I Conservative. e xperienced. responsible estt^blished 1s81. KIMBERLEY, STRYKER & MANLEY REAL ESTATE. Our list of property is complete in every class of Real Estate at Duluth, West DuUith and West Superior. Business and Residence Property, improved and unimproved; Acre Tracts for Platting or of cheaper quality; Dock Property, the choicest and best localities for wholesale and jobbing houses, also for coal docks aiid manufacturing purposes. Parfcicular pfctentiDTi EivBn to InvBsfcmBnts for Koti-Rbsi dents. We have placed several hundred thousand dollars for them in First Mortgage Loans and Real Estate. In Real Estate Investments we have two plans: First— We buy for them, securing the best bargains possible with perfect title, making no charge for buying but the jisual commission when sold, carefully attending to their interests, collecting rents, paying taxes, etc. Second — We buy on "Investment Con- tract," charging no commission for buying or selling, but guaranteeing the principal and 8 per cent interest, and receiving for our compensation onehnlf of the net profits. Property taken in name of parties furnishing the money, they running no risk whatever, being sure to receive their money, with 8 per cent interest, and also one half of the net profits. Send for copy of this contract. By applying to our references- the value of our guaranty can be ascertained. FIRST MORTGAGE LOANS. We loan on improved inside real estate with 7 to 8 per cent interest, payable semi-annually, net to lender. We approve application only where the property, upon personal examination, is unquestionably .worth double the sum asked on a CASH basis, and the party borrowing worthy and entitled to credit. Our loans average about 33 per cent of the value of security. A certified abstract of title, with cortificates as to judgments and taxes (all other liens being shown on abstract) together with the written opinion of a competent and re- sponsible attorney showing perfect title, required with each loan ; also insurance policy with mortgage clause attached. Loan is closed by execution of note or bond (with coupons for semi-annual interest), and mortgage in accordance with the laws of Minnesota. All papers are sent to mortgagee. Principal and interest payable with New York Exchange in Gold or its equivalent. All expenses, including recording mortgage, are paid by the borrower. The insurance usually written to cover life of loan. Wfe see that it is always kept in force, also that the taxes and assessments are paid each year Our form of mortgage covers every point. Send for copies of form used. In a business of nearly eight years duration at Duluth no person has lost a cent of principal or interest. We desire thorough inquiry as to our methods and reputation as careful, conservative business men. Bemember, Duluth is one of the most permaneiitly prosperous cities in the United States, and therefore one of the safest in which to invest, cither in loans or realty, and that real estate is very low here. FIRE INSURANCE. Eleven of the leading American and Foreign companies represented. We Invite Correspondence and will be pleased to answer all inquiries. Pamphlets, circulars, etc., about Duluth sent free upon application. References: American Exchange Bank and Duluth Union National Bank, Duluth, Minn.: First National Bank, Towanda, Pa., (onr Mr. Stryker was connected with this bank for over eleven years) ; Rev. J. S. Stewart, D. D., Towanda, Pa.; Hon. Joseph Powell, Custom Horse, Philadelphia, Pa.; Hon. J. K. Newell, Wyalusing, Pa. ; Q. W. Wellington, ^Banker, Corning, N. Y. ; Hon I. Luther Spencer, President First National Bank, Suffield, Conn.; Thos. W. Ripley, 138 Congress street, Boston, Mass.; Hon. John S. Morgan, County Judge, Rochester, N. Y. KIMBERLEY, STRYKER & MANLEY j OFFICE: 5 and 6 Duluth National Bank BIdg., ■ Duluth, Minn. THIRD ILLUSTRATED ANNUAL EDITION OF THE DULUTH DAILY NEWS V 1880. An Historical and Statistical Review of DUL^UTH The Metropolis of the Northwest. ITS PAST, PRESENT AND FUTURE. A Compendium of Fads Illustrated with Orig inal Engravings. DULUTII, MINN.: DuLUTH News Co., Printers and Binders. 1889. (.5 77/ PREFACE. T is with great pride and satisfaction that we pre- sent this, the Third Annual Edition of the News to our readers; pride, which finds its justifica- tion in the record of Duluth's progress, making the publication of the Annual possible — satis- faction, arising from success and the cordial and liberal encouragement accorded our efforts. The facts and figures are for the year 1888 only and have been gathered and compiled as carefully as possi- ble. In many instances no official records were avail- able, as for instance the building statistics, which could be gathered only by a careful visit from house to house, so that if anything, the figures given will fall below^ the actual amount of money expended. In every case the figures are official, unless otherwise stated; estimates have been avoided so far as possible, and when given were made conservative. Typographically we have tried to maintain the high standard which has added so much to the success of the Annual in former years. The book proper is free from any advertisement whatso- ever, though a careful perusal of the advertising pages will be found profitable as well as interesting. The introductory article is from the pen of Wm. F. Phelps, Secretary of the Duluth Chamber of Commerce. Most of the illustrations are from the drawings of Mr. John H. Parrott, New York City. And thus we leave the Third News Annual to the judgment of the thoughtful reader. The facts here presented merely indicate the future, the record of which will be presented in the News Annuals as the years roll by. Respectfully, The Duluth News Co. ■I TABLE OF CONTENTS. SUBJECTS. Page A Great Trade Center--Inland Points not Trade Centers— Pertinent Illustrations — First Movement of Population— Duluth and Chicago— Strategic Position— Second Move- ment of Population— Improvement of Water- ways— The Lower Lakes— Two Kival Water- ivay Systems— An American System De- manded—The East India Trade— Effect of these Conditions— Influence of Railway De- velopment—Systems Compared— The Duluth System— A Striking Contrast— The Harbor of Duluth— Its Enormous Capacity — Appli- ances for Rapid Handling of Freight- Du- luth"s Terminal System— General Summary —Growth of Population— Conclusion Duluth's Railway System— Influence of Water Courses— Railways and Waterways— The Mis- take of the Railways— Turning of the Tide— Duluth, South Shore & Atlantic— Change of Front— St Paul, Minneapolis & Manitoba- Interesting Discoveries— Eastern Minnesota — Noithern Steamship Line— Meaning of the Change- Forecasting the Future— Northern Pacific— ISIanitoba & Northwestern— Wiscon- sin Division— Undeveloped Territory— Du- luth & Iron Range- Duluth & Winnipeg — Winnipeg & Southeastern- Duluth, Red Wing & Southern— St. Paul & Duluth— Chi- cago, St. Paul, Minneapolis & Omaha— Wis- consin Central— Milwaukee, Lake Shore & Western— Duluth Terminal Railway— Record Page. 97-100 31-32 115-116 5-20 of 1888 Summed Up-A Look Ahead-Rail- road Freight Traffic— An Odious Comparison —Total Mileage and New Construction - - .55-91 Agricultural Resources 33.34 Banks and Banking-Duluth Clearing House 105-106 Building and Improvements— Storm Sewers- Sanitary Sewers— Summary of Public Im- provements—Railway, Marine and Ware- hou.ses— Dwellings and Bu.siness Blocks Coal Trade Educational Interests Elevators 27-28 Pin, Fur and Feathers 117-118 Grain Trade - - 109-111 Jobbing Trade 1^3 Lumber Industry— The Cut of 1888— Estimate for 18S9— Logging Railroads— Miscellaneous .37-40 Manufactures— Duluth Iron & Steel Co.— Min- nesota Car Works -Imperial Flour Mill.s— J. B. Adams Co.— Miscellaneous - - - 49-52 Marine Trade-Ship Building at Duluth - 121-122 Milling Interests 103-104 Mineral Resoiwces— The Tower Mine- Chan- dler Mine— More Valuable Deposits— Future Development— Gogebic Range - - - 43-46 Miscellaneous — Eleemo.synary Institutions— Postoffice 124 Real Estate 93-94 Social Features 112 Suburban Duluth— T he East End— West End -Park Point 21-25 LIST OF ILLUSTRATIONS. American Exchange Building - - . . Board of Trade Building Buckingham Row Canal - - Chamber of Commerce Building City Hall Davis Building Down at the Boom Duluth Iron & Steel Works Duluth Union National Bank Building - Elevator E— Union Improvement and Ele- vator Company Franklin aud Lincoln Schools - - . - Grand Opera House Imperial Mill - - - - - - - Lake Superior Evevator and Union Im- provement & Elevator Co.'s Systems - Lester Park Hotel Marine Block Masonic Temple ...... Minnesota Car Co.'s Works .... Map of Chicago. St. Paul, Minneapolis & Omaha railway Map of Duluth, South Shore & Atlantic Railway Map of Eastern Minnesota Railway Map of Milwaukee, Lake Shore & Western Railway - Map of Northern Pacific Railway - 19 110 45 16 59 83 103 37 47 65 107 113 119 101 26 23 123 53 80 Page. Map of St. Paul & Duluth, Duluth & Iron Range aud Duluth & Winnipeg Railroads 56 Map of St. Paul, Minneapolis & Manitoba Railway • . - gg Map of Terminal Railway 89 Map of Wisconsin Central Railway - - 63 Map of Vermilion Range n Map Showing Banning's Line - - - . 7 Map Showing Duluth's Central Position - - 18 O'Brien & Knowlton Block - - . _ q Odd Fellows Hall 93 Oueota School ...... 05 Palladio Building 71 Pastoret-Stenson Block - - . . . 29 Pastoret Terrace 31 Pilgrim Congregational Church - - - 95 Quarrjing on St. Louis River - - - - 44 Residence of H. H.Bell ----- 17 Residence of M . J. Forbes 33 Residence of A. B. McLean - - - - 50 Residence of E. P. Alexander, Jr. - - - 112 Residence of E. L. Bradley - . - . jog Salter Row g Scene on the Docks 13 Scene on the Docks 35 Scene on Miller's Creek 39 Spalding House 41 Two of Duluths' School Buildings ... 115 United States Fish Hatcheiy - - - - 117 L.IST OF ADVERTISERS. Alexander, Edward P., real estate - American Exchange Bank Bell & Ej-ster's Bank Boggs, James A., real estate Boyce & Totman, druggists Clague & Prindle, real estate, loans Cochran & Walsh, mortgage loans - Coffin & Warner, real estate Cutler & Gilbert, lime and salt Donnell & Co., C. R., real estate - Duluth South Shore & Atlantic Ry - Duluth Union National Bank Duluth News Co., publishers, binders Eaton, Fred R., real estate Field & Co., C. A., real estate, ins'ce Grady, C.Powell, real estate - Graves & Co., C. H., real estate Gridley & Mishler, real estate - Hall & Co., bankers Harris Bros., I'eal estate Hawkes & Co., T. B., commission merchants Holgate & DeVey, real estate Howard & Davis, loans and invest'ts Hunter, J. C. & R. M., real estate Hunti-ess & Brown, pine lauds - Joerns & Co. W. G., real estate Kaiser, Wm., real estate - Kimberley, Stryker & Manley, real estate, loans - - - -pi cov Kingman, A. L., real estate - - iv Lakeside Land Co., London addition xxiv Lake Superior Elevator Co. - - xii LaVaque, John H., paints, oils, etc. xxi Leland, G. A., real estate - - - xi Logic, John H., real estate - - vii Page iv xvi xvi vi vii xxiii xi ix iii xix xii xiv XX iii ii - xxii p4 cov - xxiii xxii xiv XVlll iii xvi p3cov xiii iv - xxiii Long, Herman E., real estate - Lovett & Co., C. E., real estate McKinley, John, pine & iron lands - McKinley, Wm., real estate, loans - McLean & Crawford, iron works McMillen & Stebbins, architects Mendenhall & Hoopes, real estate Merchants National Bank - Morison & Macfarlane, real estate Myers & Whipple, insurance Northwestern Land and Loan Co, in- surance and loans, - - - - Paine & Lardner, bankers Pruden, A. M., real estate Pryor, W. A., abstractor Rice, S. L., civil engineer - Ronayne & Mathews, real estate - Sargent, W. C, coul and wood - Sai-gent, Wm. C, real estate, Schiller, Charles, Cigars and tobacco Scott, D. W., real estate - Sherwood & Co., W. C, real estate, Stewart & Britts, bankers, Strickland & Co., W. P., real estate Swain & Todd, contractors, builders Tedford, Frank I., real estate - Traphagen, O. G., architect - Triggs & Kennedy, real estate - Union Improvement and Elevator Co. Upham, N. J., loans and real estate Vermilion Iron Journal . Wells-Stone Mercantile Co., groceries and hardware Whiteley, Calvin, civil engineer - Yeager, W. S., real estate - Young, O. L., attorney - Page V viii ii ii xix xiii xiv xvii XV xi V xvii iii xxi xiii ii xxiii xxii xi xiii i xvii X X xxiii V ix xii vii xxii xviii xviii V xxiii A Great Trade Center. HE growth of great trade centers must follow, but cannot precede, the development of the tributary country from which they derive their support. Thus, the New York and Chicago, the Boston, Baltimore, and Philadelphia of to- day would not have been possible fifty years ago. They have been made what they are through the natural advan- tages of their geographical positions, sup- plemented by the support given them through the progress of the great agricul- tural and mineral regions penetrated by the railway lines, whose traffic comes to them to be exchanged for the tonnage received from the commercial pathways of the high seas. Indeed, the conjunction of these land and water lines, stretching over vast spaces, reaching for the varied products of diflferent and distant lands, and people of diverse wants and pursuits, seems to be essential to the development of commer- cial cities of the first class. Geographical positions, affording commanding natural advantages must be joined to equally impoi'tant artificial conditions, created and fostered through the intelligence and en- terprise of man, in order to secure those elements of permanent growth which have created the imperial cities that have wielded the scepter of commercial suprem- acy over large areas and through long periods of time. Inland Points This seems to be the law of the development of great trade centers. A careful examination of the loca- tion and history of existing centers with the causes that have built them up will verify this proposition. It is manifest, therefoi'e, that no mere in- land points, depending mainly upon rail- way transportation can in any prope Not Trade Centers. sense, become permanent trade centers. They may be prosperous for a time, through proximity to rich agricultural, lumbering and mining regions, joined to the fav- oritism of discriminating railway rates, but the laws of nature and of trade will, sooner or later, assert their sway, and the true centers will be found at the points where the long lines of land and water traffic con- verge, and the reciprocal exchanges of pro- ducts and commodities between distant regions are finally eflFected. Pertinent Illustrations. In the light of these simple yet comprehensive truths, it is not diflBcult to discern the causes of the rise and progress of the great cities of the world, where the exchanges of the world are carried on. New York could by no possibility have been what she is in any spot less favored by nature. The same may be said of Philadelphia, Baltimore, Boston, Bufi'alo and Chicago. They are the outgrowths of the advantages of their fortunate geographical positions at points where vast systems of exchanges between distant and highly productive regions must necessarily occur, involving a great concentration of population, wealth, enterprise, and the innumerable activities of civilized life. First Move- The westward tide of immigration first flowed along the line south of the great lakes, to the rich plains of the central states, Ohio, Indiana, Illinois, Missouri, Kansas and adja- cent communities. In its onward sweep, involving the development of the mag- nificent resources of these regions, the prosperous cities of Buftalo, Cleveland, Toledo, Detroit, Chicago, Omaha and Kansas City, arose like magic out of the trackless forest and the virgin prairie. Of this chain of cities, Chicago ia ment of Population. 6 THE D UL UTH BAIL Y NE WS the miracle of modern trade centers, due to its more commanding geographical position . A clear understanding of the strategic importance of Duluth and Chicage as com- mercial centers demands that the geographical relations of the great lakes, near whose headwaters they respec- tively stand, should be brought into view. A glance at any correct map of the United States will show that Lake Supe- Duluth and Chi- cago — Stiat - egic Position. southwest, vastly increasing the area of its tributary territory in that direction. If a straight line be drawn uniting the two cities, and this line be bisected by another, commencing near the eastern end of Lake Superior and extending southwestwardly to the Gulf of California, near the tw^enty- seventh parallel, this latter line will I'epre- sent with geometrical exactness, all points equidistant from Duluth and Chicago resjjectively. Hence, all places north of this line will belong, legitimately, to THE O BRINE A- KNOWLTON BLOCK. rior lies along the parallels and Michigan on the meridians. The two are, therefore, at right angles to each other. Superior, however, extends three hundi^ed miles far- ther west than Michigan, giving to the tributary territory of the former the result- ing advantages of three hundred miles mox'e of deep water navigation westward than the latter possesses. The opposite shores of Lake Superior for more than half its length, bearing to the west by south, converge at Duluth in such a manner as to point, like the "finger of destiny" to the Duluth's tributary belt. This fact is today shaping and controlling the railway devel- opment of the country northwest of the line described. All roads in this vast region are now pointing toward Duluth as their ultimate objective, because they thus secure the shortest, and therefore the cheapest line to deep water navigation. By virtue of the relative positions of the two lakes, moreover, the distance of these two cities from the eastern seaboard by water, is practically the same. While a vessel from Chicago is traversing the length THE DULUTH DAILY NEWS of Lake Michigan to the north, the Duluth ship is moving directly on its eastward course, and the two will be substantially together some where near the head of Lake Huron, and will thus have the chance of an equal race to Buftalo. Second Move- '^^^ development of the country between Lake Su- perior and the Pacific Ocean is a compai'atively recent merit of Population. movement. It did not fairly commence until after the construction of the Northern Pacific railway was inaugurated. With the progress of that great enterprise and others of a similar chai'acter, notably the St. Paul, commerce of these regions in its eastward flow has sought deep water navigation at Lake Superior on the shortest and most direct line. The development of a new and commanding trade center at Duluth, on the extreme western limit of the chain of lakes has been, and is thus compelled by force of its splendid geographical position, the movement of population along its con- tiguous parallels, and the opening up of the magnificent grain fields, rich mineral regions and extensive forest areas stretch- ing along the grand portage between the great lake and the Pacific Ocean at Puget Sound. This wonderful movement has THE SALTER ROW. Minneapolis & Manitoba, and the Canadain Pacific systems, the influx of immigration has been immense, and the settlement of the extended area of agricultural and min- eral territory, comprising the states of Minnesota and Oregon, the territories of Dakota, Montana, Idaho and Washington, and the provinces of Manitoba and the Canadian Northwest, has advanced with a rapidity quite unprecedented, and the been powerfully promoted by the govern- ment improvement of the water-way con- necting Lake Superior with the lower lakes along the St. Mary's river. It will be still further reinforced by the construction of the new railway lines south of Lake Superior, giving a new and shorter route to the eastern seaboai'd, and by roads from Man- itcjsa, now projected and being built to the\city of Duluth. ILLUSTRATED ANNUAL EDITION Improvement The diflference in eleva- tion between Lakes Supe- of the rior and Huron is nearly Waterways, ^^^r^nty feet, eighteen and five-tenths feet of which is at St. Mary's falls where a canal 5,400 feet long has been constructed, with an immense lock, having a lift of eigh- teen feet, a length of 515 feet, and a depth of sixteen feet, allowing vessels of more than 2,000 tons register to pass freely between the upper and lower levels of the chain of lakes. Further improvements, on a gigantic scale, have been projected and are now in progress, under the au- thority of the United States government, by which the capacity of the canal and its approaches will be increased to correspond with the rapid growth of the already vast commerce of Lake Superior. The canal is to be deepened and otherwise perfected, another lock, 800 feet long, 100 feet wide, with twenty-one feet depth of water on the miter sills, is being constructed, and the approach from below- is to be shortened by improving Hay Lake channel, thus effecting a saving of eleven miles in distance over the present detour through Lake George in Briti.sh Territory, the navigation of which is impracticable at night. With the com- pletion of these works, which will cost the government about $7,000,000, the capacity of the vessels navigating Lake Superior will be greatly increased, and its commerce will be augmented with the development of the country, beyond all present power of com])utation. According to official government statis- tics, thirty-three per cent of thcA^essels and forty per cent of the tonnage passing through St. Mary's canal into Lake Supe- rior are engaged in the Duluth trade. It is therefore clear that the improvement of the great waterway must exert a powerful influence upon the growth of this new commercial center so rapidly advancing to the front rank of great western cities. f. Another factor of prime ine . . , f — miportance m the future Lower Lakes, ^^^^^^^j^ ^^ j^^^^^^^j^ j^ ^^^ gradual yet comprehensive improvement of the canals connecting the lower lakes and the river systems leading to the eastern seaboard. These canals are being con- stantly widened and deepened to admit of the passage of vessels of greatly increased tonnage, and there is no reasonable dovibt that this work of enlargement will go on until ships drawing twenty feet of water and carrying three to four thousand tons burden will, within a comparatively few years, be al>le to float with their immense cai'goes from Duluth "unvexed to the sea", and thence to the commercial marts of the old world. In this work it must be confessed that our Canadian neighbors, with no more than a tithe of our population and re- sources, are at present in the lead. They have a well defined system of these water- ways, including the Welland canal, con- necting Lakes Erie and Ontario, and othei's overcoming the obstructions in the St. Lawrence river. With them it is only a question of further enlargement and in- crease of capacity when their vessels of the first class will be able to reach the open sea. In our own case we can boast only of the St. Mai-y's Falls canal, now undergoing enlargement, admitting ships drawing twenty feet of water, and the improvement by dredging to the requisite depth of Hay Lake channel, and the St. Clair flats. Two Rival There are thus likely to — TT" be two rival systems, the Waterway ^ .. , Canadian and our own. Systems, q^^. j^^^^. ^^^^ ^.j^j ^^ ^j^g construction of a canal around the falls of Niagai-a. A project looking to the inaug- uration of this colossal undertaking has been outlined by a provision in the river and harbor bill of the present session, for the survey and estimate of the cost of a "waterway around Niagara Falls, of capa- city and facilities suflicient to float mer- chant ships, and ships of w^ar of modern build, drawing twenty feet of water, said waterway to commence in a navigable part of Niagjvra river, in Niagara county, at or near Tonawanda, New York, and to end in the navigable waters of said river below said falls, or in navigable waters connected therewith." An American The completion of a dis- — - — : tinctively American sys- Siistem y . ,. — tem of communication Demanded. ^^^^^i^ further necessitate the enlargement of the canals from Oswego 10 THE D UL UTH BAIL Y NE WS to Syracuse, and thence to the Hudson river, to a capacity sufficient for ships of twenty feet draught. In the absence of this achievement, so important to the con- tinued commercial supremacy of the city of New York, vessels would find their direct pathway from the head of Lake Superior to the ocean via the St. Lawrence river, and thence to the leading ports on both sides of the Atlantic without break- ing bulk. This would be virtually equiva- lent to an extension of an arm of the sea to the heai-t of the North American conti- nent. With the enormous growth in pop- ulation and wealth •sure to be realized in the future of this great Northwest, the opening of this system of waterways is no idle dream of the imagination, but, on the contrary, will surely become an impera- tive necessity and an accomplished fact. The natural resources of this region, almost continental in extent, including every variety of agricultural, mineral and other products, have as yet been no more than touched by the magic wand of industrial enterprise. Not five per cent of the arable land, including the most wonderful grain belt in the world, and extending far into the valley of the Saskatchewan and the Canadian Northwest for more than a thousand miles, is yet under cultivation, although already being penetrated by rail- ways aiming at the head of Lake Superior as the nearest and most accessible point for reaching deep water navigation. Not one per cent of our varied and inexhaus- tible mineral deposits has yet been uncov- ered. Sandstone, slate, granite, iron, cop- per, lead, silver and gold in quantities beyond the power of estimate exist in the regions bordering upon this great inland sea. Billions of feet of valuable timber still remain standing in the forests that skirt its silent shores. The East India ^or shonld the recogni- tion of another fact of great importance in its bearing upon the future of this citj^ be omitted here. As has been aptly expressed, Duluth is in the pathway of emi)ire. It is on the transcontinental line that connects, by the shortest route, the navigable waters of the great lakes with those of the Pacific ocean. This results not only from the Trade. peculiar conformation and Indentation of the "arms of the sea" at each extremity, but from the diminution in the length of the degrees of latitude. In the able report of Edwin F. Johnston, Esq., the first engineer in chief of the Northern Pacific railway, it was shown that the distance from Puget Sound to the principal Atlantic seaports is 600 miles less than from San Francisco to the same points. It was also shown that, owing to the direction of the marine currents between the coasts of Eastern Asia and Western North America, eastward bound vessels were borne in a northerly direction to the shores of Oregon and Washington, whence they were obliged to make their way south- ward to San Francisco, at a loss of several hundred miles in the voyage. It is thus made to appear that the pathway of com- mei'ce from China, Japan and the East Indies is determined by natural conditions and that it lies along the parallels that embrace the belt traversed by this great railway system and its related transporta- tion lines leading to the eastern seaboard. It is a law of commercial intercourse beyond dispute, that traffic will eventually seek the shortest route between the points of production and distribution. The sav- ing of a few days of time, or even a mod- erate reduction in the rates of freight and insurance have often destroyed old trade centers and created new ones. Now it is clear that these facts bear a close relation to the question of the transportation of goods and merchandise from the East Indies to the commercial marts of both sides of the Atlantic. It is already a com- mon event for cargoes of tea and other East India products destined to New York, Boston and Philadelphia, to reach those cities by way of Puget Sound, the Northern Pacific railway and its eastern connections. While this paragraph is being revised the following statement clipped from a dally paper of October 9, furnishes a for- cible illustration of the point under con- sideration. "The sailing vessel, George S. Homer arrived at Tacoma on Saturday with a cargo of tea, having made the remarkably fast trip of thirty days from Yokahama. The mall which left Yoka- hama three days later b.y steamship, with MAP OF THE VERMILION RANGE. 12 THE D UL UTH DA IL Y NE WS the papers relatinpf to the cargo, arrived in St. Paul on Satui-day after the vessel arrived at Tacoma. The tea will be shijjped east over tlie Northern Pacific." It is also a fact of no little significance that for two years past the daily tonnage passing through St. Mary's Falls canal has exceeded that of the Suez canal, from which it would appear that even the East India trade, that great prize, for which the commercial nations have, for centuries contended, has begun to move along the shortest line. As our facilities for trans- portation upon lake, land and sea are per- fected along this "shortest route" it is not a violent presumption thatDuluth will feel the influence of this powerful movement, and be carried forward to a corresponding degree of growth and prosjierity. Effect of With such possibilities of geographical i)osition, agri- cultural, timber and min- eral products, and with the steadily rising wave of population com- posed of hardy, resolute and enterprising men sweeping over the hills and plains of the Northwest, delving in its mines, level- ing its forests, cultivating its now waste places and opening a track for the iron horse across the vast areas, what mind can conceive, or who can estimate the pro- digies of growth that must come to the cities along this wonderful "pathway of empire" and especially to that one which holds the key to the entire situation at the head of the great lakes? Influence Of Another prominent factor in the problem under dis- cussion is the railway situa- tion. Where deep water these Conditions. Railway Development. navigation ends, there adequate land trans- portation must begin. Where the immense tonnage of the lakes seeks the best avail- able point for distribution, there the rail- way system must converge and will con- verge, because railways, as well as steam ships are built for the business of trans- portation, each in their respective spheres. It is primarily the lake trade that has built up Buflfalo, Cleveland, Detroit and Chicago. It is the lake business that has drawn the railway systems to these pros- perous cities. It is the I'eciprocal influence of both that has given to these commercial centers their manufacturing plants, their jobbing houses, their strong financial insti- tutions, their schools, churches, libraries, homes, and indeed all the adjuncts of their advanced civilization. What, therefore, the steam ships and the railways haA^e done for the cities named, they will do for Duluth, in as much greater measure as her natural advantages and resources exceed theirs. Sustems Since, as has been shown, „ , Duluth and Chicago has '- each its tributary belt by virtue of its closer proximity, so each must have its railway system reaching out into that territory. The Chicago system is already developed in its salient features and is far advanced toward completion. But a few years since it was the ambition of all railroads in the Northwest to reach Chicago. The consequence is that that city is today the center of the most extensive network of railways in the United States. This is simply the result of her command- ing position near the head of Lake Michi- gan, making her the receiving and distri- buting point of a great extent of agricul- tural, mining and lumbering territory, lying along and between Lake Michigan, the Ohio river and the Rocky mountains. Through the stimulus of its system of lake and rail transportation, Chicago has built up immense manufacturing and jobbing industi'ies and accumulated a population approximating 800,000 souls. What the joint action of these causes has done for Chicago, it will do for Duluth, whose situa- tion and natural advantages are even more commanding than those of the Lake Mich- igan metropolis. In the wheat trade Duluth now leads Chicago, while for its raw materials, particularly its iron ore and lumber, the latter is receiving its supplies largely from the mines and mills of the Lake Superior region. The Duluth '^^^'^ Duluth railway sys- _ tem is as yet but roughly outlined. It embraces three if not four Pacific trunk lines, one of which, the Northern Pacific, with numer- ous lateral feeders, is completed to Puget Soiuid and Portland, Oregon, and embraces 3,183 miles of completed track. The St. Paul, Minneapolis & Manitoba railway. ILLUSTRATED ANNUAL EDITION. 15 with its many branches traversing the rich- est portions of Minnesota, Dakota and Montana, is completed from Duluth to Helena, and is pushing forward to the Pacific with Seattle as its probable objec- tive point. It now operates nearly 3,000 miles of road. The Canadian Pacific, in close alliance with the Duluth, South Shore & Atlantic I'ailway, 409 miles long, has already inaugurated traffic arrange- ments with Duluth, and within a few weeks will be running through passenger trains from the Zenith city to the eastern seaboard. It is well understood that this powerful corporation will soon build to a connection with its main line at or near Winnipeg on the west. The indications point to an early connection between Duluth and the Union Pacific railway, at Denver, Colorado, which is nearer the head of Lake Superior than to Chicago by at least 125 miles. Besides these Pacific lines, built and being built to a connection with Duluth, there are the St. Paul & Duluth railway and branches, 235 miles, connecting the twin cities with Duluth; the Duluth & Iron Range, 115 miles, running along the north shore of Lake Superior, to Two Harbors, thence across the divide to Lake Vermilion and Ely, through the famous iron regions of Minnesota; the Chicago, St. Paul, Min- neapolis & Omaha, and Chicago & North- western allied lines, with over 7,000 miles of trackage, connecting Duluth with the cities of Chicago, St. Paul, Minneapolis, Omaha and intermediate points; the Duluth, South Shore & Atlantic, from Duluth to Sault St. Marie, with a branch to St. Ignace, on the Straits of Mackinaw, where it connects with the New York Cen- tral system through the Detroit & Mack- inaw; the Wisconsin Central, 507 n>iles, and the Milwaukee, Lake Shore & Western, 470 miles, the two latter entering Duluth on the Northern Pacific tracks, making a total of nine railways, with an aggregate trackage of 12,514 miles of main line and branches. The new and important roads being built and others projected and certain to be con- structed, are perhaps more than double the number now in actual operation. Of the former, the Duluth, Red Wing & South- ern, from the head of the lake to Sioux City, Iowa, and thence to a connection with the Union Pacific, the Port Arthur, Duluth & Southwestern, and the Duluth & Winnipeg are among the most important. The first will open the famous corn belt to the Duluth trade, the second will further develop the iron and silver regions of the north shore, while the latter will form a short line to the wheal fields of the great valley of the Saskatchewan in the Cana- dian Northwest, giving that country an outlet by way of Duluth and its dual trans- portation system to the markets of the world. With the i-apid growth of population and consequent development of the country embraced in the Lake Superior tributary belt, its railway system must necessarily be expanded until it shall become adequate to meet all the requirements of the situa- tion. What these requirements are likely to be, may best be determined by an estimate of the area, the resources, and the wants of the countrj' when it shall reach a den- sity of population equal to some of the older states not equal to it in productive powei-s. A Strikinq Massachusetts, for in- ~ ~ stance, has probably the '- biest developed railway system of any state in the union. She has a greater ratio of mile- age to area than any other common- wealth. Her area is 7,800 square miles, her railway mileage at the close 'of 1887 was 2,531 miles and her population by the census of 1880 was 1,780,085. But Minne- sota has more than ten times the area, pro- ductive power and natural resources of Massachusetts. Hence, when in the future she shall become as densely populated and as well served with the means of transpor- tation as the latter state, she will have not less than 25,000 miles of railway and 17,- 000,000 inhabitants. And again, Dakota has more than twenty times the area and productive capacity of Massachusetts. It may therefore be assumed that the future railway mileage and population of these two contiguous communities will surpass those of the old Bay State to an extent equal at least to the preponderance of their size and resources, and their trans- portation system must ever continue to 16 THE DULUTH DAILY NEWS gravitate to and focus at the head of navi- gation on the greatest of the chain of lakes. Were Minnesota and Dakota today in pos- session of the same rehitive population and railwaj^ mileage as Massachusetts, they would aggregate not less than 60,000,000 people and 70,000 miles of railway. What effect such a state of facts would have upon the destinies of the Zenith City may well be left for the arithmetical faculty of the reader to determine. If he has a disposi- tion further to forestall the possible events of the coming years let him carefuUj- calcu- late the area of the remaining territory whose proximity to Duluth brings it clearly within its tributary domain, give it dalles of the St. Louis river, twelve miles distant. The lower bay comprises three square miles of waterway within the estab- lished dock lines between Rice's and Min- nesota Points, all available, when the improvements shall have been completed, for navigation and anchorage to vessels of the largest class. St. Louis bay, between Rice's and Grassy Points, forms a second- ary harbor for four miles. The whole har- bor system affords a perfect refuge against storms and abundant room for the mercan- tile marine of the entire chain of lakes. Duluth harbor proper is easily and safely entered from the lake through a ship canal neai'ly three hundred feet wide and fifteen THE HARBOR ENTRY. a density of population and railway mile- age relatively equal to those of Massachu- setts and he can revel at will in the stern logic of figures more expressive than those of rhetoric, and of truths the realization of which will be more strange than the reve- lations of the wildest dreams of romance. The enumeration of the many and varied natural advantages of Duluth as a The Harbor of Duluth. commercial metropolis would be radically incomplete without some reference to its capacious and wonderful harbor, for this is its crowning excellence. It embraces a series of bays and river-i'eaches from Min- nesota Point, which shields it from the storms of the lake, nearly to the foot of the hundred feet long, running nearly parallel with the north shore. The canal is perfectly straight, in line with the track of vessels coming up the lakes, and has a depth of nearly twenty-five feet, which is stead- ily maintained by the ebb and flow of the current between the lake and the har- bor. Its Enormous ^ome conception of the — ' ■ magnitude of the facilities — — afforded to vessels navigat- ing these waters may be formed from a consideration of the following figures show- ing the length of dock lines, kindly fur- nished by Major James B. Quinn, of the United States Engineers, in charge of the harbor improvements. These figures in- ILLUSTRATED ANNUAL EDITION. 17 dicate, of course, the frontage of the docks, on the waters of bay and slip: Miles. From the canal to the termination of the legal dock line near Grassy Point, the dis- tance is 10 Length of dock face 70.9 80.9 Along Minnesota Point. Length of dock line 6.27 Length of dock face 35.21 41.48 Total length of dock line and face in Dnluth harbor, 122. :i8 Total length of dock line and face in Supe- rior harbor 63. .36 Total dock line and face between Minnesota and Grassy Points on both sides of the bay 186.24 RESIDENCE OF H. H. BELL. Appliances for Rapid Hand- linq of Freight. One more fact relating to the superb advantages of the dual transportation sys- tem of Duluth yet remains to be pointed out, and that is the wonder- ful perfection of the appliances for the rapid handling of the luillions of tons of heav}' freight exchanged here. The eleva- tors, coal docks and warehouses are all constructed on the most liberal and com- prehensive scale. The machinery for mov- ing freight of every description, and par- ticularly coal and grain, is of the latest and most approved designs known to the carry- ing trade. The discharge and receipt of heavy cargoes is but the work of hours, and not infrequently of minutes, and the great ships are enabled without delay to unload, reload, and dei)art on the day of arrival. A few examples of this expeditious work will suffice to illustrate the point under consid- eration. The schooner "David Dows," the largest of her kind on the lakes, arrived at Duluth on a certain Friday night. At 7 a. m. of the following day she held a cargo of 2,100 tons of coal at the Ohio Central coal docks. At 7 p. m. she had unloaded, clean- ed her hold, taken on board 78,000 bushels of wheat and was as ready to sail. The "Iron Duke" arrived "light" one day at 3 p. m. and at 5 p. m. the ves- sel cleared with 50,000 bushels of wheat for Buffalo. The steamer "Australian" and con- sort, a sailing vessel, arrived in like manner at 3:30 p. m. and cleared at 8 p. m., the former with 75,000 bushels of wheat and the latter with 52,000 bush- els, or an aggregate of 127,000 bushels, all being the work of four and one-half hours. Such results as these are believed to be without precedent any- where. They are in keeping with the comprehensive and colossal scale upon which Na- ture has laid out her work in this wonderful region. In the presence of such facts, human enterprise is compelled, as it were, to devise and execute its plans in harmony with the great types that are ever before it. Duluth' s ^* '"^ necessary corollai-y of the comprehensive rail- way development in pro- gress as outliued and fore- shadowed hereiii, with Duluth for the objective point, it is pertinent to observe that a system_of Terminals has been laid out within and near the city, for the accommodation of such roads as may here- after seek an entrance thereto. These ter- minals will give all roads access on cheap and equal terms to the docks, warehouses. Terminal System. ILLUSTRATED ANNUAL EDITION. 19 manufacturing establishments and jobbing houses in the city, furnishing side tracks and free switching privileges to the latter in the mutual exchange of freights des- tined for shipment either by rail or lake. Work on the terminal railway will be so far advanced as to make it (luite generally available by the opening of the ensuing spring. It provides for elevated tracks THE EXCHANGE BUILDING. from the point of entry into the city to the Union ilepot for the passenger traffic, and a sui'face system upon which to conduct the immense freight business between the numei'ous railways on the one hand, and the docks, manufactories and jobbing houses on the other. This important enterprise was inaug- urated by the public spirited citizens of Duluth, with a supreme regai'd to the gen- eral welfare of the city as a whole. The franchises granted by the city council and by private citizens free of cost, while lib- eral in scope, are yet such as carefully to guard the interests of the people against all en- croachments of corporate selfish- ness and greed. This important en- terprise is justly regarded as finally settling the ques- tion of the future ofDululhasagreat railway center, be- cause it renders communication with the city throughout its en- tire business por- tions both easy and inexpensive, in the face of what have by many hereto • fore been regarded as insurmountable natural obstacles. The superficial no- tion that because the point of a bold rocky ridge pro- jects itself toward the front near the center of the city site there is room for neither rail- ways nor popula- tion is too absurd to need refutation. The ridge will soon be surmounted by a system of rapid transit, which will cover the plateau with beautitiul homes, attractive parks and bou- levards, and that which has been regarded as an obstacle to the progress of the city will be universally looked upon as one 20 THE D UL UTH BAIL Y NE WS of its most desirable and enchauting fea- tures. It has been the aim in the preceding discussion to present in as concise yet General Summary. comprehensive form as possible the nat- ural advantages and conditions that jus- tify the conviction entertained by thoughtful men that Duluth must within a few years become one of the great trade centers of the Northwest and of the United States. The geographical position, the ex- tent of tributary country, the variety and abundance of natural resources, the dual transportation system by rail and lake, the capacious harbor, complete terminal facilities and perfect ai:>pliances for the prompt transfer of the enormous tonnage received and distributed here, all combine to justify the conviction, and foreshadow a result that seems as inevitable as any future event can be. But it is neither irrelevant nor improper to reinforce this array of facts with the testimony of that which the past few years have brought to light as the result of the cii-cumstances and conditions herein summarized. The marvelous growth of Duluth within the last half of the present decade is not an accident. Its causes are as clear as the light of day. They are efficient and per- manent — not for a day, but for all time. What they have done they will continue to do with a steadily increasing momentum. The census of 1880 gave the then village of Duluth a population of 3,470. The Growth of Population. state census of 1885 gave it in round num- bers 18,000 peojile. Estimates based upon carefully collected directory returns in 1886 indicated 22,000 inhabitants, in 1887, 30,000, and during the present year 37,406, the multiple employed being less than three. Duluth became a city under a charter granted by the legislature in 1887. The next national census, to be taken in 1890, will doubtless substantially verify these estimates. Conclusion. ^"^ '^ ''^ unnecessary to multiply statistics further. The foregoing have been cited merely to verify and emphasize the conclusions enunciated in the preceding discussion. The copious statistical abstracts exhibiting the wonderful growth of Duluth in respect to its commercial, manufacturing, financial and general municipal interests given in their appropriate places in another part of the Annual will be found f ulh" to justify the conclusions enumerated in the preceding discussion. A careful examination and comparison of these statements will, we lieve satisfy the most skeptical reader that they represent only the modest beginnings of a social and commercial movement that is to pulsate to and fro like a mighty and irresistible wave across the continent and the encircling oceans, gathering added volume and strength with the lapse of years, peopling the plains, the forests and the mines with brave, hardy and I'esolute pioneers, who will develop the varied re- sources, build up happy homes, erect busy industi'ial establishments, construct lines of communication, organize schools and churches, carry with them every where the benign blessings of a free and enlightened government, and exemplify a civilization such as is enjoyed by no other nation on the earth. Wm. F. Phelps. Suburban Duluth. Two years ago the expression "sub- urban Dulntli" would have met with an incredulous smile. Now seventy trains per day are required to caiTy passengers to and fro between the outlying sections of the city, the adja- cent towns and the city's business cen- ter. The throngs which pour out of these subui'ban trains as they draw into the Union depot are a constant source of wonderment to the stranger and a mat- ter of constant surprise to the old settler who cannot for the life of him believe Duluth has made so great sti'ides and of right assumed such metropolitan greatness as to have such an appendage as a suburb. But when one steps aboard an out-bound suburban train and visits the stations along its route, he is no longer surprised at the number of people who travel on these trains, but is amazed beyond measure to see the wonderful development which has taken place in so short a time. The Searcher for a sub- urb takes a Duluth & Iron Kange suburban train, and is whirled past great blocks of brick and stone; past warehouses; through railroad yards crowded with countless freight cars from many climes; past the slips of the broad harbor, where great steamships give up their vast cargoes or are loaded deep with the products of fertile prairie or prosperous mine or forest wild; — on he goes, to the right the dark blue placid waters of Lake Superior stretch far away; to the left the hillside covered with the homes of a prosperous people. Five minutes and he is at Endion. Ten minutes more he is at New London one of the loveliest spots for suburban homes in all the Northwest. New London was platted many years ago by men whose faith in Duluth has since been justified. It is a beautiful plateau, rock bound on its lake front and stretching The East End. away from the lake for some two miles, with a linely gi'aduated ascent sufficient to atlbrd excellent drainage. All during the summer and fall of 1888 the mason's trowel and the carpenter's hammer have tilled the air with their gladsome sounds, and here have grown up, almost by magic, one thinks who has not seen the place for a few months, many cozy and beautiful homes. The growth of New London has been extraoi'dinary in 1888, but it promises to be much greater in the coming jear. But the traveler cannot stop here. He is whirled along for another mile, where the laughing waters of Lester river come tumbling down over crag and boulder to meet the waters of the lake. Here the gov- ernment has this year caused to be erected one of the finest fish hatcheries in the country, which is to replenish the streams and lakes of the Northwest with the finny tribes that have been all too ruthlessly exterminated. Away to the west of Lester river toward New London is Lester Park, which the Lakeside Land Company, who own both tracts, is fast putting into shape, and where, as soon as spring opens, an ele- gant summer hotel for tourists is to be erected. Beautiful in situation, endowed by nature with many advantages, capital and labor promise to make of New Lon- don one of the most favored spots in the New Noi'thwest. The East End has its alluring attractions, too, for the seeker after pleasure, rest and health. Difi'erent from the western sub- urbs, but not less beautiful, is the grand site and surroundings of the new hotel going up at Lester Park. Here, too, na- ture has scattered her favors with lavish hand o'er river, forest and glen, and he he who is "Slave to no sect, who takes no narrow road, But looks through nature up to nature's God," can hei-e find scope for his soul's fullest en- THE DULUTH DAILY NEWS joyment. The winding roads that lead one up hill and down dale, through Endion and New London, along the wild leaping Ches- ter Creek, giving glimpses of the city, the lake and its shipping, and often the beauti- ful mirage of the opposite shores, that floats on the clouds for a moment like a greeting from our neighbors over the baj^, affords one of the views for which Duluth is famous. The Msh hatchery on Lester river will be an additional object of great interest. The large hotel is to be a model of its kind, affording all the comforts and pleasures and less of tlie discomforts of the eastern summer resorts. Here the "hay-fever brig- ade" may tind the balm in Gilead, a sur- cease from sorrow and pain, for no aching head, no aching lungs, no aching heart can long resist the magnetism of the glorious scenes and the bracing air that Duluth of- fers to all. And yet another. Take the Park Point street railway that runs down the long narrow strip known as Minnesota Point, and which forms the breakwater of the largest natural harbor in the world. Here where the breezes are never at rest, where the waves are seldom still, and cut off from the busy world by the waters of the great unsalted sea, one may rest in peace, and, sheltered by the waving pines, swing in his hammock and watch the white winged ships float by and dream of "The mariuer who first unfurled, An Eastern banner o'er the Western world, And taught mankind where future empires lay, In these fair confines of descending day." jfjg The Searcher returns to 1^ "TZ , the Union depot with his '• ideas somewhat broadened. He leaves his train, but finds another, of the St. Paul & Duluth system, waiting to take him to the suburbs on the west. He goes out through a maze of ship's masts, vast elevatoi's, pufling locomotives on the one hand; on the other the endless rows of stores and shops and homes. "Twentieth avenue," the brakeman sings out, and the traveler looks about only to find himself still in the midst of the life and bustle of the thriving city; on again, past the great oil warehouses of the Standard Oil company, past the Sutphin packing houses and stock yards, and now the streets become irreg- ular and houses "few and far between." He smiles at the thought that this is "sub- urban Duluth." But his smile is short of life. "Oneota," calls out the brakeman, and pretty little homes surrounding a mag- nificent public school building, and a church steeple in the distance greet his eye. On again, and before he has recovered from his surprise "West Duluth" is ringing in his ears, and the crowded cars empty tliem- selves, for here is the "New Pittsburg," the manufacturing section of Duluth, and the future great industrial center of the North- west. Here all is life and bustle and activ- ity. A handsome hotel, a commodious schoolhouse, graded streets and well-laid sidewalks; homes of fi-ame and homes of solid brick; and away to the left on the bank of the great bay hundreds of work- men are engaged in building the great shops of the Minnesota Car Works com- pany and the mammoth chimneys and buildings of the Duluth Iron & Steel works. A mile farther and West End is reached. Here new houses are seen on every hand, and when the thousands of artisans and laborers whose brain and muscle are to make productive the great works now building, there will then scarcely be room for a tithe of them unless hundreds of cottages are erected for them and theirs. But no fear need be felt on that score. The enterpi'ise of Duluth has become proverbial, and while much Avas done in 1888 — a city built where was a wilderness twelve months ago — 1889 will will still see greater strides, more wonderful development. The furnace fii'cs of the only rolling mills in the Northwest will lighten up the city with their glow; an army of men will find employment here, and countless roofs give shelter. And the Searcher for a suburb, witli added faith in Duluth and with a deal less of conceit in himself returns to the city to reflect upon the wonderful achievements of the past and dream of the vaster possi- bilities of the future. That Park Point is des- tined to take an important part in the development of the Zenith City needs not be stated. Stretching out across the water from Min- nesota to the Wisconsin shore, bound on the one side by Lake Superior; on the Parh Point ILLUSTRATED ANNUAL EDITION. 25 other by the waters of the animated bay, its situation for health, beauty and conven- ience can scarcely be equalled. How much the new street car line just opened to travel will aid in its development can scarcely be imagined, but it will add greatly to those forces which are to accomi)li.sh great i-csults for Park Point. Already thei-e are many points which attract the sightiscer to Minnesota Point, romantic beauty to the place, and promises to make of "the Point" one of the most attractive summer resorts in the Lake Superior region. The street car line starts at the canal on Lake avenue and for a mile and a half continues on that avenue, which runs (juite near the shores of the lake. At Pine street the line turns down to Minnesota avenue, and out along this avenue the company Avill build two and a Qf\LQrA&cKoot- 1 1 and this street car line bvings into easy reach all of them. The lovely groves of pine, so sweetly fragrant, the long beaches with their beautiful, many colored stones, the clear waters of the lake, the fine sweep of the broad bay — all conspire to lend a half miles of track next summer. The company is now negotiating for the steel rails with which to do this work, and will do all in its power to aid in the develop- ment of this beautiful and interesting suburb. Duluth's Elevators. No city of its size in the world has so extensive an elevator sjstem as Duluth. An important feature in the city's earliest histor}-, the grow- ing grain trade of the Northwest has made necessary constant additions to its ele- vator capacity. The elevator systems are in the hands of broad-guaged com- panies, who have constantly had in mind the improvement and increased con- venience of their elevators. The result is that Duluth elevators are not excelled in facility in handling, and dispatch is one ofthe points upon which especial claims to distinction are based. An in- stance or two may not be out of place in this connection. One of the large grain caiTying steamers which ply between Duluth and the cities of the lower lakes is the Onoko. Her capacity is 90,000 bushels of wheat — equivalent to 180 carloads. She has often arrived at the elevators after 7 o'clock in the morning, and been outside the harbor with her cargo in place and trimmed, her hatches battened down and everj-thing shipshape, before noon of the same day. On one occasion this work was all done in 135 minutes, and her vast cargo of No. 1 hard wheat was weighed out of the elevator in 80 minutes. On one occasion two vessels, a steamer and consort, carrying 130,000 bushels, arrived in the harbor af 4 p. m. By 9, two hours later, both were on their way to Buffalo, loiided. This rapid handling of freight is of great advantage to vessels trading at Duluth, saving them hours and days of valuable time. While the first thought of the elevator companies in building their great system was in the direction of the exclusive hand- * ling of wheat, the rapid development of the Duluth railroad system, which now penetrates the vast corn-growing districts of the southwest, has made Duluth a great corn, as w-ell as wheat, market, and the elevators here are equally well adai^ted to the handling of corn and coarse grains. Duluth is as near the eastern seaboard by water as Chicago, and much nearer a large portion of the corn-growing districts of the West and Southwest by rail, a fact which is diverting to this great maritime city much of the business which until lately Chicago looked upon as peculiarly her own. The elevator capacity of Duluth has now reached the enormous total of 20,800,- 000 bushels. A list of the buildings together with their respective capacities is given below. In this list is included the elevators of the Duluth and Great Northern Elevator companies, which are located on the Wisconsin side of the bay. This is done for several reasons. The offices of these elevators are in Duluth. Every bushel of grain that comes out of them is inspected and its grade determined by Duluth inspectoi's, acting under the inspec- tion laws of the state of Minnesota. Their warehouse receipts are made "regular" on the Duluth Board of Trade, and they are under heavy bonds to this Board of Trade, guaranteeing that the offices shall be in Duluth, and that their business shall be conducted strictly according to the laws of the state of Minnesota, and all the rules and regulations of the state board of rail- way and warehouse commissioners and of the Duluth Board of Trade, now or here- after in force^._ Following is a list of the elevators, together with their respective capacities stated in bushels. LAKE SUPERIOR ELEVATOR COMPANY. Bushels. Elevator B 1,000,000 Elevator C 1,100,000 Elevator D 1,350,000 Elevator G 1,750,000 Elevator 1 1,750,000 Warehouse 1 750,000 Total 7,600,000 28 THE DULUTH DAILY NEWS UNION IMPROVEMENT AND ELEVATOR COMPANY. Elevator E 800,000 Elevator P l,500,0t)0 Elevator H 1,3' 0,000 Warehouse 2 650,000 Warehouse 3 700,000 Total 4,950,000 DULUTH ELEVATOR COMPANi'. Elevator 1 •. . . . 1,000,000 Elevator 2 2,000,000 Elevator 3 2,000,000 Total 5,000,000 GREAT NOHTUEUN ELEVATOR COMPANY. Elevator A I,7.50,0(t0 Elevator X 1,500,000 Total 3,250,000 Grand Total 20,800,000 The Great Northern company have just completed Elevator X, the only addition to the elevator capacity of Duluth for 1888. Yet with this extraordinary capacity, the growing demands of the rapidly developing Northwest promise to make a large increase necessary at an early day. New farms, covering vast areas of the most pro- ductive wheat lands in the world, are being opened up each season, and the railroad systems builaing to Duluth bring to our doors the ])roduct of those sections hereto- fore remote. The elevator system of Duluth is destined to lead the world in its perfection of construction, facility in hand- ling grain and vast storage capacity. t'^ W^ ■T^Sd j:BB9B~>,Hi'l*r.i* ««j~\U4'sar~ The Coal Trade. THE growth of tlie coal business of Dulutli (luring the season of 1888, is but another evidence of the city's destiny as the great commercial center of the Northwest. It is no stretch of imagination to see in the develop- ment of this one line of trade a corres- pondingly i-apid growth in all the branches of commerce, and that, too, at an early day. What is true of the coal trade re- tage of the wonderful opportunities thus offered. The development of the coal trade at Duluth has been rapid and steady. Pre- vious to 1881, the Northwestern Fuel com- pany was the only coal company doing business here. In that year the Lake Superior Coal and Iron company put in docks, [n 1883, the Ohio Central Coal company began work on their big dock THE PA8T0RET TERRACE. gai'ding advantages in freight rates is true of every other line of commerce, and the jol)b('r who seeks to supply the Northwest trade at as Ioav prices as Chi- cago sells to the territory tributary to that city, will not be slow to take advan- and completed a sufficient portion of it to be able to receive a quantity of coal. The next year the St. Paul & Pacific Coal and Ii'on company became successors to the Lake Superior company. In 188-t the Pio- neer Coal company received a small 32 THE D UL UTH DA IL Y NE WS amount of coal, and in 1886 the Lehigh Coal company was formed and built a dock at West Superior. Finding early in the season of 1888 that its vast dock at Duluth was insuflScient for its rapidly increasing business, the Northwestern Fuel company took possession of the fine dock of the Duluth Elevator company at West Superior and erected a large trestle woi'k and machinery thereon giving them a large additional capacity. Wm. C. Sar- gent added a capacity of 20,000 tons to his dock at the foot of Sixth avenue west, and the Pioneer Fuel company have erected on Rice's Point on what is known as the "old furnace" property, a dock having a capac- ity of 100,000 tons. The following table indicates the I'eceipts in tons, of the several coal companies for the season of 1888: Duluth companies— Tons. Northwestern Fuel company 575,000 OJiio Coal company 335,000 Pioneer 75.000 Superior companies— Lehigh Coal & Iron company 350,000 St. Paul & Pacific company ^00,000 Total 1,535,000 The Annual for 1888 predicted that receipts for the season would reach 1,500,- 000 tons. The above figures prove the cor- rectness of the estimate. It is interesting to note the steady devel- opment of the coal trade at the head of the lakes, and the following figures give total receipts in tons, each season for the past eight years. Every settler on the prairies of the Northwest makes a new customer for Duluth coal, and the increased traffic is evi- dence of the great development going on: 1878 31,000 1881 163,000 1883 260,000 1883 420,000 1885 595,000 18-6 736,000 1887 912,000 1888 l,!535,00O The increase in 1887 over 1886 was 25 per cent; that of 1888 over 1887, 68 per cent— an extraordinary showing. Evei'y settler on the Northwestern prairies makes a new customer for Duluth coal, and the aston- ishing development of the business at Duluth is not surprising when one realizes the changes that are going on in the great empire of which Duluth is the key. Duluth's Agricultural Resources. ONE of the most important interests which has to do with Duluth's fu- ture, and the one thus far most neg- lected, is tliat of agriculture. There is a widespread ojjinion that the lands in the immediate vicinity of Duluth are not calculated for the successful growing of cereals and vegetables, and the home seeker has been all too prone to hasten by and establish himself upon the pi'airies of tlie West, when better lands, lying closer to Louis river are vast areas of fertile soil, well watered and drained, which today can be bought at a low figure. These lands are destined to l)e the truck garden for a great city, for Duluth already demands more fresh vegetables than can at present be obtainad, although she draws heavily on the resources of the more southerly por- tions of the state, and this demand is increasing with each passing jear. The practical gardener, with capital to make a '■ryy, ^T^ HESIDENCE OF M. J. FORBES. a cash market and susceptible of a greater diversity of crops, are waiting only to be subdued and cultivated to make the agri- culturalist handsome returns. All about the city, beyond the hills and stretching away along the length of the St. start, however humble, would soon hnd himself on the road to fortune, did he faith- fully and economically manage a farm within easy access of Duluth. Those who have engaged in farming about Duluth have met with fine success, and there are 34 THE DULUTH DAILY NEWS many thriving settlements all about our city peopled by prosperous farmers who are year by year bringing larger fields under cultivation, buying better machinery and making other additions to their work- ing capital. The hotels of the city and the lai'gc number of passenger boatsvwhich visit Duluth daily during the summer, alone demand, and pay the highest price for, everything grown near Duluth, and then their needs are not half supplied. The wheat raised about Duluth is con- ceded the best in Minnesota and has fre- quently taken the first prize at state fairs. All other cereals and the vegetables com- mon to the northern climate are produced abundantly and are possessed of a rich and delicate flavor. What is true of farming and gardening is equally true of poultry raising and dairj'- ing. Not a hundredth part of the demand in Duluth alone is met by the local supply of milk, butter, eggs and poultry, while in addition to the city demand there is a large and ever increasing call for supplies from the mining regions of the north. The vicinity of Duluth is an exceptionally good place for poultry raising on a large scale, because of the unlimited supply of the best food which can be had almost for the asking. The millions of bushels of wheat which pass through the elevators of Duluth every year contain some shrunken and broken kernels which are not fit for shipment and some cockle and other seeds. These are taken out b}" the cleaners before the grain is shipped, and at present are burned, but could be put to a much better use as poultry feed. The luxuriant growth of grasses and root crops, the sheltered valleys, shady groves, and the numerous lakes and streams of sparkling water, make the vicinity of Duluth an ideal location for dairy farming. The establishment of great flouring mills like the Imperial mill, and of linseed oil mills on a large scale, which is certain for the near future, will make an,abundant supply of bran and linseed meal, and the movement is already begun which Avill make Duluth as great a market for corn as it now is for wheat. No place in the world ofters greater opportu- nities for the farmer or poultry grower than Duluth, and those who now take advantage of these opportunities will be assured of extraordinary success. sS^J^ ,»x,xw, » s>»^ -s.«. ,A^.wA\ ij\ v V > > . ...1 ».■,.» .ii.,.uA ia \N\\vi> \ ^. tt, , . ^Mi} lr The Lumber Industry. THERE is but one essential the Duluth lumber trade lacks to place it in the front rank of the city's industries, and that is organization. Up to the present year those engaged in the business throughout the entire district have almost wholly depended upon home consumption and a home market for the disposal of their product. The lumbermen of other districts and other cities have been only too willing to encoiirage them in pursuing such a line of policy. As one lumberman, a wide- awake new comer, expressed it: "Our people have been continually hedging them- DOWN AT THE BOOM. selves in on a home market instead of organ- izing and reaching out after and pushing trade in the Eastern marts as well as in the far Southwest, the West and the entire new Northwest." With every natural advantage that could be wished; with the finest of pine in almost unlimited supply directly contiguous to her mills, many millions of which are yet unexplored and yet an unknown quantity; with the best of rail and waterway facilities, annually growing larger and extending in all directions, for sending this product to market; with a natural and unsurpassed trade center for a starting point, there is no plausible reason why the lumbermen of Duluth, with the establishment of a lumber exchange and the fixing of a standard set of grades and prices bearing a distinctively Duluth trade- mark, should not, with combined and well directed efTort m^^ ^ push this to the * ^^ . front of all Du- ^iiW, _; luth's industries ^^l ' and even crowd Chicago, the present recog- nized lumber mart of the world, in com- petition for lous- iness at the four corners of the country. The one thing need- ed is organiza- tion; but it is noted with pleasure that a beginning look- ing to that end has already been agitated, and perhaps be- fore another vear passes the lumber trade of the Zenith City will be on a footing second to that of no place in the United States. To ac- complish this organization will require a sacrifice on the part of someone, but it must be done to iusui'e a footing for the traffic. 88 THE D UL I 'TH DA IL Y NE WS jl^g Q^if Statistics of tho cut for — f — IPRfi ^^^'' ^'^'•''^'^^^^ ^ total of ^"' -^'e.-i.OOO.OOO feet of luniluT, TI.'mO.OOO latli and 7!>,r)r)0,000sliiiicame a veritable torrent. Thei'c was no staying its power and, as was anticipated, the booms of the Knife Falls company at Cloquet proved too weak to withstand the strain and gave way, while nearly 80,000,000 feet of logs belonging to the C. N. Nelson and Cloquet Lumber com- panies came crasliing and thundering down over the Dalles, landing in St. Louis bay. These figures do not include the man- ufacture at Conner's Point, on the Wiscon- sin side of the Ijay. During 1888 the two firms on Connor's Point cut 27,500,000 feet of lumber, 9,000,000 lath and 13,800,000 shingles. Really this cut should beiiu-luded in the Dulutli district, as their business is mostly done in Dulutli and tlie greater part of their logging done on Minnesota soil. Combining the cut would make a grand total of 223,294,000 feet of luiuber, 35,570,- 250 lath and 94,213,250 shingles, a very creditable showing indeed. The lai'ger })art of this himber was rail- roaded l)ack to Cloquet, but much of it was parcelled out among the mills of Dulutli while many million feet must necessarily be carried over for another year. This will, no doubt, satisfactorily ex])lain to the reader why the cut of 1H8M did not exceed that of the i)revious season, as would have been expected under favorable conditions. The table given below will show the cuts in the several portions of the district: Place. Lumber. Lath. ShinRles. Tower 14,4.")4,IHK) 2,(M7,(XX) 2,0-.J<.>,000 1) it 1. R. K. R.. 1,7(KI,(KJ<) Thonisoii 1.3.0(10,000 a.-W^OOO 13 (NK1,0; N P. Junction.. IVii 0,(K)0 2,000,000 2,.5aVKX) ( 'locjuet 93,440,000 17,89.3,250 4.3, 134,2.50 Dululh 58,700,(K)0 2,i;30,(XX) 19,750,(KX) Total 19.5,794,000 2r),.57O,250 80,413,2,50 Estimates '^^^^ estimated log cut for — 7-___ 1889 is put at 198,500,000 for 1889. , ^ I • u • ... 1 feet, which is not so large as the most sanguine have anticipated, but this may be accounted for by the fact that 21,912,000 feet will be carried over from 1888, while there is an unusually large amount hung-up along the several driving .streams. The figures for the estimated cut and the amounts carried over at the several i^laces are given here: Place . Carried Over. Est. Cut "88-9. 8,000,000 850,(KH) Little Fork river. Tower . . . . 1). & I. R. R. R. Thomson >J. P. Junction . Clo<|uet Dulutli 9,.5(;2,000 11,5(X),0(J0 2fl.(«io,ono 12,(KI0,(HK1 1.5,00fjj^ing road of eleven miles in oj)eration for some time, whiUi many others are planned for building soon. „. ,, It will not he out of phvee Miscellaneous. , . . ,, , ^ to again mention the fai-t that there is an almost unlimited su])ply of tiie highest grade pine tributary to this eity, a fair estimate placing the amount yet standing at 2, 000, 000, 000 feet; that there is every natural and artilicial advant- age here necessary for the manufacture of the product, and that Diiluth is without d(mbt one of the finest markets in the whole country for trade. In this connection it should be stated that as yet little has been done here in the manufacture of hardwoods, and there are man}^ sjjlendid op))ortunities open for the business with jjlenty of good material to supply all demands. Thei*e is also in this vicinity an almost inexhaustible supply of cedar and other soft woods suitable for ties, telegra])!! poles, fence posts, piling, etc., and this field also otVers special induce- ments to men with moans and energy. In fact the entire timber business is yet in its infancy, but can hardly fail to develop witii giant strides, with the great ad- ditional faeilllies which are constantly being given il. Many extensive improvements to mills and plants arc; contemplated for next season, the value of which will reach well up into the thousands, and tin? extension of the Du- luth iV: Winnipeg railroad into the pine dis- tricts of the St. Louis river promises to aid in a great development of lumber industry. Following are the names of firms at pres- ent doing l)usiness in the disti'ict, and it may be said that each and every member is a tireless worker in upbuilding the trade and adding to the prosperity and i)er- manency of this future greatest of all trade centers: Giles Gilbert, Bradley & Hanford, E. L. Bradley, Huntress & Brown Lumber company, Morris Thomas, Win. P. Heim- baugli, J. G. Howard cV: Co., Duncan, Brewer Ac Co., C. B. Woodrutr, Olean Land com- pany, Williston, Charnley & Co., A. M. Miller, Asa Dailey, Graft', Murray & Co.,R. A. Gray, Hubbard & Vincent, J. B. Noyes, Peck ct Son, H. F. Petre, J. J. Shotwell, Swallow & Hopkins, John McKinley, Alex- ander Fraser, John Fraser, Dulutli; Cloquet Lunil)er company, W^ater Power companj^, C. N. Nelson Lumber comi)any, Cloquet; Howe Lumber company, C. L. White A: Co , Tower; Paine Lumber comi)any, N. P. Junction; Peyton, Kimball tt Barber, C. S. Murray & Co., Superior. Duluth's Mineral Resources. THE Vermilion Iron Range commands the attention of the world. That a region so recently known to contain iron ores, and one whose resources have liccn so lately developed, should ship into the ore markets of this country such wonderfully rich and pure products is suf- ficient to warrant the attention shown to it by those whose interests are those of the iron trade and manufacture. This ore running high in metallic iron and low in phosphorous, silica and titanum, renders it as nearly as may be perfect for use in the Bessemer process of making steel; hence there is a ready market for all of it that can be mined, and shipped. With the ex- ception of the products of the Marquette district, it commands a considerably higher price than any other ore mined in America. It is not strange, then, that the Vermilion range, yet in the infancy of its history, should magnetize that capital devoted to iron mining and trade. Nor will a closer inspection of this district tend to discour- age its thorough investigation. The Tower Although the existence of a deposit of ore had been re- ported for twenty years by those adventurous enough to brave the wilderness, nothing looking toward the de- velopment of the Vermilion range was accomplished until 1883. In that 3ear the construction of the Duluth & Iron Range railroad was begun, and in 1884 was com- pleted. In August, 1884, the first ship- ments wei'e made, the seasons' sales being 62,124 gross tons. In 1885 the quantity rose to 225,484 tons, went to 304,- 396 gross tons in 1886, to 390,467 in 1887, and in 1888 reached the remarkably high figure of a half million tons. So great has been the demand for these high-grade ores that since the close of navigation many thous- ands of tons have been shipped by rail to the rolling mills of Chicago and Joliet. Mine. The Tower mines are today the greatest iron mines in the world. A recent writer says of them : "Nine pits have been opened in these iron mountains, the vasC uncovered halls and chambers — whose walls are d^ed in richer tints than those of Pompeiian pala- ces — of a prodigious treasure house, where natiu'e has stored wealth enough, perhaps, to pay the national debt. Each of these pits is furnished with all the appliances for excavating, handling and hoisting the ore and transferring it to the ore cars." "Perhaps the most interesting feature of these mining operations is the complete- ness of the mechanical arrangements for economizing the labor and cost of shipping the ore. After the heavy masses of ore are picked up from the bottom of the mines by the stalwart miners and loaded into the mine car, it never is again handled manu- ally till it is transferred from the hold of the vessel to the dock of the lake port to which it is destined. The mine car is hoisted to the level of the track over which it is moved, usually by machiner}-, to the end of a high trestle, which is also called a mine dock, and there its contents are tumbled into a pocket and chuto, through which it falls into the ore car standing on the track below. The railroad IS equipped with hundreds of double ore cars, which contain from twenty to twenty- five tons each, and with a large number of powerful locomotives to haul them to the ore docks at Two Harbors." These ore docks have at present forty-six pockets on each side, or ninety-two in all, each with a capacity of 110 tons — a total of 10,120 tons. Each car is opened at the bottom and the ore dropped into the pocket under it, and then into the hold of the ship. At the present writing contracts have been let for the extension of these ore docks, and their capacity will be doubled. 44 THE Dri.rrii daily news The Chandler Mine. Writinoj to Tlif Dulutli Daily News under date t)f Ely, Minn., (K-tober 1, ISHS, a spcfial eurrespoiulent says: "Prior to the summer of 1887, all the marketable ore produced on this range was mint'd at the Minnesota Iron company's mines whieh are located at Tower. But (lining the summer of 1887 ricli deposits were uncovered at a distance of twenty-six miles east of Tower. And tlie winter and spring of 1888 witnessed the active mining and shipment from this latter region of an l)rovc uninteresting. This shaft is sunk ninety-three feet and is covered by a shaft house rising stiventyfeet al)0vetlie ground. Upon stepping otV the cage or skip at the bottom of the shaft one linds himself sur- rounded by solid walls of ore. Gangways, high, dry and well aired, lead in all direc- tions, and on all sides can be heard the chink, chink of the miner's pick; for here, unlike the formation at Tower, the ore is soft and, like gravel, is easily displaced without explosives. •'The method of mining here is unicjue. (^UAKRYING ON ST. LOUIS UIVEU. ore equal, and, in some featiu-es, superior, to that produeed at Tower. " Many people, through lack of informa- tion, erroneously believe that the mines at Tower constitute the entire Vermilion Iron range, but a visit to and through the won- derful country east of Tower will at once dispel so limited and wrong an impression. East of Tower, the Chandler mine was the lirst to compel attention, and its vein has been the lirst one stripped and worked. A short description of this mine can hardly To make my descriptions intelligible, I wi 1 be obliged to go back and notice from the surface the large ore pit which lies just north of the shaft house, occupying from six to ten acres of ground and varying in depth from ten to sixty feet. In this pit are many men busily engaged in picking loose and .shoveling the ore into numerous dark looking openings in the bottom of the pit. Now returning to the mine by way of the shaft, one will notice in traversing the various drifts and cross-cuts, the mouths of ILLUSTRATED ANNUAL EDITION. 45 wooden chutes protruding from the side walls. It is into these chutes from above that the miners are shoveling the ore from the bottom of the ore i)it. Pull the slide at the end of the chute and the cars are in- stantly tilled. Then they arc pushed to the bottom of the shaft, elevated to the top of the shaft house and run out and dumi)ed, either in the railroad cars standing beneath or, further over, on the stock pile. By using the method of the chutes one can readily see the time and labor saved in the handling of the ore. And whenever the body of ore to the depth of the shaft (ninety- three feet) is all removed and exhausted quantity of ore m view at 500,000 tons — and active mining was commenced but one year ago. The company at present mines 1,000 tons daily, each ton of which averages 66 per cent metallic iron. Twenty thous- and tons lie on the stock piles, while, through lack of cars, but 700 tons per day can be shipped. More Valuable J^»^ the east of Ely for miles the range extends in its wealth, and but a short Deposits. time is necessary to convince the world of its greatness. Other towns may, and no doubt will, arise and accommodate the needs of man in the prosecution of the THE BUCKINGHAM. the simple sinking of the shaft to a greater depth will renew the ore possible to be mined by the same method. "Some idea of the extent of this great deposit can be gained by the following de- scription of its already known bounds. In length it extends 1,300 feet on the extra 40-acre location of the mine. In the east pit a depth of 110 feet has been attained, and in shaft No. 1 a test cross-cut has already been made, beginning from the south wall of the vein and running north 157 feet. And the north wall is yet to be reached. Competent authorities place the mining of this vast hidden treasure, but Ely is and must remain a mining center until numberless tons are mined and shipped and the wealth therefrom accruing be dis- tributed among its fortunate owners and inhabitants. "To show the future possibilities of this region let me enter a moment into historical detail. Eight 3'ears ago the ore deposits at Tower were undisturbed. Yet the summer of 1887 saw 400,000 tons of ore of wonderful l)urity taken from them and shipped into a ready market, and the work of the present summer will produce even a greater result. TTTK DrLUTII DAILY NEWS 'riirco yoars ago the Chamller nnno and the town of Ely were not .vet dreamed of. Yet today 700 people live at Ely, and ere the present season's end 50,000 tons of rieh ore will have gone into the iron marts of the world from this same Chandler mine. " Sixty miles of the range yet exists prac- tically undisturbed, and who shall say that the next two, live, ten or twenty years will not .see this great territory dotted thiikly with towns and busy with men, delving in the old earth after her iron treasures. "Capital wwA not hang back, fearing that the richness of the earth is not here. The Vermilion iron range is 3'et untouched and magnilicent returns will follow judi- cious and intelligent investment as surely as «la> light follows sunrise. Its wealth is is unsuspected and its resources are but faintly discerned." Future '^^^ ^^'^^' ^^^'' P^'o^^'^es „ "■; , wonderful development of Development. ,, . , * .i the mineral resources of the Vermilion. The Zenith and Pioneer mines, the McComber, the Bessemer and Long Lake mines, the Geggic i)roperty, the Fall Lak(! company's property, the Hartmann & Mallet properties, the Sheridan mine, the Vermilion & Grand Marais company's properties, and other excellent holdings, promise to contribute of their wealth to the markets of the world. Added to this, it may l)e stated that arrangements are mak- ing for the operation at an early day of the large and valuable tract now owned by the Consolidated Vermilion Iron and Land company. Several strong and enterprising companies have been organized for active operation, while several organized a year or more ago expect to send ore to market before the close of the coming season. The outlook for the Vermilion range was never so bright as at this tinw;. The Gogebic '^^''^ history of the (iogebic range, lying within easy reach of Dulutli by rail and Range. water, is full of romantic interest. Dis- covered through the overturning of great trees by a fearful cyclone, the mines of that range were developed with extraordi- nary rapidity. In 1887, l,0!ll,33r) tons of ore were shi])ped from these mines. These ores, like those of the Vermilion range, are red hematite, but totally unlike in appear- ance antl phj'sical features. The Vermilion ores are hard and dense; the Gogebic ores soft and day-like. The Gogebic ores have more manganese and less phosi)horous on the average than those of the Vermilion, although i)oth are well within the "Besse- mer limit," but the Vermilion ores are richer in iron, being worth in round num- bers one dollar ])er ton more than those of the Gogebic. In the language of a noted expert: "There is no part of the coun try- now developed where as great a (juantity of iron ores, rich in metal and within the 'Bessemer limit' of phosphorous, can be obtained as within a radius of 120 miles of Duluth." Duluth's Manufactures. BY MANY the year 1888 is looked upon as having been a dull one and void of any special interest. In the elements that make for greatness; along tlie lines upon which permanent in- stitutions are reared, and whii-h mark the way of Duluth's destiny, greater achieve- ments, more endui-ing results, have been accomplished in the twelve months just closed than in any previous year in the city's history. "Still waters run deep." Results cannot always be measured by the amount of noise made in their achieve- ment. It is only as we glance back upon the year and note the work that has been done, that its magnitude appears. In the line of manufactures it seems quite incredible that a young city, just reaching out for industrial institutions should in so short a time secure such important establishments as the Duluth Iron & Steel Works, the Minnesota Car Works, and the Imperial Flouring Mill. Each of these institutions is of its kind a model; each is of great capacity. All are being pushed forward to a working condi- tion as fast as money and labor can do it. The Duluth The Duluth Iron & Steel Iron & Steel Company was incorporated — April 7, 1888, with an Company, j^^^thorized capital stock of $1,000,000. R. S. Munger was elected pres- ident, J. R. Myers vice president, and W. H. H. Stowell, who for six years repre- sented Virginia in congress, was chosen secretary and made general manager and superintendent of construction. The com- jianj' was organized for business, and deci- ded to at once put in a blast furnace plant for making pig iron, 16 foot bo.sh by 75 feet, with a capacity of from 125 to 150 tons per day. The invaluable services of John Birkinbine, the celebrated mineralo- gist, wei'c brought into requisition, plans were formulated, and as soon as materials could be secured work was l^egun. Some- thing of the size and solidity of the founda- tions of the furnaces and buildings may be gleaned from the fact that 50,000 cubic feet of stone already have been used in their construction. Many delays wei'e expe- rienced in getting materials at the com- mencement, which hindered the progress of the work, yet much has been accom- plished, and by July 1, 1889, the works will be ready for business. The main building, or casting house, is 135 feet long and 65 feet in width. Its walls are of solid masonry and are 23 feet high. The roof is of corrugated iron supported by heavy iron trusses. From the floor of the casting house to the apex of the roof is 39 feet. At the east end of the building is the furnace stack, resting on a stone foundation 31 feet in diameter and 12 feet deep, and in its construction 6,000 cubic feet of stone were used. The stack is 75 feet high, resting on eight iron columns. It will be lined with fire In'ick, which will be held in place by a huge iron shell. These iron columns, weighing 60 tons, were cast by McLean & Crawford at their works in Duluth, and the iron shell weigh- ing something more than 60 tons, was made by McGregor & Co. of this city. In this furnace the ore will be reduced to pig iron and run into beds at the west end of the building. The draft stack is located next back of the casting house on the south. This stack is 135 feet high, 15 feet square at its base, and lined with fire brick. The inside opening is 7 feet. In line with the draft stack are three batteries of boilers containing four 40-foot boilers each, or twelve boilers in all. Back of the boiler house is the engine house, 45x80 feet. It will contain the blowing engine, pumps, hoisting machinery, elec- tric light plant, etc. The boilers will be 52 TlIK DVLUril DAILY NEWS The J. B. Adams Co. In Decenibor, 1888, the J. B. Adams coiDpan y, of Che- boj-gan, Mirh., sent repre- sentutivos to Duluth to look the field over with a view to removing their extensive wood-workinjf ostal)lishmeiit to this city. A careful investigation decided the com- pany to at once make a permanent location here. A tract of land lying across the track from the West Duluth passenger depot was purchased and work at once commenced on large buildings and sheds. The company has a capital stock of $50,000 and its members are J. B. Adams, formerly of Cheboygan, Mich., where he has had ten years' experience in his own large works; Russell M. Bennett of Minneapolis, and C. C. Prindle, general manager of the Wells- Stone IMercantile company of this city. The company will employ at the start be- tween seventy-five and one hundred men. It expects to be in full operation by April 1, and will at once commence the manufac- ture of sash, doors and blinds, and will make a specialty of hardwoo . K BUILDING. ILLUSTRATED ANNUAL EDITON. 67 terns. It was inevitable that some one, sooner or later, would realize the full im- portance of the group of facts symbolized by Manning's line and begin the building of a Duluth system of roads which would have not only the Manitoba, but all those portions of the Chicago roads lying north and west of Banning's line, completely at its mercy. Here was a danger to the Man- itoba far greater than the ever increasing encroachments of the Chicago roads on its territory and traffic. But the harm was not yet done. Could it be pi-evented, and if so, how? To that question there was but one answer, and it did not take Presi- dent Hill long to decide that — Eighth — The solution of the problem was for the Manitoba to build to the head of Lake Superior, and make Duluth, instead of St. Paul, the center for the futui'e de- velopment of the system — and that is what was done, the change of front, which has been going gradually but steadily forward for five years past, being completed in 1888. First a line was built from St. Cloud to Hinckley, on the St. Paul & Du- luth, and a traffic arrangement made with the latter road over which the busi- ness to and from Duluth has been carried until January 1, 1889. Meanwhile exten- sions were pushed in various directions, but all radiating from Duluth instead of from St. Paul. Look at the map on page 62 and notice the lines terminating at Sioux Falls, Huron, Aberdeen and Ellen- dale, Dak., and the great line reaching out like a mighty arm across Dakota and into the heart of the mining regions of Montana. All point directly toward Duluth. But until a few months ago the actual connect- ing link was not built. This has been sup- plied during 1888, by the building of a line from Hinckley to Duluth which is essen- tially a Manitoba line, although a separate corporate existence is maintained under the name of the Eastern Minnesota rail- way, of which Henry Minot is president. The Eastern Minnesota The Eastern Minnesota. way, in which the Eastern has a large in- terest. Pending the completion of this line, work on which is being vigorously pushed, the Duluth business of the Eastern Minnesota is being handled at the ware- houses of the Northern Pacific road. The first division has been built in the best manner, having maximum grades of twenty-one feet to the mile, and maximum curves of three degrees. Considering the rough country traversed and the height of land surmounted, this is remarkably good engineering. The rails used are steel of the Pennsylvania standard, seventy-five pounds to the yard. The Eastern Minne- sota has trackage rights over the Manitoba so that it runs its own trains to St. Paul and Minneapolis, going at present via Milaca and Elk river. An independent line has been surveyed from Hinckley to Coon creek, near Minneapolis, which is to be built early in 1889, and which, when done, will, give a line fourteen miles shorter from Duluth to Minneapolis than the shortest existing line, and three miles shorter to St. Paul. The Eastern already has large terminal grounds in West Supe- rior — which is destined to sustain the same relation to Duluth that Jersey City does to New York — and has begun condemnation proceedings to acquire a large amount of valuable property in the center of Duluth. This property extends from Sixth avenue west to Twelfth avenue west, between Michigan and Railroad streets. This prop- erty is to be developed with reference to the Michigan street level, access being se- cured by the elevated track now being con- structed over the Terminal company's right of way, from the Northern Pacific bridge, at the foot of Rice's Point, to Sixth avenue west. This avoids the plunge of twenty feet down to the level of the other roads and the delays and complications in- separable from the numerous grade cross- ings which would otherwise be necessary. Through passenger service will be begun in the spring. has at present 68.3 miles of y^g Northern ^^ ^^^ ^ realization of the main track, extending from Hinckley, Minn., at the crossing of the St. Paul & Duluth, to West Superior, Wis. The Eastern Minnesota will enter Duluth over the track of the Duluth Terminal rail- p. i, , ■ fact that deep-water navi- Steamsnip Line. . . , — gation is the controlling factor in transportation which led to the change of front of the ISIanitoba system, and the same consideration has caused the (>!< THE DULUTH DAILY NEWS f:;;;;;'t?,,."';';in,n:r:.r n" on^e -e a,. ..pec., .» .ouo,... t,.,- .,. steel for 3, ILLUSTRATED ANNUAL EDITION. 69 one half days. With the facilities for loading and unloading vessels which are a part of the dock and elevator equipment at each end of the route, these boats will make in an average season eighteen round trips, making for the six boats which will be in commission next} ear, a total capacity for the season of neai ly 10,000,000 bushels of wheat and 300,000 tons of coal. The Meaning I" ^^^^ beginning of this of the Change. article it was shown how it came about that Duluth was for so long dependent on Chicago for railway facilities, and that the railway de- velopment of the Northwest was carried on with St. Paul as its center. The coming of the Duluth, South Shore & Atlantic road emancipated Duluth from the control of the Chicago railway systems, and at once put Duluth jobbers on an equality with those of St. Paul in the matter of all rail freight rates from the east. The coming of the Eastern Minnesota makes Duluth the traftic center of the great Manitoba system, with its nearl}' 3,300 miles of road — opens to Duluth, as by the motion of some mighty hand, the trade of a region greater in area than all New England — and places Duluth on an equality with St. Paul and Minneapolis in the competition for the trade of the Northwest, rates being the saiue from Duluth as from the Twin Cities to all points in Dakota and the vast western territory serv^ed by the Manitoba road. Until the Manitoba extended its lines into central and southern Dakota, all the railways which entered that region be- longed to Chicago systems and the people of that part of the territory were compelled to maintain trade relations with Chicago whether they would or no. But the Mani- toba meets the Chicago roads at Aberdeen, Huron, Watertown and Sioux Falls, at an advantage of from 150 to 300 miles, an ad- vantage in favor of Duluth which Chicago roads and Chicago jobbers will find it im- possil)le to overcome. The coming of the Manitoba to Duluth means a mighty re-ad- justment of the trade forces of the North- west. The Manitoba's change of front has been called com- plete, and so it is, in a sense, since the building of the Eastern Minnesota, but the use of the word com- plete is not intended to imply that the Manitoba is done building lines to Duluth. The route through Crookston and St. Cloud is much too roiuidabout for the Du- luth business of the line to Great Falls and Helena. The same thing is true in only a slightly less degree of the pi'oposed line (indicated on the map on page 67) from Crookston via Brainerd to Milaca. The distance from Leech lake to Duluth via Milaca is twice as great as it would be by a direct line. Such a line — also indicated on the map — has been surveyed, crossing the Northern Pacific at Kimberl}', the St. Paul & Duluth at Moose lake, and joining the Eastern Minnesota near Holyoke. There are rumors of a new survey running farther north and closer to the Duluth & Winnipeg. Nearly iifty miles of track are already laid from Crookston southeast toward Leech lake, and it is probable that the rest of the line, as well as the line of the Eastern Minnesota from Hinckley to Coon creek will be built in 1889. Speaking with- out other authority than that given by a study of the map and a knowledge of the progressive character of the Manitoba road in the past. The News expects to see the Montana line extended to the Pacific coast, the Aberdeen line to the Black Hills, the Huron line to Salt Lake City and the Sioux Falls line to Denver, or at least to a connection with the Burlington or Union Pacific in Nebraska. A large program, perhaps, but it would not be half as pre- sumptuous today to prophesy that it would all be accomplished in the next five years, as it would have been five years ago to foretell what has since been done. It was money furnished by Jay Cooke that built the first Duluth road; it was Northern Pacific. Forecasting the Future. also money fui'nished by Jay Cooke that started the second Duluth road on its west- wai'd march to Puget Sound, and 1870, the same year which saw the completion of the Lake Superior k.t Mississippi road, wit- nessed also the beginning of work on the great northern trans-continental line, the Northern Pacific railway. In 1883, under the presidency of Henry Villard, it was completed to a connection with the tracks of the Oregon Railway & Navigation com- 70 THE DVLIJTH DAILY NEWS imnj-, :iii(l :i tliroufjh line to Portlaiul was t'staldislio*!, but it was not until July, 1887, that tiie Cascade division was linislu-d, and the Northern Pacilie began running trains from Duluth to Taconia all the way over its own track. It is not the intention of this article to describe the territory covered by existing roads and the reader who is not already familiar witii the course of the Northern Pacific is referred to the map on page 74. The most important develop- ment in its relations to Duluth which has occurred in connection with the Northern Pacific in 1888, has been the lease to that company of the Red Uiver Valley road ex- tending from Winnii)egto the international boundary, a distance of sixty-six miles. liy the terms of the charter under which the Canadian Pacific road was built, no other road was to be allowed under twenty-five years, to build within fifteen miles of the international boundary in Man- itoba or the Northwest territories, giving the Canadian Pacific a complete monopoly of the carrying trade of the Canadian North- west. Roads could be built, indeed, north of the fifteen mile deadline, but they could have no other connection or outlet than the Canadian Pacific. It was out of the ques- tion to parallel that road, either westward across the Rocky mountains to the Pacific coast, or eastward across the wilderness of granite hills and bottomless muskegs north of Lake Superior. Atone time it was se- riously proposed to build from Winnipeg to Churchill Harljor on Hudson's bay. Strange as it may seem to one who hears the statement for the first time, Churchill Harbor is sixty-four miles nearer Liverpool than New York City is. But it is doubtful if the season of navigation through Hud- son strait is long enough to make the enter- prise successful or, at least, profitable. Besides, tiie distance from Winnipeg to Churchill Harbor is over 1500 miles, while the Duluth & Manitoba Ijranch of the Northern Pacific was already at the boundary, only sixty-six miles away wait- ing to give a Duluth connection to an inde- dendent railway, and thus furnish a com- petitive route for tiie businessof Manitoba. The constitution of ISIanitoba gave the province the right to charter railways within its limits, and the people of Mani- toba contended that the rights and powers guaranteed liy their constitution could not l)e taken away by the provisions of a charter granted at a sul)se(juent date, to any rail- way comjiany whatsoever — not even the Canadian Pacific. A charter was given by the provincial legislature to the Red River Valley railway, to run up the west l)ank of the Red river from Winnipeg to the inter- national boundary, and construction work was at once liegun. The charter was dis- allowed by the Dominion parliament, but still the work went on, and the plucky people of the Prairie Province expressed their determination to continue the work, and complete it, too, even if they had to ti-y conclusions on the field of battle with Dominion militia or British regulars. But the Dominion goveninient rightly concluded that it would gain l)ut little, either of credit or profit, from using the power of the British empire to crush a people who were fighting for their rights. Besides, it was not altogether certain that the appeal to the tlirone, which the province intended to take before resorting to the appeal to arms, would not result in sustaining the rights granted by the constitution. So the Do- minion government abandoned its policy of disallowing Manitoba railway charters and purchased from the Canadian Pacific a surrender of the monopoly clause of its charter by the payment to that company of $15,000,000. The Red River Valley road has been completed, the Northern Pacific is running regular dailj' trains to and from Winnipeg, and vessels, laden deep with cargoes consigned to Winnipeg, began again in 1888 to land at the Northern Pacific docks in Duluth, as they did before the Canadian Pacific was finished. Arrange- ments had been made, also, for Duluth elevators to handle Manitoba wheat, in bond, but the untimely frost of August last changed the fair promise of the finest and largest crop ever grown in the Northwest into a disaster involving Minnesota, Dakota and Manitoba alike. Fortunately the in- creased price of wheat compensated in a considerable degree for the shortage in the erop, but Manitoba, like Minnesota and Dakota, has vei-y little wheat for export this season. Having secured an acknowleilgemeiit o^ ILLUSTRATED ANNUAL EDITION. 73 its right to build railroads, Manitoba was not disposed to stop with the completion of the Red River Vallej' road. When the first cold snap came last fall, a large amount of grading had been done on a line called the Portage Link, from Winnipeg to Portage La Prairie, 08 miles west. This line runs on the south side of the Assinni- boine river, paralleling the main line of the Canadian Pacific, which runs on the north side of that stream, and crossing the Pem- bina and Southwestern branches of that road. The Canadian Pacific opposed these crossings in every way, and a collision at one time seemed imminent between a small army of railway employes and a force of indignant citizens. Wiser councils pre- vailed, however, and the combined ettect of the supposed approach of winter and an appeal to the supreme court at Ottawa caused a suspension of work. But the supreme court has decided in favor of the province, and as winter has so far failed to arrive, work has been resumed. Another branch of the Red River Valley road is to be built northwest from Morris, forty-five miles south of Winnipeg, which is to be completed in 1890 to Brandon, 130 jiiiles west of Winnipeg on the Canadian Pacific, and will be extended as may be found desirable in the future. Strictly speaking, the Red River Valley line, the Portage extension and the Brandon branch are not to be operated by the Northern Pacific, but by a company known as the Northern Pacific & Manitoba. The Portage link will Wisconsin n/lanitoba & Northwestern. make a connection at Port- age La Prairie with the Manitoba & Northwestern, an independent line hitherto dependent on the Canadian Pacific for an outlet. It has already some two hundred and forty miles of road, the main line extending 205 miles northwest- ward from Portage La Prairie. The por- tion of the road already built traverses a fertile farming country, which extends in- definitely to the west and northwest, the climate growing milder in those directions owing to the infiuence of the Japan current. Fine wheat is raised every year at Fort Frances, in Latitude 61 degrees north and Longitude 129 degrees west. The Manitoba & Northwestern has plenty of room to grow. The Ea.stern or Wi-sconsin '7~~. division of the Northern Diuision. ^ ... , . , , racific extends to Ashland, Wis., but Duluth is the starring point for trains both east and west. The Wisconsin Central and Milwaukee, Lake Shore & Western railways connect with the North- ern Pacific and gain an entrance to Duluth over its tracks, both lines running through . sleepers between Duluth and Chicago. The Duluth, South Shore & Atlantic also, which runs twelve miles south of Ashland for topo- graphical reasons, connects with the North- ern Pacific at Iron River, running its trains into Duluth from that point over the tracks of the latter road. The Northern Pacific owns the great railroad bridge over St. Louis bay over which all its own trains from both east and west, and the trains of all roads which enter Duluth from the east, come into this city. The old line along the St. Louis river, jointl}' owned by the North- ern Pacific and the St. Paul & Duluth, although still shown on the map, has been abandoned by both roads. Trains to and from the west use a portion of the Wiscon- sin division, which is reached over the Pokegama cut-otf. The Northern Pacific also runs short-line trains between Duluth and Superior, and a new track was built in 1888 from the Rice's Point station to the bridge, which eifects a considerable saving in distance and a still greater saving of time as compared with the route formerly xised. The Northern Pacific road Undeveloped Territory. started westward in 1870 into an absolute wilderness. Today that portion of Minnesota lying south of the line of the Northern Pacific is fairly well supplied with railroads, there being but one spot left which is as much as twenty miles from the nearest line of steel rails, and that is in the vicinity of Mille Lacs lake. But north of that road the situation is vei'y dift'erent. This i)ortion of Minnesota has an area of more than thirt}^- five thousand square miles — equal to New Hampshire, Vermont, Massachusetts, Con- necticut, Rhode Island and Delaware com- bined. St. Louis county alone, of which Duluth is the county seat, could furnish a state as large as Connecticut and have more than one thousand square miles left. 74 THE DULUTH DAILY NEWS Out of this vast area a tract can be taken great belts. The western belt, lying in the containing more than twenty thousand valley of the Red river, contains some ten s(iuaro miles, as large as Massacluisetts and thousand scjuare miles of fertile farming Maryland ('(mibinod, the outer edges of lands. In the central belt stands the largest which will be nowhere within twenty miles of a railroad. The; northern part of the state may be roughly divided into three body of white pine timber on the continent, besides great tracts of liard wood, while the eastern belt is already known to con- ILLUSTRATED ANNUAL EDITION. 75 tain the greatest deposit of high-grade iron ore in the world and bids fair to one day rival Colorado or Montana in the produc- tion of silver. None of these belts are entirely destitute of arable land, although the amount is very small in tlie eastern belt, while it is much larger in the central belt than is generally supposed. The east- ern, or mineral belt, still contains a con- siderable amount of standing timber, although large tracts have been burned over in recent years. The settlement of the northern part of Minnesota began first on the fei'tile prairies of the Red River valley and is still confined mainly to a strip about thirty miles wide along that stream. The central belt is still unsettled, being penetrated only by hunters, explorers and lumbermen. It has not a mile of railroad and a considerable portion of it is still in- cluded in Indian reservations. Duluth & -^'^^ development of the eastern belt may be said to Iron Range. have begun when the con- struction of the Duluth & Iron Range road from Two Harbors to Tower was com- menced in 1883. The road was completed to Tower in the following year and the link between Duluth and Two Harbors was built in 1886. During the past year it has been extended from Tower to Elj^, a dis- tance of twenty-one miles, giving access to a group of mines which promise, with equal development, to be as productive as those at Tower. Further extensions eastward along the Vermilion range will certainly be made, and it is reasonably sure that a con- nection will ultimately be made at the boundary with a road running southwest from Port Arthur. Considerable work has already been done on a road called the Port Arthur, Duluth & Western, but no progress was made thereon in 1888. Besides building the Ely extension a large amount of work has been done in 1888 in lowering the heavy grades out of Two Harbors, and this work will be continued during the present year. No announcement has been made of an intention to make extensions in other directions, but the Duluth & Iron Range road is in the hands of gentlemen who possess ability, energy and ample capital, and who may be trusted to improve to the fullest extent, in due time, the un- limited opportunities which are open to them. The route of the road and its rela- tions to Duluth can be better understood from the maps on Pages 56, 11 and 18, and the article beginning on Page 43. Duluth & ^ ^^^^^ *^^''^ ^'^ ^^'^ develop- ~. . mcnt of the northern por- Winnipeg. ,. . ^j. ^ \ — —^^ tion of Minnesota was be- gun in 1888 by the commencement of active work on the Duluth & Winnipeg railroad. A grant of lands was made by the state in 1875 to aid in building a road northwest- ward from Duluth. Subsequent acts of the legislature have resulted in a pretty tangle as regards the title to this grant, a three-cornered fight for its possession being now in progress between the Duluth & Ii'on Range, Duluth & Winnipeg and St. Paul, Brainerd & Northwestern roads. This whole matter, however, is before the courts for settlement and it would not be proper, therefore, to express an opinion with reference to it here. The important fact is, that while the Duluth & Winnipeg will defend its right to the land grant in the courts, the building of the road is in no wise dependent upon the decision of the court. A company was organized to build the Duluth & Winnipeg a number of years ago, but that company exhausted its funds in attempting to build the heavy work nec- essary to surmount the hills ai'ound Dur luth, and work was abandoned. Early in 1888, however, a company was organized in Duluth, called the Duluth, Northwestern. & Winnipeg, at the head of which was R. S. Munger, whose name has been asso- ciated for many years with almost every enterprise for the benefit of this city, and who believed that the time had come to open up the undeveloped territoi-y west and northwest of Duluth by a road controlled in the interest of this city. Capitalists who owned large tracts of pine lying along the route of the proposed road wei'e in- terested in the enterprise, and a little later a consolidation was effected with the Du- luth & Winnipeg company, the old title being used. A construction company was organized and the work, although begun late in the year, was so vigorously pushed that before the close of the year twenty miles of track were completed and accepted by the state. Profiting by the previous disastrous Tfi riiE DVLi 'rn da il y ne ws experience, the heavy work nearest Duluth was U'ft for the fnture, and the actual work of construction was begun at (.'lo- quet, twenty-seven miles from Duluth, at the terminus of a branch of the St. Paul & Duluth road. (See map on Page 50.) The line keeps close to the bank of the St. Louis river until the big bend is reached, a dis- tance of some thirty miles, whence it strikes across to tiie Mississippi, which it reaches at or near Grand Raj)ids. The contract is already let for its construction to this point, forty-five miles from the pres- ent end of track. If a definite location of the line beyond this i)oint has been made, it has not been announced, and the dotted lines on the map simi)ly indicate, in a gen- eral way, the acknowledged intention of the company to build both to the wheat tields of Dakota ant! to the capital of Man- itoba. Along the line of the road between Duluth and the Red River valley, are not only great tracts of pine and hardwood timber, but large bodies of farming land, valuable deposits of iron and other metals. Just in the nick of time comes the passage of the bill by congress which throws open to settlement 3,000,000 acres of the great Red Lake Indian reservation in Northern Minnesota, leaving an unobstructed path for the building of railways between Du- luth & Winnipeg. There is plenty of room for the growth of the Duluth & Win- nipeg into a great railway system, and as the syndicate which is behind the road have almost unlimited means, its progress will undoubtedly be rapid. It would be difficult to over-estimate the benefit it will be to this city. The territory it will pene- trate has resources which, when fully de- veloped, would make Duluth, independent of all other causes, a city of 100,000 popu- lation. Win nipeg & ^ comi,any has been or- — ganized in Winnipeg under Southeastern, f, , , ., , , . , . the above title, which is ready and anxious to build from Winnipeg southeast to the bouudaiy to meet the Du- luth & Winnipeg or any other road which will give them a direct line to Duluth. The air line distance from Winnijjcg to Duluth is 310 miles, which is V20 miles less than the distance from Wiiinijx'g to Port Arthur by the Canadian Pacific. The shortest rail line from Duluth to Winnipeg at present is l»y the Northern Pacific and Red River Valley road, l)y which the dis- tance is4l>'2 miles. Railroads seldom run in an air line, turning to one side or the other for topographical and commercial reasons, but it will readily be seen that a line can l)e built from Duluth to Winnipeg, which will not only materially shorten the dis- tance by rail from one city to the other, l)Ut also make a shorter route from Winni- peg to Lake Superior. Duluth, What might l)e termed a Red Win a d <^0"^"^6rcial rebellion is tak- ; — ing place in Southern Min- bouthern. . i -kt ,, , nesota and PNorthern Iowa. All the roads in that section belong to Chi- cago sj'stcms, and rates have been so ar- ranged that the })eople were compelled to ship their product to, and buy their sup- ])lies from, (vhicago. They could not get rates to Duluth based on distance, as the Chicago roads would be obliged to turn over Duluth-bound freight at St. Paul to other roads, thus getting for themselves the short haul to St. Paul, instead of the long haul to Chicago — an application of the short haul principle even more distasteful than the fourth section of the inter-state commerce law. The people determined that they would no longer submit to this condition of things, and as the surest and speediest waj' of obtaining relief, decided to build an independent line to Duluth which should not pass through St. Paul. Accord- ingly the Duluth, Red Wing & Southern company was organized and bonuses almost enough to build the road, amounting in the aggregate to many hundreds of thousands of dollars, were promptly voted by towns along the proposed line. Sioux Citj', Iowa, was also very desirous of a Duluth connec- tion, and A'oted a large bonus to any road that would furnish it " without going through St. Paul." Accordingly, the Sioux City & Northeastern road was organized, which has now joined hands with the Du- luth, Red Wing & Southern. The line is located from River Falls, Wis., to Sioux City, Iowa, via Red Wing and Owatonna, Minn., and a survey has been jtartly com- l)leted from River Falls north to Duluth. So many towns desire a Duluth connection that there will probal)l3' be two or more ILLUSTRATED ANNUAL EDITION. 79 branches south of Red Wing, one of which may run to Des Moines, la. Construction work was begun at Red Wing during 1888. Grading is finished on tlie lirst section of twenty-five miles, from Red Wing to Zumbrota, and tlie rails are laid to a point about twenty miles south of Red Wing. Work will be resumed in the spring and will probal^ly be pushed to the north as well as south of Red Wing. The first hundred miles out of Duluth will i*uu through a heavily timbered region, and all the rest of the route will be through a thickly settled country, pi'oducing immense quantities of grain, live stock and dairy products, the jieople of which are only waiting an opportvmity to turn all their trade in this direction. Sioux Cit}-, already an important railway and manufacturing center and wholesale distributing point, expects to realize great benefits from the construction of the Pacific Short line, which, it is claimed, is to be built in two years from Sioux City to San Diego, Cal., via Salt Lake City. The Pa- cific Short line will find in the Duluth, Red Wing & Southern a valuable connec- tion, ready to carry its bulk freight to and from Duluth — a better lake port than Chi- cago and ninety miles nearer. This is the pioneer road to Duluth, the first train — over the line, then called the Lake Superior & Mississippi, having arrived August 1, 1870. It extends from Duluth to St. Paul, 154 miles, with branches to Minneapolis, Stillwater, Taylors' Falls, Kettle river and Cloquet, Minn., and Grantsburg and West Superior, Wis. The main line and branches are well shown in the map on Page 56, with the exception of the branch to West Superior. This branch was put into service in 1888, on the com- pletion of the great bridge from Grassy Point to the Wisconsin shore, the loca- tion of which is shown on the large map of the Terminal railway. Suburban trains, which carry a large and constantly in- creasing number of passengers, run over this bridge from the Duluth union depot to West Superior. No new mileage has been added to the St. Paul & Duluth during the year. Grades have been reduced at thirty different points along the line between St. St. Paul & Duluth Paul and Northern Pacific Junction from a maximum of seventy-nine to fifteen feet per mile. Five new depots have been built and repairs made to others. New and ex- tensive shops have been completed at Gladstone, with all necessary tracks to them, and are now in full operation. The new passing and side tracks built add very greatly to the facility with which trains can be handled on the main line. Double track has been laid with steel rails seventy pounds to the yard from West End Junc- tion to Duluth, a distance of five and one- eighth miles, and from St. Paul to Clay- mont, and is being continued on to White Bear Lake, to which point it will be com- pleted as early in the spring as the weather will permit. Four new iron bridges are being built, for St. Louis river, Kettle river. Snake river and Moose river. Chicago, St. Paul This road, Avhich is called Minneapolis & ^^'"^ ,''^^''!^'^" ^'^^ ^^^2}'^^ Omaha. was the third to reach Du- luth, the first passenger train over their line reaching this city July 6, 1885. It is a part of the great Chicago «fe Northwestern system, composed of the Chicago and Northwestern proper, the Chi- cago, St. Paul, Minneapolis & Omaha, (see map on page 80), the Fremont, Elkhorn & Missouri Valley, and the Sioux City & Pa- cific, aggregating over 7,000 miles, reach- ing from Chicago into Wisconsin, Michi- gan, Minnesota, Dakota, Iowa, Nebraska and Wyoming— an intricate system of con- necting lines, covering a territory larger than all of France. Seven-tenths of this mileage are nearer to Duluth than to Chi- cago. The "Omaha" gave Duluth the first direct line to Chicago, independent of St. Paul or Minneapolis, and it is still the shortest line to the Lake Michigan metrop- olis. New mileage on the entire system for 1888 was 119.89, of which 81.7 miles were on the Fremont, Elkhorn «S; Missouri Valley in Nebraska and Wyoming, 6 miles were in Wisconsin and 32.19 in Michigan on the Chicago & Northwestern proper. No new mileage was added to the Chicago, St. Paul, Minneapolis & Omaha during 1888. The Omaha makes a report of its Duluth busi- ness this year for the first time, which will be found, with the report of other roads, in another column. ILLUSTRATED ANNUAL EDITION. 81 Wisconsin The Wisconsin Central, a ^ map of which is shown on '• Page 63, while it does not yet enter the city over its own tracks, makes a through line from Duluth to Mil- waukee and Chicago by its connection at Ashland with tlie Wisconsin division of the Northern Pacitic. It operates a line of through sleepers between Chicago and Du- luth via Ashland. No new mileage has been added during the year, but a large amount of money has been expended in improve- ment of track, including the laying of heavy new steel rails. There is a persist- ent rumor to the effect that the Wisconsin Central is to be consolidated with the Northern Pacitic, and that through trains ai"e to be run from Chicago to Tacoma. It is given here, however, simply for what it may be worth. This road, which also operates a line of through sleepers between Duluth and Chicago, is also depend- ent as yet on the Wisconsin division of the Northern Pacific for its entrance to Du- luth, but it is rumored that it will build its own line to this city in the near future. A map of the road is shown on Page 64. New track laid in 1888 was 49.5 miles, of which 33.5 were on the cut-ofl" from Rhinelander to Hurley. The gap remaining will be closed in the spring, giving a line from Du- luth to Milwaukee 41 miles shorter than the present route via Watersmeet. A pro- jected line from Houghton to Watersmeet is said to be in the interest of this road. An extension from Watersmeet to Mar- quette is indicated on the latest map of the line, and a recent move looks ver}' much like an intention to parallel the Wisconsin Central into St. Paul. Duluth Many and gratifying as arc the items of growth and progress already mentioned Hfilivaufiee, Lake Sfiore & Western. Terminal Railway. constituting a record of which any city might justly be proud, by far the most important railway develop- ment of 1888, considered in its relations to the future of Duluth, is yet to be described. If Duluth were built as Chicago is, on a level prairie, with opportunity for unlim- ited growth in all directions, the local rail- way situation might safely be left to take care of its own future. But the topography of Duluth is such that the space available for i-ailway use is not unlimited, particu- larly near the center of the city, where the point of rocks comes down quite close to the water's edge. The city dealt lib- erally with the St. Paul & Duluth and Northern Pacific railways in the early days, and the Omaha road also has termi- nal grounds in addition to those occupied l)y the roads first named. New roads were headed for Duluth and a time was certain to come when all the space avail- able at the narrowest points would be in the possession of the railways, and other roads seeking entrance to Duluth would be compelled either to accept such terms as were oft'ered by the roads already on the ground, or stay outside. Such was the sit- uation, and well has it been met. In June, 1887, Secretary Phelps, of the Chamber of Commerce, was invited to visit Pipestone and Sioux Falls and address the citizens of those places on the advantages of a Diduth connection. He returned from that trip full of two ideas. One was that the citizens of Southern Minnesota and Dakota were all alive to the importance of Duluth and anxious to secure direct rail connections with this city. The other was that our own citizens needed to be awak- ened to a realization of the importance of doing something to aid and encourage the roads which were headed this way and to make some provisions for their accommo- dation when they should arrive. The mat- ter was bi'ought before the Chamber of Commerce and at a meeting held on the evening of July 8, 1887, a committee was appointed to issue a call for a mass meet- ing to consider the railroad situation and to stir up interest in the matter. The mass meeting was held in the Opera house on the evening of July 2, when a large audi- ence was addressed by Mayor Sutphin, Sec- retary Phelps and others, and as a result, a committee of fifteen was appointed to take under consideration the formation of a terminal company, as suggested in a scries of resolutions ottered by Secretary Phelps and unanimously adopted. The committee after due consideration and in vestigation decided to form a terminal company, which was duly incorporated 82 THE D UL VTH BAIL Y NE WS under the laws of the State, and at the liist nieotinj; of the directors, hehl September 1, 1887, A. M. Miller was eleeted jiresident, G. G. Hartley, viee-i)resideiit; Wm. F. Phelps, se(-retary and L. ISlendeiiliall treas- urer, and at a nieetinj; iield on tlie follow- ing day, the president, vice-president and Messrs. J. B. Sutphin, J. D. Ensign and M. R. Baldwin were made the executive eonunittee. There was a long and tedious wrangle over the charti-r before it was finally passed by the city council, some very vigorous opposition being developed, not only to some of the details, but to the plan itself. The charter was finally granted April 30, 1888, the ordinance being taken by the council from the hands of the committee, which refused to report it for action. The ordinance, as passed, requires that work be commenced within one year and i)rosecuted with all reasonable dis- patch until the road is l)ronght to a suita- ble condition for the use of all roads so de- siring; that the Tenuinal road shall be sub- ject to such reasonable rules as shall enable all companies to use it on as favorable terms as like facilities can be procured for elsewhere in the neighborhood of Duluth, either in Wisconsin or Minnesota; that the charges demanded shall be based on the actual cost of the privileges, so that all roads shall enjoy ecpial privileges on equal terms, and that all rights and franchises granted by the city to the Terminal com- pany shall be forfeited to the city, if it shall appear at any time that the company has discriminated against any road by impos- ing exorbitant charges; that the company must make a detailed statement semi-an- nually to the council, showing the number of miles of road operated, the cost thereof, when and on what account paid, the names of the companies using the road and the amounts paid by each company, which statement must be sworn to by the presi- dent, secretary, treasurer and auditor of the Terminal company, and whenever the net income above oi)erating expenses, taxes, repairs and necessary imi)rovements shall exceed 6 per cent on the cost of the road, the excess shall be returned pro rata to the roads using its facili- ties. The right granted to use certain streets and alleys is made subject to the right of the city to lay .sewers, etc., therein, and provision is made for bridging streets and avenues erossinl by the Terminal tracks, when it shall b(^ deemiHl necessary. It is re(iuired that taritVs shall be publicly posted, anil neglect or failure to comply with th(( provisions of the ordinance for thirty days after written notice is served, is to work a forfeiture of the franchise. The franchise being granted, the work of securing right of way was at once be- gun. The magnificent i)lan which has been formed can be better understood from the large map accomi)anying this article than fi'om a mere description. \n the map the proposed I'oute of the Terminal road is indicated by the crossed line. Beginning at the corner of Sixth avenue west and Railroad alley the line runs westward to the end of Grassy Point, a distance of about six miles, at which place a bridge will be built at some future time. At Fourteenth avenue west begins another line which extends the whole length of Rice's Point to the Noithern Pacific bridge, thence crossing by a bridge over the har- bor to Minnesota Point and along its nearly seven miles of length, from the canal, which will also be bridged, to the natural entry. All the right of way has been se- cured from Sixth avenue west to the Northern Pacific bridge, and all the way from Fourteenth avenue west to Grassy Point, except a few isolated portions. In October last a controlling interest in the stock of the Duluth Terminal railway was sold to the Eastern Minnesota — which means the St. Paul, Minneapolis it Mani- toba — and the Duluth, South Shore & At- lantic—which means the Canadian Pacific — and these two powerful companies will furnish all the money needed to improve the property of the Terminal company on a magnificent scale. On October 12, a con- tract was let for the immediate construc- tion t)f an elevated track from the North- ern Pacific bridge to Sixth avenue west, work on which is now appi-oaching com- pletion. This method of entering the city is an inspiration, avoiding as it does all grade cro.ssings of streets and other rail- ways and greatly enlarging the area avail- able for railroad purposes. The present structure is of wood, which is ultimately ILLUSTRATED ANNUAL EDITION. 85 to be replaced with iron, allowing ^ double use of the right of way, the elevated tracks being exclusively for passenger traffic, and a second series of tracks being built for freight business on a level with existing roads. A union passenger depot, freight warehouses, a round house and other necessary l)uildings are to be erected on the land condemned by the Eastern Minne- sota, (see Page 67) and the property im- proved in all resjiects as fast as needed. Probably half a million dollars will be ex- pended in the next few months, and a mil- ion and a half in the next 3ear. Practically all the Avork of securing the right of way has been done by M. R. Bald- win and the negotiations whereby' the Eastern Minnesota and the Duluth, South Shore & Atlantic have been led to acquire an interest in the Terminal sj'stem and furnish the money for its development have been conducted by Messrs. Miller, Phelps and Baldwin. These roads hold the charter of the Duluth Terminal railway subject to all the provisions thereof, and these provisions, which will be enforced by the city, insure easy and economical en- trance to all the roads which may reason- ably be expected to knock at the doors of Duluth before the year 1900. The Record It was stated at the out- set that no city was ever able to show a more grati- for U Summed Up. s, . ^ * m '— lying record of railway pro- gress than could Duluth for the year 1888, and it is hoped that the claim has been made good in the preceding pages. Before leaving this branch of the subject it may be well to summarize the railway record of the past year, the results gained being classified under five heads, as follows: First — The attaintment of complete com- mercial independence through the coming of the Duluth, South Shore & Atlantic, which flanks Chicago's position and opens a new and shorter route to the eastern seaboard. Second — The recognition of Duluth as the natural terminal point anil coming rail- way center of tlie Nortliwest, and the turn- ing to this city of the trade of a great terri- tory already developed, through the com- ing of the Eastern Minnesota — a portion of the Manitoba system. Under this head, also, must be included the^ building of the Duluth, Red Wing & Southern. Third— The opening, or more properly, the resumption, of trade relations with Manitoba and the Canadian Northwest, through the breaking of the Canadian Pa- cific's monopoly and the lease of the newly built Red River Valley road to the North- ern Pacific. Fourth— The beginning of an independ- ent development of a region rich in re- sources and exclusively tributary to Du- luth, although yet unsubdued, through the building of the Duluth & Winnipeg. Fifth— The working out of a plan which insures to all roads coming to Duluth an entrance to the heart of the city which is certain, easy and economical, through the building of the Duluth Terminal railway. And even this remarkable showing does not include such extensions at that of the Duluth & Iron Range, nor take account of the enormous increase of business and in facilities for handling business made by the roads which have done, and are doing, so much for the prosperity of Duluth, and which are left out of this showing simply because they arrived prior to 1888. Let the city which has a better record pro- duce it. ,^ , President Colby, of the A Look Ahead, ^yj^^^j^^jj, Central railroad, said when in Duluth last summer: "The railroads are recognizing the importance of Duluth' s position and are governing themselves accordingly. They have plans which will be carried out in the next six months and which will astonish the most ardent believer in Duluth. Within one year you will have five or six railroads which you don't dream of having today." As to what these half dozen unexpected railroads maybe, let the railroad men speak for themselves. First, reference may be made to a conversation between Sir Henry Tyler, of the Grand Trunk, and M. R. Bald- win, president of the Duluth Chamber of Commerce, the latter regretting that it was the Canadian Pacific and not the Grand Trunk that had gotten control of the South Shore. Said Sir Henry: " They expected to have had the South Shore road, but it does not follow because the Canadian Pa- cific have secured a holding in this road 86 THE DULUTH DAILY NEWS that the Cr.ind Trunk may not use this line to reach Diiluth." "And if you fail in that — tlien what?" "Then," (positively) "tiie (irand Trunk will come to Duluth anyway. He patient," adding in French, "'All things come to him who waits.' Be sure, my dear man, the Grand Trunk is coming to Duluth." Geni-ral Manager Ilickson nuulc also sub- stantially the same statement to Secretary Phelps. " Anotlicr signiticant utterance comes from a member of the Van llorne party, recently visiting Duluth. He let it be known that the New York Centi-al was greatl}' disap- pointed to have missed securing control of the South Shore. They supposed arrange- ments were all made to that end. But while Mr. Vanderbilt was in f^urope hob- nobbing witii crowned heads and Mr. De- pew was fhasing about the country trying to secure the presidential nomination, the Canadian Pacific took the advantage and gathered in the South Shore. "But," said he, "the Canadian Pacific secures only this shore line. The New York Central will come to Duluth." Asked by what route, he said: "Direct from St. Ignace," and re- ferred to the fact that a partial survey for that line had been made by the New York Central and the money neai'ly raised to build it. This plan was, however, aband- oned in expectation of securing the South Shore. In tlie same connection it ma}' be said that Secretary Phelps has assurances from a high authority, whose name cannot be given, that the Chicago & Northwestern has under advisement a line from some point in Central Dakota, Columbia per- haps, direct to Duluth. This would give the Vanderbilt sj'stem a new connection between Northern Michigan, and thus with all its Eastern lines, antl Dakota, and thus with all its Northwestern lines. To a plan so plausible one's Ijelief is half committed without further autliority. But in President Colby's remark th(i Wis- consin Central itself must be included. Either it will purchase the Northern Pa- cific's Ashland division — that deal which has l^een on and oft" ever since one can re- member — or with the Milwaukee, I.,ake Shore A: Western, wiiich also has designs toward Duluth, build a new line. In any case the Wisconsin Central intends nothing less than through trains from Taconia to Chicago via Duluth. Again, tlie old Minnesota & Northwest- ern, the Kansas City line, when it relin- quished its options on the Nemailji river, by no means abandoned its intention of reaching the head of Lake Superior, but rather determined to enter Duluth and not Superior. It is beyond doubt that the plan will be fulfil led, but it is quite as likely to be l)y a mergence of the St. Paul & Duluth as by any other means. Clearly Mr. Colby spoke within bounds in presaging the early entrance to Duluth of half a dozen I'oads. But, throwing aside all conjecture and surmise, thert; are certainties enough ahead to make a most pleasing outlook. Work on the Duluth Terminal will proceed rap- idly and steadily; the Duluth & Winnipeg will push on across the State to the Red River valley, and the Manitoba's Crookston line will follow like a shadow and arrive at the same time — plenty of room for both, though; the Eastern Minnesota will build from Hinckley to Coon Creek, making the .shortest line from Duluth to the Twin Cities; the Portage extension will be fin- ished and the Brandon branch of the Red River Valley line at least begun, and the Winnipeg & Southeastern will stai-t for the boundary line to meet the Duluth & Win- ni))eg or some other line from Duluth; the Duluth, Red Wing it Soutiicrn will be pushed forward, northward probably and soutiiward certainly, tlie Hurley cut-off of the Milwaukee, Lake Shore A: Western will be finished, and the new line of this road from Watersmeet to the Sault will be started eastward. A new short line service will be started by the Eastern Min- nesota, making the run from Duluth to West Superior over the elevated tracks in ten minutes or less; passenger service be- tween Duluth and St. Paul will be started over the same line; through sleepers will run from New Y''ork and Boston to Duluth over the Duluth, South Shore & Atlantic — and possibly on to Tacoma over the North- ern Pacific; the St. Paul Ar Duluth limited will make the run to St. Paul and Minne- apolis in four hours, and the time to Chi- cago will be reduced on the Omaha. This ILLUSTRATED ANNUAL EDITION 87 is not all, but it is enough to make a bright outlook for 1889. It is easier sometimes to write in glowing terms of Railroad Freight Traffic. , , . . ^ , j — what IS going to be done, than to make a creditable showing of what has been accomplished, but Duluth can turn with confidence from the state- ment of the prospects for future railway growth to the figures which show the busi- ness done by the railways in 1888. Four roads give reports, in pounds, of the freight handled at Duluth, and a fifth — the Duluth & Iron Range — reports its total freight tonnage, but does not separate its Duluth business, although this is considerable. The aggregate amount of freight received and forwarded by the four roads above mentioned — the St. Paul & Duluth, North- ern Pacific, Chicago, St. Paul, Minneapolis & Omaha and Eastern Minnesota — was 2,947,869,241 pounds, nearly 100,000 car loads. The traffic of the Eastern Minne- sota dates back only two months and a half, and its grain and Hour was chiefly handled across the bay in its West Superior yards and so does not appear in its report. The figures given for the Northern Pacific include the business of the Wisconsin Cen- tral, Milwaukee, Lake Shore & Western and the Duluth, South Shore & Atlantic, all of which is handled in Duluth by the Northern Pacific. All classes of freight show an in- crease in amount except grain, and except for the falling off in that the gain would have been enormous. The amounts of coal, flour and merchandise show the largest increase over 1887. ST. PAUL & DULUTH. Commodity. Received. Forwarded. Live stock Salt • 4,302,500 349,4.30 23,780,240 Oil 1,768,952 10,633,160 Coal 679,783,070 Flour 291,657,951 232,642,740 32,962,865 Grain 7,259,820 7I,7!)0,010 16,315,500 Ore 108,714,251) 59,522,003 Merchandise Brick Hay 56,656,439 48,366,;M0 11,715,660 9,i:jO,311 Machinery Total 689,203,758 978.147,489 Grand Total 1,667,351,247 NORTHERN PACIFIC. Classified in the same manner, the tigui-es for the Northern Pacific are as follows: Commodity. Received. Forwarded. Merchandise Flour, etc Iron 19,774,460 31,934,350 3,(154,000 4,451,1.50 5,933,860 9,416,640 445,814 12,621,700 57,077,610 1,344,580 2,581,330 Salmon Wool ;■ Matte Bullion Lumber Lime and cement "88,431 iiio 7,217,990 Logs 20,597,500 3,050,000 14,407,100 17,656,0(K) 5,620,'S(X) 258,769,590 Livestock Coal 2,949,000 325,719,430 " 23,498it'99 Brick, etc Railroad material Wheat Total 408,012,614 489,431,579 Grand Total 897,444,193 For the year the Northern Pacific for- warded by lake the following freight: Flour, 19,164,760 pounds; salmon, 4,451,150; wool, 5,933,860; matte, 9,576,640; bullion, 445,814; merchandise and railroad material, 1,857,830. THE OMAHA ROAD. The Chicago, St. Paul, Minneapolis & Omaha did a fine business, which it reports in a slightly difi'erent form from the other roads, the amounts received and forwarded being added together with results as follows: Commodity. Pounds. Grain 20 783 750 Flour, etc Coal 47.626,255 130,750,495 10,606,000 22,160,090 1,4.50,000 20,623,900 24,959,111 71,189,016 Salt Stone Live Stock Lumber Miscellaneous Merchandise Total 353,462,617 THE DULUTH & IRON RANGE gives the figures of all its freight traffic for all stations. Its total traffic for the year amounted to 600,483 net tons, of which 510,000 were iron ore. Of this amount more than 4,200 car loads, containing over 63,000,000 tons, (or to be exact, 126,731,976 pounds), were shipped througli Duluth by rail, going principally to Chicago and THE DULUTH DAILY NEWS Joliet. The reniaindor was .shii)p('tl east by boat from Two Harliors. Its south-bound freight was as follows: Cominodily. Stone Iron ore Manufiu-liircd iron. Lumbf r Miscellnueous Total 1,188,«0,000 Poiimls. 4,ait;,<>()0 1.119,'W<),l)tiO 30, !«>,',! KM) 1,750,000 Its north-bound freight was as follows: Commodity. Orain Flour Hay •■•■• Other agricultural products Provisions Live stock Dressed meats Salt meals Coal Oils Manufactured iron Cement, lime and brick — Liquors Miscellaneous Total Pounds. 2,4GO,<'00 l,114.(l«)0 3,078,0,10 l,<)!t(i,000 it,21(;,(J(KI ],4S4,(«K( l,22fi.(l(K) 4Sv.'.lHM) 21,r):iti,IKA) -154,(10 1 3,001 >,(K to 2,950,(K)0 1,402,000 26,404,000 77,492,000 THE EASTERN MINNESOTA, from October 1 to December 15, received and forwarded the following freight at Duliith: Commodity. on Coal and coke. Iron Grain Lumber Lime Salt Feed Live stock — Merchandise . . Brick Total Grand Total. Received. 37,960 114,100 3,803,350 1,223,000 24,000 20,000 2;W,530 585,450 5,988,390 Forwarded. 736,000 n,0(ri,09o 90,IK)0 732,350 11.3.830 162,850 110,100 632,560 12,582,780 18,571,170 An Odious Comparisons are said to be odious, and the following Co'"P""'0"- will no doubt be quite odious— to St. Paul. Since the figures given were in type, a very close apjMoxima- tion to tlie exact tonnage at Duluth of the Dulutli & Iron Range has been obtained. Witli tlicir figures included, the total freight handled at Dulutli in 188S amounted to 3,147,H(;!»,24l pounds, wliile tlu' figures for the Minnesota Transfer, between St. Paul and MinneajKdis, foot up only 2,974,278,036, a dill'erence in favor of Dulutli of 173,591,- 205. Again, St. Paul claims to be the com- mercial center of the Northwest. The total car loads of freight handled at St. Paul in 1888 amounted to 251,000. The total car loads handled at Duluth were 105,000. But St. Paul is more than five times as large; as Duluth, yet she did less than two and one- half times as much freight business as Du- luth. In other words, Duluth handled more than twice as much freight in propor- tion to population as St. Paul did. The odious end of that comparison does not l)roject toward Duluth. Total Mileage '^^'le total mileage of all ~~A^mu i":^'lways belonging to the — Duluth system is over 16,- Construction. ,)qq ^^.^^^^ ^^ ^j^^^^ ,^y ^j^^ talde given below. For convenience the mileage of the Eastern Minnesota and Montana Centi'al railways is included \vith that of the St. Paul, Minneapolis & Mani- toba, and the various parts of the great Northwestern system are included with the Omaha. The new mileage of the Duluth & Winnipeg and Duluth, Red Wing & Southern is also given although not yet in operation. St. Paul A Duluth 252 Northern Pacific and branches 3,850 Chicago, St. Paul, Minneapolis & Omaha and connecting systems . 7,067 St. Paul, Minneapolis & Manitoba 3,160 Duluth & Iron Kange .. 117 Duluth. Soutli Shore <.t Atlantic 529 Wisconsin Central 775 Milwaukee, Lake Shore & Western 605 Duluth t't Winnipeg 20 Duluth, Red Wing & Southern 20 Total ; 16,395 The year 1888 was not a remai'kable year for railway construction, only about half as much new track being laid as in 1887. Most of the work in the Nortliwest during the past year was confined to short lines, the longest extension being that of the Manitoba system from Willmar, Minn., to Sioux Falls, Dak., 147 miles. Large ex- penditures have been made in reducing grades, taking out curves and other im- provements of great value and importance, but which can not be mentioned in detail. ''1' S'P'H- MAP OF THE TERMINAL RAILWAY tion to the v Duluth & In ILLUSTRATED ANNUAL EDITION. 91 New mileage for 1888 on roads belonging to the Dulutli system is as follows: Miles. St. Paul, Minneapolis & Manitoba 321.49 Montana Central 73.00 Eastern Minnesota 68.30 Northern Pacific 70. SO Red River Valley GO.tK) Chicago & Northwestern S8.19 Duluth & Iron Kuuse 21.(«» Duluth, .soutli Shore & Atlantic 54..5S Duluth & Winnipeg 2().W) Duluth, Red Wing & Southern 20.00 Milwaukee, Lake Shore & Western 49.50 Total So8.8b More than half of this total belongs to the Manitoba system, of which 321.94 be- longs to the St. Paul, Minneapolis & Mani- toba proper, divided as follows: Miles. Willmar to Sioux Falls 146.90 Walertowu to Huron 69.82 Church's Ferry to St. John 55.21 Crookston to Fosston 44.68 Great Falls to Smelter 5.33 Total 321.94 Add to this the Eastern Minnesota, from Hinckley to Duluth, 68.30 miles, and the the Montana Central from Helena to Butte, 73 miles, and it makes a total for the en- tire system of 462.79 miles. The 76.8 miles of new construction on the Northern Pacitic is made up of a number of short lines all of which were among or west of the Rocky Mountains. The Red River Valley line, 66 miles long, from Winnipeg to the boundary, was built by the Province of Manitoba, but is operated as a part of the Northern Pacific system. Of the new construction on the Milwaukee, Lake Shore & Western, 32.5 miles were on the new line from Rhine- lander to Hurley, which will reduce the distance from Duluth to Milwaukee over their line, by 41 miles. DULUTH. BY WM. HOSKA BALLOU. Upon Suporior's finger tip, Far pointing toward the boundless West, Upborne above the white-winged ship, Her battlements, rock-founded, rest. Around her oceans wield their sway Of billowed grains and roaring pines; And in her cells fast chained and bound Are precious ores in glittering lines. Oh! child on whom the Pole star shines — Mold of Diana yet to be; The Western Adriatic waits The coming maid, queen of the sea. — From Daily News Annual, 18S8. The Realty Market. w the r HTLE the number of sales of Du- luth realty liave not been so large (luring 1888 as during the pre- vious year, one who has watched course of events can not fail to be IK^ 0.6.T^aj^^^a£.in,/\^c^^^--■' impressed with the fact that the history of the jear, taken in its entirety, gives more substantial evidence of the high pres- ent and prospective value of Duluth realty than the experiences of all past years com- bined. When the vast number of transfers of property made during the early months of 1887 are considered; when it is remembered that thous- ands of these transfers were made upon pay- ment by the jjurchaser of 25, or 38i, or 40 per cent of the selling p r i c e, and that failure to pay bal- ance meant foreclosure, the fact that the number of foreclos- ure s has been small is mostimpres- sive, and adds to one's faith in the s t ability of values. The fact that 1888 was a "pres- id en tial" year has had its influence on invest- — =-=~ =— '■ — ==J m e n t here just as it did in all lines of business and in all parts of the country, but not- 94 THE DULUTH DAILY NEWS withstanding this, prices of Duluth property were not only maintained but actually ad- vanced, and this with good reason. The advance was merely the natural result of improved conditions. Three great manu- facturing institutions have been located here; four now railroads have been added to the fast-developing Duluth system, and the Manitol)a has liecome interested in a terminal railway within the corporate limits of Duluth which promises to become one of the greatest terminal sj'stems in the world; an iron boat, destined to revolutionize ship- ping on the inland seas, invented by a Duluth man, built by Duluth money and pluck, has proven the invention all and more the most sanguine expected, and assures the location here of large ship yards; streets and avenues, impassible a year ago, have been graded, leveled, im- proved and beautified; sewers and water and gas systems have been extended; miles of sidewalk have been laid; Superior street has been changed from a mud-hole into one of the most beautiful and substantially paved streets on the continent; millions have been spent in private and public im- provements. Along all lines advance- ment has been made, and real estate has advanced in sympathy and without " boom- ing." Until November 15 real estate was in- active. Then the influence of the great manufacturing establishments located and building at West Duluth began to be felt, and real estate in that section found an active demand at fair prices. Something of a craze for West Duluth property was experienced, but after a few weeks the feeling of strength and a renewal of activity was felt throughout the market, and De- cember witnessed a growing demand for hill property and acres in all directions. Following is the record of the year in transfers and amounts by divisions. It is indeed one of which any city twice its size might justly feel ))roud. But if 1888 has been a great 3'ear, 1889 promises to exceed it. Never has there lieen so strong a feeling of confldence in the sure and growing values of Duluth realty; never such a de- termination to develop the opportunities now offered: DIVISION. Acre jiniptTly lU'ckimin's addition , Buy Front .V.I,|ill 8.M,-,'(10 :ji."),.">(Hi 358. UN) r)ii,(KKt S.M.HM) 1S72 1H73 1874 1875 1871) 1877 1878 1879 18M) 1881 6^'5.S()() 1883 ;}.'>■), (KH) 188;^ 7'.tl,S(KI 1884 81.'>,.'iiHI 1885 l,l.Vi,(Xn 188(5 1,.">IMI,(HKI 1887 l,.S.T),'.t(«) 1888 I,4a8,7(»7 The cost to the Minneapolis miller on every barrel of Hour shipped from his mill and laid down in the warehouse at Duluth is not less than fifteen cents. Since and including 1871, Minneapolis flour manufac- turers have shipped via Duluth 11,088,307 barrels of flour. At the low estimate of fifteen cents per barrel, it is seen that the additional cost to the millers, from this one source alone over what it would have been had the flour been manufactured at Duluth, is .f 1,663, 246. No one can read these figures without becoming convinced that Duluth will soon take the lead among the flour manufacturing cities of the world. /T Banks and Banking. DULUTH without hi-r banks and hank- ers would be like the play of Ham- let with the erratie pi'inee left out. Brains may do wonders, and brawn command the admiration of the world, but neither, or both, ean build up a great city nor develop surrounding natural resources. But add to brain and brawn the mystic in- fluence of capital, and, presto! forests are leveled,. mountains are moved, and cities spring up where yesterday was a wilder- ness. To her banks Duluth owes much, and it may safely be stated that in no city in the country exists a more cordial feeling of mutuality between banker and customer than here. The history of banking in Duluth is like a fairy tale. So quickly has it grown to great proportions from humble beginnings that it would seem that the traditional magic wand must have had some part in producing such results. In 1882 the total bank transactions footed up only $87,398,- ;3T2; two years later this sum was increased to $156,21)6.781, and in 1886 reached the almost incredible figure of $421,494,791, a larger total, pi-obably, than was shown by any city of four times its population. At the close of 1886 there were four banking institutions in Duluth, represent- ing an aggregate capital of |600,000, with .$218,730 of undivided i^rofits and sui-plus. There are at the close of 1888 nine banking establishments, rci)resenting an aggregate capital of $1,994,307. * The Duluth National and Union National banks consolidated February 1, 1888, under the name of the Duluth Union National bank, and this great institution, with a capital of $800,000, occupies the handsome structure at the corner of Superior street and Third avenue west, which is shown on Page 65 of this work. At the close of its first fiscal year, in May 1887, the State Bank doubled its capital, making it $100,- 000. About February 1, 1889, the doors of the National Bank of Commerce will be opened for business. This bank will occupy the elegant banking quarters especially arranged in the Spalding House, at the c(jrner of Superior street and Fifth avenue west. Its capital is $100,000. These are the changes and additions for the year just closed. Following is a list of Duluth banks, together with the amount of capital, sur- plus and deposits: Banks. American Exchange.. Bell it Evster I H. H. Hell & Co. i. .. Duluth Union National Merchant's National. . . Paine & Lardner State Bank Hall & Co Stewart & Britfs Total Capital. $30o,one 100,000 800,000 200,000 50,000 100,000 22,000 50,000 $1,6^2,000 Surplus and un- divided Profits. Deposits. $18-3,826' 30,000 86,211 30,000 *9,000 25,000 4,870 3,400 $1,034,127 JOOO.OrO 75,000 1 249,765 325,000 90,000 205,000 42,382 26,500 $372,307 $3,647,774 An important addition to the financial institutions of Duluth is the American Loan' & Trust company organized early in the year, with a capital stock of $5,000,000. This company has a guarantee deposit of $200,000 with the state auditor, which is an assurance of its strength and safety. Its officers are, Dell Noblitt of Philadelphia, president; Chas. E. Shannon, Duluth, vice president; James Billings, Duluth, secre- tary, and George W. Elder, Duluth, attor- Ticy, with a board of directors composed of staunch, conservative business men. The Northwestern Land and Loan com- pany organized in August, 1888, with an authorized capital stock of $250,000. Of this comjjany D, M. Irwin, of Oswego, N. Y., is president; R. S. Sloan, of Oswego, vice president, and W. B. Silvey, of Du- luth, secretary and treasurer. On every hand are seen the signs of the future greatness of Duluth as a financial 1 UG THE D VL UTH DA IL Y NE WS center. Besides the institutions Drganizetl great as the changed condition of the wheat to carrj' on this business, hundreds of trade vvQidd seem to warrant. The clear- thousands of dolhirs are annually sent to ings by months in 1888 were as follows, the private individuals in Duluth for the pur- fractional dollars being omitted: pose of loaning on the splendid security Jnmmry js,16h,57k oin>red by Duluth real estate. More than Mu^cr^:: :::;::::;;:;:;:::.::::::::::; : \^^ this, gentlemen rei)resenting vast wealtli j^P"1 (i,i.i;,'.'o;^ have made Dulutii tiieir home, and are June 8,727,448 expending and loaning large sums. For M,'|usi..;. •:;:.•.::::;:::::::;:::. ■:.■:::::.■■; ^Sm manv years Duluth found it ditlicult to September J*-*^?'^!!! ' , . , , October 11,;)21,332 .sceiu'c the money requn-ed to carry out the November k,449,1]6 euterpri.scs of her progressive people. To- December ; ..^^7 day the money-lenders stand willing and Tutnl $l(K»,6i'j,298 anxious to place their loans hei'e. Such a In the issue of Bradstreet's of December ecuidition of ailairs — stich a brilliant record 8, 1888, a statement is made of the clearings of a single j'car's business, surely point of the coimtry for the first eleven months to the financial supn-macy of the Zenitli of the year. By that Dulutli stands twenty- City, third, and her clearings exceed those of The Duluth Although Duluth's bank- Hartford, Conn., the great financial and : u — '"» business is largely in- insurance center, by $10,000,000, Indianap- Cleanng House, j,,,,,,,^,.,, ^^ ^ij^ g^.^^j,^ ^^.^^^^^ ^^jj^. ,,^. ij;4, 000,000, St. Joseph by $40,000,000 and this has been verj^liscouraging dur- and Richmond, Va., by if 11,. "500, 000, while ing tlie past year, the increase in other they are nearlj' double those of S|)ringfield lines of business has served to keep the and Worcester, IMass., Portland, Me., and actual amount of banking business pretty Galveston, T»^x., and tliey are three times well up to that of 1887. In ten months of those of Lowell, Mass., which has a popida- that year the total amount of bank clear- tion of 75,000, and nearly four times those ancesamounted to $105,060,297. The twelve of Grand Rapids, Mich., a city twice the months of 1888 show total clearings of $100,- .size of Duluth, a statement which needs no 025,208, a decrease, of course, but not so comment. M .,i::"""iii!iL The Grain Trade. THE wheat business of Duluth is one of its chief glories. In the course of of a very few years it has grown from an insignificant position to one of tlie three or four principal ])riniary mar- kets in the United States, and its elevator capacity, increased to meet the demands of this business, is now over 20,000,000 bush- els wliere in 1880 it was but (500,000 bushels, while the Duluth elevator system itself is, without any exception, the finest in the world . Dulutli's w-heat territory comprises the famous No. 1 Hard districts of the Northwest, included in the Red River val- ]ey, Northern Dakota, Soutliwestern and Western Minnesota, and Southeastern Da- kota. This territory, the future granary, as it were, of the United States, produced in 1888 about eighty million bushels and in 1887 about one hundred million bushels. The yield last year was cut down by bad weather and unusually early frosts, which spoiled thousands of acres of the growing grain in Northern Minnesota and Dakota, i-egions which ship the bulk of their crop, in ordinary years, to Duluth. The grain country of Minnesota and Dakota is mostly tributary to both Duluth and Minneapolis, while the more southern districts also ship to Winona, Rochester, Red Wing, La Crosse, and other large interior milling points, and to Milwaukee and Chicago. Minneapolis with her immense milling capacity is our chief competitor. To sup- ply all the mills at that city from thirty to forty million bushels are annually required, and for the mills in other places at least ten millions more. These milling towns take all grades of wlieat, and are the best markets for off grades because there sam- ple markets are established, millers paying the value of the wheat without regard to the arbitrary grades established by state inspection. Duluth, on the other hand, iias l)een a graded wheat market, all sales being made according to state grades, and the trading is nearly all carried on by board of trade sales. Duluth depends for her market almost exclusively upon tlie eastern milling and foreign demand, which is for contract grades. The only contract grade here is No. 1 hard and the character of her trade makes this the easiest grade handled here, as it is the favorite with all millers, and so Duluth has become known as the highest grade market in the world— the leading No. 1 hard wheat market. Other high grades are also sold to the greatest advantage here, while lower grades are disposed of to better advantage whei-e there are mills and samjjle markets. In the distribution of the wheat yield of the Northwest, as an ordinary thing, the de- mand first to be supplied is the local milling demand and that of Minneapolis and of the other milling centei's in Minnesota. The surplus above this and the seeding demand is distributed to the markets of the South, East and Europe through Duluth, Minne- apolis, Milwaukee and Chicago. For this surplus, ordinarily from thirt3'-five to fifty million bushels, Duluth is the natui'al mar- ket for all the territory north of Central Minnesota and a competing market for Southwestern Minnesota and Dakota, and such is her position that she usually con- trols the bulk of the wheat shipped from these sections. In years of full crops Min- neapolis supplies her mills with wdieat from territory near by. When crops are short she must reach out into Dulutli's territory. This has been the case the last two years. She profits also at Dulutli's expense when there is, on account of blight or frosts, a large amount of low grade wheat, for she can use to advantage wheat that cannot find a market here on account of the high character of the Duluth market. In the crop year of 1887-8, with a yield of about one hundred million bushels in the North- 110 THE D UL UTH DA IL 7 NE WS west, there was a surplus of about thirty million bushels for shipment East and abroad. Of this amount Duluth, with many disadvantages to contend with, re- ceived 17,(573,411 bushels. For the present crop year the surplus will be only about one-half that much and Duluth's receipts will therefore be largely de- creased. This is already shown by the great falling ott'for the last calendar year and for the first four months of the crop year. With a falling oil" in the yield of the Northwest in 1888 of twenty million or more from 1887, Duluth dropped in receipts about nine millions; practi- cally a large loss, but com- paratively no loss at all. Receipts are now running low, as there is not wheat in the country to .shij) either here or elsewhere. The crop of the Northwest in 1888 was about 60 per cent No. 1 hard. Duluth's receipts for 1888 ran about 75 per cent No. 1 hard and are now averaging fully 8.1 per cent, while at Minneapolis the average is less than 50 per cent. With a full crop next year, Du- luth must handle more wheat than ever befoi-e, for she is better equipped in re- gard to elevators and her railroads cover a larger ter- ritory. The wheat tei-ritory of the Northwest is con- stantly increasing and, pro- ducing as it does the best wheat in the world, must become the great granary of the world, and Duluth will handle the hulk of all this wheat. The Duluth market will change its character somewhat during the present and succeeding year. The first large Hour mill will start up with a capacity of 1 ,500 barrels daily, which will be increased to 10,000 barrels in a very short time, antl Duluth will take her place as a milling center and will then furnish a Jiiarket for all grades of wheat and make this a sample market. Another new feature which will increase the receipts of wheat here is the opening up to American railways, and especially Duluth roads, of Manitoba and the market- ing by way of this city of a large share of the wheat cro]> of that province;. .■% m _^. BOAKD OF TUADE. Duluth now is the second largest primary wheat market in the country, oidy Minne- apolis leading her. Duluth handles much more wheat annually than Chicago, though the latter is both a spring and winter wheat market. Tlic receipts and shipments for 1888 were as follows: ILLUSTRATED ANNUAL EDIIION. Ill MONTH. January February. March April May June July August. . . September. October. . . . November., December. . Total 7,9t;2,301 13,642,116 812, ,203, 508 952 420 793, 9.57 744, 648, 520, I.-). 16, 11, 3,98:^, 1,582, 2,6Gf), 2,283. 1,:«9. 578, 985, 162, ,5.58 210 7(i5 980 081 900 170 560 935 667 ,756 .53 i While the falling of in receipts attecteil the business on the board of trade to a large extent, there was fairly good trading for a good part of tlie year, and the range of prices was the greatest for years. This, of course, was due to the small crop and small stocks of wheat in the country, caus- ing a heavy advance from values of early months. The range of prices of spot wheat by months was as follows: J an u ary 75 ^ ©78 February 75 ©77^4 March 74M®77"-4 April 74 ®82 May 80 @89 June 79X®84>4 July % .801^® .86 AuKUSt 86'4@ .99 September 95)4®1.13 October 1.12>2®1.32 November .... 1.16J4@1.25 December 1.20 ©1.24 26th, 27th and 29th of October, and the lowest, 74 cents, on April o. The May op- tion ranged from 75 cents, on April 5, to $1.35| on tlie 29th of October. For several weeks during the last of the shipping sea- son cash No. 1 hard was worth more than the near future. Coarse grain receipts and shipments during the year were as follows: GRAIN. Recpts, bushels. 2:^7, 6;w 46,9()4 .34,062 Shipt's, bushels. 444 80(i Oats t)6,243 Barley 34.062 The receipts and shipments of flour for the past year show an increase over 1887 of nearly 400,000 barrels, Receipts were brought here by the St. Paul & Duluth, Northern Pacific, Chicago, St. Paul, Min neapolis & Omaha and Eastern Minnesota railways. The records of the year and of 1887 were as follows: YEAR. Receipts. Shipt's. 1888 1,747,746 1,335,932 1,746,048 1887 1,-322,725 The highest price, $1.32, was paid on the The flour receipts for 1889 were equal to about 8,500,000 bushels of wheat. Social Features. BUSY younj,' Duhilli luis little time for frivolities. Nevertheless in the labor of Ituikling a city social activi- ties are not forgotten. Society has not had time or leisure to develop the club- man or the professional beauty, but there arc clubs and there are many beautiful women. The Kitciii Gammi is the princi- pal social club, occupying luxurious rooms in the Opera House block. Its annual re- ception is always an event of the season. An institution rather more popular is the RK8IDENCE OF E. P. ALEXANDER, JR. Dnhith Boat Clul), owning a cosy and at- tractive house and a line lleet of pleasure l)oats and shells. The Boat Clul) also can entertain royally. Every winter several assembly clubs dance away the long ev(Mi- ings, and germans, hops, card parties, recep- tions and lunches are without numl)cr. Music and drama c-enter about the (irand Opera Hou.se, one of the prettiest auditor- iums in the United States. Here such attractions as the Boston Ideals, the Bos- tonians, Juch, Aus der Ohe, Booth and Barrett attract crowded houses, with all the spectaculars, comedies and minstrels one could desire. Amateur theatricals, concerts, operas and various charitable entertainments must of course be added. There is a musical element in Duluth remarkably strong, which has done much good work, and is capable of much better with proper organiza- tion. A long list could be made of amateur vocalists and instrumentalists whose home is here. There are many organiza- tions which mix with benevo- lent, religious, educational, in- dustrial or national purposes, attractive social features. Such are the Chatau(jua Circles and Debating clubs, Shakespeare and Musical clubs; the various secret orders. Masons, Odd Fellows, Knights of Pythias and so on; Clan Stewart who eat haggis once a year, the Union Jacks who have im- ported cricket and other mys- teries, the Turn Verein, St. Jean Baptiste, Polish, Scandi- navian and other societies. Or- ganizations for out-door sports and in-door games of every de- scrii>tion grow and llouiish. Duluth so- ciety nia}' not be highly ditVcrcntiatcd l)Ut it is thoroughly clKUMningand l)iMngs together in a hundred ways the Itrave men and fair women of a liright, intelligent populace. Educational Interests. DULUTH'S educational interests cen- ter in the public school system which yields precedence to none. The buildings are model and modern, the the teachers capal)le and the pupils apt, and the best methods of the nineteenth century art of pedagogics are carried out with the thoroughness of the old dame schools. As for numbers the total enroll- ment last year was 2,400, the buildings nine, to which two will be added this year. The seating capacity of these eleven buildings will be 3,800 which will all be needed before the year is out. Four hun- dred pupils attended evening schools last increase this by $100,000. The faculty includes fifty-three leichers for the day schools, four for the evening schools, the superintendent and special instructors in music and drawing. Last year's pay roll amounted to $33,5)14.65. The range of subjects is wide, embracing everything from the very elements to the highest branches that may be properly taught in an academy. Something more than book knowledge is taught. The primary scholars learn form and size and dexterity by modeling in clay and the high school is equipped with serviceable physical and chemical laboratories. Another year a workshop will prob- TWO OK DULUTH'S SCHOOL BUILDINGS. year and the number this year will be not less than 500. The buildings are, except two, brick or veneer. The as.sessed val- uation of buildings and grounds is $241,- 000, while the two new buildings will ably be added. More- over the pupils are en- couraged to the inde- pendent use of books that develops schol- ars. The lower schools have their libraries partly tix:ed and part- ly circulating from school to school, and the high school has an admirable selection of a thousand volumes of books of reference, historj^ science, travel and standard liter- ature. Here also is a cabinet for an exhibit in geolog}^ and nat- ural history. The membership of the liigh school is now 130, of which 60 are in the newly entered class— a marked increase. A new depart- m-e is specializing as far as Possible the work of the high school teachers. The results of the syst'?m are eminently satisfactory. The pupils leave the lower 110 THE DULUTH DAILY NEWS schools possessing a snuiul coinimin scliool education, while the majority of the gradu- ates liave passed suci-essfuUy to higher studies. Other institutions are Parsons' Business College having an average attendance of over 100 and an honorable reputation, and the Duluth Yale school a new but well established classical school. Sectarian schools are conducted by the Norwegian and Danish Lutheran, St. Clements, St. Stanislaus, St. Thomas, the Swedish Lutheran and the (ierman churches. One or two smaller private schools may l»e added to the list. These are of specialists in music, modern languages, art, history, literature and so on beyond cataloguing and classes to correspond. Duluth, truly, is known more in oth(;r ways than as a cen- ter of education, l)Ut her intellectual life is anything but dormant, and promises to be l)roductive of great results. Fin, Fur and Feather. GREAT cities liko Dulnth need nothing nioro truly than a pleasant resoi't within convenient distance where each and all may go at any time and exchange the heat and dust and noise and cares of city life for the life-giving relaxa- tion that only the country atl'ords and live with mother nature for longer or shorter time the life she would have us live "VVheu Slimmer winds l)low soft and low.'' And Duluth is indeed blessed in this respect. The smoky banners that will wave above the great manufacturing estab- streani famed in song or story — be it the beautiful Danube or the castled Rhine — discloses more grand, picturesque land- scapes than can be enjoyed by a short trip up the St. Louis. And around mysterious, enchanting Spii'it Lake, the hand that shaped the rivers, made the islands and the hills, has lingered lovingly and left for man's enjoyment the most beautiful scenes. Until the opening of a summer hotel at Spirit Lake, two miles from West Duluth, and the running of regular and excursion trips by the pleasure steamer Barker the THE UNITED STATES FISH HATCHERY.— FROM A SKETCH BY DR. K. O. SWEENY. lishments at West Duluth, will not mark the -western limits of the city of destiny. There is more beyond. Fame lias as yet but modestlj' introduced to the world the wonderful natural beau- ties of the winding St. Louis river, its islands, l>ays and lakes, from its source far up the Iron Range tdl it at last meets the great inland sea at Duluth's feet. No past season, but few even here in Duluth knew of the grand natural resort that lies at their very door. Its charming situation, natural beauties of forest and stream no tongue or pen can fittingly describe; no artist's brush can copy the wonderful land scapes of woodland, wave and sky. Spirit Lake is a pleasant stopping place for picnic parties, and there are delightful camping 118 THE DULUTH DAILY NEWS places all along tlu' enchanting shores where all may eome and pitch their tents and live the happy life of acadian sim- plicity throngh the long summer days, within siglit of the city, yet beyond the tire- some whirl of business cares. And here the di'votecs of the rod and line find sport worthy of their skill. The river swarms with lish the j'ear round. Pike and i)iek- erel are the most numerous, but black bass, the glorious bon vivant of the deep, are found in numbers but are hard to iMtch, the river being so full of their natural food. Cattish weighing fnmi one to tiiirty i)ounds are caught here, while the smaller varieties of lish arc caught in great numbers at all s(!asons. Here the professional angler or a "worm at one end of a line and a fool at the other" may catch fish until satiated. From Duluth the famous Brule trout streams are easil}^ reached l)y boat or rail, and the far famed Nipigon trout waters are but a day's journey by boat from Duluth. The waters ure teeming with lish, l)ut that is not all. Spirit Lake is the favorite stop- ])ing place for the swarms of ducks, geese and brant on their long journey from the northlands to their winter homes in the land of flowers, and great numbers are shot here. A short ride l)y rail lu'ings the hunter to l)illowy })Iains whose golden grain has gone to till Uuluth's great eleva- tors or to feed the millions at home and beyond the seas. On the stubble lields of Minnesota and Dakota the goose hunter finds such sport as but few states afVord. And to him who would seek larger game • Dulutli's olVerings are still greater. All along the St. Louis and far back into the tangled wild wood deer ai'e still found in great numbers in spite of the rapid advance of the lumberman in the van of civilization and the hunter's remorseless rifle. And he whose woodcraft and skill is equal to the natural instincts of this noble game, may have the j)roud honor of hang- ing a magniflcient pair of antlers above his hearthstone or spreading a bear skin before it. The famous "big buck country" of Northern Wisconsin is within a two hours ride by boat or rail from Duluth. The caribou and moose are fast disa])pear- ing, but Duluth is the starting point from which to follow their trails to the north. At and around Duluth the naturalist and mineralogist have a lield limitless and inexhaustible. The sun shines warm in this northern clime and the flowers are with us from the tiny violet, loved the woi'ld OAer, to the mysterious Egj'ptian lotus, which is found near Duluth. The shores of the gi'eat inland sea give up the most i)eautiful agates, amethjsts and crys- tals, such as tourists find on no other shores. V \ 1\B -J' The Marine Trade. THE presidents of two of the great railway systems of the country, one in the east and the other in the west, sat talking together a number of years ago. The eastern man spoke of the remarkable and continuous decrease in the net cost of railway transportation owing to improved road beds, tracks and bridges, the increased efficiency of motive power and the great increase in the relative pro- portion of carrying capacity to dead weight in rolling stock and contidcntly ex- pressed the opinion that this reduction would continue until the railroads, carry- ing freight at the same cost and at greater speed, would drive the steamboats out of business. The western man agreed with him at the time, but in speaking of the matter recently, said: "I might have been of the same opinion still if I had not had occasion since then to build and operate some boats myself. Our appreciation of the improvements in railway service was none to high, but we failed to foresee that the increase in the efficiency and carrying capacity of lake steamers would be still greater. The best boats on the lakes today have triple expansion engines and can make the trip from Duluth to Butl'alo in three days and a half carrying 90,000 bushels of wheat. The actual cost of runn- ing one of these boats, including every- thing, is $130 per day. This means that wheat can be carried from Uuluth to Buf- falo if necessary, for one half a cent ])er bushel and leave a trifling margin of profit. Railroads cannot carry freight for such prices, and Avhat is moi*e, under existing conditions, it is impossible to send a freight train over the road at the average rate of speed — fourteen miles an hour — maintained by these boats. Instead of the railroads driving .steamships out of business, if a few more improvements ai'e made in the latter, the railroad is apt to be a])andoned as a method of transporting freight where steamships are available, because it is at once too costly and too slow." The observation of the western railroad president is justified by the events of the past year. The improvement in shipping facilities is illustrated in the fact that while the number of arrivals and clearances at this port for 1888 were less than in 1887, the tonnage is just about the same. Larger, better, faster vessels are being built every year, and many of the craft that now steam in and out of Duluth harbor would com- pare favorably with ocean steamships. Ves.sel building was active in 1888. Be- tween spring and fall seventy-four new vessels went into commission, making the increased tonnage about ninety thousand, a large part of which was for Lake Supe- rior business. The splendid steel steam- ships of the Northern Transportation com- pany, four of which are now complete and eight more to come, would do credit to the ocean traffic, and in their completeness, convenience and economy of arrangement they have no superiors in the world. A view of one of these magnificent ships is shown in the illustration on Page 05. The number of arrivals and clearances for the season of 1888 was 2,300 and the tonnage amounted to 1,943,336. The aver- age tonnage of the boats running to and from Duluth was 887. In 1885 the average was 761, an increase of 136 since that time. The value of domestic exports which passed through Duluth harbor for 1888 was $1,207,858. Ship Bui/ding F"^' years Capt. Alex Mc- — -— — , Dougall of Duluth has been at Duluth. . , , , 1 1 * at work on the models for a steel ship that should revolutionize the carrying trade of the great lakes. In the winter of 1887-8, he l)egan work upon the first boat built on his models, and on June 23, 1888, launched the craft whose pennant 123 THE DVLUTH DAILY NEWS rose as she touched the waters of the bay, bearing the name "101". Tho inodt'l of the boat is peculiar and ratlicr demoralizing to one's ideas of "stately shij) that ride seas." It is sini])ly a long hull with a Hat bottom, the sides curving upward and forming almost a circle, the "top" of the l)oat being merely a "turtle back," and having no deck whatever. Each end of the hull tapers oft" in such curves that a very small "nose," almost circular is shown. When loaded to her water line, only four and one half feet of the curved hack appears above the water. Resting on this back are two cylin- drical turrets wiru-h support a small deck and pilothouse. This deck is seven and one half feet above the back. The dimensions of tlie barge are 187 feet over all, 25in beam and 18 in depth. She is constructed of 850 tons of steel and 25 tons of nuts and bolts. Her cost is about $40,000, and her carrying capacity is 1,000 gross tons on a draught of. 12^ feet. In the words of Capt. J. J. Rear- don, insurance inspector from Chicago, the boat is the strongest that has ever ijcen made on the lakes. He was immensely sur- prised when he examinetl her and found that she classed A 1. Noth- ing can break her, nothing can sink her. She has steel frames twenty inches apart through her whole length. The plating is f inches thick above and I inch below, and is double riveted, ex- cept at the butts, where it is four riveted. The "101" went immedi- ately into commission, and her success in fair weather and foul has l^een a source of astonishment to navigators on all the lakes. Capt. McDougall hasl)een busily at work interesting capital in his steel barge pat- ents, and the American Steel I^argc Com- pany has been formed in New York with a capital stock of $500,000, with the following incorporators: Alex. McDougall, Duluth, Colgate Hoyt, of New York; C. L. Colljy, of the Wisconsin Central; Chas. C. Colby, of New York; Pickney F. Green, ChaVles W. Weifl'enback and Robert L. Murray, all prominent moneyed men. The stock is di- vided into 5,000 shares. The building of the cigar shaped vessel will be carried on rapidly and a large shipj'ard, (ittcd with all the ajipliances for the construction of iron and steel ships, will be the tirst work of the compan}', and of this Capt. McDou- gall's shipyard at Duluth will form a nucleus. The new company has decided to make Duluth the point of construction for the entire llect. This event marks the be- ^. r'^'^j yf-- ■ - RESIDENCE CF E. I.. BRADLEY. ginning of an era in boat building which will revolutionize marine traffic on lake and sea and which will tend to a still fur- tlier reduction on our already wonderfully low freight rates. All honor then to the man whose Ijrain and unswerving devotion to his well grounded beliefs will make his name famous the world over. And may he be liberally rewarded with what too sel- dom comes to the inventor — riches. The Jobbing Trade. THE development of Duliith as a great trade center goes rapidly forward. The year just closed was one of un- exampled prosperity to the jobbing trade of the city, and gives a cheering promise for the future. The advantages THE MARINE BLOCK. of cheap water transjjortaion each year be- come more clear, and Duluth is rapidly encroaching upon the territory heretofore supposed to belong exclusivelj' to the Twin Cities. Added to this is the vast territory lying north and northwest of Duluth which will always be exclusively Duluth terri- tory. This section is rich in mineral, tim- ber and agricultural resources, and is as yet practically untouched. New railroads are penetrating this great area and bring- ing to market its rich products. Settlers are going in and developing its limitless resources. The demand for groceries, ])ro- vi.sion^, clothing and all of life's necessi- ties is constantly on the increase. During tlic next ilecade this area will develop, per- haps, with greater rapidity than any otiier section of the country. The jobbing trade of Duluth has now before it a constantly widening field, and the increased trade of 1888 over 1887, which is $3,243,000 will de- V e 1 o p in a steadily grow- ing ratio. So well have the points which relate to this subject been covered in the article on "Duluth's Railway Sys- tem" that fur- ther reference is here unnec- essary. The fol lowing table will be interesting as showing the class and amount of the jobbing in Duluth in 1888: CLASS OF TRADE. Builders' supplies. . . Beer and ales Cigars aud tobacco. Coal Dressed meats Fish. Flour and feed Fruits aud confectionery. Furniture Glass and putty Groceries Hardware Liased over that of 1887, making it self-supporting. The net profit to the department for the year's bu.slnesswas|23, 113.41. The follow- ing table will give a general idea of the business done: Receipts from sale of stamps . . $28,763 42 Receipts fioin sale of envelopes 11,762 60 Receipts from unpaid letter stamps atid j)erioKAI.EII IN REflL EST/ITE VALUABLE Pine and Iron Lands Mrst Mortgage Loans FOR SALE On City Property. Taxes Paid and Safe Investments Made h)v ^on-Residents. Sf. Louis, Lake (ituJ Cook Cottn- fies, Minn., and Douglas and Bayjidd Coun- ties, Wis. Also Milling Stocks on VALUABLE IRON PROPERTIES on the Vermilion Range. JOHN McKINJLEY, WM. McKINLEY, Rooms 10 and II Exdiauge Bldg., Rooms 10 and II Exchange Bldgi, • Dl'LLTH, MINN. DULUTH, - MINN. J. W. KoNAYNE. VV. Mathews. C. A. Field. E. D. Field. Ronayns I /ftatlipws, C. A. FIELD & CO., ^EAL Estate ^eal Estate in- INVESTMENT BROKERS. AND Careful Attention Given to InAestnients for Non-Residents. Correspondence Solicited. -H\ nsurance. Room 29 Board of Trade, DULUTH, - MINN. » r City Office, 27 Exchange Bldg., liranch Office at West Duluth. References, bt Permission: Duluth Union National Bank; Duluth; Nels Hall, ('(ipitiiUxl, Dulnlh; J. 11. Tritign. Real Kx- tate, Dufiilh; Doran »(• Smilh Iktiikerx, Le >Siieur, Minn.; Allen, Moon CQ GO < LH h < O -J o X I w I b \ ^ : H Q h o O If) w o u Q z o If) W p: p^ o o ^i- ■iJ- III ■4 I- CONVEYANCING NOTARY PUBLIC. MORTGAGE LOANS. EDWAB P. ALEXANDER, Jr., REAL ESTATE Fiocincicil fluent. .{OS Diihitli Nat. Bank Bldg., DULUTH, - MINN. Taxt's Paid, Loans Negotiated, Mortgage Notes Bought and Sold. KEFERENCES, BY PERMISSION: (ten. Thos. Hillhouse, Pres't Metropolitan Trust Co., New York; American KxeliauRe Na- tional Bank. New Yor^- ; Fourth National Bank, New York: Duluth I'nion National Bank, I)u- luth: .Vnierican Exchange Bank, Duluth; Cen- tral Hailroad and Banking Co., Savannah, (ia. Over $1,000,000 of Property Listed with me For Sale. W, G. JOERNS & CO., Real Estate InsarancB and Loans. ACREAGE, BUSINHSS FROl'liRTY, Choice Residence Property. First /JdortME Loans REFERENCES: Ameriean Exchange Bank, Duluth, Minn.: Duluth rnion National Bank. Duluth, Minn.: Cominerciid National Bank, dloii. Albert SMief- fer, President,) St. Paid, Minn. : Fir.st National Bank, (H.M. Kingman, Es(i., cashier,) Chicago, 111.: Citizens National Bank, Davenport, la.: Banks (all) Didiuijue, la. No. SO Board of Trado, DULUTH, MINN. A. L. KINOMAN, fgal I fitate i broker, 207 Duluth National Bank Building, Has Desirable Property of all Clashes, including BUSINESS AND Rl-SIDENCI: PROPERTY, Which affords conservative buyers good interest on their invest- ments. If you want Acres or Lots write us. Information Cheerfally G-iven. Duluth Nat. Bank Bldg. IF YOU COME TO DULUTH. CALL. Correspondence Solicited, -tJ- IV ^l -{J-- HERMAN E. LONG, Real Estate and Loans. Ahvajs has Choice Bargains in Desirable Property 111 the City and Viciiiit}'. CORRESPONDENCE SOLICITED. REFERENCES: American. Exchanqe Bank, Diiluth; H. M. Areiiler, Aanrille, Pa.; A. R. Forny, Annville, Pa.: Chas, M. Boa-man, Lebanon, Pa.; D. S. Long, Kansas City. Herrqan E. Long", 210 Duluth Union Nat. Bk., DULUTH, - MINN. Northwestern Land & Loan Co. (Incorporated under the Laws of Minnesota.) AUTHORIZED CAPITAL, - $250,000 REAL ESTATE Boiiglit anci Sold.. Mortfraee Loans Negotiated. President — D. M. Irwin. Vice President — R. S. Sloan. Sec. and Treas.— W. B. Silvey. OFFICE: Room 4, Opera House Block, DULUTH. MINN. Eastern Office, 2ud National Bank, Oswego, N.Y. W. S. YEAGER, Real Estate — AND — COLLECTIONS. Room 6 Opera House BIk., - Duluth, Minn. INVESTMENTS MADE FOR NON-RESIDENTS. CORRESPONDENCE SOLICITED. REFERENCE: Paine & Lardner, Bankers. * * ^ -ih lo I ToDestoFS: Ml 1 'ninth, Minn., January i, 1889. Uou w ill never make money on investments unless you invest, and the time to in- vest \n e «> * * * * DULUTH mEAl ESTATE is Now. Property advancing rapidly, and large profits for those who invest at once. E^ * -For InuGstments (^aff or Qddress James A. Rca] Estate and Jnye^tment Broker, FARGUSSON BUILDING, - DULUTH, I^IMM. ■*■ * VI ■^J BOYCE & TOTMAN, Wholesale i F^WllnSfCffsfi Opera House Corner, DULUTH, MINN. ;i|e itartjest Stock of Drugs, mebicines, ^aricy (Boobs, Spec= tades anb 0pera (Blasses in tl^e (Eity. jtTE have also a branch store, THE ENDION PHARMACY, in ^^ the Langellier Block, corner Second street and Tenth Ave- nue East, where we make a specialty of putting up physicians' prescriptions and family medicines of all kinds. Opera Corner. BOYCE i TOWN. BRANCH, 127 Tenth Avenue East. 7 Per Cent, 8 Per Cent, 9 Per Cenf, 10 Per Cent. ESTABLISHED 1886. NOTARY PUBLIC. NATHANIEL J. UPHAM, Room 7, Metropolitan Blk., DULUTH. FIRST MORTGAGE LOANS On 25 to 40 per cent valuation of Improved City Property in Duluth and West Superior. Ever}' precaution taken and only Gilt Edge Mortgages Sold. Representing EastPrn Capitalists, Bankers and Guarantee Loan Companies. Large or small loans can be negotiated. REAL ESTATE. Bottom pri(!cs otitained on any i)roperty in Duluth, West Duluth, or Superior ami suburbs, and purchases made without charge to buyer. Strong references furnished in New York, Philadelphia and Boston. CORRESPONDENCE SOLICITED. J. H. LOGIE, Real Esfcate and Loans 34. Exchange Building. DULUTH, MINN. Investments for Non-Residents, either in Im- proved or Unimproved Business or Residence Property, or First Mortgage Loans, netting 8 per cent, with semi-annual interest, carefully placed. A large list of. Business and Residence Lots in all parts of the City, and Acreage adjoining at inside prices. BEST OF REFERENCES. Correspondenee Solieited. Any Information Cheerfully Given. ■f VII * ^^^ Choice Acres w E have the choicest acres at the head of the lake, both at the West and East end of Duluth and on the hill. We have the largest list of the very best property for platting. We are the exclu- sive agents for most of this property, and can sell it at bottom prices. CH.EAP ACr^ES. We also have a large list of low priced acre prop- erty, particularly at the West End, Nothing will make a larger percentage of advance. BUSINESS PROPERTY. We have the best corners on Superior street, between 5th ave. east, and 28th ave. west, and the very best corners on First street. We also have some of the choicest improved Superior street property. We make a specialty of representing non-resitlents, and look after tlieir interests carefully. For parfienlars, call on or write to, C. E. LOiZETT St CO.. Rooms 32 and 33, Fargusson Building. -* * VIII -I s^ Ti?iGGs & Kennedy, Room 9, Mctropolitan Block. Real Estate .# loans. 071 January 1st we will place on the market lots in BeWs Addition, which is located on the hill, one mile from Spalding Hotel. The best lots ivill be sold for $250, one-third cash. We will also sell a feiv lots in Triggs & Kennedy''s Bay Front Division at $500, one quarter cash. This addition lies in the west end of the city, on the shore of the Bay. We have a large list of Desirable luside Property at prices that will insure a handsome profit to the purchaser. We have also some good Acre Property. CORRESPONDENCE • SOLICITeo. COFFIN & WARNER, I^eeil Estate and Loarjs. We can sell lots in Merchants' Park for $250 each, one-fourth cash, balance in one, two and three years. The division is at the West End. Well cleared and lies nicely. There's money in these lots. Lots in Harrington's Addition are selling for $475, i cash, balance one and two years. This addition joins Oneota on the east, is cleared; no waste lots, and is cheap property. ♦ • # VV^^^lcird & Pipcr'^ /Addition. m Choice lots at $150 each, i cash, one, two and three years on balance. Near city, and lies nicely. Well cleared. Platted topographically. Write for information about these additions or anything else in or about Duluth. COFFIN & WA.I?NEI?, ^-^ — — --^ DULUTH. TU^INN. IX ■* ^J- REAL ESTATE, •|<- 314 Duluth National Bank Building. >^l- BUSINESS PROPERTY In Duluth and West Superior a Specialty. We have a Large List of Residence Lots and Acre Property Adjoining the two Cities. Spcfiiil Atlenlion Given lo Investineiils for Xoii-Rcsidents On our joint investment plan we guarantee 8 per cent per annum and two-thirds of tlie net profits. Sat- Sl isf actory references given . WM. SWAIN. H. M. TODD. Si/\^MIN S TODD, @iitFactOF8 I and i guildeFS. Special Attention Given to Job Work. Estimates Furnished. Room (500, Duluth National Bank Buildg. - DULUTH, MINN. REFERENCES. 1887-8: City Hall F. E. Kenned}', flats Mrs. D. McDougal, residence. . . W. P. Heimbach, residence Stack and Engine House Elevator H, Duluth G. G. Hartley, residence Ray T. Lewis, tenement. Allen i^ir Parkhurst, stores Stacks and Engine Houses Duluth Elevator Co., West Superior.. COST. $40,000 25,000 11,000 t>,000 6,000 no.ooo 12,000 0,000 10,000 ■ih -ih G. A. LHLANI), Real Estate BOUGHT AND SOLD ■ii- ooi^nycissioiisr. 407 Duluth Miouiil Bunk Building, DULUTH, MINN. n. M. Myers. L. 11. Whipple. Myers & Whipple, (Siicces.sois to II. M. Myers.) INSURANCE, MORTGAGE LOANS, —AND— Real Estate Investments Special attention given to our Mortgage Loan Department and Investments for Non-Residents. Perfect titles only accepted. Best of references furnished on application. Call on or write us. Information cheerfully given. Duluth Union Nat. Bank Building. CHPLES SCHILLER, Manufacturer of and Wholesale and Retail Dealer in Cipjrs, TotiaccD, Smokers' Articles. SPECIAL brands: "Home Trade" and "Peace and Plenty" CIGARS. 4.04 WEST SUPERIOR ST., DULUTH, - MINN. Thomas Cochran, Jb , St. Paul, Minn. S. B. Walsh, 18 Wall St., New York. Wm. E. Lucas, Duluth, Minn. COCHRAN & WALSH, ST. PAUL, DULUTH, • NEW YORK. NEGOTIATORS OF MortDapB Loans. ADDDESS, DULUTH OFFICE, 1 AND 2 EXCHANGE BLDG., DULUTH, MINN. ^. XI ■^ *- ■1^ LAKE SUPERIOR ELEVATOR CD. Grain Elevators B.C. D. G. and I. storage Capacity, 7,DDD,00D Bashels UNION IMPROVEMENT ELEVATOR CO. Grain Elevators, E, F and H, and Warehouses 2 and Stara^B Capacity. 4,5DD,DDD Bushels When you go East see that your ticket reads via the Duliith, South Shore & Atlantic Ry. "THE SOO-MACKINAW SHORT LINE," THE NEW ROUTE TO HOUGHTON, HANCOCK, LAKE LINDEN, RED JACKET, CALUMET, ISHPEMING, • NEGAUNEE, MARQUETTE, AND ALL POINTS IN THK IRON AND COPPER REGIONS. SAULT STE MARIE, ST. IGNACE, MACKINAW, GRAND RAPIDS, DETROIT, AND ALL Eastern, Southern and Canadian Points. New Equipment, Steel Rails, Through Cars, Fast Trains, Wag- ner Palace Sleeping Cars. -*- For rates, tickots, maps, time tables, etc., caH on your neare.st ticket agent or write to SAM F. BOYD, (ien. Pass and Ticket Agt., W. F. FITCH, (It'll. Manaircr. Makquette, MiCH. XII ** ^h ■ih ^. Chas. McMillkn. E. S. Stebbins. /Klc/iilillen I Stebbins, Architects and •»• ■i- Superintendents. REFERENCES: Well's Terrace, W. E. Lucas, double brick house, M. Norris, double l)ri('k liouse, E. ('. Fllley, iloul)le l)rick house, Major t'liba 111, "residence, \V. Vail Brunt, residence. H. B. Moore, residence, R. N. Marble, residence, J. G. Williams,' residence, Henry Nolte. residence, H. DeWitt. residence, R. C. Ray, residence. High School Building, Proposed Masonic Temple, Duluth, Minn., J. D. Ensign, residence, Adams School, Monroe School, Jackson School. Room 44 Exchange Bldg., DULUTH. S. L. RICE, Civil Engineer. CITY AND GENERAL Surveying and Drafting All Classes of P^ngineering Work Super- intended. Designs and Estimates Furnished. Assistant, L. F. BREWSTER, Locating, Computing and Drafting. Rooms 5 and 6 Fai'gusson Blk., DULUTH, - MINN. D. W. SCOTT, Real Estate and Loans. Special Attention Given to Investments for Non-Residents. Property Handled on Coiniiiission or Joint Account. On the latter plan we give the investor 8 per cent per annum on cost, and one-half of the ad- ditional profits. Tlie remaining half makes our commission. We are always in position to give the best bar- gains to be had in the city in either business or residence property. Money loaned at 8 per cent net to the investor, on first class real estate security. No chances for loss. Write for particulars. Referances: Duluth Union National Bank, Duluth, Minn.; First National Bank, Towanda, Pa.; Winton & Stewart, Ithaca, N. Y. ; J. A.M. Passmore, 112.5 Arch street, Philadelphia. Office in Duluth National Bank Bldg., DULUTH, - MINN. HUNTRES2 I BRDWN, Pine Land^3 LOGS AND LUMBER. WE HAVE 5,000 Acres of Pine Lands on the Vermilion Iron Range. 85 Exchange Build'g., DULUTH, - MINN. X!II * -IJ- -If- L. MeNDKNHALL T. W. IIOOPKS ESTABLISHED 1869. Mendenhall & Hoopes, Red E^tat63 Insarancp and Loan fluency, Rents and Mortgages Collected. LOANS NEGOTIATED. Correspondence Solicited Daluth Union National Bank Building. THE DULUTH UNION NATIONAL BANK. DULUTH, U. S. GOVERNMENT DEPOSITARY. CAPITAL, 1800,000.00; SURPLUS, $75,000,00. L. Mendenhall, Pres. ; A. M. Milleb, Vice Pres. H. A. Ware, Cashier DIRECTORS: C. U. CuMMiNos, J. J. p. Odell, Hon. O. p. Stearns, W. H. Fisher, A. M. Miller, D. A. Duncan, A. D. Thomson, T. J. Davis, L Mendenhall, H. A. Ware. C. W. Wells. Accounts of Banks, Bankers, Manu- facturers, Merchants and Individuals solicited. HAI^I^IS BI^OS. Real Estate, BUSINESS PROPERTY, RESIDENCE LOTS, ACRE PROPERTY. We make a Specialty of Business and Hill Property. Persons wishing information will receive im- mediate replies to corresi)ondence. I GENERAL AGENTS ^TNA Life Ir|©. Co., OF HARTFORD, C0N2i. pire Insurance I THAT INSURES. 208 Duluth Nat. Bank Bldg., DUL-UTH, T^TINN. ■iJ- XIV t * — m- A. M. MoBisON. Roderick R. Macfarlane. MoRisoN & Macfarlane, REAL ESTATE KND -K- INSUI^ANCE. ROOM 32 EXCHANGE BUILDING, - DVJLU'TH, :H2 7|tE have a Large List of City and Outside Property to select from. Negotiate Loans and Pay Taxes for Non-Residents. =* l\E. Solicit Correspondence and v/ill Cheer- fully give any required information about Duluth and its Vicinity. ■>€x^ REFERENCES: j-'^^ American Exchange Bank, Duluth, Miim., and A. J. Satvyer & Co., Duluth and Minneapolis. ■m *- XV ^ ^ /YliKM-i^an Joc^baiioe gank. OF DULUTH, MINNESOTA. OFFICERS. 11. M. I'KYTON, PrtKidfll/. A. K. Macfaulank, Maixujfr. ■IaMKsC. IlUNTEU, CdXllUf'. KoHEKT C'kombie, Axxixtanl Caxhitr. DIRECTOKS. 11. M. Peyton, J. H. Uvham. CiEO. SrENlEU. M. J. FOKBES. A R. Macfarlane. Statemont of the Condition of the Bank at the close of Business Monday Evening, December 31, 1888: RESOl RUES. Loniis iind Discounts 1,871,307 60 Overdrafts 90:3.58 Real estate 42,000 00 School boiid.K 3,900 00 Safes, furniture and fixtures 3,5(X) 00 Kkseuve— Due from hanks. Cash on hand . . ■ Sno.ojs (10 . 140,300 39 $350,414 39 $1,572,025 47 LIABILITIES. Capital stock pai