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RESOURCES, PROGRESS ANCf^^SINESS OF THE ROAD The .author of /*oyr'.s linilrowf Matiiial, n staiularcl LTiiited JStates au- thority, says : — "It is uiulou1)lodly Iruo that Raili'oad securities have provofl to bo th(^. most productive iuvcstmont lor oanitnl that we have liiid tor twenty years. ISSUED BY C- "VJ^. ATvTE T :\d: O I^ E , General Agent for the Sale of the Bonds in the Maritime Provinces, 1\l / < .'>ALN'I' .in] IN. N. I!.: PIMNTKD AT IF. UHl'ISJ} \ fO.\S STKAM JOB PRINTINO OlTlCK PRIXCE WILLIAM SlliEET, NEAR FEKBY LANDING 1872. ^^.3 i -'•'^' ■ft. m* W TliB wKii FIRST MORTGAGE SEVEN-THIRTY Gold Bonds Ol- TUB WIImu iidic ^ TlIK ROUTE, RESOURCES, PROGRESS AND BUSINESS or THE ROAD. Tho author oi Poors Railroud Manval, a standard United States au- thority, says : — " It is undoubtefUy true that Railroad securities IiaA e proved to bo the most productive in\estmeut for capital that we ha\ e had for twenty years. ISSUED BY General Agent for the Sale of the Bonds in the Maritime Provinces. SAINT JOHN, N. B.: PRINTED AT H. CHUBB iii:retiiry, A. If. HAUXKY, Trinsum- W. JIILNdlJ liOlti.l?TS ICiigintcr-in-C/o'-f, F.DWfN J\ .JOIlNSTdN, ComvUing Eiviineer, ) • VJO Bniadway, Xkw Vork. Board of Directors : .1. (iUKGOUY SMITH, Sr. Ai.jiaxs, Vt. I{. I). UlCl' \iiiUsrA, Maim:. THCtMAS II. CAXFIKLD, Bn;u.N(iio.v, Vr. \VM. U, (X.BLN, CiiK'Afio, Ii.i,. \VM. ti. MOdlJUKAl), Phii.adkt.thia, ri;x.Y. W.M. c. KAl{c;o Buffalo, N. Y. H. P. CIIKMiY', Boston, Mass. (t1;o. W. CUSi* Prnsuuri«, Pj;.n-x. KUKBJ'ililCIC lULLIXGS, Woodstolk, Vt. WILLIAM V. INDOM, AVi-nona, Mi.nx. .IAMi:S STIXSUN, Clilc.UfO, Il.L. •^AMrEL M. TELTOX, Pim.AUELPiiiA, Pi:\v. i'lIAIfMIS I!, WKIC.'IIT, Pi!ILA]jki.phia,Pi:n.v. y>n-ctn,y : SAMUEL WILKLSOX. Executive Committee: .1. GUKOOUY SMITH WILLIAM G. FAKGO, K. D. KICK, WILLIAM WIXDOM, WILLIAM B. OGDEX, S. M, FELTOX, (iEOlJCL \\. (ASS, CKAliLES B. WllIGHT, WILLUJI ii recently published the follow- ing editorial : I. Thus far the first mortgage bonds of American railways have proved to be among the very safest securities. In propor- tion to amoimt they have probably shown a smaller percentage of loss in interest and principal than any other investment, except United States bonds, that has been accessible to the people. Such has been the hlstonj of railway securities. Of course there have been exceptional cases of mismanagement and loss ; but far oftener liave imperfect titles, lapsed insurance policies, bankrupt Insm-ance ('ompanies, and shrinkages of value rendered real estatate mort- the nature I, uiul alio the ntmoM/. ft perfect I ti RE, 'tretft, s', N. |{. lIT. 8 author- ities have 1 that we U mi/s:—- 1 raih-oad lyment of ime time rnparison i^S as to Kail road railroad s in par- f) follow- railways propor- iita;>e of , except . Such ^re have • oftener surance e mort- ga|j[('s a had investment. Then; is a liviu'; [trhiilplf uiidcriyaiu a railway hond, which applirs to \ery few if any either secJirit ies». This: 1. L'sually the sfilvency t»f a railroad depends npnu its InifVie ; anil, as a rule, that tratHc steadily increases as the mad <;rows older and the population a loni; its nMitehecomes richer and denser. In a word, th<; incoin<' of a railroad (and heiiii' its di lit-p;iyin'; ahility) will ordinarily keep pace with the ;^ro\vlh of populiit ion. 2. A radway, once huill, ia])idly rri'dlcH a liMsiiie>s whi' li is to render it protitalHe. It tli-frlojtoHw. curryin;^' tnidr which did not hefore exist, and whicli ;;rows much fastei- than the Iriltutary population increases in nundiers. .3. A railroad usually has back of it a stroii;;- corponitioi! of capitalists and shrewd, enemetic business men, whose prolits. tinaneial standinj;", commercinl ri'putation, and otliciai )»esitions depend upon the solvency and suecess of the road with winch they are identitied. This powerful combination of pri\ate interest^ constitutes a livini;' power wlioseelforts tend eon^tantly to in<'rease the profitableness and soundness of tin,' enterjirise in whe^e inter- ests they are enlisted. 4. Finally, afler a, railroad is l)uili, every dollar expended in making;' improvements and extensions, addin;.;- new facilities for doinj;" business, and in securin;;' valuable alliances with coiuiettiiiL; lines, adds to the seciu'ity of its first mort;^a«.;e itonds, by au,:;inent- ing the productiveness a)id valu(> of the proi»erty on winch tli( .-e are based. It is in this w:iy that a .sv'rio/tf^mort^aiic may increase the safety of the ///w/. Witli mort ^a.^^os whii-li rest upon improved real estate in our midst the security steadily dets-riorates witli time, as the buildinj^s Iteconi" less v.duable. lliili'()an Terminus on Puget Sound ; the other ibllowing down tlie \ alley nf the Columiun througli South- ern AVasiiington and Nortiu>vn Oregon to Portland at tide-water on the Columbia Iviver. A shore line — now buihling — will unite the two Western termini. Still anotlier branch will leave the main line in ^^'estern .Minnesota, and extend north through the Red Iviver valley to Pembina, on the l)order of British America. Nature has leveled a pathway for the Xorthern Pacific Railroad from tlie L:d-:es to the Ocean. All through the Roiky ^Mountain region tlie elevation is some .3,300 feet less on tlie Nt.rthern line tiian on the Central route. The Cascade or Sierra I'ange, which, on the Central is scaled, at a hight of 7,0-12 feet, is crossed by the Xorthern Pacilic nearly at the sea level — through the channel cut l»y th(> Colund)ia liiver. On the Northern Pacific line no tun- nels will 1)0 needed, and probably no grade to exceed oO feet to the mile. The construction of the Northern Paciiic Koad shortens the distance bv rail between the Lakes and the Pacific Ocean more than noo miles. It shortens the distance by water and rail between New York (or Liverpool) and the ports of Asia some 1400 miles. 9 i of track. * awaiting it a t'lf-su.stainin-i- 'uriy day. 3. ;o{l integrity, nd thorouffli KJmy, ent'i-oy, Connections. — At Saint Paul and Minneapolis the Northern Pacific Kailroad system connects witl) the navijjfation of the Mis- sissippi River, and tlie various lines of railroad extendin<>' tlu'ou^h (-'hicago to the Atlantic Coast ; at Duluth witli the commerce of the Great Lakes and the St. Lawrence ; at iVmbina with a thou- sand miles of river and lake navigation in British America ; at Puget Sound, when completed, with the ccinmerct! of the Pacitic Ocean and tlie trade of Asia; at Portland, Oregon, with the coast lines of road, the traffic of the Columbia, and the coastwise trade of tlie sea. 'ROGRESS OF P ONSTRUCTION. s as follows : the liead of iiver,tliet'vo .>:nt of junc- ]-)akota anc na the road ugli central Sound ; the )ugli South- t tide- water will imite ill leave the u-ougli the h America, ic Railroad 'f 3Iountain ^rthern line nge, which, sed by the 'hannel cut le no tun- oO feet to id shortens >cean more 11 between 400 miles. Tile Trunk Line is now (Jiuni 187-,) i-nnplt'tcil across tho Stati- of Minuosota, •Jof), from Duliitli lo l'arj,'o on tlio Hcil iJiver of tlio North, mid trains arc van- ning,' rcf^iilarly. Tlie Dakota divi.^iou, extfndint; -'0<> iniics westward, from till,' crossiiij;- of till! Kt'd Uivcr to the cros.ssiii^' of the .Missouri in central Da- kota, is now under construction, mid contracteil to l>e finished July 1. In the memitinie, a section of Cm miles is ltuildiiird, wJiere it joins, and becomes triliutary to, the Trunk Line of the Xorl horn I'acitic. Finally, contracts have been let for the construction of a hrancli road (to he technically known as tlie St. Vincent Exten- sion of the St. I'aul & racilic Railroil.) from ist. Cloud .'i7.') miles to IVmhina, near tlie northwestern corner of .Minnesota, and on the border of the Uritish Province of .Ntanitoha. This is to lie completed before the close of the present year. It ^vill dr.iin the richest portion of the lied lliver Valley, open direct conimunicatiou with tho British s;'ttleiiients of AViimipejj; and the productive \ alley of tlie Saskatchewan, li will also serve as tlu! southeastern arm of the .Vorthern racilic lload, reaching; to St. Paul and .Minneapolis. .\t this date, the Xorthern Pacitic ('.)m]mny own, by construction and piiv- eliafce, 640 miles of tinished road. The (;oiiii)letioii of the above named con- tracts will fjfive the Comiiany, at the close of 1872, more than 900 miles of completed track in the prosperous State of ^Minnesota alone, nnd 1165 miles altoi^ether: it will carry the Trunk Line nearly one-third of its distance across the. coiifiiietit, and briii^ to it the lari^eand jirohtable traflicof .Montan i and the • iovernnient transiHjriation of the rpp"r .Missouri. The Hudson's Day (Jom- paiiy ha\ (' already h-ased wharves ainl warehouses at Duluth, jireparatory to doing tho wliolt! of their business, hicli is very hirge, over the .Northern Pa- citic line, .Vearly Two Million Ac:■,■^ f the Company's lands in .Minnesota are now ready f(n' sidV, andmuny thou:aiiu . "res have already been sold to colonies and individual settlers who are moving to the line of the road in gratifying nunibers. K^'onmnical and honest manag-Mnent, together with the recent great reduc- tion in jirice of material, reduces the cost of construction iind e(piip- ineiit (piite considerably below the original estimateK. For example, locomo- tives which cost !81!),0(>0 wiien the Union and Central Pacitic lloads were built, now sell for iSlU,;i()(); bc'st .American rails have, during the same period, fallen 1 10 fron; S'OO to S70 per ton. Then the ripcht of way, ami stone and timber mntc- rial usually lar^e items in the co.st of new roails — are fuvushed to the North Pacific gratuitously from the Oovernnient domain. The money is heinfj furnished for the early completion of the Northern Pa- ciiic Road by tlie now rapid sale (at par and accrued interest) of its First ifort- gape 7-30 Bonds. These bonds have established tlieir character as a flrst-dass security, good evidence of which is the fact that they are being largely taken as an investment by savings banl ific Kailroad will have no rival. The .*' has an ample field for a prosperous business of its own. The States and Terrilories, dependent uijon the Northern Pacific Railroad as their thorouglifare of travel and traffic are already populated to a \ery considerable extent, and enjoying fully organized local go\ernments. The country directly tril)utary to the Northern Pacific Road contains quite as many people as did the States and Territories traversed by the first Pacific Road when it was built, while the producing capacity of the Northern belt is far greater than that cf the Central. It was predicted that years would elapse Ix'fore the Union and Central Pacific Roads could reach a paying business. I^ook at the facts: Although built by the longest line between the Lakes and the Pacific ocean, through a belt of coimtry much of which cannot be occupied, and over a mountain region presenting great elevations and most difficult grades, these two roads, winch for commercial purposes may l)e regarded as one, earned enough in theiv first full year of throvr/h business, over and above running ? and timber matc- fiiroished to the tlip Xorthorn Pa- ) of its First Afort- oter as a first-clasn inj,' largely taken tneyedinstit lit ions ' Por Cent. Loan, :e of the favorahl,' ;liem Pacific, at a >atf'd hy its pro- lent, n])tMiinfj; as it ca. Kvery plinse com])Iete success ;iintv. AD. erse r.nd draw i'lil lumdred in oads or other g trade of this 10 rival. The a prosperous ;he Northern id traffic are mjoyiug- fully ' tributary to people as did ie Road when •thern ])elt is e Union and >s. Ijook at m the Lakes ich of which entino- great , which for 1 enouo'h in ove runninjr 11 expenses, to pay si.K per cent, interest on a fair estimate of their cost. Tiie official statement of the earnings and expenses of the ('Cntral Pacific Road during six years is as follows : — (jrross earnings, ^18,029,81 3, 'JO Operating expenses, 8,5/50,548, 1;> Net earnings, $10,079,265,2-4 Interest on bonded debt, 4,184,221,00 Surplus of net earnings over interest, $5,895,044,24 The financial representatives of the Road make this comment on the abo\ e figures : — From the foregoing tables it will be seen that tlie ("Central Paci- fic Railroad has earned, in six years, more than $10,000,000 Net over operating expenses, and nearly $6,000,000 over operathi(f expense and Interest on its Bonds; while, during /o^t ;//C(fc/'N and a half of that time, the Road was under construction, with- out through business, and, for the first three years, with less than 100 miles in operation. It would have been difficult, before the construction of the present Pacific Road, to say of what would consist the enormous traffic it at once obtained imd now enjoys, yet sagacious men knew the business was awaiting the Road. The builders of tlie I'nion and Central Pacific Roads deserve much credit as the pioneers of a great movement. They took the risk of a vast experiment, and their demonstration of the feasibility and profitableness of a trans- continental road by a most difficult route, has rendered compara- tively easy and wholly safe the construction of a second road, on a short line, with easy grades, and througli a country of singula)" mildness, fertility and variety of resoiu'ccs. The success of tlie first being already proved, the success of the second, under tlie circumstances, is doubly assiu-cd. To enumerate som(> of the sources of that traffic wl\ich now awaits the comjiktion of tlie Northern Pacific Railroad: 1. The Road will command the vast interior trade that now supports nineteen steamers of the Oregon Steam Navigation Com- pany, which navigate the lower Columbia, the upper Columbia, Clark's Fork, the Snake River, Lake Pend d'Oreille, and Puget Sound. 2. The shipments of Lumbei", by vessel, from Puget Sound in 1870 e(iualled 18,000 car-loads, or 900 trains of 20 cars each. I 12 Tlie Railroad will create a proportionate trade eastward. And this traffic is yet in its infancy. What must it contribute to the business of the Northern Pacific Railroad ? 3. The Railroad will do most of the business now done by steara- lioats on the upper Missoiu'i and Yellowstone rivers. That busi- ness is of long standing and very considerable amount. 4. It will take the bulk of the large business now done all over the Northwest by pack-animals and wagon-trains. It will per- form tlie most profitable part of the mail service of five States and Territories, and will ultimately carry the Chinese and Japanese mails. 5. It will take the place of the present wagon service in tran- sporting supplies to the twenty-eight northern military posts — a service which now costs the Government between Six and Sex en Million dollars yearly. In 1870, Eighteen Million pounds of freight entered Montana by way of Corriune station, Utah, being hauled in wagons 400 miles across a rugged country at a. cost of fifteen cents 2^cr pound. (^2,700,000.) This is some intimation of what a railroad will do for ^Montana, and Montana for a railroad. G. Where the Road crosses the Red River of the North it taps loOO miles of inland navigation, down the Red River, tlu*ough Lak(! Winnipeg, and up the Saskatchewan to the foot hills of the Rocky Mountains. The Hudson's Bay Company and Winnipeg settlers now ship their supplies over the Northern Pacific Road to Red River where tiu'ee Steam Boats connect with the Road. 7. The tide of emigration, already povu'ing into the country now oi3ening to settlement, with the needs of new communities, will contribute a large Revenue to the Road. For many years the transportation of settlers, their families, goods and supplies (though done at low rates ) to all parts of the country adjacent to the Northern Pacific line, will form a constantly increasing source of income to the Company. As a route for tourists the Northern Pacific must always be popular. The summer pleasure travel over the line will be increasingly great. 8. The shipment of cattle over the Northern Pacific Road promises to equal that upon any line in America. Stock raising will continue to be, as it now is, one of the most lucrative branches 1 eastward. And ontribute to the ^ done by steam- ers. That busi- ount. w done all over . It will per- ' five States and 2 and Japanese I TV ice in tran- ilitary posts — a Six and Se\ en itert'd Montana in wagons 400 nts jjcr ijound. railroad will do ? North it taps Eiver, tlu-ough bot lulls of the tiers now ship .'d Kiver where o the country communities, nany years the [>plies (though Ijacent to the sing source of the Northern )leasure travel Pacific Road Stock raisinof tive branches of business in the Northwest, and with this great thorouglifare furnishing quick transportation to a ready market, this interest (•ann(;t })ut reach enormous proportions. The experience of the Kansas Pacific and Union Pacific Roads, in suddenly developing an extensive trade in cattle from tlie Southwestern plains fur- nishes a suggestion of what may be expected by tlie Northern Pacific Road. 9. The grain-producing capacity of Minnesota is well-known. The Northern Pacific Road and its branches will drain two-thirds of the whci'it-lands of ^linnesota, and the trunk line will traverse on its way to the Pacific, many million acres of e(iually good soil. Indeed, the Road may be said to traverse, and open to tlie world's markets, that region whicli, at a very early day, is to furnish the bulk of the surplus wheat crop of the United States. How mucli business must tlie grain product of the Northwest, present and future, furnish to the Northern Pacific Road ? Witli one-fiftieth part of her lands under cultivivtion, ^Minnesota alone exported grain enough in 1870 to load 2,500 trains of 20 cars each. 10. 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^foi- many miles on both flanks. For example, on the Pacific slope, the waters of Puget Sound, the Cowlitz river, tlie Williamette, tlie lower and upper Columbia, tlie Snake, the Clark, and-Lake Pcnd d'Oreille — all will servo as feeders and outlets for the con- centration and distribution of freights and passengers upon and from the great central tlioroughfare, the Railroad. From the head of navigation on the Columbia's branches it is only 230 miles across the mountain country 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 himdred miles further east, the navigable Red River is crossed. 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 Law- rence 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 14 the practical advantage of eight or ten side branch lines, without the expense of building them. But tlie Central and Union Pacific Koad lias proved a business success without having a single navi- gable stream triljutary to it between Sacramento and (.)maha — l,77o miles. 11. The ^Mining interest of Montana, Idaho, and Wasliington will at once furnish a large share of traffic to the Xorthern Pacific Koad, and, with cheap transportation and the introduction of im- proved machinery, this branch of business will steadily increase. The product of the Montana, Idaho and Wasliington mines was over Twenty Million Dullars in 1870 indicating the richness of the deposits and the permanent nature of this industry. The ship- ment of supplies for the mining population, and th.e transporta- tion of their products eastward, will in all probability render the mountain section of the route more profitable to the Koad than any ecjual extent of agricultural country. What the coal traffic is to many Eastern roads, the transporta- tion of ores promises to be to the Northern Pacific. Already the Union and Central Pacificline derives a very considerable revenue from this trade — carrying the ores of the precious metals from the mines to the smelting works at .San Francisco and on the Atlantic seal)oard. Four thousand tons of ores, assaying from .$200 to $1200 per ton, now pass over the Central and Union Pacific Roads monthly. The authorities of these roads estimate that when the smelting works are enlarged to the proper capa- city, not less than 1000 tons of ore per day will be shipped over their line. The well-known richness and extent of tlie mines ad- jacent to the route of the Northern Pacific Road give assurance that it will derive as great a traffic as the Central from this source. 12. Too much importance is not attached 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 futm-e volume of the Asiatic trade by rail across this conti- nent — and it will imquestionably be large — the Northern Pacific Road is sure of its full 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 prestni ^•lurei So\m( 1 Wft'U Cenlri iiiver North Sue bulk rxp(.'ct ment 15 c'h lines, witliout ml Union Pacific \g a single navi- ;o and Oraalia — and \Va.sliin<>;ton N'orthern Pacific roduction of im- teadily increase. i<,'ton mines was 2 richness of the itry. The sliip- the transporta- lility render the the Koad than the transporta- c. Already the derable revenue us metals from isco and on the assaying- from ral and Union roads estimate le propel- capa- )e shipped over tlie mines ad- give assm-ance tral from this the matter of Atlantic Coast, always be tlie itever shall be OSS this conti- )rthern Pacific his regard are cut from the >rter than the enough as it present finished road ; and, owing to tlie prevailing winds and currents of the Pacific Ocean, the sailing distance between Pugit Sound and tlie ports of China is (JOO to 800 miles less than be- tween San Francisco and China. The Western terminus of the Central Road is many degrees South of tht; dirt.'ct line between Liverpool, New York, and China. 'I'lie Western termini of the Northern Pacific lioad is directly on that line. Such is a partial enumeration of tlie sources from which the hulk of the carrying trade of the Northern Pacific Railroad is (Xpc'cttMl to come. .Many items, as important as some of those mentioned, have been omitted ; the case is strong stands. The CliiiMRi) .Iniinial, in nil iutflli({oul lyj.iew ol tlio Pucitii! liailroails, says : The c.'cii^^us rt'tin-iis (if l^-HO jjuve lti(),l U' a'* the sum total of tlio piifmliition of Xebninka, Wvo- iiiiii;,', I'tali, KcMulaiiridCalilovuiii— tlif ili-.trii't now tnivtTsetl hy tlio Union au'l CentMl Piu'itic K.iilniadH. Work was coiiinienccd on I In' roail, a( both ends, in tlio wintei' of iNtix, Between the iv.odaK -iiii'iiJiiin.- l,owiuf{tor,hc war, it is cvideut tlmt the far Westeould not have receivi'd iimiii of an addition loits [wpiilation. Looking hattk now, it is easyto se«' wliy so many of its irieiids, even, iimpliesied tliul linaneially the road wonld l)e a failnre. They rejjarded tiieenter- liri'-e as one of politieal neiM-'Ssity, hiil could sec no money in it. Its route, for the most part, lav I liniuKh a wilderness incap.ih!e of a),'riiMiltiiral settlement. Of the whole nnmher of inhahiunt's :i*po\o given all but !W,Us were in tlie State of California. » « » -» -< » • » > , The earnings of the Central an I I'nion I'aeilie K.iiIroad were Kourleen Millions in 1S70— the ii"l reeo.pt« over operatiuii expenses beinfjin e\eessof Six Millions. In other words, in thefirst \ear 111 its lhro«(;h business itearne lenoufJth o\er and above running expenses to jiaj- six per cKUt. • Ml a lair estimate of its eost. li siv years the Central Paeilic (forming one-half of the throu{;li line) hasearned Ten Millions nvt, iiclng mwrly Six Millions more than the interest on its Bonds iiid all tlie eost of oporating. Six-live iier cent, of this eanio from loeil traftie, and one year only of rhrou;;!! business is inclu l.,- ! uit. I'he authorities of the Central Haeilie estimate the ikrn- iuif- of their road for l'*? 1 at Ten Alillious, and President Thomxs A. Se/>tt, of the Union Paeilic, olaees tile earulHfjs of that road, '.:iis year, M Vine Millions, niikinf; J^I!^,0lW,0uu for the through line from San Franci-iiiiloOmaJia. Of this at least $9,U0iViuu will be net above running expenses, or ■I |)rr cent . on u r.'asouable estimate of the entire cost of the rojid. The lirst in '.jage bonds of the Central I'acitie, bearing six percent, interest, and secured only on the rool ■ now selling at I'i:t. So oppositely to all expectation has the opeMtion of the road turned oiii : Since the eotnm'euex;nient of the Union and Central Pacille, San Francisco has grown from !ijiug a city of sixt,\ thousand inhabitants to be a city of a hundrepnlation of the belt of StaU^s and Territcn'its throu'git which the road runs is only 7^M,27it. .■Vud this number of people, with aid from a portion of Colorado (popnia- ton :tsi,(),sr) furnish business to the Union and Central Paeilic at the rate of Fourteen to Nineteen iiillion dollars per year. This brings up the rather curious question, How many inhabitants are necessary in a given district to make a railway pay? And now comes the Xorthern Paeilii', certainly with grpiiier probabilities of success than were lielore the Union (/'ontral Paeilic. While it eqiials the other in mineral wealth, the country ihrougli which it runs is vastly more in\ it;ng to the farmer. Indeed, testimony shows It to lie 111 s|}ecial ugrieultnral value, licaving out Cidifornia on the Union Central Paeilic, aneuing of the Union and Central Pacific, and only :.':l,.'S'L' less than give support to the latter road now. Including those i«o States, which wduld not be unfair, inasmueh as the Northern Pacific will have in Minessola, with its main and liranch liiu's, over eight hundred miles of road, draining two-thirdnof the entire State-includiug these two States, the tributary population of the Nortliern read in all is ti:'.!!,!:!.;, or 1 7".».:i21 more than were at tir.st reached by the Union Central Paeilic, and ■ inly 1 lH,s:f7 less than '.{Ive aid to it now. liiit the figures gi.en are suggestive. What, principally within the last five years, has added Uio,iioo to the iKipulation of San Francisco? Surely nothing so much as the summons of iron Iciioeking at the Golden Uate. If a I'oad can add 1(10,1)00 people in live years to an exi.sting city, eiiiiiot another one in the wimo time build up a city of 100,uoo,especially if, by reason of its shorter oceanic distance, it is (hnnonstratcdthut it will necessarilv control foreign shipments!' Few doubt tliat if the land lying along the Union Pacific had lieen as available for agriculture a~ the lauds of the Northern I'acilic, the))opuliition along the route would have trel)lo it abs;tlut(.'ly i-erlain that tlie Citrnpauy will receiNc the full aruomit of hind granted. Tile amount of land granted to tin" Xoitliem Pacitii' K'ailroad liy its charter, original and as amended, is about Fifty Millions (,50,000,001)) of acres. Th • grant i> nearly thrrf times as large as the Province of New IJninswiek. jp'lF^ST ^ECTION OF ThT |R,0AD. /a At ;» The lirrit section of the Xortlieni I'acilie Road is in the State of .Minnesota. It conunences at Duhith, on tlu; head of Lake Su- perior, and runs to lied IJiver of the North, a distance of li-').') miles. The following information relating to the State of Minnesota is taken from the IJeport oC the Connuissioncr of Statistics for tliat State, for 1871: Tlie Stiite of Minnesota occupies tlic exact center of the Continent of Norlli Auicrica. It lies midway between tlic Arctic anil Tropic circles— midway Ite- twecn tlic Atlantic and Tacific Oceans— and midway i)otween Hudson's Bay and tlie Gulf of Mexico. It embraces tlie sources of the three vast water systems which reach their Ocean termini ; Nortliward through Hudson's Bay, Eastward tlirough the chain of !,'reat lakes, and Southward via the Mississippi lUvcr. Sou, Anu TninKK.— Three-quarters of the State may be generally describcul as rolling prairie, interspersed with freijuont groves, oak openings, and belts of hard-wood timber, watered by numberless lakes and streams, and covered wiiii warm, dark soil of great fertility. The rest embracing tlic elevated district immediately West of Lake Superior, consists mainly of the rich mineral ranges on its shores, and of tlie pine forests wliicii clotlu; the licad waters of the Mis- sissippi, aflordiiig inexhaustible supplies of lumber. CLIMATE. Its yearly mean temoerature (-14 G-), coincides withtiiat of Central Wiscon- sin, Michigan, Central New York, Southern Vermont, New Hampshire and Maine, and has an annual range from the summer heat of Southern Ohio and Southern rennsylvania, to the Winter cold of Montreal. Sjfow. — Tlie average fall of snow is about six inches, per ntontli. Tlic snow falls in small quantities, at different times, and is rarely blown into drifts, so as to impede travelling. * * * Lon^-, driving snow storms are almost nnknown, and rain seldom falls during the Winter months. Salubrity OF Climatk.— The c'tynesj of the air, the character of the soil, which retains no stagnant pools to send forth poisonous exhalations, the univer- 18 sul luirity iitits watt-r, tlic hciiuty olits sci-nery. ami llic iilinost total absence of t'o^; or mist; tin' brilliaiicy ofits Miii-li^lif, tlio iik'a.singnucceNsion of the Hcnvoiis , all (uiiyii.re In ;;ive .Minuesotiui cliiiiato ut iiiiiivalli'ti salubrity. POl-l'I-ATIOX. Wliiii tlio Territory was orgaiiizeil in 1.SK», tlic population wna 1,057; at the ulosi' of :m;;i— I'O years later— it was l.'iO.dOo! CoMTAiiisoN With Otiiku iSrAiKM.— riie lollowini,' taiile illustrateB the ^I'outli otMinnesota as coiiiparcd witli iliat ol'tlie ailjoiiiing States of Wiscon- sin and low a, I'.uriii:-; tl.e paht ten years : — llOS the > I'Dpulation l'o]iulati()n Absolute Inerease States. V in m\(). in 1S70. increase. per cent. J Wisconsin, 775,.ssl, i,o.-r.,r.5y, 270,678, ;5r.,04. Iowa, tjl,!tl3, 1,11(1,802, .■•)1(;,88!>, 70,">8. Minnesota, ni'.OL'i', •110,000, 2ti7,'.t78, l.">5,78. A«;Riciii,Triii:. — Tcriiaps no single fact exliibits witb f^rcater force tlie extra- ordinary developments of our State tban tiie unprecedented enlargement of lier ciiltivuud area. Tills in 18r)0 was 1,000 acres, in 18(10 it was l;'.3,2(;7 acres ; in 1870, ], 803,010 acres ! In lbi',0 the production of Wheat, Oats and Corn, ollieially reported, was as I'oUuWB : I'roduct, Acres cultivated. Bushels produced. Wlieal, 1,006,007, 117,Ct;o,4G7, Oats, i'7H,4»7, 10,510,9<)J), Corn, 147,587, 4,519,120. A ^joniparis(jn if liio j roducts of Minnesota with those of Iowa and Ohio, as sliown by the Dllkial returns of cacii for tlic yciir 1808, aflbrds the following exhibit of avtr:'.i'es : Jliniiesota. Iowa, Oldo, Wluiit, Oat«, Corn, Itarlcy, llyc, lluckwiiciit, I'otiitoi*. 17,0, 3t;,9, 37,!, -8,5, 19,2, 16,4, 105,9, !t.!l.-,, 28.1, 37,12, 23,07, 13,28, 9,49, 81,01, 11.31, 2;','^6, 34,37, 20,38, 9,30, 10,97, 72,12. In^ten years ending; in 1800, the Wheat crop of New England, New York, rennsylvania and Oliio, decna-ie 1 (!,")00,(00 bushels, while the surplus of Min- nesota lor the year 18C9 al< no was little less than 14,000,000. Hay.— The statistics of the Hay crop of 1800, show a total product of 300,000 tons, witli an average of over two tons per acre, being sixty per cent, more than tile avenijje of Ohio. FnuiT. — Almost all kinds of "sn all fruits" known to the temperate zone are found here in a wild state, while the cultivated varieties generally thrive well. 19 St total iibscnci- (if iunof tliu Kc-abuns , >rni4,Oi7; at the } illuBtrates x\w tiitt'8 ofWidcon- Incr CUiiC per cent. ;'>0,04. 7(i,r)8. l.>5,7«. foiTO tlie extra* largi'inont of Iut 11 ]«70, ],.SGy,iJlG I'l'lJuitcil, was as produced. r,(;i;u,4G7, ),510,9(J!), f,519,120. i¥a and Oliio, as 8 tlie following Votiifut'S. 105,0, ■Sl.Ol, 72,12. ul, New York, iurplus of Min- luct of 300,000 ent. more than leratc zone are y thrive well. I i I Water Power and Manufactures. Watbr 1*oweu. — Mr. Whoelook, Ibnaer Coniuii.s.sioncr of ritati.s- lies, a ;.;eiitlemaii tliorouuhly conversant with the .sulijcet, makes the rollowin<; just statement of the extraordinary nianufacttiring I'acilitios which nature has lavishwl upon this favored State : "Minnesota possessi-s a more ample and ettbctivo water power than New Knglanil. Tlie Falls and Kapida of St. Anthony alone, with a total dcsucnt of 04 feet, afford an available hydraulic capacity, (according to an experienced and competent Engineer), of 120,000 horse-power. This is considerably greater than the whole motive power— steam and water — employed in textile manufac- tures in England in 1N50, and nearly seven times as great as the watcr-powerso employed. * ♦ * This difl\ision of hydraulic power throughout the whole State, is a feature whose value as • n element of developiaent, can scarcely bo over estimated, as it gives every neighborhood the means of manufacturing its own tlour and lumber, and affords the basis of all those numerous local manufactures wliich enter into the industrial economy of every Northern community. * * * A region six times as large as all New England, is yet undeveloped, but al- ready starting on the swift career of the Western growth, and capable of sup- porting many millions of population, is directly dependent upon Minnesota for all the manufactured commodities it may consume. Its position relative to these Northwestern valleys, invests its manufacturing capabilities with an importance greater than those of any other of the interior districts of the Continent For the future manufacture of cotton and woolen fabrics, it has decided advantages of position over New England. The Mississippi River brings it into intimate relations with the sources of the Cotton Supply, and it lies In the midst of the great Wool Zone of the Continent." pj\owTH OF Manufactures. Tlie following' comparative statement illustrates the growth of the State in manufacturing industry during the past decade : No. of Capital Value of [Year,] establishments, invested, annual product. 1860, ,511, )82,320,380, $4,205,208, 1870, 2,037, 11,806,738, 23,301,147. The relative progress of the State in agriculture, population and manufactures in ten years, is thus shown : Increase of cultivated area, 290 per cent. I ncrtjase of population, 155 " " Increase in value of Manufactures, 443. " •' I' I 20 .MiimcHilii liiH oulstripivil nil tlir nllnr SfiilrH, Imtli in (ij^viriiltiirnl ,0rt8.ir>7. Commerce and Navigation. The Connnovoial po'^itiun of Minncsotn is povliniis the fjramU'st nnionp; tlic .States. OcciipyiiiR tlif t-xact CTUtrc of tlii.s Contint'nl and const ilutinjj the wntor sIiimI of its oaslcrn half, thu Steam Xavigation of thivo >j;n'al internal Water SytfteniH terminates here. The liead of liake Snperior, while practically as near the .seaboard as Chicajfo. at Die head of Lake Mkhigan, has the advantages of i)elnK nearly iUtO miles nearer the henrt of those Western area.s, whose exhaust less resources feed tht- vast conimerce of those lakes. Hy this shortcut our trade may avoid the circuitous and exi)eiisive route via Milwaukee and (Jhica<,'o. The necessity of emph)ying which has heretofore stripped us of our f^reat natural advantages and made our position as much worse than that of intervening Stales, as it is more remote than they. The navigation of Lake Superior, which has heretofore been insignillcant. will doubtless experience great expansion, since a direct connection has been achieved with the Railroad system of tho State, while the immense comnserce which will be promoted by the comj)letion of the Northern Pacific Railroad, is sure to .swell it to vast proportions. During the season of 1870, there were ten Steamboals trading with the port of Duluth, with an aggregate tonnage of 7,98.\ prog 11 pleteJ th.- .N Tlij li.'iidl gr'-ati I.M nl tranxl iJ : j^AILF^OADS. After various hindrances arising from tho financial crash of 1857, and other causes, the first mile was finally completed in 18Gl'. T« show at a glance the 21 riiltiirnl ilivilii)!- itifyinj; cn itlfiiri- ctiiriiijx iiuliiHirv, [Tntiotis in tlio 1870. I'.tl,(;77.77nificniit. til III lin,s been L'llSO COlllllJOVCC fic Railroad, is tlifii'e were ten ato toiinapc of BW. and other t a glance the Iim;,'^'"'* xiiini' at'hirxed, it will «iiHli'<' ttt'd loid in o|ii-nitioM, and '.',i|ili| niil<'> addition d proji'i'ti'd in addition to tlu^ NortlH-rn'racilli' Kailroad. The LaUi' Superior and .Mi->.'4i.«'>i|i|ii KnJlroad, nnniiii^ fi'oni St. I'anI to the luail of \,nk>' Sii|M'rior, eonni'dn liic watmof tlif .Mi«>i'(-ijiiii with iIiom- of the •^vfM l.aKi'x. Thin road tni vertex a eoinilry rich in linid'ii- and niinirMl-. It in l.M mill-* InMt'ni^th and mtiri'ly roniiili'li'd, alVurdin;; tin' -liorle-t and liewi iran^il to tlir xfaboard. pDLUTH. Tlio TiMiiik Liiu! of the Nnilln'rii I'sieilit; itoiuLas ])e(oi'o statod, conuiieitcos al.J)iiliitli. Tlio lirst sijitlioii of lli<> road runs to Uod River of jtlic North, anil rrosst-'s it at Far.o«). '["Uo, MiHsi-i^ippi is crossod at IJrainaril. Ex Fiif'iii. CJovt'rnor I>ro«s of the (Jhicxtjo Tiibniv: in ^peak• in<>; of J)iihith, says : — Tiiiir-rniinns(if a railway from St. I'anl,and alxothe laket( rniinus of the .Vorihcrn I'acilic Kailway. Whrn tlic loeationof Dninth was llrst pointed out to the writer, on the ina|i,ha\ in^ stfii il sixteen year-'aj.jo, Ihecost of l)nildinf;' !uleiinati'doid>t beiiutifui Min'Oi.inliiiLjs of oak-liinlitrcd.vi^liiiiy i»n)irii's iImI llie eye of mnn ever rested upon. Detroit iiil.is inn! rdici!!! l.ikr iW' i.iiioiin iIjc lar<^est of liu> nest, and the eniiii'ifiiils hiiM' niready loc.ih d in sor.;,' of I'lr iiiosl cliariiiiufj; spol-< on iheir lionlt'vs, v.liii,' niov" aiv on tlif wny, in;(l ilie ch'.-iiijj ,)f the i>r('Sfiit ,>('iison will find n liw^.' iiu-r"iisi' iil' popuhttion in thf n'yioii oi' Il;i' lake country. Tlie whoh' section of country hercaltout is exii-.'iiicly fertile, liiis wonderfully uiiifonu cliiuati' I'oi' such a hi;;'n l.ililuil.', is, i'or a iiniivi' I'oiui- try, (piite well wooded, ami ^'ood w.itir is (';i>ily olitaiued Ivoiu springs iir.d wells, and fi'oin the hike's iiy thojic who elioos,' to iisi' lak(! water. General, then Captain. Pojx! was connnissiont'd in 1 S Ml to make a typouTaphical survey of nortlnvest(;rn Minnesota. In his- oltioial report to Congres.s he says : — 1 have triri'ersed tJiis territory From norlli to souili, ;! dist;:nee of ."•(•() iiiilis. and with th<' exception of a few swamps, I have not seen one acre of uiuiio- (bietive laud. I know of no couutry on earth where so many adviiiilM;.;vs are invsinted to tlie farmer and miiniifacturer. In this whole extent it^ ])reseiits an almost unbroken le\t'l of rich pruiries, intersected at rij,dit nujjjles by all the heavily-timbered trlluitaries of the Ked Kiver, from the east and west, the Ued Kiver it.self runniuy nearly di:e iu)rtli through its center, and heavily tinil)ereil on both bunks with elm, oak, asli, maple, .Sre. This Viilley, fnnn its \(ist extent, perfect uniformity of surfuce, richness of soil, and iinliiiiiied sujiply of wood and water, is among the finest wheal eoimtries in tlie world.'' Otter Tail Lake is on the line of the Northern Paeifie Roatl, 70 or 80 miles east of the crossinu- at lied River. General Pope says of the region snrroinidinji' this lake: — The v.liolo re;^iou of eouiitiy I'or iil'ty miles in all direetions aroumi iliis lake, is amoui,' tie- mo-'t lieniitiCiil ;ii; (.'uiijiration to (lie nortliwcst: — Till; liind I'tir HH) iiiiK-s ui)rtl\ of TJi'f'ckinvid^t', Jilnii;;' tlu' Red Ilivor and ils iiiliiitiirii-, li;:s Iti'i'ii I'litirily tiikt ii iij) l,;st Miimiic;', iiiid liii.s bceii laryvly set- lifd u\inu. Vm' read of l!0,(M)0 M'ttltv.^^ in IJed l?ivcr Valloy at Hit- close of llic ■.iinmu'r, wlicrc at llie lic^Muninj^ tlicre wore ))Ut lOf) slrafjglin;f residents. We i.'jid of icnnif- of emigrants jKiurinf;- daily by dill'rrenl roads into the country .ilor,;;' llie Noriiiern I'acilic IJailway sometimes as many a.s 200 in one day. 13avai'(l Tavloi". tlic vonowncd tra\-cllcf. iiiidcr date ol Jnlv • •< ml 1S71. Avi'itos an IblloAv.s to the JVcw York 7\'Unine: — 1 liiii )io.-ili\ely a.-siired that .".0,(MIO emigrants are already settled between tile \\vt\ I{;m'1 and Urainard. Tliere tiie Xortliern I'acilic crosses the ^Nfissis- >ipi.i. A uentlenian extensively eii,<>a,u,"ed intlie jnanulaetiu'C of Lnmbcr ill tills Province, visited Minnesota in the autinnn ol' 1871, and selected and piircliased a tract ol" })iiic land on the Crow Winji', near the 'rninlc line ot'lhe Northern Paci lie road, in the central partdl" that State. J £e represents the hnnber as lieino; superior to thiit of the Arcstook District in its palmiest days. The Northern Paeilic RiiilroadConijtany has many thousand acres of tiiulter land, such as is here rofv-rred to, on the eastern end of I heir road. The avcraue prices taken from ollicial sources, at which, the twenty-live leadin2,'lT. S. Land (irant Railroads have thus fia- sold their lands is $7,04-, — the highest average of any C rant ])ein^ Land, in (lie foiitlily, says in Rfd I{ Ivor and it-^ Ijci'U lar;;oly .sel- tllit! (•lost' of llic IK ivsidciitia. AVe !s into till' country 2(10 ill one dny. ■ duto oi Jnly y st'tllod Ixitwofn ■iissi's lilt! ^fi.ssis- ;ure of Lunibor ol' 1S71, and ('row VVinjr, in tlio c'cntral IxM'nu: superior thousand acres eastern end of at Avliidi, the ; thus ffor sold r ( J rant beinji" uuiesota Rail- $7.04 7,08 <5,r)0 .3,()7 4,88. 1),');). Unim- ated anions' e most im- portant places on tiie entire line, because it is situate'l midway between the Ked ami ilimsouri llivers ; is sm-rounded by a splendid agricultural country : will midoubtedly Ih; the Capital of the projjosed Territory of Pemldnii, and the point at which the main line of the 8t. Paul and I'acitic, or Vi 'ona and St. Peter Branch of the Chicago and Nortjiwestern, will form a juncti>)n with tliis. the main line of the Xorthern I'acific. TUK coiKAix. — ci.nrATi;. Leaving James River we csme upon the range or hill.H from wliicli this terri- tory takes its name — the "Coteaux." Althougli they are, as a general thing, very rough and the building of railroads over them would be very expensive, engineers have succeeded in finding an excellent line, and that, too, with a grade of only 40 feet to the mile. From the James to the Missouri, a distance of 1 10 miles, is one great rolling prairie, mi timber being seen, save where the country has bee" protected from lire; ; it is always found there. The descent to the ^fissouri is made down the Valley of Ai)ple Creek. This stream empties into the Missouri nearly oppo- site the mouth of Heart River. As an index to the climate on the prairies be- tween the Red and Jlissouri Rivers, I would say that engineer parties hav(> been working through this section all winter, and living in tents, without dis- comfort. Transportation has been carried on almost entirely on wheels : and "Washington's (22nd February), Birthday was celel)rated by a dinner in tlie open air, and a game of base ball on the top of tlie (!oteaux. Governor Bross in writing of the Red River Valley says : — We were told it is some forty to sixty miles to what maj' be called the high lands on the east, and to the west the valley stretclies a hundred miles or nKU'e, and scarcely any really hilly country can be found east of the Rocky Mountains, The mil ofthf vnlle;/ fill/;/ equalled expect at ion*. It is a dark, rich 27 first of no\l the iMis.soiiri. ilv Line, from riiimiiiii- 700 dated Faruo. try along- the nd the second Thus far the 'lie ffmss tJiiit Kvorld." i ill wiiitli : .soil c, elm iind box- )f tilt; iiuisl iiii- iiy IitUwotMi the ItiiViil country : 'inl)iiiii, and the \> 'oua ami St. ction witli tills. liicli this torri- if(fnoralthi!if<-, v(-vy exponsivt', at, 1.00, with ii IP great i'oIlii)>> protfctod from nade down tlif\ i nearly (jpjio- he prairies bp- iT parlies hav(> ', without dis- 11 wheels : and dinner in the says : — be called the dred miles or of the Rocky is a dark, rich loam, and, as we saw for ourselvps, will produce fine crops of wlieat, oats, bar- ley and potatoes. The grasfes that cover it are very nutritious, as the fat oat tie we saw abundantly testify. The Ijand Commissioner of the United States, in his report in 1870 has the followin. — The bluffs we passed to-day, are upwards of one hundred feet liigli, composed of a mixture of yellow clay and sand, witii many horizon- tal strata of carbonated wood, resemhli'ig pit coal, from one to live feet in dejjth, and scattered tlirougli the bluft' at different elevations, some as higlt as eighty feet above the water. April 15.- - Tiie low grounds on both sides of the river, are extensive, rich, and level. April 10. — The country presents the same ap- pearance of low plains ami meadows on the river, bounded a few miles back, by broken hills, wliichc nd ui /lif/h lewl fertile lamh ; the quantity of timber is, I 28 lio\vfTt>v, incit'iisiiip. * * * Tlirvc i.«, indpcd, I'ttisonto bflievo tliat llie strain of (Villi in tlin liills cause tlio fire, and the appoimnn'o -wliicli tlicy fixliibit «)i' lii'iiig liiii'iicd. Ajn-il 18. — Tlie ooiiiitry prt'Hcntfd tlie u.xiial variety of liijililamls inlorHjiersod with rich plains*. Aitrii 10. — In walking tlimugh the nclKlilioiiriiig plains we i'ound a fertile soil. April -'I. The country was the snmi' dt script ion lis witliin the few last days : we saw immense quantities of huH'ido, elk, fleer, ant«>lope, geese, and some swan and ducks. .\]ml 22. — The usual «p]*earance8 of Coal or carbonated wood, and pumice-stono, still con- 1 iiiue, tile ("oal being of n belter quality, and when burned, affording a /lof, and /nnfuiffjirr, einitting verij littlf sniokc or flaiiir. There an; large herds of deer, elk, buffalo and antelope, in view of us. April 27. — We left the mouth of the Yellowstone. » *f * "On the South a beautifiU plain separates the two riverF. April 29. - Wc are surrounded with deer, elk, buffalo, antelope, and their companions the wolves. * * * There are greater appearances of Coal than we have hitherto seen, the strata of it being in some places, six foet thick, and there are also a strata of burned earth, which are always on the same level with thoss of the coal. May 4. — There are, as usual ; vast quantities of game which are extremely gentle. May 5. — The country like that of yester- day, is Iteautiful in the extreme. -May G. — Tiie country cmitinues level, rich and beautiful ; the low grounds wide, and comparatively with the otiier parts (if the Missouri, well supplied with wood. Mr. J'aul Allen, who prepared the Joanial for the press, and to some extent abridged it, says after date May t» : The party proceeded up the river at the rate of about twenty miles a day, through beautiful and fertile plains, which rose gradually from the low grounds bordering its banks to the heigth of lifty feet, and extends a perfect level, at that elevation, as far in places as the eye could reach. May 11. — The highlands are broken, continues the .Journal, and approach nearer the river than they do below. The soil, how(,'ver, of both liilln and low grounds appears as fertile as that farther down the river : it con- sists of a black looking loam, with a small portion of saiul, which covers the hilh and W/(//.s to the depth of twenty or thirty feet, ami, when thrown into the waier, dissolves as readily as loaf-sugar and effervesces like marl. Lippiiicofs Gazctter, says of Dakota : The greater portion of this Terrritory is Prairie. or a Town that is likely to be built on the Missouri River, on the line of the Northern Pacifie, C. W. Bryan of the Springjidd liepuhlican, thus speaks : The next push af tor leaving the Red River, will be to the bank of the Mis- souri River, where, it is claime 1, the largest town tm the line of road will be liuilt rajiiflly, as soon as the crossing-place of the Missouri shall be designated iiml nuuli; public. Rivoij the if 11. divisil The Western Division of Section number two, runs from the Missouri river, along the valley of the Heart, to the Yellowstone 29 > iK'lievt! Unit (ho .liich tlicy exiiibit usual Miriety of Iking through tho •! country was the .'11 so quantities of icks. Ajn-il 22.— x'-stone, still con- Tordiiig a /lof. and rge herds of deer, the mouth of tiie eimrates tlie two ilo, antelope, and r appearances of le places, six foet ivays oji tile same list quantities of e that of yester- iiues level, rich the otiicr parts y to some extent :) tlie river at the le ]>lains, which le heigth of lifty ilaces as tlie eye he Journal, ami o\vy J. lt»ss IJrowne, in ISCti). pajie 4^7: Mniilanii. the mo.-t nTciitly ipv^aiii/fd nf tlie Tcrritoj'it s nf tlieL'niled States, in s(!Coiid only to Ciliforniti in the pvodtictinu of (mid. linibriieiiip; within its limits ilie r.cii^e nf (he Km Uy Mnuutains, aiiu the headt? of two of liie yrcate.<is respect from the Sierra Nevadas, where jdacer gold ia almost invariably f(Uind in the foot hills. In the nortiiern part of tlie Territory the mountain regions have been i)rospect- ed only sufficiently to prove the existence of OoM. The hostility of the Indians has prevented a thorough exploration, or any permanent working of the mineral dejwsits. 32 VEnnTAUi.K I'nonn TH. In tin- ffrtili- .Hoil ur«11ic vulli-y.-', wliciit, Imrlcy, niul i>atH urow well, iiiui ^^ood vnnt.* ;iro iiniiliiofd. Hyr ami iMickwht'iit winild iil-'o Hourisli, liiit iiidiiiM corn would |>n)l)til)ly fail. I^llatlll!^i ^row in tiu' ^rciilt-.si pt'rfectjoii, and tli»'ir flavor if iiol miiH-riov, is t-qiial to (lia( ol' any in AuRnca. 'I'lu- rcfidftits of .Montana lu'licM' tinit tlicif iiotators an' t«upfrioi' in drynt'f'.'* ami niti'iliiifs.s to any in tiic world, Indand and Cidifornia not t'.vci'plfil. t'l.iMATi:. Tli(> diniatc of .Montana in tln' inuuntninous |)arls it) as cold a.'> that of tin- Nnw Knjfland States. * * * In the Vallcy.s where Ihi' altitude is lens, the clinuile is ndhhT. In L)(!cr Loil^'e and the (iallatin itnd Madison Valleys, stock conlitnies in ^ood condition throughout tiie year, without hay or j^riiin, the ;;rass kein;;' idunidant nearly all the time. .Montinia is a reiuarkaiily healthy country. There se. mis to he no peculiar iliseases incident to the clim- ate. In the towns th(> f;reat nnijority of deaths are either accidental or the result of violence. Third Section. The third Section of the Uoud is aloii*!; the Ycllow.'itono River, in tlie Territory of Montuiiti. The lengUi of (his Soetion will de- fend upon the point at wiiich the river will l)e crossed. It will probably be something' loss than 400 miles. The following' reference to this river is foniul in the Journal of Captains Lewis and Clarke, nnder date 2(Jth April, 1 80.') : The Yellowstone ris' , accord iuf; to Indian itd'orniation, in th" Rocky Moun- tains. Its sources are near those of the Missouri and the I'latte, and it ludy h" navi(j;aled in canoes almo-t to its head. It runs lirst throuj^h a uioiuitainous country, Itut which, in many jiarls is fertile and well linihered ; il then waters a rich, delij^htful land, hroken into valleys and meadows, and well supplied ■with wood and water, till il reaches near the Missouri, open meadows and low grounds, which are siifllcieutly timhered on its honlers. General Reynolds wintered in 18G0 in tlic valley of Deer Creek, tlu'oujrh which the Northern Pacific Road will run. In his report to the II. S. (Jovernment. on his explorations of the Yellov/stone. he says : Throufjhout the whole of the season's nuirdi the subsistence of our animals had been obtained by grazing after we had reached canvp in the afternoon, and for an hour or twti between the dawn of day and our time of starting. The conse(iuence was that when we reached our winter quarter.s there were but few animals in the train that were in condition to have continued the luaroli with- out a generous grain diet. Poorer and more l)roken down creatures it would be difficult to fmd. In the spring all were in as fine a condition for commen- cing another season's work as could be desired. A greater change in their ap- pearance coukl not have bet n produced, even if they hail been grain-fed uiul stable-housed all Avinter. Only one was lost, the furious storm of December 88 comiug on before it liftd >;;aine(l siifflcirnt fitn'iigtli to tndiiiv it. Tlii.'^ fnct, that Beventy t'xliHii!«tLHl aiiiniiiU tiirrifwl nut to winttT on tlio ])li(in.s on tliu tii'itt of November, camo out in tlu' nprin^j in tlif In-st condition, ami witli tlu; Iom of but one, is the moHt forcible connnttntary loan niaku on the quality of tlit> grass and tlie character of \hv wintt-r. Professor Ilayilcii, wlio cxplorod the entire region, with (ienc- ral Reynolds, in his rejmrt to tiie United States War Depart- ment (p. r)9)says: — From the nioutii of the Bi^,' llnni to tiie head 'of tlu' Yoiiowotone, tlie lig- nite beds occupy the \\iin|p country. The liedH are well develoiH'd, and at least 20 t ) .'50 seams are nhowii varying .n thickness from a few inches to 7 feet." Lippineot's Gazetter, refers as follows, to the Yellowstone Valley : Tile long Valley of the Yellowstone River, in the eastern part of .Montana, is reported to lie fertile, and to be bordered on one or two sides by. grand walls of mountain. The valleys of the extensive region between the Yellowstone and the Missouri, are said to be liberally supplied, with running water and forest trees. In reply to inquiries made l>y his former neighbors and friends in Ohio, Governor Potts of Montana wrote the following private letter addressed to Dr. J. Armstrong of Alliance : EXKCUTIVK DKI'.VIlTXtKN'T, MOXTANA TkuIMTOJIV, \j^ Vii-yinitt City, Fehruari/ 17, 1871. Siu: — I have the honor to acknowledge the receipt of your letter of the 0th inst., inquiring about the character and climate of Montana, through which the Northern Pacific Railroad will run. » # » # The Yellowstone valley (along nearly the entire length of which the North- ern Pacific Railroad will pass)^s about 400 miles long by l.')0 miles wide. It contains eight principal valleys, entering the great parent valley of tlie Yellow- .stone, situated midway between the mountains and prairies. Its climate is soft and genial. Its soil is exceedingly fertile, and contains extensive coal fields and numbers of oil springs. The Yellowstone is navigable for light draft boats for 000 miles from its mouth. I am satisfied that this valley is one of the most healthy and productive on this continent, and will furnish homes for at least a million of people. The valleys of tlie Gallatin, Deer Lodge, Jefferson, Bitter Root, and Jocko are equally as productive as the Yellowstone, The average yield of wheat in these valleys is from fifty to sixty bushels per acre, aurl all other cereals in proportion. I have never seen any place that equals this Territory for the production of vegetables. The common yield of potatoes per acre is 400 bushels. The moat valuable land in Montana for agriculture is yet unoccupied. That now midor cultivation la generally close to some mining camp, and was taken up and occu- pied solely because it was near a settlement* 34 Quid uinl .*»ilv(r initiiiiK h very profttnlilp in this Torrilory. MoVf limn Twolvo .Villii>n of iliiriiiK' the \WAi Hciiftin.und tho coming >'''•''' pro'"'-'*''''' to in- the uio?'t protltaMc ininini; fcnfioii »'v»>r known in tho liihtory of Moiitiinii. Lalior Iutp is very HCttrcf, find cimMMpicntly vt'ry liiRli. Couniion day iiiltovm-H nrndily couiniinid from S'» to S') ii diiy, mid nic- chani(•^< fmni SG to $10 per diiy. Kvoni tlu! iM'st infi rintition tlint I can oi)tniii tin- .Nortlii-ni I'liciflc Hailroftd will opon iiji llio riclusl country in nRrirultnnd mid niiiifrnl rsNourcoH on tlii' Aniericun coiilincnt, imd if tho people Kii^^l lunl in Kiiropc could fee the ricli Iftud Kvmit that tho rondlmw its hondn would not ri'iimiii in tlii« ninrket ninoly rtnyp. The roiuincr yoiiv i« Cfrliiinly a propitious lime to cettle in Montana, anil I shall take preiit pleasun; in welfoiiiinp; a M)ldier colony from old Molly Stark. 1 almost forf.;ot to speak of the rliinnte. This winter is said lu he colder than usual, hut I cnn assure ycui that it is not so coM or disanreeahle as Ohio Id th V, making this mountain country healtliiest on the continent. On the hinli mountains snow falls to a greater depth, hut the valleiff! arc ^cnrrely ever ivrrrrr/ wif/i hiioiv. The cattle run at larpe iliirinfi the entire year, and no graiii or ha> is fed them, yet they como out in the spring as fat as thel)est stall-fed cattle in Ohio. Our meat market here is pujiplied with heef driven in from the herd, and ! can a^^surc you the meat is hettcr than 1 ever saw in Oliio. In my haste I may Imvo omitted to state many things you and your friends may want to know. If so, I shall he glad to answer any (luestious you pound. proj) Very trnly your; B. I'. rOTTS. The Land Commisaionor oPtlic United States, in hi.s report for 1870, on page 131, says of Ea.stern Montana: The climate is much milder than the latitude, and ilevution would seem to indicate, and the soil is unsurpassed for i)roductiveness. A large extent of country in this region is under cultivation. Wheat is reported l ., ield 50 bushels to the acre, cats 75 to 100 bushels, and jxnatoe.s" from 300 lO 400 bush- els to the acre, while garden vegetables have a mannuoth growth. In the Helena Dailt/ Herald, Montana, of March 21st, 1872, is the foUowintj^ item : Mr. Sparks, just returned from tho Muscle Shell Valley, where he has been during the winter, says the snow is very light there, and the cattle have had no difficulty in getting plenty of grass tho entire winter. Quincy A. Scott, describing the Yellowstone Valley, says : Some of the other valleys are beautiful. This is grand. It abounds in mag- nificent scenery, most excellent farm-sites, and water-powers. The soil is very rich and fertile, timber very convenient, coal and iron cropping out in abun- dance at different points, and at others evidence of rich deposits of copper, while the sun'omiding mountains are full of gold and silver-bearing quartt. 35 lin[)ortuiil testimony iM^Iatiiic; to the Yollowstono valley, from a New Hruuswlckcr. who n'turnod from Montana, in ISOM, and who is now euj;aH;cJ in u commeixial house in this City, he says : — Our piirfy ron.si.'^tiMl nf Mixtv-ri^'lit, with iiliout Iwi'iity \vuf:fons. Wf Mturtcd from Onmlia, in Muy IHtu;, dihI struck Ww pDwdi-r Uivir, west uf tlic Uliick llillrt, iiliniit 1(H) iiiilt'K frnm wlifMv it ciittTti tlm Yillowsldtii", or miy So iiii|,>Hin II 'titnci', Hdiui'tiiiiis iiDrtli luwanl the Villuw.-lnui', til olhiTi', .snulhwurd t4) tiut lUMuiiiaiiit*. The country triivorsi'ilhy U.S was nliuost an iiniiiferru/ifril nalnnil inmiluii', tilt' soil f(U' ut'arly tlie \shnh' way was ihirk, rich, and very fertile, avcragiufj threo to four fi-rt, and w)UU'tinji'> r-'iu'liiufj six or m-vimi fci'' in lliicknt-mi. Prospect iiiK for 111 incrals as Wf joiirucyi'd, miil cros^inj^ on an avera^ic linif-a- dozoti wtivaius a day, wc Inul (,;oik1 oiiportunitics for ohMcrvin;; tho diaracter and deptli of soil. A uunihcr of our party iiicliidin;,^ myself, liaviufj heoii Itroufjfht up on farms, we were coiitiiiuidly discussiiit,' the H^M•icultllnd ciipa- bilitics of the r(uintry, we estiniatt d tlial liio grass, which was iiji to tho bodies of our cattle, would yield two tons per acre, and so nutritious wa» it, we con- cluded that iin animal would do a> well on it alone, as it would on New Druns- wick Timothy, with four quarts of oats per day additional. We found gold and other minerals all aloiii^ our route, (iold was in jiayinu quantities in many localities, hut the iinfriemlliiiess of the Indians prevented our permanently mining it. K.\'iiurieiiced minors, of wiioni we had several in our party, werw of opinion that the entire country abounds in minerals, especially in gold. Wo were constantly iu view of limber to the southward, while northward, toward the Yellowstone, as far as the t ye could reacli, the country resembled that we passed over. We were but twico alis, siir- vounded on ilie east«!vn bido by inii^'niticcnt fm-cstH of pine, \\r, cediir, i*t('., sur- ])as.siu)Jt any forests elstjwhovo to bu found on the GJulm, in tlio qimntity and ([irilitv of the timber. Numerous settlements already exist at difterent j/oints, •generally where saw mills could be conveniently located, adjacent to the valu- able timber tracts, and with their piers so arranjied tiiat the Jarpjest ocean ships can lie there in perfect safety, at ail times, and receive their carfjoes of lunil)er directly from tiie mills. Tlie facilities for the greatest lumber trade the world lias ever known are here. There is not any wliere else on the globe to be foimd an unoccupied field for the establishment and permanent suj»port of a new great city, such as should form the terminus of a Continental Railroad, uniting the waters of the Pacific jmd Atlantic by the shortest lino between tlie great I'uget Sound indentation of the coast in the west, and the Lake Superior indentation of the coast on the east. Between these extreme j)oiiits the distance bj* a direct line is only about 1,- .'J"»0 miles; being thirty degrees of longitude of forty-five miles to each degi'ee, between the latitude of 4G'' and 48." * » ♦ It iscertain that tlie soil where these vast forests now grow is remarkably prolifii\ And if at some period in the future when numerous tlourisiiing cities shall have grown np with the growth of this Pacific (Joust, the timber should be exiiausted, a bountifid Provi- denco has stored up for the use of the coming generations an abimdant supply of coal, an article which is tlie basis of most of the wealth of Great Britain, and whicli, more than any single product of the mines, has enabled the United States to take her present stand among the nations. J. Ross Browne, in his report on 574th and following pages, ^ays: From the cascade range to the Pacific, comprising about one half o "^'ashing- ton Territory, the surface is densely covered with tlie finest forest ,,cowth in tlie world; some of the trees, straight as an arrow, are 400 feet in height, and 14 feet in diameter near the ground. Varieties of the fir predominate inter- spersed with spruce, liemlock, tamarack, white cedar, maple, asli, white oak, and on some of the mountain slojjes white pine. Washington Territory has a climate excelled only liy that of California. We know not wiiere to point to such a ramification of inland navigation, save in tli(! British possessions to the northward. For depth of wat.n-, boldness of ap- proaches, freedom from hidilen dangers, and tlieiium(>asureable sea of gigantic timber coming down to the very shores, these waters ai'e luisurpassed, unap- proachable. Ship Buii.dixu.— Tiie abundance of timlier, coal, water power, and iron ore in the vicinity of navigable waters, together with fine liariiors, large saw mills, temperate climate, and natural facilities for manufacturing cordage, all clearly indicate that the Puget S(jund country will soon occupy a prominent position in ship building. FiaH. -With no rivalry from the east or elsewhere, with abundai.ce of fish, unfre * * Of the sixteen winters pass in this Terri- tory, the writer has known but three so sc\ ere as to render it essential to house and feed stock. 44 Coal.— Tlif appearance of veins and outcvuppiu^B of coal in nliuuHt i-vi'iv section of the Territory west of the Cascade mountains, iiulieates itn \t'iy giMu- ral distribution and inexhaustive supply, (ieo. (Jibbs, favorably known tn the scientific world, thus alludes to the universality of coal indioatinns : "T!ic whole of tliis formation has been considered by jijeolofiislu as tertiary, and the coal as not belonging to the true coal. Be this as it may, its value for econo- mical jmrpoaes is nuquestionable." * * * The formation connncncfs lit tlu- Columbia River, where lignite or brown coal is found in thin seaius. und ex- tends continuously northward to a great distance, the (|uality of tlu' coal im- proving in that direction. Mr. Gibbs also says : The " I'attle Claim" lins upon it a vein 11 feet thick." Sto-lc-ava-mah Coal. — A specimen of this coal was sent by Connnoilort' C. W. Skinner, United States Navy, to Professor Walter F{. Johnson, for analy- sis. That distinguished chemist thus speaks of it : "It seems to be one of the finest American coals which I have yet seen. It has a specific gravity of 1,31.5, and will weigh, in the merchantable state, from r>i to iM pounds per cubic foot, according to size of lumps, and will retpdre on board a steamer about 42^ feet of space to stow one gross ton. it is of bril- liant lustre, wholly free from liability to soil. It is comjwsed of : Volatile matter, 4{)M; Fixed Carbon, .56.84; Eailny matter, :.'.«( » Skattlk Mine. — A shaft is being sunk, which will reach the coal at the depth of 70 feet, from the mouth of which, by a chute, the coal can be directly laden into scows or barges. The vein at the croppings is 23 feet thick, mostly clean, pure coal, mixed with dirt on the sides, but to all appearances free from slate or sulphur. No analysis has been made, but smith's who have used it prononnce it superior foi- their puri)0se8 to any coal obtainable on this coast, though inferior to the Cumberland. It burns up very clean, leaving nothing but a clear white ash, with no clinkers. Lake Washington Coal Firlds.— Rev. Geo. F. AVhitworth, a gentleman of scientific culture, thus speaks of these mines : The coal is remarkably clean, is a jet black, and as we advance along the seam is becoming much harder. Some of it seems to he nearly as hard as An- thracite. It burns with a clear flame, does not emit the black smoke so com- mon to other coals on the coast, and so far as tried it is pronounced superior for purposes of steam. Its heating power seems to be very great. It burns uj) thoroughly, making no clinkers, and leaving a very small portion of ashes. In speaking of one of these mines opened in this locality, Mr. Whitworth says : There are four seams, two of five feet each and two of nine feet each, makinj;- in all '28 feet of pure coal. J. L. A regular correspondent of the St. John '•' Evening Globe," in a letter dated at Seattle and published in that paper 21st June, 1870, says of the Washington Coal Fields: At the south east end of this Lake, 3 miles from the shore, are found some of the largest beds of Coal in North America. It is said to be inexhaustible in quantity and of superior (piality. It is generally used here and gives the best of satisfaction. he savs in the same Of the lumber of Washington Territory, letter : I have seen lumber containing '2i)0 M. to the acre, and 100 M. to the acre is common. Iii fact what we call good timber land will average 100 M. to the aore. In Xt'w Brunswick where we could get 7 or 8 M. to the acre, we called it good land, and in Wisconsin and Michigan, I believe, the timber land averages about 12 M. to the aor». 45 Mr. Brown concludes liis report on tlic Coal fields of Wasliiug- ton Territory as follows : That llien- is <,'oo(l roiil iiiiiversally diffiist'd, in (|iiantities inoxliaiistibU. and ^fencrally accfssible for tranHiiovtation, wmnut be doubtt^d. The U. rf. Land Commissioner, lion. Joseph S. Wilson, in his report for lH(jf), said : Tlie Ndrtht'vn I'acilic! nfVcrs a pretty safe fjiiarnntee npainst those forniidahio obstructions from snow which the more soutliern route luis already experienced. The uned resources of this Company are attracting tlio attention of capitalists, its huuh'd subsidy is double tiial of the L'nion Pacific Road. Coni- l)anitiv( ly a very small portion of this line runs throuf^fh an elevated region, (joviii'uor Stevens | who repeatedly passed over the route of the Northern Pacific Railroad, and studied it in all its asp(>cts | was of the opinion that»*«^ more than mie-fifth of the land from Red Hirer fx I'ni/ei Sound in ununited to cultivation, and that thin fifth inlarf/el)/ mude up of tnounta>.iK covered with hunch ijrasH and vahie- id)le tiinfte'r and filled with preciom metaln. It is evident that an immense agri- cultural area is here awaiting developnu'ut. The gi'eat wheat-growing regions on the left bank of the Upper Massouri promise speedy settlement upon the opening of iin avenue tV)r the transportation of their i)roducts to market. Hach section of l!ie Road as it is completed, will, from local trafHc alone, find ample returns for its investnu'ut. The Neio Yorh World in a long article on the Northern Pacific Railroad, refcrcd to its land grant as follows : — Doubtless this road will be a great benetit to the region through whicli .'t passes, opening it nj) to immigration and enterprise ; but although it is now loo late to ^jrotest against .-uch an enormous grant, it may be (piestioned whether it is a right policy to lavish empires on private corporations. It of course in- sures the rei)ayment of the money invested in building this road, for while there is not a single' case on record of the first mortgage bonds of one of our large railroads not being met at maturity, it xeemx an if it xrere beyond the limits of dishonesti/ or maladministration to imperil the honds secured hij this fjrant. P osT OF Road, W. Milnor Roberts, in his special Report of Reconnoisance of the Route of the Northern Pacific Railroad, estimated the cost at $42,638 per mile. My limited spa ^e will not admit of giving more than a brief extract, the report tself will bo cheerfully fur- nished on application. He says : — In making this estimate, T assume that the graded road-bed, bridges, culverts, etc., are to be such as we fmd on our tirst-class roads ; and that the track is to be thoroughly constructed, with rails of sixty pounds per lineal yard, put to- gether with the most imin-oved joint-ties, and completely ballasted with gi'avel or broken stone. **♦*****♦ The highest gi-ound encountered between Lake Superior and the Missouri river, at the mouth of the Yellowstone, is only 2.300 feet above the sea, the low summit of the Rocky Mountains is but little over r)000 feet, and the Bozeman pass, through the Belt range, is assumed to be about WX) feet lower. The height of the country upon which the line ie traced, and upon which my esti- 4(1 niati! of coHl is busfd, mny Ik- npproxiinutL'ly wlalixl llnis, Id'^^iiining at Laki- Superior, K'J'"K westward : — Mlli^i*. Average height aboTt' tlio Hu*. To Dakota viillcy ;«Mt l'J(H> iVit. Vt'llowstoiii' riviT ;i(H» ]>)>(¥) •• Aloiiu Yfllow.stoiii', -KKI '-'(MX) " Flntlifa'.lvMll.'y .*«)() ;5.-)(Ki '• Lowis or Himkfc river 2(M) 3(M)() " rujjct Sound, TiOO 401.) " Fiako Superior to Tugot Sound via Portland, . .'-'(KXl [Direct line, 177") | Compare tliis witli tlio proflJcs of tlio flni.^hed line of (lie I'uion find Cinir.il I'acitlc Fioadc. i'rojMn'ly, tin- ci)nii)ai'iHon slioiildlie uiisde trom Cliicai^'o — dw <'astorii ternunuson iiiike .AFicliigan.of the Omiilii' line. Tliere are oij that route, approximately, as follows: — Fr(>m Chicago Miles. A\(!i'Hfc'c liciglit iibove tlitSca. To Omaha filH) KKMlfeot. Near C'hevunne, :•!•'. .'i-'MMt " Cooper's,.". 87 I'M) " F'romontorv F'oint 48-J (;l'(JO " lFund)oldt,'. 4(i(i 47')0 " Fleno, I.'{!i 4m) « Auburn 4.". 4-MK) " Sacrame-uo, ;;•,• vm " San FranciHCO l.T> fii* *■ Chicap) to San Franrisco •J41(> On the Northern Pacific line there need be Imt two princi]jal sumniil>, whilst on the other there are four : the lowe.nt of which i.s aboiil a tliousaud feet higher than tlie highest on the northern route. *i|i iti >|i 4< III >ti4< In conclusion, I would state as tlie vosidi of tliesp exploratiohs and investi- gations, after much reflection, and fully appreciating the responsiliility de- volved up(m nil! as the I'^ngiueer selected by you for the duty, that the North- ern Pacific Railroad route, with the land grant secured to the Company by the Government, possesses great intrinsic value, and will be, as a whole, a renuirk- ahly favorable line in all important respects; a line which, if judiciously located, honestly constructed, and properly administered, will pay within a few years a fair dividend on its cost. I had aiiprohensions thi'.t per.-onal in- vestigations might disclose material or possi1)ly vital errors in some of the anticipations induced by lormer Reports. Tlie result, however, has been in the other direction"; and I am constrained by the facts to present an estimate of cost essentially lov.'er than those jweviously submitted by t]u> able Chief Eugineei", and I offer it confidently as reasenable and reliable. Chapx^ef^ AND Mortgage. SyNOPIS of the pHAF^ER. The leading provisions of the Charter of the Northern Pacific Railroad, as amended to the present date (February, 1871), are as follows : 1. The Northern I'acific Railroad Company is authorized to construct, oper- ate, and own a continuous Railroad and Telegraph line, "beginning at a point on Lake Superior, in the State of iFinnesota or AVisconsin ; thence westerlj- by the most eligible railway route, as shall be determined by the Company, with- in the teiTitory of the United States, on a line north of the forty-fifth degi-ee of latitude, to some point on Piiget Sound," via the valley of the Columbia River, with a branch " from some convenient point on its main trunk line," across the Cascade Mountains to Puget Sound. 47 II. In aiil of tlic work, tlio clmiti r gniiits to tlio (Jumniiiiy 20 ftltcrniilo 8«»c- tioiiH, or I'J.ftfX) iicivs, (if pulilic lanil, lo tMcli milt! oi ilniMu'ti truck, tlirou^'li tlin StiitrB tnivt'ix'd, luvl m altcrii itt> ft-ctiDUs, or !.'"',()<> hicn',~i, per iiiilf, llirnii^^li the Territories. This grant of laml applies to tlie cliarttMvd lirancli of the NorlluTii I'ai'illi! Koiui as well aM to tlie trunk line. The ciiarter also K'ninl.s ri^lit of way, li)(> feet in wiiltli, for hoth main line anil hranch, throuwli the pnblic (lonuiin, and the pri\ ilej^'e of taking, free of cost, from the (ioveninietit lands adjacent to the Koad. idl lutce-oary construction material. Iri/ii and coal lands are cxprcsaly emhraced within tlie terms of the fjrant. ill. As often as 'Ja <'onseciilivi' miles of the Koad are completed, "in a good, BulKStantittl, worknumlike ninnnt r," sui h tini.slied portion is to bce.xttmiiicd atui approved liy three I'onimission.'rs, ajipointed hy the I'resi.leat, and thereiipoti patents are t(» he issiieij traa-^rerriui? and contirniiug to the Hail road Company till' lands of the ^rant corresimndin;,' to, ami couterminouH with, .»tnch com- plelod section. IJy the operation of the Charter and the (leneral Mortgage, such (iovcrniuent patents \est a )»erfict title to the hinds of thcdruntin llie Trustees of the .\l(irtgMge, who represent the holders of tho l)onds now hcing negotiated. The Koad is to he in all regards llrst class; the rails are to he made from American i.-on and American (U'e ; and the Company isprohihitod fnun cliarging the I'liited States higher rates for lranspi)rtation than are clnvr- goil to imiivicluals. IV. The (io\ernment is to cause lo he sur\eyed the lands for forty niili's in width on both sides of tin' line (»!' the J^oad, as fast as this shall he rendered nocessary hy the coiisiructiou of the traid<. On the Company's* tiling a map of its intended route Ihvouglnuiy State or Territory, tho lands eml)racoil in the Grant are to ho withdrawn from market, and thereafter will not be liahlo to sale, entry, or iiro-eniption, wlirtlwr mtrrpycd or niiMiniei/ed ; nml the altt-rnate sections bidonging to tlie (iovernment cannot he sold at less than .S2."i0 per ncro. The usual authi>rity is given the Company to aj)iiropriate a right of way through private landi hy compi'Usaling owners therefor. V. The charter provides that at lea>t 25 milesof that portion of tho Iloud between Portland (Oregon) and I'liget Sound, shall he comi)leted hy .January I, 1872, and at least 40 miles each year thoroafti^r until the entire Iload, from Lake Superior to I'ugct Sound, shall he completed. VI. The charter (as amended hy Ai-t of Congress api>roved May 31st, 1870) expressly authorizes and empowers the Niu'thern I'acitic Kailroad Company to issue its bonds to aid in the construction and eiiuipment of its Road, and ti> secure siich bonds by mortgage on its property of all kinds and descriptions, real, personal, and mixed, inc'.uiling its franchise as a corporation. It is also provided that, as proof and notice of its legal execution and effectual delivery, said Mortgage shall he filed and recorded in the ofHce of the Secretary of the Interiiu". [Xotc, The Mortgag' has heeii thus tiled and recimled.] The mat- ter of tho title to Indian lands, if any, embraced within the Grant, is to bo ad- justed bp the Government in a mnniu^' satisfactorj- to the Indians ; and in all stages of its progress, the policy of the Northern Pacific Ilailroad Corporation will ho one of entire friendliiioss to tlie natives of the plains. as ^YNOPia OF THE pENER\L /VlOl^TGAt'.E. The General Mortgage authorized by the charter, and executed hy the Xorth- ern Pacific Railroad t'ompany for the security of the holders of its First Mort- gage Bonds, is dated July I, 1870. It is clmwn with the utmost care, and everj^ provision has been embraced in it which could add to the security of the bond- holder. I. It convoys to two trustee?, ilessrs. Jay Cooke and J. Edgar Thomson, all the property "and rights of projierty of the Northern Pacific Railroad Company, including : 1. The Road-bed and track, as fast as constructed, of the tnnik line and all authorized branches. 2. All rolling stock and other equipments ; all engine-houses, niachiae-shoi)P, depots, water stations, and other buildings. 48 M. Tlitt (ther jiroperty now owned or here- ul'tcr to l)f acijuired Ity the Northern I'acitic Kailroad Coniimny. II. The .Mort^ajje i)rovidesthat all the jtropery named altove. and all moneys xriHin^ from the sole ttf the td to the ])aynient of the Company's First Mort^a^e Bonds, principal and mterest, as tiiey sliall become due, and siiall he promptly ajipliuu to tiiat pur- pose by the Trustees, in cast* of any default by the Itiiilroad t'onipany. III. Tile Kailroad Comimny shall have the ri^ht at all times to contract for the sale of portions of the lands of the (irant, at jn'ices to be apjn'oved by the Ti'ustees. (but at not less than S2.r>(l per acre) ; and tiik i'H0n;i;i>8 ov all SALKM OK LANDS, WHKTUEH IN lASH, llONDH, Oil OTIII'.R KlU tniTIi;S, SIIALLPK iiKPOHiTKi) WITH THK Tiii'HTiiKs, and upon the payment to the Trustees of the j)roceed8 of such sale or sales, the Trustees shall and will uiak(* a full and clear