In the healthfulness of its climate the New Northwest is quite as for- tunate as in its natural resources. There seem to be absolutely no dis- eases peculiar to the region or superinduced by local causes. Ague is tmknown, anil pulmonary affections are often much mitigated, when not cured, l)y removal to the Northwest. Of the sanitary effect of Minne- sota air, Hon. Alexander Ramsey of the United States Senate says: " Within the past few years Minnesota has become a popidar resort of invalids afHicted willi diseases of the throat and lungs; and physicians who formerly sent their patients to languisli among the jjcrennial flowers of some soft Southern sky now gen- erally agree in prescribing the more elastic and invigorating air of the far Northwestern States as the most efficacicjus of inhalants. Z)/j air is a non-conductor of heat, like a garment of wool. The dry cold winter air stimulates the apjietitc and digestion; it quickens the circulation and imparts elastic vigor and joyous exhilaration to body and mind. It gi\ -s their full effect to all the invigorating influences of a northern climate in building up the wasted strength of the body, frceeun very hirgc. Mr. 'I'hunias I'. Roberts, C. l^.,\vrit- uig fr.ini Helena, Montana, under date of Ocloljer 9, 1S7;, says : ** 'I'liroughoiit Montana, this year, the average wlieat cnip lir.s been over fifty-five t)usliels per acre — the average of many farms being over sixty-five. Several farmc personally i.nown to nie have raUen from speci.dly measured acres soniewhat over ctne hundred bu ils of wheat per acre. This -.ounds almost incredible, but belief or unbelief does not alter the fact." The AVrc Xort/nrest, published at Deer Lodge City, near the point where the routeof the North- ern Pacific Railroad passes the main divide of the Rocky Mountains, contained the following 111 il^ is-sue of October 5, 1872 : " As an evidence of the productiveness of Montana soil we submit the following award of ])re- miums by the Agricultural Department : " Tor best acre of wheat 'being lo.; bushels), premiiuu awarded tr James L. Ray, of Lewis and Clark county. " Kor tile best crop of Harlcy, premium to Messrs. Korbis I'i llurson, yield 11 3 '4 bushels to the acre " llest crop of oats, premium to Messrs. Korbis (i I'urson, yield loi bushels to the acre. " Hest crop of pot.-'toes, premium to Messrs. Korbis and liurson, 61 j bushels to the acre. " Best crop uf onions, premium to I'orbis ^ Uuriion, J98}| bushels per acre." tc t:l wj til (rj til o| it| pi \\1 KJ^SOL'KCES OF THE LAND CKAXT. And Dr. Horace Rushnell gives the following testimony : " I went to Minnesota in July, and remained till the latter part of tiic May fol- lowintj. I liad spent a year in Cuba without benefit. I had also spent nearly a year in California, makins; a gain in the dry season, and a partial loss in the wet season, returning, however, sufficiently improved to resume my labors. Breaking down again from this only partial recovery, I made the experiment now of Minnesota; and sub- mitting myself, on returning, to a very rigid examination by a ])hysician who did not know at all what verdict had been passed by other jihysicians before, he said, in accord- ance with their opinions, ' Vou have had a difllculty in your right lung, but it is healed.' " In tills regard the climate of Dakota is substantially the same as that of Minnesota. Of tlie next subdivision on the west, the Presi- dent of the Montana Emigration Association says : " There may be other countries as healthy as Montana, but I hazard nothing in saying that nowhere is tliL're a healthier one. We have not a single disease of any kind which, at any season of the year, is incident to or prevalent in the Territory. A case of genuine ague would be as great a rarity as a case of lepixjsy. I regard the climate as unsurpassed for the cure of i)ulinonary complaints, when the lungs are not beyond all cure," ^^Y THE NEW NORTHWEST. jton voad p I FfhftntM ■ /WashJ CHARACTER AXD RESOURCES OF lUE COMTAiVV S LA.\T> URA.\7\ THE New Northwest may be defined as embracing our northern tier of States and Territories west of Michigan, and extending to the Pacific ocean ; namely, Wisconsin, Minnesota, Dakota, Mon- tana, Idaho, Washington and Orepon. These subdivisions constitute what climatologists have aptly termed the Fertile Belt across the con- tinent, as distinguished from the extremely elevated, mountainous, and generally unproductive regions farther south. Along the central portions of this Fertile Belt the Northern Pacific Railroad is building, and here it receives its Grant of Lands. The region thus being developed is jieculiarly rich in the following resources, the raw materials of abundant wealth, the basis for the support and prosperity of a large population, and the source of a vast interior and foreign commerce : FARMING LANDS. The promoters of the Northern Pacific Railroad did not enter upon the work of construction until they had definitely ascertained, 5rov\!iileo )o CoiJ o I .Ia(li,| (**/ . - BOl iller Oyl hi n mil 14 77//; xoA'r///:A'.v rAcn-ic railroad. from tliorougli ])crsonal inspection, that tlie section of country to be spanned by rail was, on tiie whole, and making liberal allowance for exceptional waste tracts, a region of singular fertility of soil and salu- brity of climate. 'J'hc fact being once established that a fair propor- ticjn o( the land between Lake Superior and Puget Sound is well adapted to the production of < ereals and vegetables,* it became a certainly that the une\( elicd gra/.ing, the invaluable forests, the iron, the coal and the deposits of gold, silver and copper which occupy much of the remainder — added to its favorable commercial position — rendered the region in question one of great attractivi ess and natural wealth, and assured its rajiid settlement and solid growth. Thi.s estimate of the character and future of the New Northwest is now very generally accepted. During the last two years, ])articu- larly, thousands (jf jjcrsons have visited, for purposes of settlement or observation, nearly all portions of this new region, and their volun- tarv, nearly unanimous, and usually enthusiastic testimony has more than confirmed the earlier statements of the Company. The thorough surveys and examinations made during tlie same jjeriod by the Com- pany's engineer corps have placed beyond doubt the great value of the i:ountry traversed. The best agricultural lands embraced within tlie Grant are situ- ated between the Mississippi and the Missouri rivers in western Min- nesota and eastern Dakota (including the sui)erb Red River valley, some eighty miles in width), in the valleys of the Yellowstone and its branches and the tributaries of the Missouri in Montana, and the portions of Idahcj, Washington and Oregon bordering on the Colum- bia and its liranches. Eastern Minnesota and Western Washington, at the two extremes of the route, being mainly timbered, are not classed as agricultural sections, although there is much excellent farm- land in both. In addition to this general survey, it is only necessary to give the testimony of a few persons who speak I'rom personal knowledge, and ''= X'i'n:, — Wlicn the New Xortliwest is desrribecl as .1 generally fertile ami attractive repien, clue alli>waiue is -if course made for ilie impiuduciixe aiul cninp.iraiively wnrlliless sectitms which arc necessarily etiihracetl in ;meni the fict remains as represented hy the various authorities quuted in these tM^c>. It is to he remendiered that in ^ome of the oltlest aiul richest aL;rienltural States considerahly e>s than half the land is snitahle f »r tillage, and jiracticalh' a \ery moderate jiercenta.ue I'f the whole lias e\'er heen turned hy tue plow. I''or example, t!ie report of l lie I'nited States censu.s for 187 i shows the perccntaiic of improved lanils in each of the several Slates named to lie as ;.;i\en in the following tahle : and to ascertain the peri:eiUa,Lie of area actually tilled or plou;.;hed. the following fiiiures must lie considerably reduced hy dednctini; j;rass lands, mountain p.cslurage, and other ureas nut proyerly classified its either liUeil KukU, forest, ur waste ; Pl!npni)TION OF Imckivi:i) Land. I,»*:? r»i ruE XORTUER^ •■'":•'■" """'""'■ 1 6 trees enousjU fJ rchoc the e>e, an(i vi ^-vciywhe-c. I l^e va. ^^.^.,^ „ea.trivervalleys.I fou y Hit ^^^^ ^^,,,,,^0,0. -me^ fuU) P ^^^^.^^^^ ,U. route f..n-v. some a,.lancc ^^^^^ ^.^ ,,j,,„,, ma '. ^^^^_^ '' " '^ ""■.!" I their statements re.pect.n, al the c .nt ^^^.^^^^^^ ^^^ ,„en very '^'U'^'^^*;: .^j,., „f u,e Cnnpanv to have a U t ^^^^^^ ^^^^.^^^ kn.Avinti, as I do. the -K ^^^^^^e. the aavanlages of the '^; ., ,,,^1 the the Uoa.l IS hu.Ul n ■ , ..j^i,.,,, ami yet make apeileeiiy TheLa,iclCo.i.tniss>oncrofthcUmtca foriS70,lKtsthcfoUowtng: .,, .oil as ah.ost any State , , ,. ,.cat a variety of surface and as r.ch a si ^ ^^ ^ \ationofilecayea%e^tia Agnciilttive, ^^n^l^b " ^^ Sei)tem\)ci-, 1^7 2 . ^^^Y^ • ^^^, ,go, has now a vcllom 10 SCO ilK'l"'")"'' "'""■"•'■ loses as u>n""^ • f « ^-^C^^^^; ^e building of tl^e N^ ^^'V,,, „,... itea,bntals.,(.n;icunm o I ^^,^iemenl dnrin;; I Uedvitl. reference to sn^h •' "^1 ^^j^ •,„„ <.f a »;h:;d U'!^ cS r;u.t,,b. cc.,d l,ave^|;- ^ ' ■ ,„enl cU.rin^ ""' ^'^u V^&ence to sneh :t ms- > . ;^^^^ ,,f ^-VtHn.« was^'.-- lI^jJ^w^mkrM proyf '^f ''^l^'itl"^ William Cba.t.cld.mac^J^^' ^^^^.^^j,^ committee, and by U. r. Society.) newc.untry.andi^ ri GRAZl.W, LANDS— CA TTLE-NAISIXG. 17 through which the Noitlicrii racitk Railroad passes in Minnesota ami Dakota — vciretaijles as fine as I liave anywhere seen, and wheat as jjood as was ever ^jrown and rejircsenled to have heen a product of 40 Inisliels to the acre. Tlie Nortlicrn I'acilic kaihoad is hkely to deveiope a new world for settlement and cultivation." A tourist, describing the Yellowstone valley in Montana, says : " Some of the other valleys are lieautiful. This is grand. It abounds in mag- nificent scenery, most excellent farm-sites and water powers. Tlie soil is very ritii and fertile, timber very convenient, coal and iron cropping out in aiiundance at differ- ent poiiUs, and at others evidence of rich deposits of cujiper, while the surrounding mountains are rich in gold and silver-bearing ([uartz." Mr. Blodget, in his standard work, the Climatology of the United States, says of the New Northwest : " The assertion may appear at first unwarranted, but it is demonstrable that an area not inferior in size to the whole of the United States east of the Mississipj)! lies west of the 98th meridian, and above the 43d jiarallel, which '\s pei/t\t!v adiipled li> the fullest onupation by ciiltivaled nations. It has an immense and )'et unmeasured capacity for occupation and expansion." Of the region traversed by the Northern Parific Railroad, in western Minnesota and eastern Dakota, Hayanl 'laylor, after personal observation, writes to the New York Tribune as follows : "^t^^ la fniH'ii Idalio oV I Johim % " The plain over which we journeyed [the Red River valley] is as fertile as any region in the world. . . . Thirty miles to the eastward there is a splendid Lake country, with oak openings which are filling up with wonderful rapidity, . . . There seems to be no doubt that all this portion of Minnesota will soon be taken up by the best class of emigrants. . . . Prom this time on the Northerr. Pacific Railroad will hardly be able to outrun settlement. After its first hundred miles of forest and swamp it passes through a region wholly beautiful and fertile, and a climate constantly improving in temperature. . . . The fertility of the country, although unexpected, surprises me less than the rapidity with which it has been taken up by coming settlers." GRAZING LANDS. i Of those sections of the Fertile Belt wiiich are neither timbered nor adapted to cultivation — embracing elevated jjlateaux and much of the mountain land — the greater part is covered with nutritious grasses, furnishing a stock-range not anywhere excelled. The well-known Bunch-Grass of Montana, Northern Idaho, and Eastern Washington and Oregon, has been likened to sheaf-oats for its nutritive and palatable qualities. West of Dakota this natural pasturage is perennial ; cattle are not usually fed in winter, and herds of buffalo which have migrated northzvard in autumn thrive throughout the winter months in the comparatively sheltered and snowless valleys of the forty-sixth parallel. A large portion of the beef supply for the markets of the East will soon be furnished from these unequalled natural pastures of the Northwest. owJuIm I tnoldt O^ B IklUtn >^n mil i.S •////•; \Oh'77//:A\y IWCIIIC RAll lk of damage, gives tlie region a ( ontrnlling advantage over the stoi k ranges in soiitliern lalittules. den. \\. V. Potts, present Governor of llic Territory of Montana, writes as follows : " .\s .T ^'lazini,' rei^ion it is, I iliink, fjenerally admitted hy Western stock men of cx)ieiience, tluu Montana is unsiirpassuil. Its superiority cdM>ists in.iinly in this, that tiic jjiass is nioic ahnnd.int and of iietler (luahly, the winters are milder, and the snow-f.dl i> less in our sheltered valleys tlian on the elevated and exposed plateaux further south. (lood water for stoek is abundant in Montana, and the climate is sueli that herds keep perfectly healthy, anive ([uarries of brown sand- stone and granite, of excellent (juality. .\l the crossing of the Missouri river, in Central Dakota, bituminous (oai, of fair (piality, outcrops, in thick veins, and has been mined for government purposes for some time. The same deposit is known to underlie miw h of the region trav- ersed bv the route of the Railroad between the .\li^>ouri and the Yellow- stone rivers, a distance of about 200 miles — a fact which gives positive assurance of cheap and abundant fuel in ajirairie region, and whidi gives great value, both intrinsically and as a source of railroad traffic, to a tract of country not specially desirable for agric ulture. This extensive, exhaustless and easily accessible coal bed, situated midway l)etween the Moimtains and the Lakes, surrounded by grass plains for hundreds of miles in every direction, skirted by two navigable rivers and centrally traversed by the track of the Northern Pacific Railroad, ( annot fiil to become a .source of great wealth to the (Company. liiit Montana is the treasure-box of the Northwest. In her mines of the precious metals this Territory admits no superior; and results thus tar accomplished (with no railroads and inferior ma(hinery), abundantly corroborated by reports of official exjicrts, seem to make good her ckiim. An exhibit of the resotin es of Montana, recently published under the ausi)ices of the Territorial government, contains the following passage : kixniiii Ol \muad I ./"All " III the precious metals, Montana has resources wliich seem to be inexhaustible. Her placer mines have already yielded at least $i25,cx)0,ooo in gold. Her greatest source of wealtli, though, for years to come, will doulilless be found in the gold and silver quartz leads which have been ft)und to exist in such rich abundance throughout the Territory. Already a great number of ([uartz mills are in successful and rcnuiner- alive operation. The rapid progress of the Northern I'acific Railroad towards our limits, and the spread of information about the Territory, has attracted the attention of capitalists to these leads, and it will not be long until, as in Nevada, the re(|uired skill and energy will be busily employed in developing this almost exhaustless wealth. We have not only the precious, but an abundance of the useful mct.ils, also. Indi- cations of iron and lead, and the ores themselves, are seen in every direction, and when the Railroad reaches us these will also be developed. Tin ore has been found, and those whose inform.ation entitles them to spe.ak with authority upon the subject believe that in the deposits of this important mineral Montana is favored lieyond any other portion of the .Vmerican continent. Coal and its indications have been found in nearly all portions of Montana, and as soon as the necessity shall arise for its con- sumption, pits and drifts will dot our hill-sides in every direction." tgnoldi cvj 'MloerOyi MMln Uill ofh"**. !|l ao THE XOklllEKX PACIIIC RAII.KOAI). (fov. I'otts, of Montana, makes tlu; following statement.' " As Id niiiiiti^', Montana lias ricli ik'pDsils of jjnlil, silver, copiicr, iron, luad aii<1 coal. ( )ur silver iniiies aro l)clieveil to lie as extensive and as rich as those of Utah, whicli have justly atlraeted the attention of the country. Ours arc, of course, less |HMl, hecause of the incredilile expense of transporting machinery and ore with- out railroads; l]ut as soon as the Norliiern Tacilic is rniishuritish Colimibia. It outcrops in veins from two to sixteen feet in thickness, and varies considerably in quality. This coal district is traversed its entire length by tlie route of the Northern I'acific Railroad, and mucli of the dejwsit is within the Company's grant. Coal taken from tiie mines of J>ellingham Bay, when compared with average sami)les of Newcastle coals in regard to heat-producing (jiialities, stands as 59 to 66, while the specific gravity of the former is greater than that of the latter. The coal of the Lake Washington mines, seven miles cast of Seattle, is thus described : " It is nearly as hard as anthracite, bttrns with a clear flame, does not emit the black smoke so common to other coals on the coast, and so far as tried it is pronoitnced superior for pur])oses of steam. ... It burns uj) thoroughly, making no clinkers, and leaving a very small proj)ortion of ashes." The mines at Bellingham Bay and Lake Washington have been worked for several years. Nearly 100,000 tons are now annually shipped from the mines at Bellingliam Bay and Seattle, — much of it going to San Francisco, where a large j)art is used by the (Pacific Mail) China steamers. Iron ore abounds on the west side of the Columbia, on the Com- pany' and other lands, extending from a poi u opposite Kalama, southward, nearly to the falls of the Willamette. At Milwaukee, six miles north of the falls, a furnace has been erected and considerable pig-iron has been made, which has been successfiiUy tested at Portland foundries. Iron ore has also been discovered by the Company's sur- veying parties on the western slope of the Cascades. In view of this proximity of coal and iron a leading journal predicts that with the completion of the Northern Pacific Railroad, Western Washington is to becon ■• "'the Pennsylvania of the Pacific." FORESTS-rilE irMni.R rRADF.. 31 FORl::3TS OF TIMBER. Unlike the lands of otlicr routes of trans-rontincntal railway* the Land Grant of tlie Nortliorn Pacific Railroad lias ainpk- sup- plies of timber for the construction and maintenance of the Road, and for the supply of its present and future population ; anil this is so situated that it may bo transported from either terminus over the Road as fast as constructed, and at the same time distributed east and west from the Ro( ky Mountain centre. Western Wisconsin, eastern Minnesota, central Montana, northern Idaho, and Western Wash- ington and Oregon are well wooded, and will permanently furnish a timber supply to the intervening prairie regions. In Minnesota the Road traverses a hundred miles of forest. Thence westward the streams and lakes are usually fringed with timber. The forests about Puget Sound already supply lumber to California, the South American States, Japan, China, India, the islands of the Soutii Pacific, Australia and Europe, and before many years pass they will do the same for much of our own country east of the Rocky Mountains. Indeed, the gigantic and practically inexhaustible forests of fir, or "Ore- gon pine," nowstanding in Washington Territory, and largely embraced within the limits of this Company's grant, ( onstitute an invaluable Timber Preserve for the continent, to be made accessible now when the lumber supply of the Lake and Atlantic States is fast approaching exhaustion. Forests of fir of three varieties, of cedar of two varieties, of pine, spruce, hemlock, cypress, ash, curled maple, and bhu k and white oak, envelop Puget Sound, and cover the larger part of Washington Territory, west of the Cascades, surpassing the woods of all other coun- tries in the size, (piality and quantity of the timber. The firs in many localities will cut 120,000 feet to the acre. Trees are common whose circumferences range from twenty to thirty feet, and whose heights vary from 200 to upwards of 275 feet. The paratlox of firs too large to be profitably cut into lumber is to be seen in various parts of West- ern Washington. The cedars are as thick through as the firs, but not so tall. Forests yielding 100,000 feet and upwards to the acre are common around Puget Sound. It is believed the wood of the firs and cedars, unequalled for lightness, straightness of cleavage, and resistance of moisture, stronger than oak, and more retentive of spikes and tree-nails, will supplant all other timber for ship-building on both shores of the Pacific Ocean. Last year Puget Sound exported about 220 million feet of lumber, 20 millions of lath and shingles, and a large amount of masts, spars and piles. These magnificent fir forests, adjacent to the Northern Pacific Railroad, are not only the wonder * NoTR. — Timber for bridges .ind other stnictiircs on the Union Pacific Ro.id has been shipped from the forests along tlie hnc of the Nortliern Pacific in Minnesota. h'liiii'ii Jj 3 ^WhkIiJ uhop OarM l/noldt (M miver Oui '1'' 32 THE XORTIIERX PACIFIC RAILROAD. of travellers, but, what is more to the jiresent point, they consti- tute an element of vast wealth to the Company, and hence of security to its creditors. Hon. S. (".arfK'ldc, delegate in Congress from Washington Terri- tory, writing of the I'uget Sound timber region, says: " \Vasliinr;ton Territory, west of the Cascade Mountains, covers an area of .ihout 20,000 scjuaie miles (exelusivo of interior wateis), lln-ee-fourllis of which are limbereil lanils. The tinjher consists of fn', ced.ir, pine, spruce, hemlock, oak, maple, cotton- wood, asli, doL;-wood, alder, wwA some of the smaller varieties. "The si/e of the fir-trees, and the number growing; u])on c;iv2n acres, 11; good timber districts, is almost incredilile to residents upon ihc Atlantic slope of the con- tinent. 7'rees often measure 3.10 feet in length, as I have i.everal limes demonstrated, more than two-thirds of which are free from limbs. Fifty, sixty, and sometimes a'= liiyh as eighty good timber tiees grow upon an acre of ground. In the summer of 1S6S I had two parties out cruisii'g for timber. The leaders of these jiarties were old and experienced lumbermen. One of these parties found a " berth'' of tindier, cover- ing about 3,000 acres, whiclt was so very fine that they took extra pains to ascertain the facts in regard to it in t)rder to satisfy me of the truth of their report. TJiey examined the forest carefully, and selecting an average tree, cut it down. The tree measured 42 inches in diameter at the stump, and at the lust Jiml), 200 hunvere of the size, however, most convenient for milling purposes; and their great length free from limbs, and their number per acre, make the average ])r(Hluction very much more than is usually obtained. Our loggers work no "berth" of (fir) timber pro- ducing less than 30,000 feet jior acre, — frouj sixty to one hundred and twenty thou- sand feet being the more common yielil.'' Mr. C. r". Reed, President of the California State Board of Agri- culttfe, uses the following language'" in rc'gard to the gigantic Itimber trade of Ptiget Sound, adjacent to the western terminus of the Northern Pacific Railroad : " Siiuth of C'alifornia, on tlie Pacific coast, there is but ver>' little timber or wood of any description. At this time almost tiie whole world is drawing its sui)p!y of heavy timber from the Northern Pacific coast. England, France, Austria, China, Japan, South America, Mexico, and the Sandwich Islands are all, more or less, engaged in supplying their wants for ship-building and other heavy works from these valuable forests \Ve [of California] have for the ]ia t five years been obtaining large quantities of lumber from these countries [about Puget Sound], and now that the freight on lumber from our own mountains has been advanced fifty per cent, over former prices our trade in this direction will still increase." The Land Crant of the Northern Pacific Railroad covers from Five to Seven Million acres west of the Cascade range and bordering on Puget Sound. Nearly the whole of this immense body of land is covereil with forest, and very much of it consists of the very valuable * Ai» rcpi.Tlcd iti the 't'r.uisactjoiis ^i llic California Suite Agricultur.il Suuicty fur iS68-'6^). O TIIER RESOURCES. n and merchantable Fir timber wliich is already supplying lumber to all parts of the world. Intelligent judges estimate that with proper man- agement tiie Company's timber lands in Washington Territory will ultimately defray the entire cost of building and etpiipping tiie Road. This does not appear unreasonable when it is remembered that one dollar per thousand feet, the price at which the Company is now sell- ing, is a very low price for "stumpage," anil that two million acres can readily be selected from the Company's grant about Puget Sound which will yield an average of more than 50,000 feet of first-class fir timber trees per acre, — thus producing an aggregate of One Hundred Million Dollars. OTHER RESOURCES. The Fish Trade. — The fisheries of Puget Sound and the Colum- bia, although yet in the infancy of tlieir development, alreatly consti- tute a leading interest. In the early future they are certain to assume an importance little dreamed of by those who are unfamiliar willi tlie facts regarding them. The variety and abundance of fish of the highest excellence in Puget Sound and vicinity are as striking a char- acteristic of this region as are the timber and climate. The cod banks of Alaska are now known to be as extensive and produc tive as tiiose of our Atlantic coast. These fisheries are necessarily tributary to the trade of Puget Sound. Tiie summer climate of Alaska is too moist for curing fish, while tliat of San Francisco is too hot and dry. Tlie climate of Washington offers just the required medium. I'esides, the fisheries are 800 miles nearer tiie drying ra( ks and the shipping ports of Puget Sound than to those of San Francisco. These advantages will govern the location of the fishing trade.* The best whaling ground now left to tlie harpooncrs is within 18 days of the western terminus of the Northern Pacific Railroad. After the comi)letion of this line, the headquarters of the American whaling interest will certainly be at Puget Sound ; and, although that business is not so important as forme. ly, yet, with its attendant ship-building, outfitting, refitting, discharging and the sliipment of its product east- ward by rail, it will contribute not a little to the business of Puget Sound and the Road. The Salmon fisheries of Western Washington, already an import- ant and rapidly grooving interest, can be developed to an extent only limited by the demand for this choice fish, — the supply of which, in the waters of the Columbia and the Sound, is practically inexhaustible. * XoTii. — The prolific diameter .iiul easy accessibility of the fisheries of tin* Northwest Coast are siifficieiilly shown hy i!-.^ fact of iiiiiete .11 vessels wliicli saileil fioiii San Francisco in March ami April, i^6<_), for the < )choir,U ami L'hoiiina^ 11 Islands, the first retiirneil on July 21 with 45,ixjo fish. 'I'lic rcniaimler of the fleet reliirneJ at snhsei|iient dates — none latcrthaii the 6ih of Xovenilier : the aver".- catch of each vessel was 55,c«»j fish, and the ai;);regate 1,055,500. 'J'he fishing licet has i..un. "'.lan doubled since tile above date, but the statistics are not at hand. ^W^ hfur d aI^xoX Iton ^ Ca\mit (V^ ¥l8torf^ tiwoad 3 t fdnho ci\ \ Juh\ iBrouSileo ^vtr Qui f MhMtn ■\f 24 77//S NORTHERN PACIFIC RAILROAD. There is probably no l)ctter quality of fish in American waters, and nowhere in the world are there such fac'lities for taking them with certainty and in great numbers, as in the Columbia, for a distance of fifty miles nearest the mouth. P'ive establishments on the Columbia canned nearly 2,000,000 pounds of Salmon in the season of 1870, and over 4,000 barrels in addition were cured and shipped, — some 1400 tons in all. The canned fish are sent to nearly all parts of the com- mercial world. Halibut, next in importance to the salmon, abound in the Straits, tlie northern part of the Sound, and on the distant banks of the northwest coast. With the completion of the Northern Pacific Road these choice fish will be shipped by the car load to the interior of the continent and the east. At present a fifty-pound salmon sells for half a dollar on the banks of the Columbia ! This suggests re- frigerating cars and an unlimited eastern market. Shoalwater Bay, on the main ocean, furnishes the oysters of the Pacific slope. Sixty thou- sand baskets were shipped from the bay in 1869, the business employ- ing 150 men and several schooners. A large oyster trade is now carried on over the finished section of the Northern Pacific Road, in Washington Territory. Ship-Building. — There are no less tlian seven varieties of timber enumerated by the San Francisco Board of Underwriters as suitable for ship-building, which are to be found in abundance on Pugct Sound, while the yellow fir, one of the best of all, is not found south of the 42d parallel. Pitch, rosin and turpentine of a superior quality have been produced in, and exported from, this locality. Coal and Iron are both at hand in abundance. The facilities for obtaining spars and ships' knees on the spot are perfect. All these advantnges added to the extensive shore line of the Sound suitable for ship yards, the cheapness of labor, food and lumber, point to Puget Sound as the great ship-building centre of the Pacific Coast. This industry had already reached very considerable proportions before the present gen- eral decline of American shipping interests began ; and careful esti- mates made by practical ship-builders and confirmed by experience, show beyond question that wooden vessels can be built and equipped considerably — probably twenty per cent. — cheaper on Puget Sound than anywhere else in the United States. GENERAL FACTS. Hon. Thomas Underwood, of Indiana, one of the United States Commissioners who, under appointment from President Grant, ex- amined and reported upon the Minnesota Division of the Northern Pacific Railroad, writes as follows, in reply to private inquiries from holders of the Company's securities: "1 find on the line of the Northern P.icific Railro.id, from Duhith to the Missouri river valley, both timber .and pr-nirie land, prairie prcdoniin.iting. The limber, ni.iinly ClIA RACIER OF rRlBl'TARY COVXTRY. 25 pine and tamarack, provides that which is so desirable in a prairie country for fencing and improvement of farms. Tlie prairie is of two kinds, flat and rolling, and is inter- spersed with lakes and streams. The Red river valley and that of the Miss.niri river, present to tlie eye a vast scope of rich country, and I doubt if it can be sur- passed. Those who have settled there claim that the land produces the finest grades of wheat, while for grazing and general agricultural jjurposes it is excellent. "Tlie kiml of settlers has much to do with the value of lands and the solid growth of a new country. I find two classes of tiiese on the line of the road, namely : New Englanders who go out in colonies and carry wilh them evidence of a hii;h civilization ; and Scandinavians, than whom there are none more generally in- telligent, frugal and thrifty. I noticed at every railroad town, however newlv started, that the church and school-house were among the first structures built. " Now I can have but one opinion of the enterjjrise, as a means of investment, and that opinion is formed from past ex])erience and personal observation. I find that the Northern Pacific Railroad as far as comjileted, has been constructed in a good and substantial manner, fully up, both in spirit and letter, to the law and regulations governing its operations, and equipped, both as to machinery and facilities for pas- senger and freight traffic, fully and amply. I Ihid the settlements composed of a class of people who are energetic and industrious. I find large bodies of rich land along the line opened to the market. I find the connections bolh at the eastern terminus and on the Pacific coast such as to make it a valuable through route for trade. I find the road backed by a vast Land Grant from the Government, and managed by men of character and pecuniary aijility ; and with these facts before me I am recommending my friends to make investments. My idea is that the bonrunot, of Pennsylvania, has recently traversed much of the coimtry west of Dakota, contiguous to the route of the Northern Pacific Railroad. Mr. Brunot's intelligence and high character will give weight to his utter- ances respecting the resources and future of the new Northwest : PiTTSBURoii, Dec. 23, 1S72. "Df.ar Sir: ". . , My visit to the Indian reservations last sunnner led me to Montana, and for several hundred miles on or near the proposed route of the Northern Pacific Railroad in that territoiy. I was greatly surprised at the extent of agricultural im- provements already to be found along the route on Jefferson river, and in the Galla- tin and Madison valleys, and with the general resources of Montana. I think Mon- tana in its capabilities much txcels any of the interior territories, and that its rapid progress when it shall be reached by the Railroad will astonish the most sanguine. Hardly a begiiming has been made in the development of its wonderful mining resources already discovered, and vast tracts of its mountain region remain as yet un- explored. Its valleys Cfjual those of California for the production of wheat, and as a country for stock-raising it seems to me unexcelled. " The nutritious bunch-grass grows everywhere in Montana more luxuriantly than in any other part of the west I have visited, and careful inquiry of some of the most o J gton , ^'IStOlt , 3 !t. Idnlio o> \? WhUl Juh%\ ^^'^"''aird, fleynoldt 0,\ tnUhUin a Mill „limi«^ 26 THE XOR'niERX PACiriC RAILROAD. f extensive herd owners in tlie Galhitin valley satisfied me that their cattle siifTered no more from the exceptionally severe winter of 1871-2 than did those in other ])arts of the west further south. It is difficult for us with our Middle and Eastern State ex- periences to realize the fact that cattle in Moi.tana ^row fat in the winter without grain, cut food or shelter ; hut it is none the less true. The large number of oxen used for transporting freight and performing other labor in Montana, when reduced in flesh and strength liy the incessant wt)rk of summer, are turned out to winter in the valleys, where they recover the necessary strength and flesh to begin work again in the spring. What is true in this respect of Western Montana is claimed by the mountaineers, traders, and freighters, to be true of the country along the whole line of the North- ern Paciflc road to the eastern line of the territory. The comjiletion of the Northern I'acific Railroad will, I have no doubt, work a great change in the cattle trade of the country. Vast herd^ will be driven from the south during the summer months to be f.^ttened in the fall and winter, and shipped to the eastern market in the early part of the year, and will be the choicest beef in the market of the great cities of the seaboard. " I went from the Crow Indian Agency up the Yellowstone to see the marvellous hot springs, al)out 60 miles fr'im the line of the Road and just at the northern edge of the Yellowstone National Park. Except ]-)ossibly the geysers in the same vicinity, which I did not see, I know of no other world's wonder so sure to .attract crowds of tourists as this, or which will so amply compensate for the journey necessary to reach it. My visit to Montana has increased the confidence which I have al\\ ays felt in the success of the Northern Pacific Railroad ; it has in a like degree increased my desire to see it hastened forward to completion. Very truly, yours, "FELIX R. BRUNOT." Yl'LLO^VSTONE NATIONAL PARK. I i IT is well-known that Congress has set apart forever, as a National Park, the tract of country, some fifty-five miles square, about tlie head-waters of the Yellowstone river, embracing the Fire-Hule Uasin, the Great Geysers, Yellowstone Lake, the Upper and Lower Falls of tlie Yellowstone, the Grand Canyon, the numberless hot and boiling springs and tlie volcanoes, — lying partly in Montana and partly in Wyoming Territory. The unique wonders of tliis region, wliicli were only discovered in 1S70, are unquestionably without a parallel on the globe. The park is adjacent to the route of, and will first be made accessible to travelers by, the Northern Pacific Railroad, Of tliis wonder-land in the midst of the continent. Governor Potts, of Mon- tana, writes: " The geyser region of the Upper Yellowstone, which Congress has wisely made sacred to the people as a national park, is unquestionably the most .astonishing combination of natural wonders and imposing and beautiful scenery in the world. When this park is rendered easily accessible by railroad — say two years hence — I predict that it will become the great summer resort and sanitarium of the continent. For sight-seers and lovers of the wonderful and picturesque, it will have more attractions than Ni.agara, Yosemite and the White Mountains comuirici'; mid there YELLOirSTO.XE XATIOXAL PARK. 27 is the liest reason to believe tliat the inyri;\ds of hot and mineral spiinrrs, in the Yellowstone region jiosscss valuable curative properties. The sununer climate of the region is delitjhlfuUy cool, bracing; and healthful. To reach the park from the Noithern Pacific line, a short branch road will be needeer point. The tide of travel over the Road to this land of wonders, during the summer months, will be .simjily immense." Dr. F. V. Hayden, United States rieolo,L,Mst, in l^.i;; official reiiort for 187 1, to tlie Secretary of the Interior, thus describes some of the princiral geysers of the National Park: "We camped the evening of August 5, in the middle of the upper Geyser Basin, in the midst of some of the grandest geysers in the world .... .Soon after reaching camj), p, tremendous rumbling was lieard, shaking the ground in every direction, and soon a column of .steam burst forth from a crater near the edge of the east side of the river. Following the steam, arose, by a successio.i of impulses, a column of water, apparently six feet in diameter, to the lieight of hvo hiinditd ftct ; while the steam ascended a thousand feet or more. It would be difficult to describe the intense excitement which attended such a display. It is probable that if we could have remained in the valley several days and become accustomed to all the ]ireliminary warnings, the excitement would have ceased, and wo would have admired calmly the marvellous ease and beauty with which this column of hot water 't'as held up to that great height, for the space of txoenty minutes. ^'Vfler the disjilay is over the water settles down in the basin several inches, and the temperature slowly falls to 150°. \Ve called this the "Cirand Geyser," for its power seemed greater than any other of which we obtained any knowledge, in the valley "This grand erui)tion continued for twenty minutes, and was the most niagniti- cent sight we ever witnessed. We were standing on the side of the geyser nearest the sun, the gleams of which filled the sparkling column of water and spray with myriads of rainbows, whose arches were constantly changing — dipping and ihittcring liither and thither, and disappearing only to be succeeded by others, again and again, amid the afjueous column, while the minute globules, into which the spent jets were diftuseil when falling, sparkled like a shower of diamonds, and around everv shadow which the denser clouds of vapor, interruiiting the sun's rays, cast upon the column could be seen a luminous circle, radiant with all the colors of the ]irism. All ih.ai we had previously witnessed seemed tame in comparison with the perfect grandeur and bt-auty of this display. Two of these wonderful eruptions occurred during the twenty-two hours we remained in the valley. " The Giant Geyser h.as a crater like a broken horn, and wdiile my party were in the basin, played at one time for one hour and a-quarter, throwing the water up to a height of 140 feet." Lieutenant Doane of the U. S. Army, in describing the Grand Geyser, says: ". . . . When an eruption is about to occur, the basin gradually fills with boiling water to within a few feet of the surface, then suddenly, with heavy concus- sions, immense clouds of steam rise to the height of 500 feet, and the whole great body of water, 20 by :!5 feet, assends in one gigantic column to the height of 90 feet; from the apex of this column, five great jets shoot uji, radiating slightly from each other, to the height or unjiaralleled altitude of 250 feet from the giiund, The earth trembles under the descending deluge of this vast fountain ; a thousand hissing sounds . Cuti'".' Cr.^ iwistorf 'T" Reynoldi U^ Jiilver CyJ^ I ■knithltlH i- ■,.., f 28 THE XOKTHERX rACIhlC KAII.ROAD. are heard in the air; rainbows encircle the summits of the jets with a halo of glory. Tlie falling; water jilows uj) and bears away the shelly strata, and a seething flood pours down the slope and into the river. It is the grandest, most majestic, and most terrible fountain in the world The waving to and fro of the gigantic fountain, in a bright sunlight, when its jets were at their highest, affords a spectacle of wonder of which any description can give but a feeble idea. Our whole party were wild with enthusiasm; many declared it was 300 feet in height, but I have kept, the figures given above, within the limits of absolute certainty." Of the Oraml Canyon of the Yellowstone, Dr. Hayden says: "No language can do justice to its wonderful grandeur and beauty. It has no parallel in the world. Through the eye alone can any just idea be gained of its strange, awful, fascinating, unearthly blending of the majestic and the beautiful ; and even in its visible presence the mind fails to comprehend the wierd and unfamiliar, almost incredible scenes it reveals." r3escribing the Lower Fall, Hon. N. P. Langford, in Scribner" s Moiit/i/y, says: " A grander scene than the Lower Cataract of the Yellowstone was never witnessed by mortal eyes The shelf over which it falls is as level and even as a work of art. The height of the Fall, by actual line measurement is a few inches over 350 feet. It is a sheer, compact, solid, perpendicular sheet, faultless in all the elements of grandeur and i)icturesf(ue beauties. The Canyon, which com- mences at the Upper Fall, half a mile above this Cataract, is a thousand feet deep. The Committee on Public Lands of the U. S. Hotise of Repre- sentatives, in their report recommending the setting apart of the Geyser region for the use of the public, said : "In a few years this region will be a place of resort for all classes of people from all portions of the world. The geysers of Iceland, which have been objects of interest for tiie scientilic men and travelers of the entire world, sink into insignificance in comparison with those of the Yellowstone and Fiie-IIole Basins. As a place of resort for invalids, it will nut be excelled by any portion of the world." LAND GRANTS AS A BASIS OF CREDIT. ivi/A T no THE y pa y? THE following editorial article from the Boston Daily Advertiser, the leading financial journal of New England, discusses with thoroughness and intelligence the value of railroad land grants as a basis of financial credit : •' Twenty-one years ago our national government initiated the policy of granting lands to aid in the construction of railroads; the design being, so far as the immedi- ate construction of the roads was concerned, to offer a fair and justly liberal induce- ilo of glory, ething flood c, and most the gigantic a sjiectacle wliolc party I liavc kept, I says: It has no ;ained of its lautiful ; and unfamiliar, Scn7>ner's e was never as level and nent is a few t, faultless in , which corn- feet deep. : of Reprc- thc Geyser ises of people cen ohjects of insignificance As a place of :DIT. Advertiser, cusses with grants as a ■y "^ granting ; the iinmedi- iberal induce- /.A.\D CK.iX'JS ./.V A IIAS/S OF CREDIT. 29 ment to capitalists to invest their funds in thc.ic enterprises: the construction and equipment of the road being made a prerequisite to receiving and utilizing the grant. IJeginning with six sections to the mile, these grants increased in size from year to year, until they attained to the magnitude cjf forty square miles of land to each mile of completed road. Certainly this policy has manifested on the jiart of the govern- ment an unexampled and magnificent liberality. ...... " It is asserted that if a coniparis(jn be made of the advant.ige accruing from these grants, the national government will stand first in order as being most largely bene- fitted by them ; that the farmer and ]Moneer come next, and the railroad companies, the direct beneficiaries, are the last. At the jiresent time it is our intention to speak only of the last, and examine into the ilirect benefits accruing to land-grant railroads, as shown I'y authentic reports of sales of land to actual settlers. Below we give a table showing the average jirice ])er acre of the sales, and rate jier mile realized on twenty-five leading land-grant roads : Average per Acre. Reali/ing jjcr mile. Grand Rapids and Indi.ina, ;?i 5 98 S5<->,9(J7 50 liurlington and Missouri River, .... 1 1 70 15,000 00 Illinois Central, 1 1 43 41.S54 30 Hanniixil and St. Joseph 1 1 00 42,50000 ]5urlington and Missouri River — in Nebraska, 8 66 6j,So6 00 Atchison, Topeka and Sant.x Fe 7 70 49,28000 Chicago, Rock Island and Pacific, ... 7 65 12,307 00 Flint and Pere Maniuetle 7 iJ^ 5.vi42 40 Winona and St. Peter, 7 08 38,840 88 Southern Minnesota, 7 04 45i056 00 St. Paul and Pacific b 50 41,600 00 Iowa Falls and Sioux City, 6 50 14,960 00 Minne-.ota Central ^^ .i3 0,608 94 Cedar Rapids and .Mis-iouri River, ... 6 00 24,828 00 Jackson, Lansing and Saginaw, .... 6 00 26,088 00 Dubuque and Sioux City 6 00 26,268 00 Des Nloines Valley, 6 00 ".274 00 St. Paul and Sioux City 5 67 3^,748 78 Atlantic and Pacific, 5 32 27,520 36 Little Rock and Fort Smith, . . , . . 5 3° 45 -929 §0 Marquette and Ontonagon, 5 00 31.945 00 Lake Superior and Mississippi 4 88 53.094 40 Union Pacific, 4 21 53,888 00 Denver Pacific 418 39)354 70 Kansas Pacific 3 07 39,296 00 [Northern Pacific, 5 65 / ^2.448 00 "The average price per acre of the sales of the above grants is about $7, and the average rate per mile that these sales are realizing is 53(J)354 22. As the aver- age cost of the construction and ecpiipment of railroads thn ighout the United States is about $44,000 per mile, it will be seen that the land-grant railroads are realizing a return of four-fifths of the cost of their roads. . . . It is a rule that the average selling price per acre increases yearly, certainly if there is anything like uniformity in the nature of the grant. The reason assigned for this is, that the alternate sectoins belonging to the government, are generally settled first, tliereby enhancing the value of the adjacent hands owned by the railroad. " With respect to the grant of the Northern Pacific Railroad and its prosijectlve Value — Congress granted to the comjiany 12,800 acres of land to each mile of road, commencing on Lake Superior and extending to the eastern boundary line of Dakota, and 25,600 acres per mile from that jioint to the Pacific coast. This grant calls for about 58,000,000 acres or 90,000 square miles of land, an extent equal to New York and Indiana together, or eleven and a-half times Massachusetts. d^oilli gton^ Ci^ / \ r DMT ci JUx Milt inlioiie . "* 30 7//A' X(>A'/V//:A'.V PACIIIC RAILROAD. " The climatf of lliis threat land-f^rant hell acros-; tlio continent is hracini^, anil un- tisunlly healthful, bein)^ free from all peculiar diseases. The soil, as a whole, is of excellent (luality, ])roilueing Xzx'^'i crops of wheat, rye, oats and barley; vet;ctal>les yield without a parallel in the history of horticulture in America, and all kinds of small fruits, wild and cultivated, yield tlie same as in the New Knjjland States. The nutritious grasses growing wild on the eastern and western slopes of the Rocky mountains, and in the valleys, afford sustenance for cattle the year round, the clim.atc west of D.akota being so mild as not to necessitate shelter for stock in the winter. A large portion of the grant is covered with forests of an immense growth, the like of which cannot be found in America. Fine building stone is found in almost eveiy variety and inexhaustible in quantity. The mineral wealth of this region seems as yet to be hardly explored ; at the present time no portion of our country yields .a greater amount of the ])recious metals, in proportion to facilities jjossessed, than that through which this road will run. Immense coal deposits are found underlying a great portion of the grant. The committee on the Pacific Railroad in the United .States Senate, in their report February 19, 1S69, say, ' Fvery element of wealth, every condilition of social growth and prosperity, exists in super.ibundance and be- yond exhaustion in the region lying between Lake Superior and Puget Sound. For this immense country, railroads can do more than they have done for Illinois.' " Now if we compute the ultimate value of the grant of the Northern Pacific Railroad at 57 per acre, the average of the land-grant sales in the fcjregoing table, it will amount to ^406,000,000; if at only $5 per acre, it amounts to $290,000,000; if at S3. 07 per acre, the lowest of all the grants, it will amount to $178,000,000. This latter sum is more than twice the estimated cost of the road, as set forth by the most competent engineers. These prospective results seem astounding, yet it strikes us as not unreasonable to believe that the fm.ancial results of this grant shall even exceed the highest of these estimates, in.asmuch as its resources are so immense, and will be so rapidly developed by the railroad, which will be the shorter and more easily operated of our Pacific roads." The Illinois Central Railroad Company received a land grant of 2,595,000 acres, mainly treeless prairie. Sales from the grant up to January i, 1S69, amounted to $23,793,255, including interest on deferred payments, and there remained unsold 526,690 acres, worth gioper acre. In other words, the Illinois Central grant of 2.595,000 acres, when all i5old, will have yielded tlie Company fidly $30,000,000 — an average of $ti per acre, and more than the total cost of build- ing the Road. So safe were the credit sales of these lands that, at the close of the year 1S67, upwards of 15,000 individtial accounts were on the Company's books, and not a suit or a claim was pend- ing in court in relation to any one of them. Financiers and dealers in corporate funds inay better appreciate the value of the Illinois Central grant from the ixcX. tiiat in 1S68 the Company paid the stockholders dividends amounting to 22 percent., and the public bought its shares at 147. At the bottom of this pros- perity and confidence was a land grant of 2,595,000 acres. The Northern Pacific Company's grant is six times as large per mile and iioenty times a.% large in the aggregate as the Illinois Central's; and on the qtiestion of the comparative intrinsic worth of the two grants, we have the published opinion of John Wilson, Esq., who was long at SOMi: WM.iAlU.E oriMoxs. 31 the head of tlie Land department of the Illinois Central Road. Mr. Wilson says: " Willi all tlic iiifoniiatiiin 1 have collected, ami an ex]ierionce enjdyeil by but few, — conipaiiii!^ the Xiirtlieni Tacille (^naiit with that of the Illinoi-i Central, I think it a small estimate to say that if the former is properly managed, it will hnihl the entire Road through to I'uget Sound and head of navigation on the Columbia — fit out a fleet of sailing vessels and steamers for the China, East India, and coasting trade, and leave a surphw that will amount lo millions." The sales of land made by the Northern Pacific Railroad Company to the date of the present writing', (February, 187,3,) '^'i^'"-' 1"-'^'" '^t ^'^^' average price of $5. 66 jjcr acre, and the sales of timber from its lands about Ptiget Soimd have thus far realized one dollar per thousand feet. At the average price of $5. 66 per acre, even including timber, the Com- pany's grant would yield more than $100,000. jjer mile of road, or more than twice the maximum cost of construi tion and ecpiipmcnt. The rapidity with which western lands, adjacent to railroads and markets, advance in value is shown by the following paragraph from a leading western real estate journal : " Land in the West, as well as in the East, has undergone a material advance in the last five or ten years. In Ohio, Indiana, Illinois and Michigan, in some instances, good farming lands have advanced from ^\o to <;So jier acre; and in the newer States, beyond the Mississippi, improved farm lands have advanced in a proportionate ratio. In Iowa, for instance, $40 to 55° per acre is a common ligure for good farms along the line of railroads, which ten years ago could h; ve been junchased for $3 to $5 per acre. And all this is o'viug to the general iiiipro~'c»iciit of f,iei!ities in trans- portation by which the product of their farms are brought so near to the great markets.'' I J»Ail SOME VALUABLE OPINIONS. DI'RIXCj the debate in Congress which preceded the passage in May, 1870, of a Joint Resolution conferring certain additional privileges upon the Northern Pacific Railroad, a number of Senators and Representatives felt constrained to opj)ose the measure. The oppo- sition was based mainly upon the ground that the Land Grant of the Company was already amply large and valuable to pay the entire cost of building and equipping the Road. Better evidence of the value of the Company's grant of land could not be desired than the admission of its opponents. A few of these are given below : In the Senate, >Lirch 2d Mr. Casserly, referring to the Northern Pacific Railroad land grant, said : BeynoltU CVJ SoyUliMtn Ill 3a rni: xoRTHKRx pacific railroad. "An eniiiiie in itself, I l)c^', j^'ciulcnicn, t(j nbscivf. Mure tli;in tliat, it is the very richest hunl yiaiit, l)y a hxrj^c ])crct;iilayc, which any raihoad cunipany lias hecn fortunate enoiijjh to obtain. In jjroportion to its whole extent, vast as that is, it con- tains more f;(ioil arable lai\(l than any other larye railroad (,'rant, except tlie yraiit to the Illinois Central Kaihoail, in 1S50." Mr. Harlan of llic Senate, ))la(eid destruc- tion and depletion. I have no hesitation in saying, Mr. Speaker, that in all this belt of country west of the Rocky Mountains, there is a forest which, opened up by rail- road, will, for the purpose of shipbuilding and for all the purposes of commerce at home and abroad, be worth hundreds of millions of dollars, however extravagant these figures may seem at the present time." A volume could be filled with similar extracts from the debates in Congress, but there is only space for the following unsolicited testimony ■ luwa lands aujacciu lo lines uf railroad are worth from j^io to 1^40 per acre. T i S7:r/7:.)f/:.vy or pa'/.s/df.X'J' c.iss. 33 of Hon. Allen (i. 'rhuniiaii, of Oliiu, given in the United States Senate : "Why, sir, I fifTiim, and alTirm williout fear of successful contradiction, that the grants made \>y the charter of this Company to the Company, will defray every dollar of ex|)cnsc of buildinjj and equippiii}^ the Road, so that the result of the whole thinjj is simply tliat the (Joveniment Iniilds and cipiips this Road and f^ives it to a piivale corporation. Say what you will about it, aryue as much as you please upon it, talk as much as you choose of the advantages to the country of tlie Road, the simple, naked result of the whole thing is that the (Government builds and ccpiips the Road and gives it to a private corporation to be a monopoly in the hands of that corpo- ration. That is the whole of it." \ lERI) t STATEMENT OF PRliSIDEXT CASS. Gen. Geo. W. Cass, in accepting tlie presidency of the Northern Pacific Railroad Coini)any, in November, 1872, made the following statement to the Board of Directors — a statement which is specially significant, as it was the result of a thorough personal examination of the merits of the enterprise, and expressed tlie matured judgment of a railroad manager of more than forty years' successfid experience, and of a reputation and character second to none in the country. Gen. Cass said : " Gentlemen : — II is now about three months since you expressed your con- fidence in my devotion to the best interests of this Corpor.ation, and of my ability to serve it, by electing me to the most responsible jiosition within your gift — that of the Presidency, which was soon to become vacant. For this evidence of your apprecia- tion I feel most grateful; but the position I cannot accei>t with an unmixed feeling of gratitude. I accept it with doubt and liesitation, in view of its great responsibilities. " When the Board made its selection of a successor to the gentleman who created this great enterprise as it stands before the public to-day, I was by your ap- pointment on a committee to go to the Pacific coast, and afterwards to Minnesota and Dakota, to make a personal examination of the Road, its route, and its land-grant, and to look into everything which concerned the Comjiany's present and future. Before accepting or declining the trust you offered to me, I thought it to be fit — to be due to myself, to you, and to that small portion of the public that might place confidence in the enterprise by reason of my presiding over it — that I should first make this personal examination, and thereon found my judgment of the ultimate value of the Northern Pacific Railroad and of its land-grant. That examination has been made, and my opinion of the property has been formed on the examination. And I come to-day to announce to you my acceptance of the honor and the office you have tendered to me, and to promise to devote to this enterprise all of my time, and whatever of experience and judgment I have acquired in forty years of active business life, most of it spent in works of a character similar to the construction of the North- ern Pacific Railroad. In making a personal examination of the Road, the route, and the land-grant to which I have referred, I was one of a committee of a majority of iBrowjiilea joCbtJ IBeymldt U, L*H4.i ,nfirtil« II 'II .It ■////•; .\<>A-////:A\V r.iCll IC KAll.RO.Mh yoiir Hoanl, nml lliiK hnd tlie full a'lvnnta;;c of dhscrvntion from tlie various stand- |ioiuts at wliuh iliflVrctit inimls ainl temperaments would iiaturnlly view so great a project, all aiding; nie to reach a more secure and a sounder judj^ment. In tlie journey, we examined almut one thousand miles (jf the route of your Koad, and of the lands conii^iiou-.. Of the line and the lands, more than one half was on the I'acilic coast. Of the constructed portion of the Road, we twice passed over four hundred miles, exiuninin;; the whole of the iiroj/erty ami the whole of the thousand miles of route |iy dayli;^dit, purposing; to rely on what we saw, and nut on what we heard, .as to tlie route, the land, the iiropcrty, and the i^roli.iMe future develop- ment of the enterprise. " It is not my pur])ose to go into an elahorate recital of all the facts and the theories on which 1 hase my opinion that the Northern I'acitie Railroad can bo con- structed at a reasonalile cost — that it can he operated and maintained at a less cost than any (Uher railroad across the continent north of the parallel thirty-lhrcc, for very olivious reasons— ;inf the one hundredth meridian of longitude; but I will say to you that such is my well-considered judgment. I will also s.ay that the vast country within the limits of your land-grant is not eijualled by any similar extent of country west of the Missi.-^sippi river, in all of the elements necessary to support an intelligent, enterprising, and prosperous population in the comforts and luxuries of life. "There is no problem to solve as to the success of the Northern Pacific Railroad after it shall 1. ive been con4ructed. The only quesli(m after that event will be how intelligent men of this age should ever have had a doubt about its success, \\\\\\ these views, genlleuiT,, I enter upon the duties of the trust you have committed to me." CONSTRUCTION AND EOUIPMHNT. " I SATISFACTORY evidence of the thorotigli and substantial manner in wliicli the Northern Pacific Railroad is building is contained in the following synopsis of the official report of the Conimissioners, appointed by President Grant to examine the Minnesota Division of tlie road, prior to its acceptance by the Government. This report is dated at Wasliington, D. C, December loth, 1872, is addressed to the President of the United States, and signed by S. 11. Kaiiffman, A. C. Sands and Tiiomas Underwood, Commissioners. COMMISSIONERS' REPORT. The Commission examined the completed Minnesota Division, extending 228^4^ miles from a point near the head of Lake Superior to Moorhead, at the crossing of the Red River of the North ou the western boundary of the State. They COXSTA'rC770X .t.\/> I.^Hf/'.UKXr. 35 ')i report tin' rnnd \v<'l'. ami ju'liciously loc;\tc'l, wflh a view to liolh tliri)il;;h nml lociu Irallk. 'riic {jradfs were fouixl to l)c 11^1)1 ami the curves iiiDileraie — tin.- lu.iviust ascent lieitif; 53, 3 feet to the mile, while threc-fimrllis of the leiij^th nf the line is lieiiiw the nvera-^e ^laile of f,o U'c\ to the niih-, ami ahoiil (10 miles are of gr.nle level. 'I'lie sharpe^'t curve is ihree ik'i;rocs in a radius of 2,000 fei I. 'I'lie enbank- mcnts and excavations come within tin; n'liuireinciiis of ilie law, and wire foniid to 1)0 "uniformly In j^ooil condition and sulijeils of pmper care on the part of the Company." The Iiridi;es and culverts are pronounccl ample in numlicr and satis- factory in character. 'I'he sion the majority of roads in this countiy." At Brainerd the Connnis-iion found extensive an;. )Umiwmut \ ' Mt.Iilaimo'j L^ WliUl I Jallll 'Wmitii Beynoldt 1 JiUver t HotUhHln .„,1iOTI»^ i PRESENT AND FUTURl: TRAFFIC. THIC Northern Pjuific Railroad will centrally traverse and draw its traffic from a Fertile Belt of country i,Soo miles long and at least 700 in width, which is now wholly imsupplicd with railroads or other adequate means of transportation. For the carrying trade of this vast region tlie Northern Pacific Railroad will have no competitor. Tiie existing road to the Pacific has an ample field for a prosperous business of its own. r)eing 500 miles apart the two lines cannot be rivals for local traffic, while the Asiatic and through trade of both will be increased to an enormous volume by their joint efforts to turn tlie current of the world's commerce across the American Conti- nent, and by their joint demonstration that the trans-continental route is equal to all commercial needs. Will a country of the extent and character of the New Northwest furnish a sustaining business to one line of road? The question answers itself. Put the case does not rest on this general inference alone. The States, rerritories, and Provinces dependent upon the Northern Pacific Railroad as their thoroughfare of travel and traffic are already populated to a very considerable extent, and i)ossess fully organized local governments. The country directly tributary to the Northern Pacific Road contains (juite as many people as did the States and Territories traversed by tiie first Pacific Road when it was built, while the i)roducing cajjacily of the Northern belt is many fold greater than that of the Central.''' ♦The Chicago ymiynal, in an inlelligent review of the P.icific Railroads, says : " The census ri-iiinis of 1R60 pave 4f)o,i 12 as tlie sum total of the ixipulation of Nebraska, Wyo- mint;, Utah, Nevada ami Califoniia— tlie district iiuw traversed liy the Union and Central I'ac'ific Kailroads. Wiirk was commenced on the road, at both ends, in tlie winter of 1S63, lielween the two dales mentioned, winy to the war. It is evident that tlie far West could not have received niiicli of an addition to its iiopiilation, Looking back now. It is easy to see why so many of Its friends, even, propliesied that financially the road would he a failure. 'J hey regarded the enterprise as one of politi- cal necessity, but could see no money in It. lis route, for the most part, lay throns;h a wilderness incapable of a>;riciilluial seltlement. Of the whole number of inhabitants above given all but 90,118 were in the State of California. . . . .,..,...., " .And now comes the Northern Pacific, certainly with greater prnb.abilitics of success than were before the Inicm and Central I'acific. While it ec|uals the other In mineral wealth, the country through whii h it runs is vasi! / more inviting to the firmer. Indeed, testimony shows it to l)e of special agricultural value. Leaving^ out California on the Union-Central i'acilic, and also excluding Miiine- sot.-i on the Northern I'.icillc, and the latter road h.is 104,752 more ]ieo|)le tocontribiitetoitsloc.il business than aw.iited the oiiening of the Union anJ Central Pucilic, and only 2j, 592 less than (jive support to the 1. liter road now. "Including thoso two States — which would not be unfair, inasrruich as the Northern Pacific will have In Minnesota, with lis main and branch lines, over eight hundred miles of ro.ul, draining two- tliirds of the entire Sl.ite— including these two St.ites. tlie tribiilary ]>o|iula,ion of the Northern road in all is (■ni),4u, or 1 7(), 111 more than were at first reached by the Uiiion-Ccniril I'acific, and only 148,8^7 less than ^tve aid to it now. rKj-:s/:\j- axd i-uiurk trafi-ic. 37 It was predicted that years would elapse before the Union and Central Pacific Roads coidd reach a paying business. Look at the facts: Although built by tlie longes'^ line between the Lakes and the Pacific ocean, through a belt of country much of wliich cannot be occupied, and over a mountain region presenting great elevations and inost difficult grades, these two roads, whi( h for commercial purposes maybe regarded as one, earned enough in \\\ii\K fiist full year of through business, over and above running exi)enses, to pay six per cent, interest on a fair estimate of their cost. How many roads in any part of the country can make a better sliowing? The official statement of the gross and net earnings of the Central Pacific Road, (the western half of the present trans-continental line,) during eiglit years is as follows: Ye;ir. Miles Operated. 1 86s, 31 to 56, 1 866, 5^' " 94, 1867, 94 " 1,37, 1808, 127 " 4()8, 1869, 468 " 742, 1870, 742 " 900, 1S71, 1034. 1872, 1175. Gross Earnings. Net Earnings. $401,941.92 (gold,) $280,272.39 864,917.57 " 664,206.96 1,470,653.50 " 1,087,001.22 2.300.767.17 *' 1,469,776.36 5,716,115,54 " 2,591,497.00 7.995.116.18 (currency,) 3,800,761.34 9,467.072.15 " 5,171,192.95 12,793,001.91 " 7,465,625.36 E.iriiinqs I'er .Mile. $9,037.00 9-.54J-00 9,155.00 10,896.00 Li 1871, tlie operating expenses of the Central Pacific were 45t^u^o l-"^*" LX'nt. of the gross earnings; in 1872 they were 4i-i-''J'o P^"" cent., and 70 per cent, of receipts came from Local business. Gross earnings of the Central Pacific and liranclics, for 1872, . , $12,793,001.91 " " " Union " 8,779,099.00 Aggregate earnings of present Pacific Road, (2213 miles) for I 1872, lieing llie lliird full year of through business, / ' $21,572,100.91 A similar t-afific over the Northern Pacific line when completed will yield a net yearly revenue of more tlian 11 per cent, on the maxi- mum cost of the rood. It is to be rcnembered that until June, 1S70, tiie Central Pacific Road terminated on the west at Sacramento, 138 miles froin San Francisco and the Ocean ; that aside from Sacramento, willi its popu- lation of 16,000, it had no considerable town or city on its entire main line, or at either terminus; and that the total population of all the " Put the ficnres pivcn .arc sncgcstivc. What, principally within the last five years, h.as added 100,000 til tlie popul.itiun uf San i-'raucisco? Surely nuthing so nnicli as the suinnunis ot inai knueking at the (iolden (iate. If a road can add 100,000 people in five )x*ars to an existing city, t:aniiot another one in the same time hnild up a city of ioo,(kxi, especially if. by reason of its snorter oceanic distap.cc, it is demonstr.ite.l that it will necessarily control f-reign shipments? ■' Few duulit tli.i'. i^thc land lymg along the Union I'.icil'icTiad been as available for agriculture .as the lands of the Northern I'acific, the population along the route would have tre'iled as well as that of its terininal city. Mere, then, the case will ]irobably stand : —The Northern Pacific, on its comple- tion, will find a flonirsliing city awaiting it on I'uget Sound, inferior, of course, in size, to San I'Van- cisco, but still a thriving, well-grown city, as helptul to it as the other to its Southern compeer. It will, during its progress, on account of its fertile lands, ni're than quadruple the population west of Minnesota, and so bids more than fiir to e<|ual the first through business of the Union and Central Pacific, while for the succeeding yeas its returns will be vastly greater." >.5S?H ^^^' rm/t V^lstorl wa>- > Uon'woad CWoii'i Mt.MnliooV I Johm Ip Bro» Julee y) ( a Cot BTue Vaf filub/ui/ "0/ ft P' rnilii 'It n,UmJ ;„ ^EL <,^ s° i\Va«hoe Oardi Wi^ ^*- J~\q_^ BOU< Beynoldt C^ Iueynouu t ,tkni"^ 38 rni-: xoRniERX pacific railroad. towns on tlic road between Sacramento and Ogden, a distance of 743 miles, was, in 1S70, less than 12,000. It would have been difficull, before the construction of the present l'a( ific Road, to say of what would consist the enormous traffic it at one e obtained and now enjoys, yet sagacious men knew the business was awaiting the Road. The builders of the Union and Central Pacific Roads deserve much credit as the ])ioneers of a great movement. They took the risk of a vast exi)eriment, and their demonstration of the feasibility and ])rofitableness of a trans-continental njad by a most difficult route, has rendered comparatively easy and wholly safe the construe tion of a second road, on a short line, with easy grades, and through a country of acknowledged fertility and variety of resources. The success of the first being already proved, the success of the second, under the circumstances, is doubly assured. S0URCL:S OF BUSINESS. To enumerate specifically some of the sources of that traffic which now awaits the completion of the Northern Pacific Railroad ; 1. Where the Road crosses the Red River of the North it taps 1500 miles of inland navigation — down the Red River, tiirough Lake Winni- peg, and up the Saskatchewan to the foot-hills of the Rocky Mountains. Light draft steamers have long navigated much of this route. Along the greater part of this water-way the soil is good, ihe climate like that of Minnesota, and the settlements numerous. The trade of this vast region beyond the national boundary, including the transjjortation of .sui)plies for the Dominion Government and the Hudson's IJay Com- pany, already forms part of the business of the Northern Pacific Road. During the half-year ending November 20, 1872, the freight shipped over the Northern Pacific Road, en route to anil from Port Garry, in Manitoba, (British America,) amounted to more than Five Million pounds, in addition to the large amount of shipments to other points on the Red River above Port Garry, and the iniijortant passenger business from the same source. 2. The Railroad will elo most of the business now done by steam- boats on the upper Missouri and its tributaries. ' That business is of long standing and very considerable amount. 3. The road will command the extensive interior trade that now supports twenty steamers of the Oregon Steam Navigation Company, which navigate the Columbia, Clark's Pork, the Snake River, and Lake Pend d' Oreille. 4. It will take the bulk of the large business now done all over the Northwest by pack-animals and wagon-trains. It will perform the most profitable part of the express service of six States and Territories, in addition to carrying the U. S. mail through the same country. l/i PRESENT AND FUrURE TRAFFIC. 39 5. It will take the place of tlie present wagon service in trans- porting supplies to the twenty-eight northern military posts — a service which has cost the Government many million dollars yearly. In this way alone it will save to the nation annually, a large percentage on the entire cost of the Road. 6. The existing Lumber trade of Puget Sound, westward by sea, is elsewhere mentioned. The railroad will create a proportionate trade eastward. The shipments of lumber, by vessel, from Puget Sound, in 1872, equalled 30,000 car-loads, or 1500 trains of 20 cars each. And this traffic is yet in its infancy. What must the corresponding interior lumber trade contribute to the business of the Northern Pacific Railroad ? 7. The transportation of coal from the mines in Washington Territory to shipping ports on the St)und and the Columbia rivers, and from the mines in Dakota to all points in the northwest, east of the Rocky Mountains, will, from the outset, and for all time, be a principal feature in the freight traffic of the road. Those who are familiar with the success of coal roads in the Atlantic States, can estimate the value of this unfailing source of business to the Northern Pacific line. 8. The tide of emigration, already tending to the country now opening to settlement, with the thousand needs of new and thriving communities, will contribute a large revenue to the Road. For many years the transportation of settlers, their families, goods and supplies, (though clone at low rates,) to all parts of the Fertile Belt adjacent to the Northern Pacific line, will furnish a constantly increasing income to the Company. 9. As a route for tourists the Northern Pacific Road will present attractions which cannot be rivaled. The summer plea.sure travel over the line will be very large from the outset. The National Yellowstone Park, situated near the route of the Northern I'acific Road, and embracing the hot springs, the volcanoes, the grand canyons, the cataracts, and the wonderful geysers, will, alone, attract scores of thousands of visitors annually. 'I'he scenery along the upper Missouri, between Fort Penton and Three Forks, is imposing beyond description, and well worth a trans-continenlal journey to behold. The portion of the valley route between Helena and Lake Pend d'Oreille, descend- ing the western slope of the mountains, is exceedingly picturescjue and attractive. The scenery along the Columbia, from Wallula to Portland, past the Dalles, the Cascades, (."ajie Horn, iv'c., has long been celebrated as surjjassing all else of the kind on the continent. On the Pacifii: Slope, Mounts Hood, Ranier, and St. Helens, the giant forests of Washington, and the shores and waters of Puget Sound, more than maintain the reputation of the Northern Pacific route for beautiful, grand, and often astonishing scenery. » O P»nA ^, ... \_^orur d Alene, coin uAlen«' •wa)- Jjt/ottwoad \ ^ Bit. Idiihoo^j I Joht \d«r// Fllrenet Av»8h! J Brow fituhf ,In(( k^Vashoe Oardt BOl IReynoldt U^ [SonOi MlH eonhu Mill P" 'I 40 THE XORTIir.RX PACIFIC RAILROAD. 10. 'I'lic shipment of cottle over the Northern Pacific Road, promises to equal that upon any line in America. The grazing lands of the Fertile Belt are admittedly unsurpassed in character and extent. The "bunch-grass" covers valleys and mountains. It is grass in summer and cured hay in winter. Stock-raising will continue to be, as it now is, one of the most lucrative branches of business in the Northwest, and with tiiis great thoroughfare furnishing quick trans- portation to a ready market, this interest cannot but reach enormous projiortions. Tiie experience of the Kansas Pacific and Union Pacific Roads, in suddenly develoi)ing an extensive trade in cattle from the Soulinvestern jjlains, furnishes a suggestion of what may be expected by I lie Northern Pacific Road. 11. Tiie grain-producing capacity of Minnesota is well known. The Northern Pacific Road and its allied lines, will transport to market tlie produit of two-thirds of the wheat-lands of Minnesota, and the trunk line will traverse, on its way to the Pacific, many million acres of eiiually good soil. Indeed, the Road may be said to open to the world's markets that region, which, at a very early day, is to furnish the bulk of the surplus wheat croj) of the United States. How much business must the grain-product of the Northwest, present and future, furnish to the Northern Pat i fie Road? With one-fortieth part of her lands under cultivation, it is estimated that Minnesota alone jiroduccd twenty-six million bushels of wheat in 1S72 — the surplus or e-xportable portion of v/hich load at least 3000 trains of cars. 12. The many navigable rivers crossed and recrossed at conve- nient intervals by the Northern Pacific Railroad, will contribute to it a large traffic by bringing in the trade of the country for many miles on both flanks. For example, on the Pacific slope, the waters of Puget Sound, the Cowlitz river, the Willamette, the lower and upi)er Colum- bia, the Snake, the Clark, and Lake Pend d'Oreille — all will serve as feeders and outlets for the concentration and dislrilnition of freights and passengers upon and from the great c:entral thoroughfare, the Railroad. From the head of navigation on the Columbia's branches it is only some 250 miles across the divide to the navigable waters of the Missouri on the east. This stream and the Yellowstone drain large tracts of fertile country, and both will bring their tribute of trade to the Railroad, where rail and river intersect, in Dakota. Two huntlred miles further east, the navigable Red River is crossed, bringing to the Road, as elsewhere stated, the trade of 1500 miles of valley lands. At their eastern termini, the two arms of the Northern Pacific Railroad connect with the commerce of the Mississippi, at St. Paul, and the commerce of the great Lakes and the St. Lawrence, at Duluth, on Lake Superior. This lake and river system of the Fertile Belt is obviously an important element in the assured success of the Road, giving it the /i PRESEXT AND EC 7Y 'A'/; TKAEEIC. 41 ^^" practical advantage of eight or ten side l)rancl\ lines, without the expense of building tlicm. Hut the Central and Union Pacific Road has proved a business success without having a single navigable stream tributary to it, between Sacramento and Omaha — 1775 miles. 13. The mining interest of Montana, Idaho and Washington, will at once and permanently furnish a large share of traffic to tiie Northern Pacific Road, and, with cheap transportation, and the intro- duction of improved machinery, this branch of business will steadily increase. The fact, elsewhere noticed, that the mines of Montana have already produced more than 100 million dollars, indicates the richness of the deposits and the permanent nature of this industry. The shipment of supplies for the mining population, and tiie trans- portation of their products eastward, will, in all probability, render the mountain section of the route more profitable to the Roatl tiian any ecpial extent of agricultural country. Already tlie Union and Central Pacific line derives a very considerable revenue from this trade — carrying the ores of the precious metals from the mines to t!ie smelting works at San Francisco and on the Atlantic seaboard. As many as ten thousaml tons of ores, assaying from $200 to $1200 per ton, have passed over the Central and Union Pacific Roads monthly. The well-known richness and extent of the mines adjacent to the route of the Northern Pacific Road give assurance that it will derive as great a traffic as the Union-Central from this source. 14. Too much importance is not attaclied to the matter of through business between the ports of Asia and our Atlantic Coast, experience having shown that Local Traffic must always be the main reliance of all great thoroughfares. But, whatever shall be the future volume of the Asiatic trade by rail across this continent — and it will unquestionably be large — the Northern Pacific Road is sure of its fiill share. Its advantages in this regard are as conspicuous as in others. It spans the continent from the great Lakes to the Pacific; by a line 600 miles shorter than the present finislied road; and, owing to the less distance and the prevailing winds and currents of the Pacifii: Ocean, the sailing time between Puget Sound and tlie ports of China is claimed by navigators to be four to seven days less than between San Francisco and China. The Northern Pacific Railroad is in tlie direct line of the " highway of nations." Puget Sound has the only considerable coal deposit on the Pacific coast, and furnishes to San Francisco, Soo miles south, the coal which propels her C^hina steamers, 'i'his enormous advantage in tlie matter of fuel for the steam marine of the Pacific ocean must influence commerce. ; rtlEU ,kj >»"( la 1 nin ((oBrowiiles I )aCo\ Sue V hlubf I ^> IueyHOUU Ui 'I CHARTER AND GENERAL MORTGAGE. i THE leading i)rovisions of the Cliartcr of the Northern Pacific \ Iroatl (A)inpany, in addition to tlioi^e mentioned on page 5 of thi.> pa.hphiet, are the ftillowing: THE CHARTER. I. As often as 25 conjccuiivc miles o( tlic Road arc completed, "in a good, substantial, wuikmanlike manner," such fmishcil portion is to be examined and approved by three Commissioners, appointed by the President of the United States, and thereupon patents are lo be issued Iransfcrrini; and tonfirming to the Railroad Company the lands of the grant eorresponiling lo, anil conterminous with, such com- pleted section, liy the operation of the Charter and the General Mortgage, such Government jiatcnls vest a perfect title to the lands of the Grant in the Railroad Company, and the First Mortgage Trustees, who represent the liolders of the first mortgage bonds. The Road is lo be, in all regards, first-class; ihc rails are to be made from American ii-on anporlation than are charged to individuals. II. Tile Government is to cauhc to be surveyed the lands for forty miles in width, on both sides of the line of the Road, as fast as this shall be rendered necessary by the construction of the track. On the Company's filing a map of its intente, The Mortg.ige h-as been thus filed and recorded.] The matter of the title to Indian lands, if any, embraced within the Grant, is to be adjusted by the Government. THE MORTGAGE. The General Mortgage, authorized by the charter, and executed by the Northern Pacific Railroad Company, for the security of the holders of its First Mortgage Bonds, CIIARTF.R AXD CEXF.RAI. MORTGAGE. 43 '#i is dated July l, 1S70. It is diawn witli tlic utmost care, and ever)' provision has been embraced in it Nvhich could reasonably add to tlic security of the bondholder. I. It conveys to two trustees, Messrs. Jay Cooke and J. Edgar Thompson, all the property and rights of projierty of the Northern Pacific Railro.id Company, including: I, Tlic Road-bed and track, as fast as constructed, of the trunk line and chartered branch; 2. All rolling-stock and other cquipnienls, all engine houses, machine .shops, depots, water stations, and other buildings ; 3. The entire Land Grant of the Road, as fast as it accrues to the Company, consisting, as elsewhere stated, of i2,Soo acres per mile through the States, and 25,600 througli the Terri- tories ; 4. All chartered rights, franchises and privileges of the Northern ratilic Railroad. II. The Mortgage provides that all the property named above, and all moneys arising from tlie sale of the same, shall be held by the Trustees as security, an.l pledged to the p.ayment of the Company's First Mortgage Bonds, princijial and in- terest, as they shall become due, and shall be prom]itly applied to that purpose by the Trustees, in case of any default by the Railroad Company. III. The Railroad Company shall have the right at r.ll times to contract for the sale of jiortions of the lands of the Crant, at prices to be ajjproved by tlic Trustees, (but at not less than ^52. 50 per acre, during the construction of the Road;) and the proceeds of all sales of lands, whether in cash, bonds, or other securities, shall be deposited with the Trustees, and, upon the payment to the Trustees, of the proceeds of such sale, or sales, the Trustees shall and will make a full and clear deed to the purchaser of the lauds thus paid for. Such deed from the '\x\\~Xt Mortgage Bonds of the Company, (by repurchasing and canceling them,) if they can be bought before maturity at not more than loiiercent. premium; otlierwise, the Trustees are to invest the proceeds of land-sales in United States Bonds, or Real Estate Mortgages, for the further security of Northern Pacific bondholders. V. During the construction of the Road, the interest on the bonds secured by this Mortgage is to be paid from the earnings of the finished jiortions of the Road, and from the general fund of the Company. No portion of the ])roceeds of l.and-sales is to be devoted to the payment of interest, unless the general treasury of the Company shall lie fust cxliau--ted, in which case tlic Company shall, from the first net earnings of the Road, make good the amount thus take i from the land fund. VI, In case of the resignation or deat' of either of the Trustees, the surviving Trustee is empowered to appoint a successor; or, upon the rccjuest of the bond- holders, the appuiutiucnt may be made by tlie courts in the usual manner. I lucol-* _ 'Owa>:'. . :j. UAer)) I rain Nwhi itlubfla/ h ''""Car*! WliUl I Juhm Flhrenetm V'H8hil aBrowSilee I JoOoil hlub/ .lad ^Washoe, BOl ■'1^ Reynoldi i ,, °l Jia,er i iUtn -i? )lr.on)la Mill j%o«c U'. 46 7///; .\(>a-/v//:a:v jwciiic rmlkoad. roads of the Eastern and Mi, ML- States. The operation of the Min- nesota Division of tlie Road, on wliii ii the snow-fall is greater than on any otlitr i)oition of the route, has settled this point beyond qnes- lion. lie-iides, the fac I that the L'nion and Central Pacifie Companies have been entirely successful in protecting their roads from serious snow obstructions the past winter, even along the most elevated and c; posed portions, places it beyond doubt that the Northern Pacific R(j;ul, with its valley route, low altitude, sheltered position and light snow-fall, will be uninterupted. LAND AND Sl-TTLEMENT. w rrU the advantages of cb'mate, soil, and commercial position possessed by the New Northwest, the mere building of the Northern Pacific Railroad would suffice ultimately to people the country along its line. Already the tide of emigration and settle- ment, having rea'hed the western limit of desirable public lands in more central and southern latitudes, tends strongly toward the north- western belt now rendered accessible by the construction of the Northern Pacific Railroad. This is suffu iently shown by the com- l)arative growth in population during the last ten years of the several States west of the Mississippi river. In carrying out its general plan for promoting and hastening the settlement and cultivation of the country adjoining its Road, the Northern Pacific Railroad Company has organized its Land and Emi- gration Department on an adequate scale. Agencies are established in the older States of the Union and in Europe, through which trust- worthy information is diffused, and every reasonable facility furnished to intending emigrants, equally whether they wish to locate on free Ciovernment homesteads or purchase railroad lands, or both. Some two million acres of the Company's lands, partly in Minnesota and jiartly in Washington Territory, have been surveyed, examined, ap- praised and placed in the market, and their sale and settlement are progressing satisfactorily. Besides aiding the individual settler as far as possible the Com- pany encourages emigration by organized colonies or groups of families, so that neighbors in the old home may be neighbors in the new ; so that friends may settle near each other, form communities, establish schools and churches, and, in brief, avoid most of the hard- ships which are usually supposed to attend pioneer life. The Com- pany endeavors to promote the best interests of settlers en route by Tin: wni.AT iiEi.n or America. 47 sccnrinj; for tlu'm transportation at rcdiucd rates, and liy seeing to it that tliL'ir accomniodaticjus on sliipsand cars arc < uniri)rtal)Ic, and tiuit tlvjyarc protected against frand and almsc. 'riu),,e who imn iiasc l:ind from tiic Coin[)any are, to^anher with tiieir wives and < iiihhvn, carried free over tiie Northern Pacific Road, v.iien going to settle tiiereon ; and all settlers, whether on Government homesteads or Company lands, have the free use of comfortable Reception I louses, furnished with beds and cooking convenicMK es, as a tcmiiorary iioinc for their families while engaged in selecting farms and preparing shelter of their own. Practically the Railroad Company owns oncdialf the land within the limits of its grant, whi( h it sells at fair prices, and from the ollur half it offers (under the United Slates Iluiuestead \*.X) free farms to all who will come and occupy them. THE WHEAT FHiLD OF AMERICA. THE Company is now selling its lands in central and western Minnesota, and calls the attention of intending settlers to the advantages of the region named and to the fat ilities offered by the Company, 1. Transportation at reduced rates is \\\. lied for all settlers, from principal ]Joints east, and purchasers of rdinoad lands are, with their wives and children, carried free over the Northern Pacific Road in Minnesota, when going to settle on the lands. 2. Reception Houses, described above, and capable of accomo- dating three hundred persons each at one time, are prepared at Duluth, Brainerd and Glyndon for the free use of settlers and their families from the time they leave the cars till they have selected their future home, allowing them reasonable time in which to make the selection. 3. The terms of purchase are as follows: Price of land near to the track and stations g.)..oo to $8. 00 per acre; further away $2.00 to JS.j.oo; Seven years credit, with yearly payments of principal and in- terest, will be given when desired. On cash payments for land the Company receives its own first mortgage 7-30 gold bonds at ten per cent, premium (i.io). Warrantee deeds are given. 4. Free Homestead and Pre-emption lands of excellent quality, and open to all actual and intending citizens, are abundant near the railroad — as half the land within the limits of the grant belong to the government. l|_ X^orur d Alvnei IjElnn rT^ Gincolo Aionij _^^ ft'fnfnef ipowa)- ' " V. (/iiim.ii Mt.ri[iiiioo\ ,5 m,u\ fTo<. 1 Johtm oiea ^AMer^ Fl}^tnct AV(4«hi| fVaii to (^ BrowSiieB )° Coii ol Mm :"¥. I U.°\ o*'*'""" tv4^ South MfH •Ironjla Mill jiiRrtllff 4 48 '/■///•; AVVv' ////■. A'.\' I'ACII IC RAILROAD. 5. Soldiers and Sailors, who arc cntitlccl to 160 acres free ncnr till' Kailroad by one and two years cultivation, may select homesteads liiron^ji an agent and then liave six months time before moving npon tile lanil. 6. Colonics. Families wishing to emigrate anrl settle in groups, colonies, or ( oniniunities will receive special encouragement from the Railroad C'ompany on application. Those desiring to jijin tlesirable colonies already ])lanted along the line of the Road may address: Red RiTer Colony, at (llyndon, Minn. (;r New /uii:;lunil Colony, at Detroit C'it\-, Minn. I'ull information, maps, ])amphlets, etc. may l)e ob' jd by applying to or addressing the Land hr.i'AKrMFN r of tlv diern Pacific Railroad Company at either of the following places: Ci-NI.RAL OFKicr:, 23 l'"ifili ,\venue, New York. Oii'iCF, OF MiNNKsoTA District, St. Paul, MinncsciUi. OlFICEOF I'ACIFIC DlSTKlCr, Kal.llu.l, \V:l~.Iiiiiy|()n Tcr. Oil ICE OF EuKoi'EAN Aoi Ncv, 34 Xcw Riiilge St., Ulackfiinrs, London, Eng. WH BAT-RAISING FOR PROFIT. 7'^IIE Lands of the Northern Pacific Railroad Company in Western Minnesota and Eastern Dakota furni.sh the best possible field for the application of capital, machinery and thorough business man- agement to the production of grain on a large scale. The marked advantages of this section for the purpose named are the following: 1. The l.ituls arc new .and exceedingly productive — yieUling crop.s of wheat nearly douhlc the average of Ohio and Illinois. 2. The lands can be obtained from the K-^droad Company at low jirices and on long credit. In Illinois, wheat farms adjacent to railroads are worth $25 to ^80 per acre, and in Iowa ?20 to $40, In western Minnesota wheat lands of much greater fertility, directly on the line of the railroad, can now be bought for $4 to $•] per acre. Thus the capital to be invested and "tied up"' in /rf«^/by the grain-grower of western Minnesota is a mere fraction of the amount required in Illinois or Iowa; the annual interest account is proportionately reduced, and the yearly profits correspondingly increased. 3. Tlie quality of the grain grown in this portion of Minnesota is very superior and commands a corresponding price in Eastern markets. This difference between the market value of choice Minnesota wheat .ind the average western product is often sufficient to pay the cost of transportiug the Minnesota grain from the farm to the Lake port. 4. This location in western-central Minnesota lias the veiy unusi;.-il advantage of cinnbining c/icaj> lands with nearness io market. The profits of grain-growing It ///-..I /h-.usjxt; j('A- I'Koiir. 49 (li'pt'iul so hugely i)n ilic Cost of cariyiii;; 'lu; iro]) to niaikct tliat llic (list.incc from lake or sca-porls bccoiiu's a vital iiui.-.iioii. WlicMt dclivcrcJ in Duluth, at the head of l.aki- SiipiTioi, is )>rrii'tii:aliy as near tlic K.istcrn inaikut hy tlii'ap watcr- cania^jt; a^ \\ liiMi (iciiviicd al ('hiLa!.;o or Mihs .uiKcc, ami tlic price at Duiiiili will naturally lie about the same as at tin? otlicr points nanu'd. liut while the wheat lands of westfrnci'ntral Miinicsoia are only l6o to 250 miles from the Lake l)y the Northern I'.iL'ilic Railroad, the wheat lands of central and southern Illionois are 2cx) to 350 miles from ('hieaL;o — the nearest Lake ])ort — the wheat lands of Iowa are 240 to 540 miles from Chieaj;o, and tliuse of Nebraska and Kansas 500 to 800 milts frt)m Chicajjo or Milwaukee. n 5 eeiUs per Inislul per hundred miles be assumed as a fair price for transport- injj wheat by r.iil from lliu point where iiwn to the Lake jKnl, the (jreal advantage possessed by the lands of western Minnesota over those more distant from water- carria,L;e becomes i)lain. Whether the jjroduccr is to jiay 10 cents or 30 cents per bushel for carrying his j^rain to market will usually settle the (piestion whether he is to make or lose on his year's crop. (IrowiuLj wheat on a lar^^f sc.de in Minnesota is not an untried experiment. It has been fully tested throui.;h a series of years, ami the results have been most satis- factory. It is believed that few k\L,'ilimate business pursuits jiresent so j,'ood oppor- tunities for ihe safe anil certainly lucrative investment of money and brains. Mr. ( iliver Dalryinple, u ho for seven years has carried on a grain farm of 2,000 acres, eleven miles from St. I'.iul, furnishes from his books the followin;^ futures re- specting his crop of wheat for 1S72 : EXPENSES. Fall plowiuij of 2.000 acres (n S2.00, . Seed Wheat, I 'i Inish. per acre (.n Sl.oo Sowin^j and Ilarrowini;, 75 els. ]ier acre, Cultinj.;, bindint; ami shocking, 5.J-50 per acre, Hauling, tlneshing, iVc, .Sj. 00, . Tot.d e.\])eiisc of crop, {S9.75 [icr acre,) J4000 3000 1500 5000 6000 S29.500 ilpowa>:. ., h{hiii)i„i fX Iowa 1 Mt.Mi.liooV b WliUl I •/"All /tiller^ Fi}^rmctl Praineiur. /w»«hi| llo X t.r. 1 DrouSiiee I RECEIPTS. 44,000 bushels of Wheat, being an average yield of 22 bushels per acre, sold at Si. 05 Jier bushel, .... $46,200 Deduct expense of crop, 59.75 per acre, .... 19,500 Receipls over expenses $13.50 per acre, $30,700 The cost of Mr. Dalrymple's land in 1864 was $8.90 per acre. Its value in 1872 was 540 per acre. I)uring the seven years there was not one failure of crop, and during the same jieriod the net profits averaged $10 per acre. Mr. Dalrym]ile's wheat has to be shipped by rail 400 miles to Milwaukee or 155 to Duluth — which gives his location no important advantage in the matter of transportation over v/est- ern Minnesota. «'"#/< /?,/„„> il'-OHJla mil •«WA^«we«»H « TO IXVliSTOKS. Eanrin(; IIolse or Jav Cookh & Co., Phihiiielphia, 1S73. THE Northern Pacific Railroad C'oinpany, througli its iMiiancial Agents, is new selling its First Alortgage 7-30 Gold Bonds, for the purpose of completing the construition and equipment of its line of Road. After tlio 'ough investigation we recommend these securities as a profitable anil safe investment. The Bonds have the following LEADING FEATURES: 1. The issue is limited to $50,000 per mile of road. 2. The Principal and Interest are payable in Gold — the prin- cipal in thirty years from 1X70, and the interest (at the lianking House of Jay Cooke cV' Co., New York,) semi-annually, first of January ami July. 3. The rate of Interest is seven and three-tenths per cent, per annum — equal, at the present gold premium, to about 8J^ per cent, in legal tender current y ; thus yielding an income more than one- third greater than U. S. 5-20's. 4. The Ponds are excnqjt from United States tax to the holder, and are issued of the following denominations: Coupons, $100, $500 and $1000; Registered, $100, $500, $1000, $5000 and $10,000. 5. The semi-annual interest on the Kc'^istercd Bonds is paid by gold checks, sent rci^tilarly by mail to the post-office address of the holder. Permanent investors are advised to purchase the Registered Bonds, both as a protection against loss, theft and fire, and for the greater convenience in collecting the interest. The Registered Bonds can be at any time exchanged for Coupon, and the Coupon for Regis- tered, without expense to the owner. SECUF^ITY. Northern Pacific Seven-Thirties combine the characteristics of an ordinary Railroad Bond with those of a R.eal Estate Mortgage, and have the following elements of strength and safety: I. They are the obligation oi a strong Corporation. II. They are a First Mortgage on the Road, its Right of Way, Rolling Sto( k, Telegraph Line, Equipments and Franchises. TO I.WESIORS. 5' III. 'I'hcy arc a First Lien upon tlie Traffic or Nrt Earnings of the Road. Tiio gross earnings of the Union and Central Pa( ific Railroad for 1S72 were 8-1,500,000. IV. They are a First and Only Mortgage on a rioverninent Grant of Land \vhi( h consists of 12,800 Acres for each mile of road through the States of Wisconsin and Minnesota, and 25,600 Acres per mile througli the Territories of Dakota, Montana, Idaho and Washington. Tliis gives an average of about 23,000 Acres per mile for the entire lengtli of th.e Road and I'raiK h. in average fertilil}' of soil, healtlifulness ai.id mildness of climate, diversity and extent of resources, tiie belt of < oimtry comprising this grant is such as to rciulcr the lands very valuable and insure their sale and cultivation. SINKING FUND. The jiroceeds of all Sales of Land are required to be devoted by the Tnwtccs of the 15ondhoklers, as a Sinking Fund, to the pun base and cancellation of the C"om})au\ 's First Mortgage bonds, or tempo- rarily to the payment of interest thereon, if nei essary; and the lionds are at all times receivable, at Ten Per Cent. abo\e jjar, (!.io) in cash payment for the Company's lands at market prices. The Com- pany has already begun the sale of its Lands. Tiie average i)rice thus far realized for lands sold is $5.66 per acre, wh.ich is at tlie rate of more than $100,000 per mile of Road for the wiiole giaiu. KXCIIANGIIS. Those who wish to i^EixvK.r coupons or dividends, and those who M'ish to iNCREASK TiiiMR iNco.ME IVoiii means already invested in other less profitable .sei urities, will do well to (.■xaniine th.e merits of Northern Paeifie Seven-Thirties. L'niled States Securities and all marketable State, Liical and Railroad ])onds and Stocks are received in exchange at their highe.>t current quotations. T. SirertlEKD iri. i_^oeui P«nd FarmJ '-h cola tlmlla Ofc.< ''° OrneMerJ »cv„ Itonwuail Mt.Idat ■*»r. mbfM lioc J Juhil /WHShJ JoGoH tliti huv, JAY COOKE & CO., PHILADKll'IIIA. XkW \'okK. AM) A\'\SHIXGTOX, linaiuial .Incuts Xoiilnin J'dcijlc A'lii/rotu/ (\k Bond.': for sa'r i'V A',r/!/:.s- an J Juiukiis i^,'i!C)\i/h-. ■ I ^ 'at°l o'^i'tri {South Mitt ,*"«* ci olcouHa Mill COMMHRCIAL POSITION AND CONNECTIONS. ; Pugct Sound, a (le^'p and land-locked arm of tlie sea, ahouudini; with natural harbors, indents tiio western coast of tlie continent in Washington 'lerritury nearly 200 miles — carryiiiu; tin; naviijation of tiio J'acilic ocean that far inland and east- waril. On the other hand, Lake Superior extends the navigation of the Atlantic ocean, the St. Lawrence and the Lake chain, some 300 miles further west than Lake Michigan. Tiie Xorlhern I'acilic Railroad will span the continent, and unite these o])posite indentations or water-ways, by the shortest ]iossil)le line. The har- bors of I'uj^et Sound are already the cenlro of a rapidly };r(jwing commerce with nearly all parts of the world; and the sailing distance between these harbors and the ]iorts (if Asia, is claimed by experienced navigators to be materially less than between San I'Vancisco and Asia, At Portland, Oregon, the Northern Pacific will ci5nnect with the coast lines of road extending to California, with the steamboat lines of the Columbia Ri\er, and the coastwise trade of the sea. ( >u the east, improvements now making and projected in the canals uniting the Lakes and the St. Lawrence, will enalile ship* to sail directly between Liverpool and the head of Lake Su]>erior, the eastern terminus of the Northern I'acihc Rail- road. The sailing distance to ]?uffalo and the St. Lawrence, is substantially the s.ime from Uuluth as from Chicago — the actual diflerence in distance being less than 50 miles. At St. Paul and Minneapolis, the Northern I'acific Railroad system connects with the navigation of the Mi^si.-sippi River, with the various lines of railroad extened to be constructed under tiie auspices of the l)ominit)n Ciovern- ment, and the general route of which lies some 250 miles north of the line of the Northern Pacific Road.* Tiii-^ connection will give the Canatlian Pacific direct rail transportation for passengers, freight and construction material, to and from Lake Su- perior, and immediate access to the railroad systems of the United States and Canada. As mentioned elsewhere, the numerous navigalile rivers which intersect the route of the Norlliern Pacific Roail, render tril)Ut,uy to it the trade of a. much larger area of country tii.m could otherwise be reached by it. Lateral branch lines of road, several of which are already prt)iected, will doubtless also bo built iiy corpo- rate and local enterprise, as rapiilly as the needs of the contiguous country re(|uire. In brief, it may be said that the Northern Pacific Railroad system, besides being entire and practically independent in itself, will, from the day of its completion, enjoy such favorable connections with the lines of water and land transit at both termini, and to the luuth and south of its route, as to make it a necessity to com- merce, and |)lace its succe--s iicNoiid question. V I ^ K, * The fact th.it tlio C'.mii'Ii.iii (.iovernnnMU and poi>plc h.ive decided to build a railroad across the continent in Itritish terrtiory, near the s-mI parallel ot' latitude, ;>iut 2^0 lo jcju miles north iif the Northern Pacific Koad, would he strong practical proof, it' further proof were needed, of a buHicientiy fa\oral)le Lliiuatc alon^; tlie route of the latter road. '^ 4Ji^. V\^•^llj ■M V\l•^ll^ 'ttilliicaak -P*.: "on L ^-^ft-fJ V ;. *r,'H B < „ l-^P"^' itaUShi. ::¥fin ■■'^v , I'^TKnni-wae' /\vi ;■.«', t'f '/'iki-n \ (>Kr »;-?»aK''-.^"> ^■''a?. /•icoZJ 'Jleanonter y/a \Bird lElkCy. ervairt ti: o 5 """«'' y""'Jli^IoHea„c* --J H rptlU'i Sso"".'/i (S' . \ \\W'.;i-,/„. l mton '- \&''-^^^ Camp O^n, sL °(»»lilancl ^^2^ t^^-nMalheLrL. Silver L.ftsi. , a- - Jrandpq 9 ^ 6Ww« ,/IWer/i ihbiii', O .s^ - R«Beburg4>e*"T *'4.^°i^eS>;o^„« Grow ^ _^ . , THIE1.9QN Ranuey'i Spr, ^ SUvtriy} ^ .V(A t'uinoiir. ^jr^.^ Summor L | hey L. L. All I 1 ~^ QMl^.Uome Blackfoof •jLflun \^\\ °Jack>, J Ijiniii'iUe Kert>i arro ntyim olafivn Yi'iiKiz Aijy, Lakevieli laouOi Mln Iowa Bar Soda Spn. .S3. [Warr 1 ' (, Uanh Biunn \ \L '•' ' Oakley rS li Mabut Oy.^ X/-'.? Pneito Spr«.o ^ Camj( Jfi DermiU "JL,, WWff c Uiimpton Bii ^foSuje O, \yiiiitemucca \Cy. BattI a^l. SoRel .^KPirtlJiido kONGITUOE WEST ^li^^^fl! FHOM WAftMtWQTOW " hO> *a<7 Ft. ABBlr»U>Oilf Iinl[ern Pof^ ■.I.KsitP^ L%t'' Ltt- ^ Cli< — C7- Llk* dot RocKsti . SaUerV.o rShormnn Ft.SStkwXrti Ft. I'nidS Giiliert o. j ri./niiroRn DEVIL'S Rou Point/S \Ltiiiita it^Aif/'cwii > v;^-^f iVis:vKy.^iR^- _ . _ .„™ u.,1. • -. ^_> Ft. Ousthb's' Ji"^ J$ » "^o BottlJTs lii/fich /l.(*'Q UFiVJC!. F. SJ^jTH ^: YE\Ef L OVSTONK ,„ ^ S'i ^,. ^^Kv*\ ""»«, ''all « ■ """".Xin Ifr Ya''E8 Grand «**'"^^>*' JTj^ o Kmigraafe Gulchy y B, Cedar Hiv. >.<''-i^.''«" Itritl V ■ffii^ fiuntsvillc -/{'ra<;e(>ri(iy«nniii,| •<'*(|iiui5'jf °^. •! *> i NB,... p4>;.ii"H-or2] P f \ U-ii ^/'rC«f.y, SiiiniM t"" *^\: nrtrt >l'llm; 'ro-rcviUc ut^-^ ijwcitiikw \ , MADlSdN \_ JliHn;U I , \ i.tii.i y ! \/tjnta % W^3S^ > \W o Or»vcnll|i 'iafffi \^% . ?» 'V«i;w.^|ianshcn'' ,JiM>KiVardinp\. -XA VST''? / ' V; I I I 'Hrr 1 ■■■■- iiiii-^^^'^-^ r r " fN sou. l.apetT lllolhls ^^ •TO ihmttctUo'SL ►'■'•'•I'orv iMl:ir l<:i *f^ ,%*V- k /,„„/„ ri-y' ^' /r,(.-n«v.,/(./r. •U- . *%^/tl if-vV.y^ /■rincrl'tli I I* * =<§)= L. ABBITEBEE AbbiUbee.7Jou.ie i Completed) Roads Under Construction m^mmiagm Proposed Lines /t t rn t m rnrn v k To be Constructed' ——«•••- ^tigm Railway and Navigation and Oregon and Satifornia Railroad fln5 ' ?Jvv-:tpnK in fiTO a-* ^. fS^r JFeliciu SittilUaii' (JochoiT' rate IlikTie \Ta4 .Sayabec SteAnne det Montit Oaxpe Jiastn,^ •*^ 7>oijjjl,i,itoun° "a* 'MS. ^Mattaiea y:> Rowanton ' KiK-kcliff ^MijA l>t..Alu.\uniler^'" In^Zcnin ayes Pileit. Ihree iBvers 3iimouskJ *o>^ * T^Causaiwcttl -^niyeiJ JllchiTJ rois PlBt'oles St. Paul'H Bay ) i^^y^ L • , /'St./P.^l y Edmufitor, y qck7J<-/^^_. -^/y^>r. -^ ^ <---" . v\/ V ;Fr. W11.1.1AM J \ ^ /^ Sei'igne _, , , ,., ^,, PombrolieX fV Vj Y o 3 ''"^tA/ jfis*^ / I # / i Duuv. oCoZcrai/ie r' tViril^o'V JTlsWandJ liakabeinno I , fw;. *//, % T^^7*\.^ ^T o Graven^ r .Arnprioy \ f ( yl Cark'tou Pii S Madoc .«ii(iT»ir7\ / L-fMecantic Fr. JrJ , ♦X'i'cUollHil Oiiruwal I\uu:et'fn - Jul.JII,' I'lnliKtet^ihii h //I , />iVrr ParrshiriiA rH Lunotiftu f %. ■ii^ "'*. New and Correct Map Of the Lines of the NORTHERN PACIFIC SeliuTT RAILROAD — ANIl- A\U^:llH^'Sf, ^"' IMUietL. Brndinc t*hiiaa aCe/, '»v/: ^^<6> FROM WASMiHCTON OREGON RY. A NAVIGATION CO. Depository of Emigration. Literature, PACIFIC COTTITTRT. LANDS. MINES. % rni n •!•« »it *■■ HORl , ,«"T*rit"»»»ffi THIS GRl approac;! tiina, Idaho, W rtiuto from tlu wheut, cattle Continent. Tl les3 jjiazing rai Pacific Railroa other country found wliicli a ering rocks, of Upper IMisbOuri and Canons of tlieirfcatun'sof b}' anything km ui)on tile lino ot alfords jiond uku at the West iu tl Idaho. The Northern Land for sale a( wheat farm and i For I.«ii(t Peekcis and Colonic td rntoB of fnro and freiiilil, iiiirl iiiquiiies leliiliii:: to nioTi'iiH'iit of ci.lniiics, 1111(1 with rrrcri'iKc to Traveling aud Luud Aguuciue, adUiuts P. B. GROAT, Gen'l Emigration Agent, ST. PAri., MINN. % DEPRRTHIEBT+OF^EHllElRRTlOU | ^.^ ♦«« Tprritorv, Kansas, Oregon, ^ fa vz Manager. W. R. CALLAWAY, f K,t State you desire particulars. ,| Please say of what htate ju -.»■.••*-'„«? W= |frM,;^i^r^'''f'^''^^ ,(i^,li,ifjtftiitteflii"'rt^ For nil Information refprrlng to location, deMTJpiion and llri^■o^' of Ibn mii ion^ of «i ri'sof chea]) liiiids for Bale by tin* Coiu- liaiiy, and lor iiiaits and dci-crrpiiw; publl- cuUous nlating ilieruio, addrebs R. M. NEWPORT, Uen'l Land Agent, ST. PAUIi, MINN. «r, •* ^1 ■>• r ^% .«!% AIR LINE DISTANCES. MIl.KS. FTtojr MAX Fn.wrrsco to cincAno "<"' FUOM I'fCiKT SOIXI) TO CIIlCAdO "■'■'" FROM rrOET KOUMJ TO I.AKI", sri'llKloU (IHI.riTI) '"il FllOM SAN' FIIAN'CT.SCU TO OMAHA, "■" RAILROAD DISTANCES. I FUO:« SAX FRANCISCO TO CIIIC'AOO, via UXFOX PACIFIC R. It FROM FU(iF.T SOUND TO LAKE HUl'KUIOR (inT.rTII), i',a N. 1'. 11. U FROM I'VOKT SOUXD TO CltrCAOO, via NORTIIKRX PACIFU' U. It FRO.M JfOXTRKAI, To l'U(ii;T SOir.VI), i in X. P. R. R. < Aiiiiroviiuntcly). . . . FROM NlOW YORIv TO SAX FRANCISCO, rid C. P. R. P> FROM NKW YOPJv TO PltiKT SOUND, W't ClIICAOf) AND TIIKX. P. R. II., . FROM nOSTOX TO PCOKT S(nXD, vi. R., IMH) •Jl.'lli ■JSOO XV.Vi ::iili; The above tables, which are cciniiilcil fmm the official schcihilcs (jf finished roads, and the latest sui'vcys of unfinished and iniijcctcd line-', are slj;nilicant as showing the following facts: — 1. The Northern Pacific Railroad will unite the Pacific Ocean and the C.ieat Lakes by a line 626 miles shorter than that from San Francisco to Chicago. To this C26 miles should be adiled at least 124 miles more, representing the advantage of the northern route in frr„, than from New York to San Francisco by the present route. 4. It is, approximately, 206 miles less railroad distance (tiesides the advantagp in grades) from Boston to Puget Sound, via Montreal and the Northern Pacific Rail- road, than from New York to San Francisco by the present r-iil route. Ik ^■n^CES^wMi iipiii|i|auiiili)ii<