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Introductory.
“Oh, wad some power the giftie gie us
To see oursel's as others see us,”
Prejudice and bias so warp the judgment that one
seldom sees in their true light and proportions those
things in which he is most deeply interested. This is
so fully recognized that strangers, even when giving us
credit for honesty of purpose in setting forth the
advantages of Duluth, make great allowance for a biased
judgment.
We have therefore resolved to hold up to you a
mirror, in which you may see reflected the unbiased
opinions and carefully formed judgments of organs and
of men who, interested only in arriving at the truth,
have weighed our city in the balance and found it not
wanting. -
RICHARDSON, DAY & CO.
DULUTH, Minn.



DULUTH.
wM.’ HoseA BALLOU IN DULUTH NEWS ANNUAL, 1888.
Upon Superior'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,
Mould of Diana yet to be ;
The Western Adriatic waits
The coming maid, queen of the sea.

AS OtherS See US.
FROM “unof SAM AT HOME.”
By Harold BRIDGEs, (Henry Holt & Co., 1888.)
American cities usually have some
nick-name, derived from their most
striking peculiarities.
+ * # º: * # + *
Duluth, while it was a city mainly on
paper, and laid out in the backwoods,
became the “Zenith City of the Un-
salted Seas,” and its growth from
almost nothing to thirty thousand in
fifteen years, justifies some such appel-
lation.
The rivalries of Italian cities in medi-
aeval times has rarely given origin to
a more romantic story than that of
Duluth's contest with its quondam rival,
Superior, concerning the canal across
Minnesota Point.
Railway made Duluth its terminus, but
soon experienced inconvenience because
it had no harbor, save the shallow upper
end of the Bay of Superior. Fearing
that the railway people would move
their terminus, the citizens of luth
decided to make a canal across the nar-
row sandspit of Minnesota Point, so as
to connect their harbor directly with
the lake, but the town of Superior,
which occupied a position at the mouth
of the bay, alleged that the waters of
the St. Louis River would leave their
natural channel through the bay and
flow out through the canal, if it were
made, leaving their city high and dry,
and they made such representations to
the government that an injunction was
granted forbidding the canal.
The Northern Pacific
The lawyers had to go for their in-
junction to Topeka, Kansas, where the
United States Circuit Court was sitting.
The news was telegraphed to enterprising
Duluth, and while the papers were
speeding northward in the train the
canal was commenced. Every man,
woman and child in Duluth who could
handle a spade or shovel, or beg, borrow
or steal a bucket or basket, flocked down
to the Point, and dug, scratched, burrowed
at the canal until it was finished. Before
the lawyers reached the Zenith City of
the Unsalted Seas, the citizens and
their wives and children were celebrat-
ing the acomplishment of their great
work. The result predicted by Super-
ior followed. A strong current set out
through the canal and the old entrance
to the bay shallowed three feet in the
next gale.
Rivalry between the two towns has
now ceased. Superior belies her name
and remains the village she has been for
a quarter of a century, Duluth is great
and prosperous. Wharves and grain
elevators are springing up on her sandy
point, and a busy commercial center has
leaped into existence. A dozen short
lines center here already, and six great
railways will soon be pouring into
Duluth the vast commercial drainage of
the great Northwest. Bravo, Duluth!
BOSTOW comMERCIAL AD VERTISER,
July 21st, 1888. .
The pending discussion on the railway
situation in the Northwest is attracting
4 AS OTHERS SEE US.
wide attention. The cause of the rate
wars, and consequently the default in
interest payments in the case of one
line, has been traced back to certain
simple and unchangeable geographical
facts governing the location and direc-
tion of the two westermost links in
the great chain of lakes and the relative
strategical advantages of their respective
ports and trade centers, Duluth and
Chicago.
After a cargo has traversed hundreds
of miles from Chicago to the Straits of
Mackinaw it is no further toward
Europe and the foreign markets than as
though it had traversed only a trifle
longer distance from Duluth to Sault
Ste. Marie, and that is true although
Duluth lies hundreds of miles west of
Chicago and nearer the prairie farms.
It costs as much to take a loaded boat
northward as eastward, but the distance
northward from Chicago is a loss of
time and cost of carriage, while the dis-
tance eastward from Duluth is so much
to the good on the total journey.
Indeed, Duluth's strategical position
makes it practically as near New York
and Liverpool as Chicago.
The strength of Duluth, intrenched
securely in her strategical position, has
begun to assert itself. Her railway
system is rapidly taking shape. Com-
peting lines are being built in all direc-
tions through her tributary territory.
Within ninety days she will have direct
connection with the seaboard via. the
Duluth, South Shore & Atlantic route,
and the competition will no longer be
limited to the season of navigation, but
she will be placed in a position of in-
dependence alike of Chicago and the
Twin Cities on the Mississippi.
By a similar system of discrimination
New York has deprived Boston of her
equitable share of the trade and com-
merce of the new Northwest. But the
new railway system by the “Great
Northern Route” now being so rap-
idly developed will give to Boston her
lost opportunity, and it is to be hoped
that her sagacious merchants and busi-
ness men will be swift to perceive their
advantage and eager to enter into the
promised land.
But returning to the Twin Cities;
they are not on Lake Superior or any
other deep water, but are inland towns
155 miles from it with I)uluth placed on
even terms with Chicago in the matter
of water transportation to the seaboard,
and with the enormous advantage of
300 to 500 miles shorter land hauls to
and from her tributary territory, how
long will it be before the Twin Cities
will themselves be sidetracked even
worse than Chicago?
‘What figure will they cut in trans-con-
tinental traffic or the manufacturing and
jobbing trade when they are 155 to 400
miles away from both of the direct lines
of traffic between the great lake ports
and the Pacific ocean?
Chicago will always have her own
legitimate tributary belt, but it lies to
the west and southwest of Lake Michi-
gan.
She will always be the nearest lake
port to a large area, but that will not be
to the northwest. In her railway ex-
tesions she has invaded a considerable
portion of the Duluth belt.
All this, however, she will be com"
pelled to abandon to a large extent to
Duluth on account of the greatly dimin-
ished distance of the land haul between
the head of Lake Superior and the
Pacific Ocean, including the interven-
ing territory so rich in all the products
of the farm, the forest and the mine.
It is preposterous to assume that
Duluth is to be a mere convenience, or
that it is to play “second fiddle” to the
Twin Cities or any other inland towns
exclusively dependent upon rail trans-
portation, and entirely on one side of
AS OTHERS SEE U.S. 5
the great trans-continental lines of
traffic. Think of Chicago as a conven-
ience or dependency of Peoria or Kansas
City or St. Louis. The great trade
centers are always at the junction of the
deep water and land transportation
routes. Hence the jobbing trade and
the great manufacturing plants must
and will seek these points where raw
materials are concentrated, and where
the transportation rates are reduced to
the lowest minimum. If Chicago or
the Twin Cities desire to hold the trade
they have built up in the Lake Superior
belt, their jobbers and manufacturers
must establish themselves at Duluth,
where they will not be “side-tracked” or
“handicapped by nature,” and where
once established they and theirs can
stay through all generations, since there
are no more strategical points to be
occupied between the “Great Unsalted”
and the Pacific Seas.
Here is a harbor large enough to hold
the merchant marine of all North Amer-
ica, dock face sufficiently extended to
tie up all the vessels that float the chain
of lakes at once, all the conditions that
are favorable to the jobbing trade and
tosall the leading industrial pursuits, are
to be found here, and they will continue
to exert their drawing powers so long as
the laws of nature and of trade continue
to triumph over the caprices of men.
GOMMENTS OF HON. H. M. R/CE
on the city of Duluth, at a meeting held at Min-
neapolis, in February, 1888, to form a trade
alliance of St. Paul and Minneapolis.
One thing we have to consider is the
city at the head of Lake Superior.
Within five years that city will have as
many railroads entering it as we have.
It has iron, coal, wood, and can manu-
facture as cheap as we can. She is
equally as good a distributing point as
we are. We must recognize this and
unite against her. I can say, gentlemen,
that we have found the “oyster” and
unless we can unite among ourselves
upon the division of this oyster, that
little giant at the head of Lake Superior
will take the meat from us and leave us
to eat the shell.
WEW YORK OBSERVER.
Jan. 24, 1889.
By Rev. Peter Stryker, D. D.
The time has certainly come for the
world to know, not only that there is
such a city—this they have known for
quite a while—but to be acquainted with
Some particulars as to its growth and
prosperity. In the year 1880 the popu-
lation was not over thirty-five hundred.
Now it is estimated by conservative peo-
ple there are forty thousand inhabitants,
and others are pouring in. What is it
that causes this phenomenal prosperity?
There are many things, and we must
try to glance at them.
First of all is the location. Spread a
map before you, look at the immense
lakes, the “Unsalted Seas,” as they have
been called, and notice how through
these waters, the St. Lawrence River and
the Atlantic Ocean, all parts of the
world can be easily and cheaply reached.
On the largest of the lakes, Lake Super-
ior, Duluth is situated, with one of the
finest harbors in the world, Why may
we not expect that in the near future
there will be established a steamship
line connecting Duluth and Liverpool?
Then turn your eye west and look at the
immense grain fields of Minnesota,
Dakota, Montana, and away on to the
Pacific Ocean. It needs no special
effort to show that Duluth is bound to
be a great commercial center. It is
only a question of time and territorial
development. Already there is an
advance which makes us stop and with
bated breath contemplate the near
future. . .
and Two Harbors is the
6 As othBRS SEE US.
Duluth is the chief port on Lake Super-
ior and the last season the receipts and
shipments of freight in every respect
have increased, except in the matter of
grain, and it will be remembered that
the farmers of the Red River Valley had
not their usual crops, and so, of course,
could not so largely supply the market.
Vast quantities of coal and general
merchandise have been brought into the
Duluth docks, and from her warehouses
more flour has gone out than ever before
by 300,000 barrels. The lake carrying
trade the last year was a great one in
every direction. Hence we are not sur-
prised to learn that during the season
from the opening of navigation to Octo-
ber 1, there were added seventy-four
new vessels with a tonnage of 83,644,
and three of these were fine large freight
steamers of the Northern line, owned by
the Eastern Minnesota & Manitoba Rail-
road syndicate.
Now let us take a look at the land in
the vicinity, Is there anything to at-
tract attention, and to indicate a good
foundation for great expectations?
Northeast from Duluth are the great
Vermilion mines. The Minnesota, Iron
Company was organized in 1883, and
since that there have been great devel-
opments. Tower and Ely have sprung
into existence as lively mining towns,
name of
the shipping port from which the ore is
sent forth. Duluth is the home loca-
tion of most of the iron companies at
work, either in shipping ore or prospect-
ing or developing. The growth of the
iron interests has been rapid and con-
tinuous, as has been also the reputation
of the Minnesota iron ore in the markets
of the world. It is claimed that this is
superior to any other iron ore. At all
events it brings the highest price. This
ore finds a market at Chicago and
Cleveland and 60,000 tons were recently
shipped to Troy, N. Y.
veloped?
The Minnesota Company, this season,
shipped 450,039 tons of ore. This was
all from one mine, and it is said to be
the largest producing mine in the world.
We cannot stop to speak of the other
mines. The whole region seems to be
full of this treasure. Of course the future
development of this wealth will give
immense prosperity to Duluth. It means
the building of factories and furnaces,
the first of which is already under way,
and a tributary trade to the city which
cannot be estimated. Another thing to
be considered is the lumber interest.
The country adjacent abounds in timber.
Saw mills are running day and night,
and immense amounts of lumber are
produced and put on the market. The
returns from the mills show a large in-
crease in 1888 over the cut of 1887.
A market for this lumber is found in
Minneapolis and St. Paul, the West and
Southwest. One feature of the recent
trade has been the demand for heavy
timbers for dock and railroad building.
Considerable lumber of the best grades
has lately been sold to go to Boston and
Lynn, Mass. This is the first shipment
ever made from the Northwest by rail
to the East and probably marks a new
era in the lumberinterests of this sectićh.
We must not make our story too long.
We can hardly make it too big. One,
to realize all this, must go to Duluth,
and visit the mills in the city and vicin-
ity; must see the timber go in and the
lumber go out; must take his measure
and compute the number of feet, and
then calculate the number of dollars
which will be realized. All this means
wealth to Duluth. What wonder that
there are many kinds of industries de-
It could not be otherwise.
WM. HòSEA BALL01/.
- In February, '89 Cosmopolitan.
Duluth having the unrivaled prestige
on Lake Superior, demands first men:
AS OTHERS SEE US. 7
tion. It is no farther from New York
by water than Chicago, while it is 800
miles nearer the grain producing
regions of Dakota and five hundréſiº
miles nearer to the Pacific Ocean. Thé
harbor of Duluth is the most remarkable
on the great lakes.
Duluth originated so recently and un-
der such auspicious circumstances that it
had the benefit of the experience of
other cities and could conduct its growth
on correct principles from the outset.
Provision was made for expansion.
Terminal facilities have been so
arranged that all railroads may enter
without hindrance or limit as to number.
Such great railway corporations as the
Northern Pacific, the St. Paul, Minnea-
polis & Manitoba, the Chicago, St. Paul,
Minneapolis & Omaha, the St. Paul &
Duluth, the Canadian Pacific, the Wis-
consin Central and the Milwaukee,
Lake Superior & Western already have
termini here, while several lesser roads
are in active existence or in immediate
prospect. It is said that nearly fifty
companies have been incorporated
whose railroads already reach Duluth
or expect to reach it; and each of these
railroads implies a shipping traffic and
port service corresponding to its pre-
tensions. It is as the best harbor at the
western end of the lake and the most
western point of navigation in the
union that Duluth finds a reason for its
existence and a promise of permanence.
There are miles of slips, along which
warehouses and coal bins are arranged
so that vessels may be unloaded and
loaded simultaneously. The many ele-
vators occupy a district of their own
and are arranged in rows. In fact, each
commercial product has a wharf area of
its own and is classified for shipment in
a special locality. The elevator capacity
is more than 25,000,000 bushels, and
20,000,000 bushels of grain are now
shipped annually, besides 2,000,000 bar-
rels of flour. The lumber exports alone
amount to 300,000,000 feet annually.
ST. PAUL PROWEER PRESS,
Feb. 27, 1889.
The rate on corn given by the Union
Pacific and Omaha roads from Omaha
and other Nebraska points to Duluth is
troubling Chicago newspapers, grain
dealers and railroad men very much
and there is a large-sized kick in the
Garden City against little Duluth. - It
seems strange, indeed, that a city of
1,000,000 people and the head center of
the grain trade in the West, and with
such an acumulated capital should be
afraid of a little city of 40,000 people.
Yet such is the case. The Duluth col-
umn of the Pioneer Press frequently
discussed the situation in the northwest,
and pointed out that the natural route
to the East for the traffic of a large
portion of the territory controlled by
Chicago is by Duluth. This city is 100
miles nearer to Omaha than is Chicago.
Chicago has heretofore had her own
way in making rail rates from these
points, so there was little chance for
Duluth to compete for the corn and
other products of that territory. Now
there is a change that is brought about
by the force of circumstances, a change
that has been foreseen for a long time
by men who study transportation prob-
lems. Men of large foresight have
placed their faith in Duluth partly
from the knowledge that her tributary
territory must be enlarged very much
in the Southwest. The changes that
have taken place in the railway situa-
tion, So far as Duluth is concerned, in
the past four years, are indeed wonder-
ful. 3: # º: * #
The little city whose ambitions were
laughed at by the great Lake Michigan
metropolis has become a thorn in the
latter’s side. -
No wonder men like Marshall Field
8 AS OTHERS SEE US.
go there to make real estate invest-
ments, and that sagacious capitalists
will pay $148,000 cash for 150 feet on
Superior street, as J. J. Murphy, of
Woodstock, Ill., did last week. To
crown the good fortune, but only
deserving one, in regard to rates, comes
the fact upon the authority of the
Chicago newspapers, that the corn rate
from Omaha to Duluth is three cents
lower than from Omaha to Chicago.
AWEW YORK EVENIWG POS 7.
April, 1889.-Editorial on the Northwestern
Railway Situation.
It is a fact all important in the study
of the Railroad situation in the North-
west, that Duluth, during the season of
navigation, is as near New York as is
Chicago and that flour and grain can
be and is carried at the same tariff from
Duluth to Buffalo as from Chicago to
Buffalo. 3& # * * #
* * The position of Duluth is not
always correctly understood as regards
transportation interests. We think of
that city as far away from Nebraska,
for example, but in truth the distance
from Omaha to Duluth is about exactly
the same as from Omaha to Chicago,
and of all the great wheat country lying
north of Nebraska and Iowa, Duluth
is the natural geographical water out-
let.
It is only a question of time when
these conditions will assert themselves
and as the currents of trade flow from
the interior to Duluth and to Chicago
the roads between them will find it hard
to secure competitive traffic at high
rates, though increased local traffic may
there take place.
HARPER'S WEEKLY.
August 17, 1889.-Collin Armstrong on “The Rail-
road Situation.” *
* + $$. + * # # *
In the Northwest the older roads es-
pecially are suffering from the increas-
ing facilities for handling through bus-
iness by way of Duluth and adjacent
points. This is a competition that the
railroads tributary to Chicago cannot
meet successfully, and the sooner they
abandon the effort to do so, the better.
Some of them have virtually done so
already, but in the main they are com-
pelled to recognize it because the
Chicago, Burlington and Northern
road, which extends about two-thirds
of the way from St. Paul to Chicago,
insists upon trying to meet the
schedules of the more direct and
cheaper routes.
Its action, and that of its competitors
in following it, have practically fixed
a semi-water rate upon a very large
proportion of the traffic in the North-
west. As indicating what the competi-
tion by way of Duluth amounts to,
it may be noted that the cost of carry-
ing freight from that port to Buffalo by
steamer has been reduced to less than
fifty cents a ton, including interest upon
the facilities for doing the work. And
the service can be performed in three
days. As the Chicago, Burlington and
Northern is an irresponsible concern,
backed by a wealthy corporation, there
is no telling how long it will continue
its upwarranted policy.
The larger roads however are begin-
ing to appreciate the changed condi-
tions, and will doubtless soon concede
that the geography of the situation is
too much for them, and confine their
efforts to getting fair rates from traffic
that is unaffected by the competition de-
scribed.
S/00/X FALLS PRESS,
A glance at the railway facilities of
Duluth and the country which the lines
traverse will indicate to any one at all
conversant with the present prospects
of the Northwest, the importance which
the city has gained in the commercial
AS OTHERS SEE US. 9
world, and the vast strides she is bound
to make in her increase in population
and wealth.
First, it has the St. Paul & Duluth,
a very important road between the latter
city and St. Paul and Minneapolis, car-
rying a large amount of lake freight
from the East, to which only the rail
charges of 150 miles are added.
The Northern Pacific is probably
Duluth's most important road. Over it
her main shipments of wheat from
Minnesota and Northern Dakota are
made. The road also taps the stock
raising plains of Montana, and her gold,
silver and copper regions, as well as
those from Idaho. From thence it cov-
ers Washington very thoroughly, and
terminals at Portland, Ore., the most
important city on the upper Pacific coast.
The St. Paul, Minneapolis & Manitoba
is another very important factor in build-
ing up Duluth as a commercial point. It
now brings the grain from northern
Minnesota and Dakota, and is just reach-
ing down southwest with probably no
thought of stopping in it progress of
extension until it reaches the southern
Pacific coast.
The Duluth, South Shore & Atlantic
is another important road, giving Duluth
connections at Sault Ste. Marie with the
Canadian Pacific for Montreal, Boston
and New York, and opening up an east-
ern connection which is not at all in-
fluenced by competing eastern roads in
the matter of freight and passenger
rates, and is of special importance to
Duluth as a grain carrying line during
the winter months when lake navigation
is closed.
The Chicago, St. Paul, Minneapolis
& Omaha gives Duluth its shortest line
to Chicago and reaches up into the
lumber regions of Wisconsin. It is also
a large grain carrier from Southern
Minnesota, Dakota and Northern Iowa
and Nebraska.
The Duluth & Winnipeg is being built
into the country northwest from Duluth
to open up the valuable timber country
lying in that direction, and eventually it
will get into the wheat fields of the
Northwest.
There is a district between Duluth
and Port Arthur, the lake terminus of
the Canadian Pacific, which is rich with
silver ore and lumber. This region is to
be opened up by a Canadian com-
pany. -
The country through which the Duluth
& Iron Range road runs is also rich with
lumber, and at Tower and Ely, the two
towns of the Vermilion iron district,
receives large shipments of iron ore to
feed the new iron industry which is be-
coming the most important factor in
Duluth's commercial transactions, and
which has caused the erection of great
manufactories at West Duluth, where
are located the Minnesota Car Company,
the iron and steel works and the iron
foundry.
The Duluth, Rainy Lake & South-
western is another road under contem-
plation, which will run in an air line to
Winnipeg, and open up valuable iron
and lumber country.
Now take a look at the country these
roads traverse. Take note of the pro-
ducts which are supplied by it, and then
ealoulate the enormous development
which must naturally be enjoyed by the
city of Duluth as her industries grow.
She has lumber, iron and grain almost
at her very doors, and can utilize the
two former commodities in a manner
that will cause the be-t cl iss of artisans
to settle within her borders. Four of
the great manufactories already in
course of erection will give employ-
ment to nearly three thousand five
hundred men, and this is merely the
beginning. Surely Duluth is destined
to be a great city, and South Dakota is .
proud of the concern she has in this
* , ,
* , . "
- *
i
10 AS OTHERS SEE US.
destiny, and the relations which are
growing up between the two sections.
FROM “THE MODERW M/LLER.”
Kansas City, October, 1889.
Duluth's trade and commerce is rap-
idly growing. Its commanding geo-
graphical position renders this inevit-
able. Its coal trade is becoming im-
mense, its iron and lumber interests are
steadily increasing, its jobbing business
must necessarily become great, but it
is as a grain milling and shipping point
that Duluth is destined to cut a most
important figure in competition with
other commercial centers. Its present
elevator capacity is 19,350,000 bushels and
last year the receipts of wheat were
22,000,000 bushels while the shipments
were 18,000,000 bushels.
This year and in the future a large
and increasing proportion of the wheat
received will be shipped out in the
shape of flour, for Duluth has just ad-
ded to its milling capacity a splendid
new 2,000 barrel roller mill. The docks
of the various railroad companies and
other corporations and firms afford a
storage capacity of over 1,000,000 bar-
rels of flour.
With the great wheat fields of the
Northwest directly tributary and a
water way which brings it as near the
Eastern sea board as Chicago, the ad-
vantages of Duluth over the latter
place as a shipping point for the pro-
ducts of the Northwest are plain and
as a milling center Minneapolis will
find in the Zenith city a competitor that
will in the years to come cause her a
great deal of trouble.
THE WEW DULUTH,
Joaquin Miller, in New York Independent,
- October 10, 1889.
They are going to build a city here as
big as Chicago. And when they have
got a city built at Duluth as big as Chi-
$
º st
1. *
cago they will begin right off, the very
next day, and build a city a great deal
bigger than Chicago.
Yes I know, you smile. But do you
remember that a syndicate of twelve of
the biggest and brightest newspapers of
the United States sent me through the
length and breadth of Canada to report
on her products and possibilities? And
do you remember how I was laughed at
for saying that Canada was greater in a
great many things than the United
States?
No, I am not a prophet; but when I
take pains to get at the bottom of things,
pass days and nights in prowling through
out of-the-way places, tasting the waters
and testing the soil, weighing the playsi-
cal, mental, moral strength of the peo-
ples so as safely to arrive at solid con-
clusions, I do not like to be either
despised for my pains or laughed at for
assertions that are laid on granite foun-
dations. And so when I say that they
are about to build at Duluth a city
bigger than Chicago or even New
York City, I deliberately take the
the responsibility of the assertion
on my shoulders, soliciting only
respectful attention for the time being,
and leaving the fulfillment of the proph.
ecy to Time, God's first born, as I did
the completion of the Canada railroads
and the triumphant windication of her
harvest-fields.
I said long ago, “Canada is Egypt,
India, and the mighty Mississippi Valley
all in one, etc., etc.” “Fine writing,”
said the United States, “but what fic-
tion!” Yet to-day Canada announces
that her wheat harvest for this year is
sufficient to feed the world!
So I repeat, do not quite despise this
wandering scribe when he says that
Duluth is to be the great city this side of
the Rocky Mountains. For these same
boundless and bottomless fields of wheat
of this same Canada must to the end
AS OTHERS SEE US. 11
of time pay tribute to Duluth as surely
as the wheat fields of Egypt paid tribute
through all the centuries to the city of
Alexandria.
# # * # * # * $
It is well enough to at once under-
stand that the age of city building is
upon us. For thousands of years the
world was mainly employed in tearing
down and building up cities. There
seems to be a truce to destruction, and
the whole world is employed in building
up. New London, the London that has
been built in the last twenty-five years,
is bigger and better than all that part of
London which had been built in all the
centuries which had gone before. You
can say the same of Paris, Rome, Naples,
and, in fact, of all of these cities to the
north of these places, if not of the entire
world.
But with this impulse for city build-
ing there has come such marvelous im-
provements in the art and the machinery
of city building that we are going to
greatly miscalculate the future if we
leave these things out when we come to
estimate the possibilities before us.
Another thing to be taken seriously
into acount is the disposition of people
to pour into populous centers. It is not
worth while now to say whether or not
this desire of our people to leave the
country for the city is best for us as a
nation. We must accept the fact and
draw our own conclusions accordingly
when we come to estimate the sudden
building of a great city at Duluth or
elsewhere. When the Revolutionary
war was being waged it was estimated
that only 3 per cent. of our people
lived in cities and towns. We had in-
herited and were perpetuating the old
Saxon selfishness. Each man wanted
to have his own isolated castle, and
ninety-seven out of every hundred lived
in the country. To-day about seventy,
or little more than two-thirds of our
population is in the country. Nearly
every third inhabitant of the United
States has taken up his abode in the
populous centers. At this rate, less
than a century hence will find us, as
France is to-day, without a single farm
house in all the land. But there is with
us a wide difference from the disposition
in France. There they are content to
live in villages. Not so here. Our
restless, resolute and ambitious people
are quite as prompt to abandon the vil-
lage for the great centers of population as
they were to abandon the old baronial
farm for these same centers.
Now bear in mind I do not say Whether
good or evil will predominate in this great
change of habitation; but this change is
going on so rapidly that many of us
may see the time when all our fields
may be tilled by strangers, while
our own people will crowd the
cities, swell them to bursting, and even
build up new ones in remote parts of
our Republic where cities have not yet
been dreamed of.
This city that stands sentinel at
the head of the Great Lakes of the
earth is still a bit fragmentary and
plastic. But some strong band will
soon knock it solidly together, For
instance, one fragment of Duluth in-
insists on calling itself Superior, another
piece of Duluth continues to call itself
West Superior and so on. But a hard
freeze, or a soft thaw, or anything of
that sort that may happen in any day
will do away with this nonsense of
superficial lines and run the towns to-
gether as readily as water runs together.
You know all this beforehand from the
broad-guage gait of Duluth.
For instance, if I should have landed
in Duluth among a lot of howling savages
called “hotel runners,” as in San Fran-
cisco, I should not have been so certain
that Duluth is to be a tremendous city.
Or if I had landed here and been com-
12 AS OTHERS SEE US.
pelled to gather up my gripsack and go
forth a stranger and alone in an impossi-
ble hunt up and down for a hotel, as in my
own city of Oakland, I could not say with
a sort of divine audacity, as I have said,
that this Duluth is to be a power upon
earth. But this Duluth seems to have
been born a giant.
I am in a hotel here wtih walls six feet
thick at the base. It is a much better
hotel than the Palace hotel of San
Francisco; and it is much better kept.
It is true I pay a stout figure for my
food and for all this service of quiet and
attentive black boys; but I get about
four times as much work done by being
served well and well fed. I indeed get
about four times as much out of life as
when served indifferently as at indiffer-
ent cities, where the inhabitants seem to
believe neither in themselves or anyone
else.
There is so much, ever so much, in
the first plant and germ of a city. Shall
you plant a gourd seed and hope to
gather oranges?
Why, Hercules began his work when
still a baby in the cradle. And when I
see a baby city like Duluth with the
serpent, vile hotels, in one hand, and
the serpent, mean money-lenders, in the
other, I shout hurrah for the young
Hercules
The clean way to come here is by
water. Recently two hundred editors
from Wisconsin, together with guests
that swelled the party to perhaps
five hundred, listened to after-dinner
speeches by Ignatius Donnelly and
others in which it stoutly was stated
that ships would sail directly from this
place to Liverpool within a few years.
I have little faith in that. My face is to
the West; but for the present these
waters and the wide white way of them
are enough for me. It is cool in this
latitude; and these waters are very rest-
ful after the long, grinding and dusty
ride from away down toward San Diego,
nearly four thousand miles.
But since I entered Duluth by rail I
must adhere to my own first impressions
and observations. In the first place,
then, you do not approach Duluth
through a prairie land. A marsh growth
of pine, fir, cattail, grass, for five, ten,
twenty miles, with small stations, In-
dians with fish and babies getting on and
off—and that is what you see as you
leave the “land of the Dakotas” and
come down to Duluth.
* * + * º 3& * $$.
As you wind through the black marshy
woods of Duluth you are reminded of
the black and marshy cranberry woods
along the sea banks of New Bedford.
Sand, pools of stagnant water, fallen
trees, leaning trees, trees gray with moss
and with years, then suddenly houses,
houses, houses!
And towering high above all these
hundreds of new houses, so new that
they are in many cases only half com-
pleted, you see the huge and unshapely
elevators. Beyond and across a narrow,
outstretching arm of the lake, on a high,
sloping headline, bald in many places
with granite smooth as glass, there is
Duluth, sitting on the rocks, her feet in
the water, her great strong forehead
fronting to the sun, her face to the com:
ing world.
* + $ $ + # + 3 + +
But here I am again reminded that
facts, rather than my fancies or any ad-
vice, are required, and now I submit
something of the railroad situation here,
as given to the world by the secretary of
the Chamber of Commerce, Wm. F.
Phelps:
“The Duluth Railway system is as yet
but roughly outlined. It embraces three
if not four Pacific trunk lines, one of
which, the Northern Pacific, with num-
erous lateral feeders, is completed to
Puget Sound and Portland, Oregon, and
AS OTHERS SEE US. 18
embraces 3.182 miles of completed track.
The St. Paul, Minneapolis & Manitoba
Railway, with its many branches, trav-
ersing the richest portions of Minnesota,
Dakota and Montana, is completed
from Duluth to Helena, and is pushing
forward to the Pacific, with Seatle as its
probable objective point. It now oper-
ates nearly 3,000 miles of road. The
Canadian Pacific, in close alliance with
the Duluth, South Shore & Atlantic
Railway, 409 miles long, has already
inaugurated traffic arrangement 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 connec-
tion with its main line at or near Winni.
peg on the west. The indications point
to an early connection between Duluth
and the Union Pacific Railway at Den-
ver, Colorado, which is nearer the head
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, Minneapolis & Omaha
and Chicago & Northwestern allied lines,
with over 7,000 miles of trackage, con-
necting Duluth with the cities of Chicago,
St. Paul, Minneapolis, Omaha, and in-
termediate points; the Duluth, South
Shore & Atlantic, from Duluth to Sault
Ste. Marie, with a branch to St. Ignace,
on the Straits of Mackinaw, where it
connects with the New York Central
system through the Detroit & Mackinaw;
the Wisconsin Central, 507 miles, 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 constructed, are per-
haps more than double the number now
in actual operation.”
#. º * * † * * $º
Washington Dispatch to The Minneapolis
Tribune, November 22, 1889.
# # # * * # * 4.
As an exporter of breadstuffs, Duluth
is rapidly coming to the front. The
amount exported for the month of Oc-
tober was $307,591, but $42,000 less than
Chicago exported during the same
period. There are but 7 custom dis-
tricts in the United States that lead her
in this direction viz: New York, Phil-
adelphia, Baltimore, San Francisco,
New Orleans and Chicago.
+ * º: # * # † #
Duluth AND PROCTOR kNOTT.
From “Bradstreets,” November 23, 1889.
In 1871 when the Hon. Proctor Knott,
of Kentucky, made his famous speech
before Congress against the St. Croix
and Superior land grant, he directed
the full force of his powerful oratory
against Duluth, and made her the
especial object of his ridicule. He
proved not only man's inability to look
through the mists that must ever hide
from us the future, but that while
speech may be silver, silence in this
case would have indeed been golden.
Duluth, the despised, has refused to be
kept down, and to-day is in a position
to make her power felt in some Of the
most flourishing cities of this country.
If one could stand for a moment on the
heights behind the city and look down
on the wonderful natural advantages,
which she enjoys one could readily un-
derstand why she to-day is attracting
14 - AS OTHERS SEE US.
capital to her from all points. Sit-
uated at the head of navigation on the
great lakes, with a natural harbor six
miles long and three-quarters wide, she
holds the key to the great northwest,
with its riches of grain, lumber and
minerals. Consult your map, and mark
thereon Banning's line, which is an
imaginary one, every point of which is
equally distant from Chicago and Du-
luth. You will be surprised to find
how much territory lies nearer Duluth
that you had always thought nearest
Chicago. Half of Wisconsin, half of
Iowa, virtually the whole of Nebraska,
with her corn and wheat, and all of the
rapidly-developing northwest, to which
England yearly looks for her fine
wheat to bring up the grade of her
flour made from Russian and India
grain. Freight rates from the north-
west are cheaper than to Chicago,
while both are equally distant from
tide-water, and to-day the wheat re-
ceipts of the former may well cause
the latter to ask where it will end.
Consider for a moment some of the
easily authenticated statistics regard-
ing Duluth, and note what progress
has been made. In 1880 the population
was 3,470, and the place was reached
after a journey through the pine wilder-
nesses of Minnesota, and then only
presenting a town depressed and dull,
a main street lined with empty stores
and warehouses and the sloping hillsides
covered with blackened stumps. To-
day 45,000 is a conservative estimate of
the population, while Superior with
her 15,000, practically a part of Duluth,
would bring it up to 60,000. The magic
of American energy and push and the
development of the region tributary to
her has forced her to the front, and
she stands to-day a beautiful city, sup-
plied with all the modern improve-
ments, and rapidly fulfilling the destiny
that far-seeing men had predicted for
her. In 1886-87 the assessable valua-
tion of real and personal property was
$13,632,235; in 1888-89 $22,644,876. In
1884 the Duluth & Iron Range railroad
ore shipments were 62,000 tons; in 1889
they were over 950,000 tons. The rail-
road mileage of the Duluth system is
16,395 miles, and from all over our
country the railroads, quick to see van-
tage grounds are pushing toward Du-
luth. In 1883 the coal receipts were
42,000 tons, in 1888 1,435,000 tons.
There is little question but that in the
years to come Duluth will be one of
the greatest milling centers of this
country, and a glance will prove con-
clusively why. Duluth has a dock face
181 miles long and an elevator capacity
of 20,000,000 bushels. The great mills
of which Minneapolis is justly proud
have gotten beyond the use of water
for power, or partially so at least, and
the water power is far short of what it
was a few years ago. Duluth has a
never failing water power at hand,
which, if controlled, would give her
enough and to spare for all her wants.
It costs about $1.50 a ton to freight coal
from Duluth to Minneapols, and really
all their hard coal comes from Duluth.
Besides this is the return freight on
flour. A mill in Duluth saves both
these expenses. A large proportion of
Minneapolis flour goes through Duluth,
and she has a dock storage of 1,000,000
barrels. Freight rates on wheat are in
favor of Duluth, and to-day the wheat
receipts far exceed Chicago. The great
mills of Minneapolis will no doubt con-
tinue to run for a long time, but the
wedge which will eventually crowd her
to the wall has entered, and Duluth has
now in operation one of the best equip-
ped mills in America, wi h a daily
capacity of over 2,000 barrels, or nearly
half that of the largest mill in this
country. There is the strongest proba-
bility of the location there of two 5,000
AS OTHERS SEE US. 15
barrel mills at once. The time is not
far distant when men will fully appre-
ciate the advantages Duluth offers as a
milling center, and when mills of un-
rivaled equipment and capacity will be
located there. An eastern man can
form no correct idea of Duluth from
maps and hearsay, but let himself see
the substantial work going on there,
and the capital being invested, that the
prosperity of Duluth is not an idle
boast, that there is no “boom” of land
for the advancement of a few and the
ruin of many, that she has her founda-
tion under her feet and not over her
head, and that to-day she has buildings
rapidly nearing completion, railroad
terminal and dock improvements well
under way, which represent the expen-
diture of over $7,000,000 in twelve
months' time. Duluth is doing nothing
new, she is only following in the foot-
steps of her elder sisters, near at hand,
and with her location and the advance-
ment of all branches of arts and trade,
she should far outstrip them. It is not
visionary to believe that when even the
memory of Proctor Knott shall have
been forgotten, Duluth will be a ruling
power in our land.
AMW ENGLISH VIEW.
From “The London Financial Times,” of
November 22, 1889.
Rapid and extensive as the growth of
Chicago has been, it promises to be ex-
celled in both respects by Duluth, whose
situation at the head of Lake Superior
renders it the natural terminal point for
the vast territory of the Northwest,
covering an area of nearly 300,000 square
miles. This region includes some of the
richest wheat, lands in the world, valu-
able lumber tracts and inexhaustable
mineral wealth. Duluth is at present
inferior to Chicago only in size and pop-
ulation. In all other respects its people
claim immense superiority. It is 500
miles further inland, but it is the same
distance by water to Buffalo or Montreal.
Navigation is open for nearly seven
months in the year, and sometimes
longer. It possesses a capacious har-
bor, sheltered from the storms of the
lake and accommodating vessels of the
largest class. There are also most ex-
tensive docks, provided with every fa-
cility for the rapid loading and discharge
of cargoes. In one recent case a ship
unloaded 2,000 tons of coal, was cleared,
received 78,000 bushels of wheat and
sailed within twelve hours. Two others,
arriving empty, took in 127,000 bushels
in four hours and a half.
This expedious work is accomplished
by a saries of elevators, which are justly
considered as perfect of their kind.
They are located beside deep water, so
that the largest ships can approach; and
are worked by night as well as by day.
Nowhere on the great chain of lakes
is grain handled so quickly. There are
at present sixteen elevators, with a
united yearly capacity of nearly 21,000,-
000 of bushels. Duluth is as near as
Chicago to the Eastern seaboard, and
much nearer by rail to the great wheat
and corn districts of the West. The
tributary territory comprises more than
3,000 miles on the St. Paul, Minneapolis
and Manitoba railroad, and 13,000 miles
In addition, served by the Northern Pa-
cific and other lines that converge upon
Duluth. When it is remembered that
the first railroad was only constructed in
1870, from St. Paul, and that for some
years all communication with the East
and West was by way of Chicago, the
development has been marvellous.
There is now direct and independent
connection with the seaboard, irrespect-
ive of the lakes by the Duluth, South
Shore and Atlantic railroad. This was
effected last year. One important
result has been a considerable reduc-
tion in freight.
16 AS OTHERS SEE U.S.
The future growth of Duluth will
largely depend upon her trade with
Manitoba, the Dakotas and the vast Sas-
katchewan region. The valley of the
Red River alone contains 10,000 square
miles of fertile farming land. In the
central belt of Minnesota stands the
largest tract of white pine on the whole
American continent. The eastern belt
contains the greatest deposits of high-
grade iron ore in the world; besides
abundance of silver. Duluth is the
natural port for this wealthy region.
It is also the natural port of entry for
coal brought through the lakes. A mil-
lion and a half tons arrived last year for
consumption in the Western region,
heretofore suppled from Chicago or Mil-
waukee, or from the coal fields of Iowa.
The present territory for coal sales in-
cludes the whole of Minnesota, nearly
the whole of Dakota and Montana, with
parts of Wisconsin and Nebraska.
The lumber trade is valuable and is
growing rapidly. Many important
manufactures and industries are being
established, such as flour mills, car
building, iron and steel works, wood
working, shipyards, with necessary
banks, loan and trust companies and
insurance offices. A quarter of a mil-
lion sterling has been expended during
the past two years on the streets. Last
year nearly 800 public buildings and
private houses were erected at a cost
of half a million sterling. The city bids
fair to become, before the end of the cen-
tury, one of the largest, most handsome
and wealthy in the Northwest. It can-
not help growing at a rapid rate, in size,
population, trade and riches. Among
its prominent citizens are men of great
sagacity, enterprise and resource. Cap-
ital is being attracted for investment,
and the returns are certain to be large
and continuous.
SEWA TOR G. K. DA V/S.
On the Floor of the U. S. Senate January 9th,
1890, in Asking for Appropriations for
Improvements at Sault Ste. Marie.
% $$. # * * * 3: º
Consider the commerce of a single
city during the year 1889—the city of
Duluth. The shipments of iron ore
from that port were 826,814, tons, as
against 504,110 tons in 1888, an increase
of 320,000 tons in one year. The ship-
ments in 1884, when export from Min-
nesota iron mines began, was only 62,-
122 tons. This ore is of the finest qual-
ity. It is produced from the iron range
of Minnesota. These mines are inex-
haustable. Six years ago that region
was utterly uninhabited. It is now the
seat of great mining operations which
are rapidly increasing. It is traversed
by railroads, and cities have sprung up
in the wilderness.
The wheat received and shipped from
that port in 1880 was 3,021,837 bushels.
There were received 17,310,605 bushels
in 1889. The shipments of flour in 1883
were 891,800 barrels. In 1889 they were
2,020,953 barrels. º $ $$. *
The elevator capacity is 19,500,000
bushels.
In 1883 the coal receipts at Duluth.
were 420,000 tons, as againt 1,045,000
tons in 1889. The arrivals and clear-
ances of vessels at this port in 1889 were
2,554 vessels of registered tonnage 1,872,-
233 tons. In this period the average
registered capacity of the vessels in-
creased from 761 tons to 965 tons. In
the four years ending 1889 that increase
was 204 tons.
The length of dock line is 16.25 miles;
The length of dock face is 115.30
miles.
The following railways and railway
systems connect directly with these
docks:
AS OTHERS SEE U.S. 17
Miles
St. Paul & Duluth. . . . . . . . . . . . . . . . . – 5 + . . . . m is is 252
Not thern Pacific and branches. . . . . . . . . . . . . . 3,850
Chicago, St. Paul, Minneapolis & Omaha
and connecting branches. . . . . . . . . . . . . . . . . 7,067
St. Paul, Minneapolis & Manitoba. . . . . . . . . 3,160
Duluth & Iron Range. . . . . . . . . . . . . . . . . . . . 117
Duluth, South Shore & Atlantic . . . . . . * nº e º º ſº ºn 529
Wisconsin Central . . . . . . . . . . . . . . . . . . . . . . 77.
Milwaukee, Lake Shore & Western . . . . . . . . 605
Duluth & Will nipeg . . . . . . . . . . . . . . . . . . . . . . 7t)
Duluth, Red Wing & Southern . . . . . . . . . . • * : * 25
*Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,455
FROM PUBLIG OP/W10MW.
January 11, 1890.
Some idea of the business activity and
enterprise of Duluth is furnished by the
statement that one of its corporations
has contracted for 5,000 tons of steel
ship plates. They are to be used in the
construction at Duluth of seven great
vessels of 30,000 tons aggregate capacity,
all of which are to be built this year.—
Philadelphia Ledger.
FRANK WILKESON,
In New York Times, January 11, 1890.
“I have recently been at Duluth, and
only the other day I was at Seattle. If
the Duluth men, or men possessing the
same qualities had settled at Tacoma,
the supremacy of the Puget Sound
towns would have been determined long
ago. In 1873 Duluth was dead, and ap-
parently was waiting for the arrival of
an enterprising undertaker to cheaply
bury the town. The Northern Pacific
Railroad company could not stimulate
Duluth into activity. Today Duluth,
with a far lower valuation per front foot
of business property than Tacoma, has
twenty times the enterprise. Duluth's
streets are paved, her sewers are laid,
street cars are running, electric lights
blaze throughout the city, cable roads
*This is but the statement of the Commerce of
a single city. That of Superior, Ashland, Hough-
ton, Marquette, Ontonagon and other ports, in
which is comprised the enormous output of the
iron and copper mines of Wisconsin and Michi-
gan, goes to make up the vast aggregate expressed
by the statistics of the operation of the canal and
lock. -- - - -
are being laid, and, when her harbor is
clear of ice, she does more business in a
week than Tacoma does in a month.
But these Dulnth men seized every
opportunity to develop their town and
the region which is tributary to it. If
an iron vein was discovered, they thrust
their hands deeply into their pockets
and developed the mine and began to
ship ore. If they needed more ships
and better ships, they boldly incurred
indebtedness and built them. Time came
when their hotel accommodation was
not sufficient. They built and furnished
The Spalding house at a cost of $500,000.
They needed steel and iron works; they
built them.
† # # * # * º $
A MAGNIF/CEWF SHOW/AWG.
Editorial from St. Paul Pioneer Press, Dec. 24, '89,
A large part of this issue has been
given up to a representation of the com-
mercial progress and the improvements
of Minnesota's lake port, Duluth. The
statements read and the statistics given
will be read with great interest by all
the people of the Northwest, who feel
a pride in the advances of this city.
Duluth long ago became the third city
of the State, growing to that position so
grapidly as to astonish everybody. She
kept on growing, and is now having the
most prosperous period she has known.
There are few cities or localities in the
West which have had anything like her
advancement. This wonderful growth
will continue for years to come, and the
Zenith City will steadily assume a more
commanding position in the world of
commerce and industry, Nature has
done much for her, and an active, ener-
getic and enterprising people have taken
advantage of nature's gifts. Duluth is
the key to the entire Northwest, and her
prosperity means and must come with
the prosperity of this whole section.
The city has spent this year in improve-

18 AS OTHERS SEE US.
ments over $5,000,000; she has taken
care of a great traffic in wheat, coal and
merchandise; she has added to her in-
dustries a long list of important manu-
facturing establishments; has extended
her jobbing trade; added wonderfully
to her financial interests, and increased
along the whole line of material and
Social prosperity.
A WFW DEPARTURE IN WESTERN
//VVESTMENTS.
St. Paul Piolleer Press.
A unique plan has been devised by
Richardson, Day & Co., the prominent
real estate dealers of Duluth, to over-
come the natural timidity of persons de-
siring to invest in Duluth real estate,
but not having the experience or time
to look matters up and invest judiciously.
This plan more especially recommends
itself to people living at a distance, who
cannot visit Duluth and need to intrust
their interests with an agent.
Realizing that nothing appeals to a
client's confidence with the force of a
direct money interest in that client's
welfare, they make a specialty of guaran-
teeing investments made through them.
Briefly stated their plan is as follows:
A client sends them a sum of money for
investment. In return, Richardson,
Day & Co. send him a written agreement,
guaranteeing that he shall, within five
years, be paid back the principal invested
—in cash, and purchase-money mortgage
—with interest thereon at the rate of 8
per cent. per annum for the term that
the money remains so invested. Also
that if the property when resold, brings
a sum greater than the cost and 8 per
cent. per annum interest, that their client
shall receive one-half of such surplus
profit. If it is necessary to sell the prop-
erty at a loss, the entire loss falls upon
Richardson, Day & Co.
As soon as practicable after the receipt
of the money it is invested in real estate,
consulting preference of clients as far
as possible. The title is taken in client's
name, an abstract furnished, with the
opinion of a competent attorney, show-
ing a good and perfect title.
The only conditions made in return
for this liberal agreement on the part of
Richardson, Day & Co., are that they
shall have the exclusive control of the
property as agents until it is sold, and
that when sold they shall have one-half
of the surplus profit after their client
has received back the amount of his in-
vestment, together with his guaranteed 8
per cent. per annum profit.
The firm making this agreement is
financially one of the most solid business
houses of the Zenith City, and is widely
known as reliable and conservative.
PRESS OF NEWS. JOB ROOMS



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W OF A PORTION OF DULUTH, SHOWING MINNESOTA POINT, (A STRIP OF LAND SEVEN MILES LONG,
while H FORMS DULUTH's HARBOR) THE CANAL AND LAKE
(Direct REPRocuction FF taken May, 1889.)
—From Daily News Annual, 1890.





1889. ,
...'
-------- ~~~...~" - - - - - - - ------------, -, -,-,-,-,-----…. ... -- ---...----- ~~~~ x-r-, -, - . . . .” -----a -º- ºr---------, - ---------...------
Duluth in 1889. Wheat Receipts and Shipments.
New buildings placed in a continuous line ( . . . . . . º:
... . . . . . ld eight miles. . . . . 3.021,287 &
would extend eight miles. - f : 1885 . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,234,450 ºff
... . . . $ 5,092,826 \ . . . . . . . . . . . . . . . . . . . . . . . . . . .30.639,729 &
... ... 3,370,095. H . . . . . . . ~~~~
. . . . . . 993,150° tº -
888,445 :
Churches, schools and 324,300 | - w Barrels.
Manufacturing platits 798,000 - - . . . * * sº º
Street, sewer and sidewal * f :ºg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . º.º.
lnéhts . . . . . . . . . . -- , 631,257. tº . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . 1,747,476
}as and Wate - ....... . 404,000 | 18t . . . . . . . . . . . . . . . . . . . . 2,020,953
Railroatl improvements. . . . . . . . . . . . .
Harbor improvements. . . . . . . . . . . . . . . . . * . * . - Bushels. .
Electric light and telephone companies 2,000 | 1883. . . . . . . . . . . . . . ... 3,1
Miscellaneous improvements. . . . . . . . . . . 1885. . . . . . . . . . . . . . . . . . . . . . . . . . . º
Jobbing trade for year . . . . . . . . . . . . . . . 15, 1889 - - - ... . . 19,950,000
Domestic exports for the year .
Read estate transfers ..."
Buildings erected . . . . . . - - - - - -
Gas and water mains laid, miles. . . . . . . .
Lumber made by city mills, feet... .
Population. … …~
- - - Duluth Harbor Facilities. i.
U. S. Census, 1880 . . . . . . . . . . . Miles.
i.º.º. ºis;.................. }\ }º ſº..… 16.27 .
--- * {3. * Căll W. H.S ºn 1 • * * * * * * * * * * * * * * * - . *} , () sk ºffice. . . . . . . . . . . . . . . . . . . . 115.3 -
Directory Čanvass, 1889,.................., 46,920 Length of dock face. 115.30
- Assessable Valuation. | Arrivafs and clearances. º
1886-87. 1888-89. ................Y. "...;;
Real...... . . . . . . . . . . . . . . . .310,378,37. $17,374,498 || Tºš. ... ... .........?. jºš
Personal.........: ........ 2,655,858 3:637s º, - e º 'º . . e - .2.52% 3453, iè6
Duluth & Iron Range Ore Shipments, to: º #
man. ... * “... g
- 1884. * : * • ... . . . . - ; : - - * ‘. . . . - . - - .
- re . . - - º . . . . . . • - - - `... . . . --. w . . . . .
. . . 188 * * * * * * * * * * * * * * * , - * * * * * * * * * * * * * * * * * * * - tº e . . . . . . . . . . .
1889... .. ... .......... ........&#14 º ......................... . . .
Increase in four years......................212
- {
- . . . -" ". - . • - • * * * • ‘’’. . tº e s tº - - - - • * * * * 2
Duluth Banks. ) ~~~~
. . . ...a..., 3........ r.......... ºf This means that the average registered capacity
- # º; § ) of each vessel has increased by the amount in-
*- ::::: * * *** { Railway mileage of Duluth system.
* . . . . . . . . . . . . . . . . . . . . . . Miles.
. . . . . * W. St. Paul & Duluth. . . . . . . . . . . . . . . . . . . . . . . . . . .252
| Northern Pacific and branches . . . . . . . . . . . 4,100
- . . . 23 Chicagº, St. Paul, Minneapolis & Qmaha. . 4,
... . . . . . . . . . . . . . . . . . . *** * * * § 251 St Patil, Minneapolis & Manitoba;........ 3,160
~~~~ .. . . . .. • . .. . . ... * * ~~~~ * *:: #####;"; Ää . . ić. . . . . . . . . . * il
. . . . . . . . . . . . . . . . . ; ; , ; "... . . . . . . . . . A Duluth, South 8hòre & Atlantic. . . . . . . . . . . . . .5
Merchandise in Transit to Canadian Points, Wiśī...............
1889. . . . . . . . . . . . . . . . . . . . . . . . . . ... 705,000 00 tº Total ....................................18,008;
' ' , , , capital.
$ 600,000
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I, renew he duº, book must be brought tº the desk.
T &AW (3 W E . H. B. & {\ }.
DO NOT RETURN B00KS ON SUNDAY
DATE DUE
Forrn 7 079 3-5°C 30M S
l MICH
miliili
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3 go1507024 2527

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