HIIY1fIQ'"~"s 0'~ ""~0 %. Wn -na bS MS' p p X ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ALBERT N. SEIP, ATTORNEY AT LAW, REAL ESTATE AGENT, No. 40 SUPERIOR STREETr, Opposite Clark House, DULULTH, MINN Real Estate bought and sold on commission. Houses rented and rents collected. Lar Warrants, Scrip and Soldiers' Claims located, taxes paid, titles examined, maps and viev furnished, and information relative to property generally in this region promptly commun cated. My List of prices of real estate and illustrated circulars relative to Duluth sent I any address on receipt of stamp. Loans on real estate negociated. Money loaned on appro ed security so as to net the lender at least 12 per cent, payable semi-annually. A choice s lection of Suburban and City property, and "Broad Acres" in Minnesota,Iowa and Nebrasl always on hand for sale and exchange. Valuable mineral claims for sale. All legal businef promptly attended to. REFE REN CE S: Jay Cooke & Co., New York. Gov. Marshall Jewell, Conn. Samuel E. Bodine, Philadelpeia. Underwriter's Agency, New York. A. D. Hodges, Boston. J. S. Norris, Baltimore. REAL ESTATE AGENCY. L. H. TENNEY & CO. DULUTH, - - MINN Real Estate bought and sold. Choice business and Residence lots and entire blocks (o 16 lots each,) in the city proper, and Addition tracts, at low prices. Taxes paid, rents col lected, and investments carefully made, either on commission or joint account. We are thoroughly familiar with the lands in the Red River Valley, as well as about the Head of the Lake, and are prepared to give correct descriptions and make intelligent selec tions-thereof. Correspondence Solicited. The Saint Paul Press. Thew Leadizg Paper of tihe State. PUBLISHED BY r'he Saint Paul Press Company, Office, Vo.'53 Third Street, St. (Paul, JIinn. LARGEST PRINVTIZNG HO USE IJV THE JVO62LTHiWEST. The PRESS has grown with the growth of the State, and has uniformly made a specialty in its columns of all matters pertaining to the material development of Minnesota. The great success which has attended its management affords ample evidence of public appreciation. It now occupies the Finest Printing Office northwest of Chicago, represented by the above engraving,and fairly claims to be the best paper for persons at a distance desiring information about our growing State. Terms per annum: —Daily, $10; Tri-Weekly; $6; Weekly, $2. THE WESTERN LAND ASSOCIATION Is Selling and Leasing Lots at _fair Rates and upon Easy Terms! It is the settled policy of this Company to INDUCE SETTLEMENT and promote the growth of this young city, rather than speculate in town lots, hence it is offering SPECIAL IVD UCEMENTS To actual occupants or improvers. We are also offering Lots at all Stations on the line of the Lake Superior and Mississippi Railroad. BOARD OF DIRECTORS: —J. Edgar Thomson, S. M. Felton, J. Hinckley Clark, Winm. L. Banning, C. H. Graves, Jay Cooke, Jr., Wm. G. Morehead, Geo. C. Thomas, Isaac Hinckley, Robert H. Lamborn, B. S. Russell, F. B. Billings, C. S. Hinchman, A. H. Barney, Jas. Smith, Jr. SUPERIOR STREET, L UTHER MENDENHALL, General Agent at Duluth. 'VALLE,,~.r-'_FLLQ:: - b NS.*,;.~~~~.I 1 i- -, 1 t ~; ~~~~~~~~~~~~~r~~-; ".'~::.-__,.: —.i~~~~~~~~~~~~~~~~~~~~~/.-' _t 4-A~~~~~1 N1~~~~~~~~~~~~~~~~~~~~~~~~~~~-~~~~~~~~ "l-;K2: i~~~~~~~~~~~~~~~~..f~CP _, Ei i "' _E\I~~~~~~~~~~~~~"I 2; 7-~~~~~~. _ ~~~~ ~~:~~:-f.?B ~ _,u ~". \'i~~~~~~~~~fi -/( 1W-;ig — I\I 4'K':;y ~ { _ _ _ __ ~':...~>~; i,,,..... Y.: S' k/Q> K> / ~ i,`9I?5t km 4 ~;\....:-2 %::,7.'.''-'-"':::" ~c~i:~~-' iV~::'-t >\i~9 ____ I "~i, ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~o'"k....,.......'?"' i' N~ ~ ~ ~ ~ ~~L IOV -N i~~ti\ 4 21 215 >~*'N'N 1~2~f.dek I# I I U LU T H. A glance at the map will show, that if nature ever designated any place for a great city, it is Duluth, Minnesota. Thaddeus Stevens prophesied that, at the Western extremity of Lake Superior, would grow up one of the largest, if not the largest city on the Western continent. IIe clearly saw, that while exterior, sea-port cities lead the column in young nations, inland cities surpass them as those nations advance. London, Paris, Berlin, Vienna and Pekin, all teach that ultimately, inland, central cities are the real depositories of the wealth, power and influence of a country. DIVERSION OF TRADE IMPOSSIBLE. The central business idea of Duluth is, that for all exports and imports of the region West*and Northwest thereof, it is economically nearer the markets of the entire world than any other Lake port. Nearer Quebec, Portland, Boston, New York, Philadelphia, Baltimore; nearer Salt Lake City, Sacramento, San Francisco, Oregon; nearer England, France; nearer Japan, China, India. By "economically nearer," we mean that Duluth is absolutely nearer to many of these places, and that to all of them, it is commercially nearer, inasmuch as freight between them, seeking its cheapest channzel, must inevitably flow through it. Commerce is the handling of freight. Conveyance of passengers is but an incident. Business men follow their goods. Passenger business calls for but few men; freight business for many. The business of tens of thousands of square miles tributary thereto belongs to it, and can never be diverted from it. This cannot be said of any other city of America. The trade of New Orleans, St. Louis, San Francisco, Chicago, even New York, can be tapped, not so, that of Duluth. DUL UTH THE G ATE WAY OF THE WTES2' A FIXED FAGCT. The great city of the Lakes must be at the western extremity-the head of the lake system. That is fatal to the hopes of Ashlland, or any other aspirant. Ashland is not at the head of the lakes, but eighty miles eastward. To reach her and overcome that distance, the exports and imports of the west and northwest would have to be carried over an additional eighty miles of railroad. That would violate the fundamental idea upon which the prosperity of the great lake city is based-the superior cheapness of water over rail transportation. That forever decides the question against Ashland. Doubtless there will grow up at that point an important city, but like Marquette, it will be merely an "iron city," not the water-gate of the northwest. 2 HARBORAGE AT THE 1HEAD OF TIlE LAKE. At the extreme western end of Lake Superior, which stretches inland 300 miles west of Chicago, on the north shore of the lake, lies Duluth, in the State of Minnesota. Running out from the main land, almost at a right angle is "Minnesota Point," a strip of gravelly land, averaging about 800 feet in width, and seven miles in length. 640 feet across from this point begins "Wisconsin Point." Those 640 feet, commonly known as "The Entry," form the channel into Superior Bay. This land-locked bay, one of the. grandest of all natural harbors, is about one and a half miles in width, by seven in length. It is bounded on the west by the town-site of Superior City, in the State of Wisconsin. That town-site extends northward for about five miles; then we meet the channel through which the waters of the, St. Louis River are disgorged into Superior Bay. Crossing that channel, which is about 1000 feet wide, we again enter the State of Minnesota at the southern extremity of "Rice's Point." That point varies in width from 500 to 2,000 feet, and is about one and a half miles long, a most valuable portion of the city of Duluth. Between these two points lie the main, or "inner harbor" of Duluth. It will be seen that this city stretches for miles along the shore of the lake, itself, besides having over a mile of frontage on the "Bay." West of Rice's Point we find St. Louis Bay, the wide mouth of the St. Louis River; much of which is naturally accessible to the largest boats, and all of which can be' easily and cheaply made so. Thus, within the city limits alone, including the points, we find a water frontage of over twenty miles, all of which is available for commercial purposes. THE HARB OR OF ) UUTH. The first move was to establish an "outer harbor" in the broad lake itself. This was done by building, about a quarter of a mile east of Minnesota Point, a breakwater 1,000 feet long, expecting, with the continued aid of the General Government, to extend it two-thirds of a mile. Protected by this breakwater, there is an elevator with a storage capacity of 400,000 bushels, capable of unloading twenty cars per hour, and of handling 10,000,000 bushels of grain during the season of navigation. Near the elevator there are two large freight houses. Half a mile below on the lake side of Minnesota Point is the "Citizens' Dock," forty feet wide, extending into the lake 600 feet. For the last three years nearly all the commerce of the city has been carried on at or in this "outer harbor." With the exception of the storm of the thirteenth of November, 1872, the wildest within the memory of the "oldest inhabitant," when a part of the breakwater was damaged, vessels have laid there in perfect security during the severest gales; the entirely unprotected Citizens' Dock receiving no injury. THE INNER HARBOR. This has always been the central idea of our harbor system. A canal, 250 feet wide, through Minnesota Point, was completed last season, through which the largest boats can readily pass in all weather. The Northern Pacific Railroad Company has employed four dredges to dredge out the basin between the two points to a uniform depth of sixteen feet. Congress, at its last session, appropriated $100,000 to aid in this work. Here we have a harbor not surpassed, if equalled, by any on the whole chain of the lakes. The storm of last November showed that there was no danger of our canal blocking with sand or gravel, and that through it, a vessel could Organized under the Laws of the State of Minnesota. BANK OF D U L U T H. SUCCESSORS TO Et.W.ClarkoCo. Duldth, MAinnesota. Interest allowed on Deposits. EX-CHIANGE BOUGHT & SOLD On allpoines in the United States, -Europe and Canada. LOANS IADE1E ON Grain, Flour and General Produce. Particular altentiozn azdto Co//ectzbns. B. S. RUSSELL7,. P. BAILEY, J. Q. A DAS, President. Cashier. Ass't Cashier. J. B. Culver, Geo. C. Stone, President. Cashier. C3 —~T H E First National Bank, Duluth, - MIzesota. CAPITAL, $ I 00,000 CORRESPONDENTS: First National Bank,.. New York. First National Bank,.. Saint Paul. Union National Bank,.. Chicago. First National Bank,.. Detroit. Messrs. E. W. Clark & Co., Bankers,. Philadelphia. 3 pass in the wildest storm. Already has the Northern Pacific R. R. Company erected therein 15,240 lineal feet of docks and piers, each of the latter being 250 feet wide. This season (1873) they will still farther extend their dockage system, and will also erect three spacious warehouses, each 60 by 900 feet, one of them having an L 200 feet long. In addition to the above there is a large private dock, called the "Pitt Cooke Dock," to which several others will be added this season, and also a dry dock. On all these docks tracks are laid, so that cars and boats will be brought into immediate proximity. On the canal and the "inner harbor"; there has already been expended about half a million dollars, and but little, if any, less on the "outer harbor," with its breakwater, elevator, freight houses, docks, tracks, &c. Hitherto the expense of constructing this harbor for the commerce of the nation has mainly fallen on private citizens and railroad corporations, but within the past two years, Congress has recognized its vast importance, and taken it under the fostering care of the General Government. In the future we will not. only receive large annual appropriations, but doubt not that our statesmen will see that justice demands that remuneration for past expenses be made to those far-sighted men who put their all at risk in commencing a harbor system of which any nation may well be proud. DUL UVT A COA31MEROIAL NECESSITY. It may be asked, why has Duluth so suddenly sprung into notice. We answer: first, the building of the Lake Superior and Mississippi Railroad, a road only 156 miles in length, yet destined to inaugurate a new era in the commerce of the country. Hitherto, Upper Iowa, Northern Wisconsin, Minnesota and the rest of the Northwest have been commercially dependent upon Chicago and Milwaukee, and the only protection enjoyed by the people of those sections, was the slight one growing out of the rivalry and competition of the above two cities. The grain growers of the valley of the Upper Mississippi had no option but to forwarcdtheir grain via Chicago. Sending it down the river to New Orleans, thence to New York or Liverpool, looks well on paper, but is impracticable. Getting the grain to New Orleans is easy. One steamboat will easily convoy several barges, but how shall those barges be returned? With what can they be freighted? Not with cotton, for the West has no factories. With sugar, molasses, rice, tobacco? One-ticentieth of the down-loaded grain boats would suffice for that purpose. Again, grain heats and spoils in New Orleans, save in the winter, just that season wllen. it cannot be shipped from the Upper Mississippi. The Lake Superior and Mississippi Railway connects the head of navigation on the Mississippi River, at St. Paul, with the extreme west end of the lake system, at Duluth. The Northwest is now commercially independent of Chicago, and produce going eastward, and freight coming westward, are no longer compelled to follow the unnatural channel, vica Lake Michigan. St. Paul is the present great railroad center of the Northwest. There freight gathers. From St. Paul to Chicago by rail the distance is 440 miles; to Duluth, 150. This is a saving of 290 miles in favor of the latter place. A difference of 290 miles in transportation is decisive. It is equivalent to a reduction of twenty-five cents on the cost of a bushel of wheat. TNothing can overcome this difference. It woill absolutely govern. The Lake Superior and Miississippi Railroad will take ninety per cent of the trade of Minnesota, and a considerable part of that of Iowa and Nebraska, that has hitherto gone by Lake Michigan. However hard rivals may struggle, however vast their combina 4 tions, the inexorable law of profit and loss must soon compel them to quit the field. War, with its haste and consequent extravagant prices, may hurry even heavy goods over rapid rail routes; but freight, in the normal condition of business, must find out and pursue the cheapest route, which is always the water route. When wheat ranged from $2.00 to $3.00 per bushel, the extra expense of forwarding it by rail could be borne. The day of high prices is past, and that extra expense now means bankruptcy to farmers. RELATIVE COST OF TRANSPORTATION BY WATER AND RAIL. Rates of freight vary so much as to render it difficult to state with certainty how much railroad rates exceed water rates. It is fixed by some at 18 to 5. Gov. Austin, of Minnesota, asserts that it is as much as 29 to 7. If he referred to rates of western railroads, he was woithin the mark. The following are the results reached by Mr. McAlpine, formerly State Engineer of New York Mills per ton per mile. Ocean-Long voyage........................................................... 1/2 " Short voyage....................................................... 2 to 6 Lakes-Long voyage....1................... 1%2 "' Short voyage....................................................... 3 to 4 Hudson River........................................................ 2 Mississippi and St. Lawrence rivers..................................... 3 Erie Canal —Enlarged................................................. 3 Ordinary Canals.......................................................... 6 Railroads-Ordinary rades................................................... 15 Assuming these rates as substantially correct, it will be seen that the relative cost of transportation by rail as compared with other modes of conveyance, is as follows: Per cent. greater By Rail over Ocean transportation.............................................. 900;" Great Lakes................................... 500 " Mississippi and St. Lawrence rivers.............................. 400 " IHudson River Transportation.............................. 500 "L Illinois Improvement............................................. 300 LL" Erie Canal enlarged................................................. 400 " Ordinary Canal.................................................... 150 RELATIVE RATES IN 1869. In consequence of the low price of grain in 1869, that year is an excellent year for comparisons, for then railroads entered into the fiercest competition with water routes for the grain trade, with the following results: The freight on wheat, by wcater, from Chicago to Buffalo (960 miles) ranged from 3~ to 11- cents per bushel, being from 1~ mills to 4 nmills per ton per mile. By'rail from Buffalo to New York (423 miles), it ranged from 14 to 284 cents per bushel, being from 2l i?mills to 25 Cmills per ton per mile. Here is a difference that must absolutely govern. During intense competition, and for a very short time, flour was carried from Toledo to New York, (732 miles) by rail for eighty cents per barrel. This was unprecedentedly, ruinously low, and Chicago boasted of it, yet it is at the rate of elerean,,ills per ton per mrile —more than eight times the lowest lake rate. Fifty cents per bushel during, and seventy-five cents after, the season of navigation, has been the all rail freight on wheat from Chicago to New J. C. HUNTER, President. R. H. MORFORD, Cashier. ~000 DUT LUT H SAVINGS BANK - 000 Allow Interest at 7 per cent per annum, and credit it to all accounts on the ist of July and January of each year. Money invested for outside parties, on ample real estate security, paying 12 per cent clear. Deposits received in open account and subject to check at all times. A General Bankin g Busizness Transacted. Drafts sold on all the leading cities of Europe. Collections remitted for promptly on day of pcayymenzt, at lowest rate of exchange. ~-000 AGENTS FOR THE Cunard, Anchor and White Star LINES OF STEAMERS. ~ —000 Highest market price paid for Gold and Canada Bank Notes. PIrTT COOKE DOCK, INNER HARBOR, DULUTH, MINN. WM. R. STONE & CO. PROPRIETORS of this large Dock, with a frontage of Four Hundred Feet upon the Bay, and in close proximity to Lake Avenue-connected by rail with the L. S. & M. and Northern Pacific Railroads Tracks-have every facility for Dockage, Shipping and Commercial Business. COMMISSION MER CHAITS IN Coal, Salt, Iro, Fl/our, Lime, &'c., &c. Consignments Solicited. Liberal advances made; and a General Forwarding and Commission Business transacted. REFER TO —Messrs. JAY COOKE & Co., New York and Philadephia; FIRST NATIONAL, BANK, Duluth. 7ames H. Flynt, Watches, Clocks, Jewelry, Speczacles, Superior Street, D lutA, MALizn. S. S. TRUMBULL, pzoneer Druzg and prescyriti Store, Superior St., ed door East cf Clark House. Drugs, Medicines, Fine Chemicals, ESSENTIAL O0LS, COMIBS, BRUSHES AND PERFUMERY. Medicines dispensed and Prescriptions compounded at all hours of day and night. All orders by mail from line of N. P. R. R. promptly filled. York, which is respectively 184 and 278 mills per ton per mile, or fourteen and twenty-one times the lowest lake rate. Occasionally freight on wheat from Chicago to New York has been reduced to the bankrupting rates of 25 cents per bushel, and yet that is at the rate of 9 1-6 mills per ton per mile, or seven times the lowest lake rate, and more than double the highest lake rate. Buffalo is the arena of the fiercest battle between the opposing routes. Railroads practically admit their incompetency to compete with the lake route, by the fact of their not so materially reducing their rates on grain west of Buffalo. There the struggle is with the Erie Canal, and from there they carried grain to New York for from 14 to 28i- cents per bushel, their very lowest figures against the canal rate of from 13 to 24 cents; yet from there their lowest rate, in 1869, was 12 mills per ton per mile, three times the highest lake rate, and just nine times the lowest lake rate. While a bushel of wheat can be carried on the lake from 83 to 275 miles for one cent, and on railroads from only 15 to 30 miles, the former must control the carrying trade. It should be borne in mind that the railroads whose rates are presented above are the leading roads of the country, roads subject to such unrelenting competition among themselves that rates are put down to the very lowest figures. Comparisons with other and less important roads would still more clearly show that the water route will ultimately sweep away all rivalry. TIHE ERIE CANAL. The great hindrance to the full development of the lake system, as it is also, the reason for the continuance of railroad competition, is the Erie Canal. Its tolls are excessive, and its accommodations far behind the wants of the age. The interests of the West, as well as of New York city, demand that it be enlarged, and made nominally free. Let freights thereon be reduced to the average ocean rate, two mills per ton per mile and railroad competition will cease. The fifty per cent. reduction of canal tolls of last year, resulted in nearly doubling the tonnage that sought the canals. New York city must make the Erie canal a national highway, or else lose her commercial supremacy. In 1869, grain could- be carried through Montreal to Liverpool eight cents per bushel less than through New York. So far as Duluth is concerned it matters not where the grain of the West goes, whether to New York, Philadelphia, Que — bec or Liverpool; for either way, economy requires it to pass through her, as also returning goods from those ports for that vast region north of latitude 42', which will, within twenty-five years, be the most thickly settled portion of the West, and of which Duluth is the natural gateway. To make her progress the marvel of this marvelous age, nothing is wanting but the deepening of the Sault canal, the enlargement of the Erie canal, and the improvement of the St. Lawrence river, all of which will, doubtless, be done during the next decade. WILL TIIE! WATERI SYSTEM MAIXNTAIN ITS RELATIVE SUPERIORITY? Occasionally we hear the remark —"You cannot compete with the combinations and capital of railroads, and you will see that Chicago will manage to control the grain of the Northwest, notwithstanding your shorter railroad lines." That brings up a subject worthy of our careful attention. The Northern Pacific railroad branches off at Glyndon, through St. Paul to Chicago. Glydcon is distant from Chicago 675 miles, while it is only 250 6 miles from Duluth. Hence there can be no doubt that the traffic connected with the main line of that railroad will pass through Duluth during the season of navigation, at least. How about the trade of Southern and Central Minnesota and Northern Iowa, that concentrates at St. Paul; the trade which the railroads of the Lake Michigan system are so strenuously competing for? If Duluth loses that, she loses many of the advantages belonging to her location. On the best managed railway in the United States, it has been found impossible to move a ton of freight for less than nine mills per mile, and that low rate of expense was never attained but one year. On our Western roads the expense is at least twelve mills per ton per mile, but we will put it at ten mills, or one cent. At that rate it will cost the Lake Superior and Mississippi railroad to move a ton of freight from St. Paul to Duluth (150 miles,) $1.50, or 4j cents per bushel of wheat, while the expense of conveying a ton from St. Paul to Chicago, (440 miles,) will be $4.40, or 13 1-5 cents per bushel. Thus if the tariff on wheat to Duluth and Chicago should be fixed at 9 cents per bushel, while the former road would be receiving one hundred per cent. profit, the latter would be losing 4 1-5 cents, or 32 per cent., on every bushel of wheat. Now, as this loss could not be made up on through freight westward bound, way freight must be taxed to make it up. This would lead those who reside along the line of our rival roads to retaliation, or the building of competing roads. In a short time the prize will be the handling of 20,000,000 bushels of wheat, to say nothing of an equal tonnage made up of other products of the soil and eastern merchlandise. Fixing our attention on the wheat alone, and our rivals, at the above mentioned price, would lose $840,000 per annum, while our road would realize a profit of $900,000, or 13 1per cent on the capital stock. Taking its owhole business in view, and that loss and that profit must be doubled. Assume that freight can be moved at an average expense of ten mills pe mile, and it would cost $13.50 to carry a ton, or 40~ cents per bushel, of wheat from St. Paul to New York. Let it be borne in mind that there is only bare cost in these figures. On the other hand we will pay nine cents to get our bushel of wheat from St. Paul to Duluth, six cents on the lake, and ten cents on the Erie canal and Hudson river, being but twenty-five cents in all. Thus, after paying three transportation routes profitable rates, we land our bushel of wheat in New York, via Duluth, 15t cents cheaper than via Chicago, though on the all rail route bare cost is charged. Some may say, if the above figures be correct, why are railroad companies so foolish as to put forth strenuous efforts to secure the grain business of the West? For several reasons. Just as soon as navigation closes they put up the tariff from the losing rate of nine mills perk to.n per mnile to the gainful rate of 13 3-5 mills. By low prices they -seek to attract the grain from the water route, knowing that the volume once started, it will be in excess of the rail facilities for transporting it, and must be stored in the elevators of Chicago, 3Iilwaukee and Toledo, the moving of which will be a nice winter jdb, when the freight on a bushel of wheat from Chicago to New York is raised to fifty cents, or 18~ mills per ton per mile. A railroad man thus answered the question, —what are rivers for? —'to connect railroads." During the hurry of the war when even far off Minnesota farmers were receiving $2.50 per bushel for their wheat, this answer seemed to be true, but now when those same farmers do not receive on an average eighty cents per bushel, while their brethren in Iowa and Illinois are burning corn for fuel, the reverse is true and we are coming to see that the The Dulath Minnesotian, ESTABLISHED: l TERMTS: APRIL 24th, 1869. D-U'LUTH, MINN.! $2.00 PER ANNUM. An Independent Republican Journal, PUBLISHED EVERY SATURDAY EVENING, BY T. II. Pressne74 Editor anod r(roprietor. Has the largest circulation of any paper at the head of Lake Superior, extending to every State and Territory in the Union, Canada, England, &c. Advertising terms liberal. ESTABLISHED A. D. 1778. THE GAZE TTE, gor. St. B]%ancois Xavier and Craig Streets, iMontreal. The Leadoing GCommercial J\Tewspaper of Carnada. TERMS OF SUBSCRIPTION-BY MAIL, to any part of the Dominion, $6 a year; to the United States, $8 currency; to Great Britian, ~1 10s. stg. Canadian postage on all papers sent outside of the Dominion is prepaid by Publishers. Delivered in the City or by News Agents, 13 cents a week, or $6 a year, payable strictly in advance. The GAZETTE is sent by Express to News Agents at all points by first trains T. & R. WHITE, Publishers. J. K. SEATON. VWHOLESALE AND RETAIL A FULL LINE OF Canned Goods, Sugars, Coffees, Teas, Syrups and Flour. Glass, Earthern and Wooden Ware ALWAYS ON HAND. 7 Superior Street, West. DULUTH. Seeing is believing, and Photographs won't lie! If you wishl a correct idea of dhe GREA T NOR THIVWES T SEND TO CASWELL & DAVY, Landsc pe photogra hers, DULUTH, MINNESOTA. Anid get their 6/escriptive Catalogue of Stereoscopic Views of Duluth and Surroundings. AIlso, Views along the line of the ANorbteun Pacffc Rail'road, Lake Sup. ainad Miss. R. R., Saiuzt Louis River, AND Lake Superior Scenery. We have the largest and most complete assortment of Views in t~he \Voirthwest! Prompt Attention given to Correspondents! 7 chief utility of railroads is in the connecting of water courses. Every year this will become more emphatically true. The great question of the age, a question which in the west will dominate parties, is that of cheap transportation. The toiling millions of the east to whom cheap food means a practical raising of the standard of wages, will unite with us in our endeavors to obtain help from the General Government to improve our natural lines,of communication. Notwithstanding the stench arising from the management of the Union Pacific and the Credit Mobilier, the nation is on the verge of a system of internal improvements that will startle the ghosts of the strict constructionists of former generations. New and cheaper routes for transportation must be had, or the west will be reduced to vassalage, and notwithstanding its fertile fields and our homestead laws, its growth in the future will be at a greatly reduced ratio. These new routes must be furnished, or a decade from now will witness the anomaly of a race of farmers ground down to poverty in the midst of tens of millions of bushels of rotting grain. Ramified with railroads as the central states will then be, yet they will be sorely inadequate to remove the crops of the teeming west. To our rivers and lakes the eye of hope turns. Their improvement, connecting them by ship canals, alone answers the great material question of the century. Great as may be the local value of the Northern Pacific Railway, -yet its real importance lies in its connecting of great water highways. A -bill to appropriate money to commence the Lake Champlain Ship Canal is nlow before the New York legislature. Its passage is a mere matter of time. In a speech on that question, Hon. Mr. Tefft said that something must be Idone to preserve to New York the trade of the west and northwest, "if the Erie Canal were the only means of communication by which it could be re -tained I would stand here to-night and advocate the expenditure by this State of $150,000,000 to make a ship canal of the Erie. If it could be clone only *by the way of the Oswego canal, then I would vote willingly a hundred millions of dollars to enlarge the Oswego canal." Extravagant as this language may seem the future will show that it floes not fall below the importance of the subject both to New York and the,country at large. For years our trade with Europe has shown a balance against us of over a hundred of millions annually. That process continued, nothing can save us from bankruptcy but an increased actual creation of wealth. Our manufactures to a limited extent, our mines to a greater extent, but our undeveloped millions of acres above all must be relied on to add to our national capital. We have been paying the balance against us with our bonds; soon those bonds will come home for redemption, and then crash, national dishoner must be the result unless cheap transportation to the Atlantic shall have been secured, whereby we can send our surplus grain to Europe in payment of our debts. Now, England, that needs 150,000,000 bushels of wheat receives from us but 15,000,000. Make that 100,000,000 and we keep our specie at home, money becomes plenty, and every wheel of action is oiled. The Champlain Ship Canal, when finished, will enable us to transport cargoes of 900 tons east from Duluth to New York in the same time and at -about the same expense as now cargoes of 230 tons each, by the way of the Erie Canal; a difference in favor of the former route of four to one. This advantage will be still greatly increased when the Georgian Bay Canal, from Collingwood to Toronto, shall have been finished, still farther decreasing the distance by more than 300 miles. These and other contenmplated enter7prises all have Duluth instead of Chicag.qo as their objective point. The reason of this is apparent. Whteat is the staple that is sought. Corn, oats and pork can be raised almost anywhere, but it is apparent that the northwest alone must be looked to for future supplies of wheat. Of the great continental wheat garden Duluth is the natural water gate. Can there be any reasonable doubt that here is the location of the future Odessa of America? TABLE OF DISTANrCES. Bearing in mind that Duluth is about the same distance by water from New York, via Erie Canal, as is Chicago, the following table of distances is suggestive: 1ST. POSITION OF DULUTH, ON LAKE SUPERIOR, AS COMPARED WITH THAT OF LAKE MA{ICHIGAN, IN REFERENCE TO COMMUNICATION WITH THE STATES AND TERRITORIES LYING WEST OF THE MISSISSIPPI RIVER. Diffe'ce F R ~OM~ To To in favor ROhicago. Duluth. of ____ e_ Duluth. Mil es. Miles. San Francisco, via Union and Central Pacific Raliroads......... 2,426 2,326 100 North Platte Crossing, on Union Pacific H. R. 785 685 100 Sioux City, via S. C. & St. P., and L. S. & M. Railroads..... 510 415 95 2D. THE LAKE SUPERIOR ROUTE TO THE EAST FROM ST. PAUL, CCMPARED WITH THE LAKE MICHIGAN ROUTE. ROUTE. R. R. Lake. Total. Miles. Miles. Miles. From St. Paul, via M. & Pr. du Chien R. R. and Chicago, to Buffalo..................................................... 440 960 1,400 From St. Paul, via L. S. & M. R. R. and Duluth, to Buffalo...... 150 1,055 1,05 Difference in favor of Duluth...................................90 195 3d. ~ PRINCIPAL ROUTES, USED OR PROJECTED, BETWEEN DULUTH AND SEAPORTS OF THE ATLANTIC OCEAN. ROUTE. Water. R. R. Total. Miles. Miles. Miles. Via Lakes Huron and Erie, and Cleveland, to Philadelphia...... 900 496 1,396 CL" " "....." CErie, to Philadelphia........... 985 447 1,432 ((" " " "'..... Dunkirk, to Philadelphia....... 1,020 463 1,483.. i'...... "r Buffalo and Erie Canal, to N. Y. 1,525 25...... 1,525 (( C" " " "Goodrich, B. & L. H. R. R., Buffalo and Erie canal, to New York.............. 1,150 160 1,310 "' i' " " Erie and Ontario, Oswego, and Erie canal to New York...................... 1,570........ 1,570 "..".' projected Huron and Ontario canal, Lake Ontario, Oswvego & Erie canal to N. Y. 1,305... 1,305 " projected Ottawa R. improvements,Caughnawaga and Champlain canals to N.Y. 1,445........ 1,445 " projected Huron and Ontario canal. Lake Ontario, Oswego, Erie canal & Albany to Boston.......................... 1,160 200 1,360 ( " i; " "c projected Ottawa R. improvements and V. C. R. R. to Boston.................... 1,075 335 1,410 "( " " " "projected Huron and Ontario canal, Lake Ontario, St. Lawrence R. and G. T. R. R. to Portland.1,153 297 1,450 "( "' " " projected Ottawa R. improvements and G. T. R. R. to Portland.................. 1,075 297 1,372 " " "(L " projected Huron and Ontario canal, Lake.v Ontario, St. Lawrence R. to Montreal. 1,155 1,155 "t "L' ";projected Ottawa R. improvements and St. Lawrence R. to Montreal............ 1,075...... 1,075 The Duluth Treibune, 6I4IL Y A4J~ WEEKL Y. The Duluth Daily Tribune, THE OFFICIAL PAPER OF THE CITY, the only Daily in Duluth which receives the Associated Press dispatches; is rpublished every Evening, (Sundays excepted), and furnished to subscribers upon the following terms, invariably in advance: Per Year............... $7 00 Six Months............................................... 3 50 Three Months...............I...................................................... I 75 Per Month.................................................................. 6o Per Week.............................'' ~.................. 15'he Duluth Weekly Tribune, Is published every Thursday morning, at $2.00 per year, or $1.00 for six months in advance The TRIBUNE has now been established more than three years, is Republican in politics; gives all the news in relation to the growth and development of Duluth, and of the New North West; and every person abroad who desires to keep pace with the rapid development of this interesting region-towards which the eyes of the whole country are now turnedshould by all means subscribe at once. Address R. C. MITCHELL, Editor and Proprietor DAILY TRIBUNE, DULUTH, MINN. RED IVER GAZErrE, GLYNDON, MINN. (Headquarters Cl'ed (Piver Colony, and ju'nctioz of the St. agti & Paci/fic wzeith JVortherlr cPacifc P. 2.) First Paper Established in the Red River Valley. Everybody interested in the progress of the Red River Colony, or who wishes to keep posted in regard to the development of the rich region opened up by the Northern Pacific Railroad, should subscribe for the RED RIVER GAZETTE. SUBSCRIPTION PRICE-$2.00 per year; $1.00 for Six months. Specimen Copies sent free. The GAZETTE has the LARGEST CIRCULATION of any paper on the line of the N. P. R. R., west of Duluth, and will be found an excellent advertising medium for dealers in anything needed in a new country. RATES: 50c. per inch of space first week; 25c. per week additional. Address RED RIVER GAZETTE, E. B. CHAMBERS, Publ'r. GLYNDON, MINN. CLINTON MARKELL, Real Estate Agent Bro er, DULUTH! MINN. City Lots, Farming and Timber Lands, BO UGHI AND SOLD. (Pare Opporturites for Investments / Cash paid for desirable (Peal Estate in Xiuluth. -T H EBRAINERD TRIBUNE, BRAINERD, MINN. Only paper published at Headquarters of the Northern Pacific Railroad. Has an extended and growing circulation in the New Northwest, and contains reliable information concerning the great Northern Pacific Enterprise and the vast country along its line. Advertisers anid the 6Aeadirig (Public will please note these facts. Two Dol/ars pays for the Tribune one year. ADDRESS — iM. C. RUSSELL, Editor and Proprietor, BRAINERD, MINN. 9 4TH. TRANSATLANTIC DISTANCES. Montreal to Liverpool.......................................................2,740 Quebec "........................................................2,580 Portland "......................................................... 2,86 Boston......................................................... 2,850 New York "................3,020' Philadelphia "........................................... 3,080J The following table shows the comparative distances of St. Paul and prominent points in the southern part of the State of Minnesota, on this and the Wisconsin routes, by which it will be seen that there is a mean saving of distance from even that portion of Minnesota, of about two hundred miles in favor of the Lake Superior routes, as compared with that by Chicago: Differ'ce To To in favor Chicago. Duluth. of Duluth. Jackson, Martin,.....................4......................... 50 300 150 Mankato................................................... 415 235 180 St. Paul, via M. & P. du C. and W. & St. Peter R. R.......... 460 150 310 " via Milwaukee & Pr. du Chien McGregor West.... 440 150 290 " via St. Paul & Chicago R. R., &c............ 405 150 255 Austin.............................'340 250 90 Owatonna................................................... 373 218 155 Faribault................................................................ 388 203 185 Farmington, via M. & Pr. du C. R. R..415 175 24' via St. Paul & Chicago R.R., &c................ 403 188 215 Winona, via M. & Pr. du Chien R. R., &c..................... 300 308' via St. Paul & Chicago R. R, &c.................... 300 255 45 Red Wing................................................... 360 195 165 Hastings..................................................... 385 170 215 D UL UTII Al~D ST. PA UL COMPARED. It is said that " comparisons are odious," yet by them we acquire all our information. Twenty-five years ago, St. Paul was a collection of huts, where land could be bought for $1.25 per acre. Now it is a flourishing city of nearly 30,000 inhabitants, doing an annual w holesale trade of $15,000,000, and its best lots command $700 per foot. During the past four years property there has advanced from seventy-five to one hundred per cent, and is still rapidly advancing. What has made St. Paul? The immediately surrounding country is poor; she has but few manufactures; the lumber of the north merely passes by her; the agriculture has been largely confined to the southern part of the State, so that produce having no outlet to market, except by the unnatural route through Chicago, never finds its way up the river, towns not one tenth its size handling five or ten times the quantity of grain. All along the Mississippi, and through the interior, are places that command the retail trade. Goods forwarded there from the East, find their destination without being sent to St. Paul to be distributed. Her advantage is a location at the head of navigation. So long as the country north and west of her is comparatively unsettled, the latter advantage refers more to the future than the present. Yet she is what she is. Why? Simply because the foresight and energy of her people have made her ac jobbing point, a commercial center. Because she is a commercial center, railroads gravitate to her, and add to her importance. How much superior are the advantages of Duluth. Born a commercial center, she will command a large trade from the start. All the vast business 2 10 of the Lake Superior and Mississippi Railway-tapping nine tenths of Minnesota, portions of Wisconsin, Iowa, Nebraska, Colorado and Dakota —all the trade of the great Emp2ire drained by the Northern Pacific Railroad, will be poured into Duluth. The returning wave of freight from the East will add to her enrichment. If her back country for a radius of a hundred miles be not agriculturally as rich as that of St Paul, (it should be borne in mind that St. Paul has grown with her back country but very partially cultivated) it is vastly richer in lumber, slate and mineral. No mineral country has been at hand to advance St. Paul. At Duluth the richest mineral country of the world will find an outlet and a market. Every town built up below St. Paul, takes from, instead of adding to her business, save her wholesale trade. Every town near Duluth, will be, in every sense, tributary to her. What goes from, or is brought to them, will pass through Duluth. If St. Paul has grown into a city of 30,000 inhabitants within the past twenty-five years, and is still growing at a very rapid rate, have we not every reason to expect that the progress of Duluth, for the coming twenty-five years, will be in a greater ratio? D)UL UTH AND CHICA GO CO MPARED. The origin of Chicago's growth, was that she occupied the then head of navigation. Then she was, as Duluth is now, the extreme west end of the lake system. Thirty-five years ago she was not blessed with a railroad. Railroads have added to her greatness but did not originate it. Though surrounded by a very rich country, that did not make her. She owed her start to the fact that through her, must pass the produce of the West and the commodities of the East. That interchange made her, when reached by railroads, a vast trading post, a great commercial center. In this respect Duluth is fully her equal, in many respects her superior. Chicago has no advantages connected with lake navigation, in which Duluth does not share. ~ Duluth has no drawbacks incident to lake business, which do not equally affect Chicago. The trade of the former must pass through the Sault Ste. Mary Canal; that of the latter through the Straits of Mackinaw. Distant but forty-five miles, their time of opening and closing must be about the same. To the former belongs Lake Superior, to the latter Lake Michigan. Lake Superior is a safer lake than Lake Michigan, less liable to sudden squalls and storms and short chopping waves that wrench a vessel. Equi-distant from the Atlantic.'cities, they enjoy seasons of navigation of equal length, for whatever trouble may be connected with the Sault Canal and Mackinaw Straits, yet that passage can always be made in time for the opening of Buffalo harbor, Erie Canal, and St. Lawrence river, without which openings navigation is not complete, either for Chicago or Duluth. If her location at the head of navigation has contributed so greatly to advance Chicago, may we not expect Duluth to be equally advanced. Lake Superior is nearly 400 miles long. On either shore it is wondrously rich in minerals, and must become the center of great manufacturing activity. Along its borders will spring up a trade, that of itself will support a large city. Through Duluth must be carried the food to supply that region which cannot be produced there. She will ever command that trade, for navigation is practicable on Lake Superior, owing to its great depth, from six to ten weeks longer than on Lake Michigan. Who can rightly estimate the value of these weeks of additional navigation, twenty years from now? COAL. — Coal is brought here from Buffalo, Cleveland and Erie as ballast, THE MORNING HERALD. The Oldest and Largest IDaily in (19luth. zIndependent on all SubjectsJ.\Tetvral in none. Devoted to the Interests of the People-High and Low, Rich and Poor. aHas triple the circulation of all other Duluth papers combined. TERMS:-One Month, $1.00; Three Months, $2.50; Six Months, $4.00; One Year, $7.00. Address, R. D'UNGER, Editor. E. L. SMITH, Wholesale and Retail Dealer in Bautter, Cheese, Lard, Eggs Salt JMeat, Fruit, Vegetables, Game, Venison, Oysters, (Pickles, Canned Goods, Hay, &'c. 33 Su 5erzior Street, Tzhdutk,,Minn. Manufacturer and Retail Dealer in all kinds of BOOTS AND SHOES. This firm has employed from fifteen to twenty men on Custom Work, for the past three years. The Stock on hand, the quality, the accommodation that you find in every way in this House, is not to be surpassed at the Head of the Lake. C. POIRIER, Superior Street, DuOlittz, Minn. ESTABLISHED 18386. SIDNEY SHEPARD & CO. Proprietors of the Buffalo Stamping Works. -MANUFACTURERS OF Tinnsed and /Vrozght Iron French [/Vare, STAMPED AND JAPANNED TIN WARE, BROOKS' PATENT STOVE BOARD, CHAMPION ICE CREAM FREEZERS, PERFORATED SHEET METALS, PATENT TREANSPORTATION CANS, TOILET WARE, TIN TOYS, COAL HODS AND COAL VASES, GROCERS AND SPICE DEALERS TIN WARE. DEALERS IT HARDWARE AND METALS, TINMEN'S TOOLS, MACHINES AND FURNISHING GOODS. Please send for Illustrated Catalogues and Price Lists. SIDNEY SHEPARD & CO., Buffalo, N. Y. ALLAN LINE (M. O. S. S. CO.) OCEAN STEAMERS / Twenty-three First-class Steamships, unsurpased for SPEED, COXIFORT AND SAFE.T T Running on the shortest Sea Routes between EUROPE AND AMERICA, In connection with the most direct Rail Road and Lake Routes to A! ptoints in th/e far Northwest! CABIN rates as low as by any other first-class Lines. RETURN tickets at great reductions PREPAID PASSAGE CIRTIFICATES for parties wishing to send for their friends; STEERAGE Tickets either from or to the Scandinavian Countries, Germany), the Continent acnd Great Q3ritian, at Lowest 7ates, and through to points in the west lower than by any other Lines. FREIGHT TARIFF ARRANGED ON ALL CLASSES OF MERCHANDISE FROM LIVERPOOL OR GLASCOW THROUGH TO CHICAGO. THE "ALLAN" QUEBEC LINE is already well and favorably known both here and in Europe, and thousands of emigrants who have come by this line will be found willing to testify to the exceedingly good treatment on board its steamers. A special conductor seeing to the wants of steerage passengers, and stewardesses attached to each steamer for the purpose of attending to the wants of females and children in the steerage. Free medical treatment received in cases of sickness. At Quebec the emigrants are under government protection and unmolested by imposters. Immediately upon arrival of the steamers they are trans_ ferred to the railroad cars, and proceed west without any delay. No extra charge for luggage as far as Chicago and Milwaukee, except the liberality of the company is being abused. Special agents taking care of it on the railroads, and assisting the emigrants. For all other information, apply at the Co.'s office, JVo. 72 and 74 LaSalle Street, Chicago, Illinois, ALLAN & CO., OR TO LA WSON & OLSON, Agents, DULUTH, MINN. ~='Our Agents all over the Northwest can offer as favorable terms as ourselves. ALLAN & CO.. for from fifty cents to one dollar per ton, westward bound vessels being les heavily freighted than those eastward bound loaded with grain. Chicago is equally dependent on the above places for its supply of coal. TIMBER.-All around Duluth, stretching away for hundreds of miles, are supplies of'timber, white and yellow pine, maple, oak, cedar and poplar. Against the rich prairies back of, and tributary to, Chicago, we point to this source of wealth, this magnet that will draw the hardy sons of labor. In this Chicago cannot compare. MANUFACTURES. -The superiority of Duluth over Chicago as a manufacturing and distributing point will be treated farther on. COUNTRY TRIBUTARY. —The following comparison will further show the advantages of Duluth over Chicago. A circle drawn from Chicago upon a radims of 600 miles, includes, to the West, all the fertile portion of the great plain. A circle drawn from Duluth upon a radius of 1200 miles would notexceed the limits of fertile soil West and Northwest of that city. A few glances at the map will show that there are four times as many square miles tributary to Duluth as to Chicago. Those miles are very fertile. Let us throw aside our mis-education in geography, received in our childhood when Chicago was an Indian village, and Lake Superior an unknown sea. Let us remember that the extreme north shore of Lake Superior is upon the same latitude as Paris, that it is 200 miles south of the latitude of London, 400 miles south of Edinburgh, and over 700 miles south of St. Petersburg. The summer isothermal line of seventy degrees, striking the Atlantic coast at the east end of Long Island, and passing through Central Pennsylvania, Northern Ohio and Indiana, and striking the the southern shore of Lake Michigan, diverges northwesterly and goes north of St. Paul, and runs up into the British Possessions to latitude 52, four degrees further north than Duluth. This isothermal line in Europe passes through Southern France, Lombardy, and the great wheat growing regions of Southern Russia. We are now prepared to believe the well corroborated statement that the country north of latitude 45 degrees, stretching up into the British Possessions as far as latitude 52, and westward, with a few breaks, to the Pacific Ocean, is not a hyperborean region, but equal in fertility to any part of the United States. From that region and Minnesota, Dakota and Northern Iowa, must be drawn the wheat of future years. All agree that the Red River, the Saskatchewan, and the Assineboine countries are marvels of fertility, and blessed with a'salubrious climate. Through Duluth must all the produce of this vast and rich region pass to find the markets of the world. From it it cannot be diverted. CARRYING BUSINESS.-To Duluth properly belongs the carrying business of the Pacific coast, from San Francisco to Alaska, the freight of Oregon, Washington, Idaho, Montana, Dakota, Wyoming, three-fourths of Nebraska, one-fourth of Kansas, Colorado, Utah, Nevada, California, Alaska, British Columbia, the Saskatchewan, Assineboine and Red River countries, nineteen twentieths of Minnesota, one-fourth of Iowa, and the upper or mineral portion of Wisconsin. At first this statement staggers our credulity, but a careful study of the map confirms its accuracy. Fieight will ever seek the shortest rail routes to water. Hence it points to Duluth. Some of these sections are now tributary to the Union Pacific Railroad and to Chicago, but bear in mind that all of the Union Pacific Railroad itself, west of North Platte Crossing, will be tributary to Duluth within three years, for the simple reason that the head of navigation, on the lake system at that place, is 100 miles nearer to North Platte Crossing than is Chicago. The distance between that Crossing and Chicago is 785 miles, between it and Duluth but 685 miles, more than 12 three-fourths of which is already built. So long as the products of the west, seek the Atlantic States or Europe for a market, so long will Duluth command the position. For the trade of the states lying immediately south of the Union Pacific, New Orleans will compete. She can draw of it merely what is needed for the consumption of herself and adjacent populations; for until she can devise some plan by which returning vessels will not consume the profits of outgoing vessels, she will hope in vain to see the wealth of the west pass through her hands on its way to the ports of the Atlantic and ofEurope. We have not made this lengthy comparison with Chicago with any intention of underrating that city, for her marvellous growth is the pride of the west; but simply to bring out more fully the advantages of Duluth, showing that nearly every thing that has advanced the former place inheres to the latter; and that it is more reasonable to prophesy that Duluth will within forty years, contain a population of 300,000 souls, than it was to make that prophesy concerning Chicago in 1833. The development of the west during the past quarter of a century is the greatest matecial marvel of recorded time. The next quarter of a century will show a greater marvel, — the development of the northiwest. Not until within the last three years has the railroad system of the country started on its full career. In considering the future it must. be borne in mind that the ratio at which this country will move in the next twenty five years will be fully double of that of the last twenty five. No one can doubt that. A full realization of this one fact makes a prophecy of the future of this section, of which Duluth is the natural gateway, full of peril to a man's reputation for sobriety of judgment. Thirty years ago, he, who should have proclaimed the present material greatness of Chicago and the west, would have been regarded as a fool, or shunned as a lunatic. TH:E DEVELOPING POWMER OF RAILROADS. Notice how immigration has kept pace with our railway development: No. of miles of No. of eiriDECADES. Railroad grants during constructed. same time. From 1820 to 1830....................................41 24,490; 1830 to 1840........................................... 2,156 552,000 1840 to 1850........................................... 5,289 1,558,300' 1850 to 1860......................................... 21,295 2,707,624 " 1860 to 1870........................................... 29,959 3,450,000 Thus it will be seen that prior to the railroad era immigration was very small, and that during the last two decades (the period of greatest railway development,) immigration has correspondingly increased. The relative growth in national wealth, with the increase in railroads, is shown in the following statement: Miles Increase of TIME. Increase of Wealth. wealth per mile constructed. of road. From 1830 to 1840............. 2,818 $1,111,000,000 $390,000 1840 to 1850............. 6,203 3,371,780,000 540,000 1850 to 1860............. 21,615 9,023,220,000 410,000 " 1860 to 1870............. 29,959 14,000.000,000 469,000 The entire accumulation of national wealth for two hundred years, from *yrinr jii[tin'Clialn+ ESTABLISHED IN I844, SPRINGFIELD, MASS. DAILY, EIGHT DOLLARS. BY SAMUEL'BOWLES. WEEKLY, TWO DOLLARS. THE NEW ENGLAND FAMIL Y NEWSPAPER. A LARGE FIRST CLASS QUARTO JOURNAL OF EIGHT PAGES AND FORTY-EIGHT COLU[MINS. NEWS, POLITICS, LITERATURE AND SOCIAL LIFE. The completest and promptest Local and cussions, its correspondence, its criticisms General Newspaper in New England. and its selections cover the wide field of Independent and out-spoken on all Public human life; politics or government have Questions. but a share in its attention and space; social questions, home work and life, science Abounding in Critical and Literary Mis- and invention, religious changes and opincellanies and Family Reading. ions, money and commerce, fiterature and The Republican is a live paper and de- art,-all these and kindred topics receive cidedly easy to read. —N. Y. Tributne generous attention and full illustration. No,A model paper in all respects. —Goldlen iournal in America, it is believed, cultivates Age. a wider field, or gleans more carefully for the choice grains of fact and thought that it In newspaper enterprise and ability it will yields. bear favorable comparison with any paper in the land.-Boston Congreyationalist. THE CIRCULATION OF THE REPUBLICAN, No paper deserves its prosperity bette:'.- both in character and extent, puts it among IN. Y. Times. * the very choicest advertising mediums in As A NEWSPAPER, THE REPUBLICAN the country. Its subscribers number nearly claims preference for the promptness, fidel- 25,000, and its readers rising one hundred ity, intelligence and impartiality with which thousand, and are among the most intelit sets out the daily history of the world, ligent and enterprising families, farmers and especially for the thoroughness of its and business men of New England and the local reports and compilations of New Eng- West. No paper out of Boston in New England news. It aims peculiarly to strip the land has by half so large a circulation, and news of its shell and surplusage, and to give only two or three papers in that city exceed its kernel and meaning. Its editorial cis- it. TERMS OF THE REPUBLICAN. DAILY-Single copies, three cents; by WEa.EKLY-Single copies, five cents; $1 carriers, 17 cents a week, or 70 cents a for six months; $2 a year; in club packages month; by mail, 70 cents a month; $2 for to one ad.dress-six copmes for $10; ten three months; $4 for six; $8a year; to copies for $15; all additional, $1.50 a copy, clubs by mail, an extra copy for every ten, and an extra copy for every ten after the or 11 copies for $80 a year. first ten; or 50 copies and a Daily Repub lican for $7a5. PRICES FOR ADVERTISING. DAILY-Ten cents a line one insertion, 50 cents. "Amusements" (page two) and and 6c each after insertion; or 6 lines (one- extra-displayed advertisements in bold type half inch space) 50c for one day, and 30c (page eight), 12c a line (of ordinary type) each after insertion; 12 lines (one inch first insertion, and 8c each subsequent inserspace) 75c one day, and 50c each after inser- tion. tion; and the same rate for longer advertise- WrEEiLY-Twenty-five cents a line each ments. "Special Notices," on editorial insertion ~ special notices andlocal notices page, and "Local Notices," on local page, 30c, and large type advertisements 40c.' No 20c a line each insertion-nothing less than charge less than $1. Specimen copies of THE REPUBLICAN will be sent on application; and all subscriptions must be paid in advance. Address all orders to SAMUEL BOWVLES & CO., PUBLISH ERS, SPRINGFI LD,, ILMASs. .~~~~~~~~~~~~~I II l!.~r i."l I ll~ -~~~ ci- __________________lllllllllliii "~ ii ~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I'llJ {{ III i;~~~~~~~~~~~~~~~~~~~~~~~~l' O''.~~la'~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I CR~~~~~~~~~~~~~~~~~~~~~'':" o~I:~t~... W ~~~~ ~~IIIW~~~ c-e~~ ~~~~~~~~~~~~~~~~ ~ ~ d~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ t -~~o.~ jjjll%~UII ——,!1i'lfl g~i~~\ ~ ~ ~ 1'-~iliiililll; Pc -~ —--- ~~)L= -'II~llllltllll~lllilli~tEl~lfi i 8_11 ~''~'/~''P~~~ii~s~itllEiilll=_tllt ~3l~illllililllllll~~li illI"' —"""=====~ —=~-?""' "~~~~~~~~~~~~~~~~~~~3 ltltllllil1111IiPi~liUEi~~ ~1 ~ ~ ~'~~fllll11' -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1 I~~~~~~~~~~~~~~~~~~,ri......1~9! 11Ll~i 1a — 1111111111: sn ~~!!t/Jll/':'E~ 13 the settlement of the country down to 1830, (when the first railroad was opened,) was estimated at only $2,653,000,000. From 1830 to 1870 there were constructed 47,254 miles of railroad in the United States, and during that period our national wealth was increased to 30,000,000,000. Thus it appears that during the forty years of railroad development, there has been added to the nation's wealth, an amount more than ten times as great, as the entire accumulations of the two hundred years prior to the inauguration of this wonderful engine of progress. In other words, the average annual increase of wealth prior to 1830, was only about $13,265,000. q7te average annual increase from 1860 to 1870 (the period of greatest railroad development) was $1,400,000,000, showing an caverage annual increase of 10,500 per cent greater during the last decade than before 1830.* Reflecting on the power of railroads to increase immigration, and to promote wealth, and on the fact that by the year 1900, within the country tributary to Duluth there will be tel times as many miles of railroad as at present, we can form some idea of the ratio at which the "new northwest" will advance in population and wealth. D UL UTH AS A MANUFACTURING CENTER. The fact that makes the position of Duluth one of commanding importance in a commercial point of view; viz that above all others places in the west, it is a natural distributing center, marks its special adaptation for manufacturing purposes. Here will become a rival of manufacturing Philadelphia. True we have no water power, but in the east they use steam as the cheaper motive power in mills located right beside the best of water privileges. Coal can be obtained here as cheaply as at Chicago. For scores of years, our extensive forests will furnish wood and charcoal at almost as low rates as the coal that supplies the mills and furnaces of Pittsburg. Seventy miles by railroad. or 100 miles by water, south east of us, is the valuable Penoka Iron Range. Within 50 miles east on the north shore of Lake Superior, iron ore, far surpassing the Penoka iron in quantity, quality and economy of working, has been discovered. Eighty miles north is the Iron Mountain of Vermillion Lake, the purest magnetic ore known to manufacturers. That is owned by capitalists interested in Duluth, and can be cheaply brought here on a narrow guage railway. Here we are at the head of navigation, which at this point reaches inland nearly 300 miles farther west than Chicago. Just at hand are the coalless, oreless prairies of Minnesota, Iowa, Nebraska and eastern Dakota, covering an area of 300,000 square miles, now peopled by 2,000,000 of inhabitants. Ten years from now that population will be doubled. Reaching us by the shortest lines of railroad they will look to Duluth, surrounded as it is by forests and iron, with coal cheaply at hand, for their manufactured wares. Even now, every manufactory, from the tub factory to the rolling mill, would find this a paying point. The shores of Lake Superior are richer in deposits of copper than any other part of the continent. If it pays to carry that copper ore from points on the lake 150 to 200 miles east of us to Boston, to be smelted and manufactured, and that too, most *I am indebted for most of the above figures to Hon. W. Windomt U. S. Senator from Minnesota, whose speech on the Northern Pacific Railway, delivered in the House of Representatives, January 5, 1869, is unrivalled as a repository of facts and arguments bearing upon the beneficent results certain to flow from that great enterprise. 14 of the way by rail, and then return the manufactured article to the west for sale, will it not pay much more largely to smelt and manufacture it here? Iron ore from Marquette, 300 miles eastward, is carried to Pittsburg, 800 miles, (150 miles thereof by rail,) to mix with the rougher ores of Pennsylvania, and then manufactured into articles for the western market. True economy will soon locate the mills nearer the ore, nearer the consumers-at Duluth. At the close of this year there will be 2,4( 0 miles of railway that will reach water at Duluth, 1,400 miles of which will be under the direct control of the Northern Pacific Company, which company, individually and collectively, is allied to Duluth by the strongest ties of interest. By the close of the next decade fully 5,000 miles of railway will center in Duluth as the cheapest point at which the freight of the empire drained thereby can reach water on its way/ to the markets of the east and of Europe. The rolling mills, the machine shops, the manufactories, necessary to the eastern half of those,5,000 miles, will be mainly located at this point. Here are cheap ore, cheap food, the consumers. Is it reasonable to suppose that men more largely interested in the building of Duluth than of any other place will be so blind to their own interest as not to make this the great manufacturing center of the northwest? At Altoona, Pennsylvania, the Pennsylvania Railroad Company has established its railroad works. The result is that on the Alleghany Mountains, with no commerce, with little of lumber or agriculture to support it, has grown up a city of 15,000 inhabitants, having trebled its population during the past ten years. If 350 miles of railroad necessity built up Altoona, what may we not reasonably predict of Duluth, when it becomes, as it will, the great machine shop of the northwest? FIN!ANCIAL BA CK.ING. No city on this continent was ever backed by-so much capital at its start, as Duluth. Ever since Jay Cooke, and his associate Pennsylvanians, took hold of the $4,500,000 of bonds of the Lake Superior and Mississippi Railway, disposing of them in a single week, this section has commanded the confidence of capitalists, and now there is no part of our country that is being so rapidly gridironed by railroads, and otherwise developed, as the section of which Duluth is the center. Capitalists, controlling more of money and influence than any other body of men in the land, have unlimited confidence in Duluth. They fully mean to mahke it what nature intended it to be, a gicant city. They do not intend it shall be dependent on other cities. Hence the blast furnace, now being erected, of which farther mention will be made. Hence rolling mills and mammoth machine shops are in contemplation. Each year hastens the completion of the Northern Pacific Railway, and sets our financial friends more at liberty to aid us in building up our city. Soon that giant work will be'completed and then our manufacturing life will fully commence. TIlE L UMBER TRADE. North, south, east, west of Duluth are vast quantities of pine timber. Within the railroad limits of the road from Duluth to St. Paul alone, there is not less than 5,500,000,000 feet of pine. Consuming 100,000,000 feet annually and the supply will last for fifty years. Tributary to the Northern Pacific road, and beyond the railroad limits, reaching down both shores of the lake, there is as much more. This lumber now yielding a royalty of $3.00 per SIMMONS & CLOUGH ORGAN CO.'S Improved Cabinet Organs — ANDLLI J z _ o- /1 -.i newlin~etecl criber s a tQualfyingTube, a most i-'( A beain on t I,'I IRe I Ill by 1m1a1 of i Q_ EQUAL TO THAT OF THE BEST PIPE ORGANS OF THE SAME CAPACITY. Our celebrated "Vox Celeste," "Vox Humana," "Wilcox Patent," Octave Coupler," the charming "Cello" or "Clarionet" Stops, and ALL THE LATEST IMPROVEMENTS Can be obtained only in these Organs. FIIFTY DIFFERENT STYLES, FOR THE PARLOR AND THE CHURCH, THE BEST MATERIAL AND WORKMANSHIP, QUALITY AND VOLUME OF TONE UNEQUALLED. PRICES $>0 TO $800. Address SInetebLJONS & GLOUGHH ORGAli aO., DETROO1T, MoI~CpIGAN.. FO HEPRLRAN HECURH w~~~~H ETMTRA ADWOKTN'HP Simnonzs & ClougA O0rga, Co.'s Improved Cabinet Organs, AND Q,,.o m. of tone resdered Y' Al! 1he Latesi Imfovements G.ran C d Combination Organs. FIFttedwith the newly Sivented SYLEIBIER'S PA'EiT Q UALI.YiN G TTBES, an Established ing a most important bearing on the f.ture reputat of wanted I nstruments, 1y m8eas of wh8ch the qantity or veolume of tone is very lCoungely nceased, and the qality of tone rendered. Our Celebrated "Vox Celeste," "Voxc Humanaa," "WlVilcox Patent," Octave Coulpler," -the ch^arming "Cello" or "Clarionet" Stoles, and Factory d TareroomsCa. be obta aze d ozl y i r these OStgas. AddressTY I SIMONT UGH ORGAN CO., DETROIT, CHIGAN i~OR TZHE'PARLOR AND TtE CUfURCUH, TH7E BEST lf iA TERIAL _ABiOD WOiR I~1]TA1VSHIP, QUALITY A1V) VOL rJME OF TONEV U-~EQ {ALLIED. Establsshed gn 1 1fice $50 fo 0500 t every Coulnty. Factory arnd TTareroomns, Cot. Si, vth and Coln gress Sts., Detroit, Mickigan. Address SIIfIY[OiXS & CLO UGt ORGA1V CO., DETROI T, MIGCIH A7N' 1_ thousand, will supply a section of country stretching east to Marquette, west to the confines of Kansas and Nebraska, where the pine of the Rocky Mountains and of the Black Hills will meet it in competition, and south to the Mississippi counties of Illinois. This lumber business will rapidly build up towns along the water and railroad lines, which will enure to the benefit of Duluth. THE SLATE TRADE. At the falls of the St. Louis river, called " The Dalles,," where stands, the important city of Thomson, twenty-three miles southwest of Duluth, is one of the largest slate formations in the world, and the only available one in the United States west of Pennsylvania. Experts pronounce the quality of its ledges to be superior to any in the United States, except the Pennsylvania Peach Bottom. It is like the famous "Festenac" of Wales. Its color is a beautiful light blue. It makes excellent slates, and is already in demand for billiard-table beds, mantels and monuments. The late Thomas Arnold, Esq., a thorough expert, after fully examining. this slate region and confirming the excellence of its quality adds: "I have no hesitation in saying, that in my judgment, this is the largest slate formation in one body in the world. I found mounds thrown up from twenty to sixty feet high. It seems as if the architect of nature had arranged here a city of slate, with streets, lanes and sewers. Again, opposite to where I am now writing, there appears an island suddenly looming up in the midst of the river, some seventy-five feet high, two hundred feet long, one hundred feet wide, of pure slate; one of the most singular formations of slate I have ever seen or heard of. I believe there is slate and room enough to work 10,000 men. These quarries will control the trade of all the lake cities clown to Buffalo, the timberless prairies of the West, and the whole Mississippi to the Gulf, and I have no doubt but that the demand in these sections will be equal to the supply. Most of these places are being supplied from Vermont and Pennsylvania, and the increased demand would depend on the cheapness at which slate could be furnished. I submit that the towns on the lakes, and on the Mississippi, to say nothing of the prairies of the west, would consume at least 283,000 squares per annum." TRADE IN SUPPLYING THIE LAKE SUPERIOR YMI1YES. The mining population on either shore of Lake Superior, must be fed from abroad. The population on the American side alone amounts to 60,000; producing 12,000 tons of copper, and 900,000 ton s of iron ore. The high cost of provisions has alone prevented the greater development of this region. Hitherto it has cost $10 per' ton for the products of the Mississippi Valley to reach the mines of Lake Superior; now but $2.70. Minnesota, through Duluth, will supply the miners with flour, beef, mutton, pork, butter, oats, corn, feed, and with coffee, sugar and molasses brought up the Mississippi. Cheap food will reduce the cost of labor, quadruple the mining population, and immensely augment the products of the mines. THE FISH TRADE. ~ The mean depth of Lake Superior is 900 feet. Its water is preserved at an equal temperature the year round, ranging from 34q to 460. It is never 16 frozen save around the shore. Its fish are held throughout the west to be unequaled. There is an existing trade in the catch between November and March. Frozen, they are now sent to St. Paul and Chicago. As a salted,conmodity their value is inestimable. South and west the demand is very great. The demand can never exceed the supply. The entire coast of Minnesota, for 150 miles, is an uninterrupted fishing ground. This vast fishing trade will center in Duluth. D UL Uflit TIE GREATEST GR-I 1 IVARKIET' iV 1TIE WTORLD. Let it be borne in mind that this city is the water-gate of an empire now drained by 2,200 miles of railway, which in ten years will be increased to 5,000 miles, the business of every mile of which must pay tribute to Duluth or violate the laws of commercial economy. This estimate does not include the Union Pacific Railroad west of North Platte Crossing, though entire accuracy would require that to be added to the number, as that point of junction is one hundred miles nearer to this port than to Chicago. These miles of railway tap nearly the whole of the reliable wheat region of North America, for below latitude 449 wheat is an uncertain crop. DETERIORATION OF WVHEAT FIELDS. The rapid deterioration of the wheat fields of the States between the 39th and 43d parallels, especially east of the Mississippi, would give great concern if the railway system of the country was not inviting settlers to the "continental wheat garden" of 600,000 square miles, now known as the "New Northwest," and furnishing them with the facilities for transporting their surplus to the non-producing millions of the older States and of Europe. According to the census of 1860, the entire wheat product of New England was sufficient to feed her own people but three weeks; that of New York sufficient for her own consumption but six months; Pennsylvania yielded no exportable surplus; while Ohio in that year yielded only 3,000,000 bushels above the wants of her own population, and for the past six years her wheat crop has fallen below the home demand. In ten years the wheat crop of those States'decreased 6,500,000 bushels. In a few years the wheat exporting section will be confined to Minnesota and the Northwest, and Duluth, not Chicago, will be the great grain market of-the world. THE WHEAT OF MINNESOTA. -The wheat crop of Minnesota in 1868 exceeded the crop in 1860 of Pennsylvania, Ohio and Virginia, was double that of California, Iowa, New York, Michigan, Kentucky and Maryland combined, and four times that of Missouri. The following table represents the growth of population and of wheat production in Minnesota in past years: Population. Acres tilled. Bus. produced. 1859...................1............. 160,000 124,972 2,374,412 1860.................................. 172,000 231,315 5.101,435 1865.................................. 250,000 400,000 9,500,000 1870.................................. 450,000 1,085,550 16,283,121 Had our crop of 1870 equalled the average of the last twelve years, 17 bushels per acre, it would have amounted to 18,453,500 bushels; or that of 1865, 22.7 bushels per acre, the yield would have been 24,486,971 bushels. The crop of 1872 is estimated at 26,000,000 bushels. Western farming is too Duluth and North Paci/Ic LAND OFFICE! SARGENT & McNAIR, GEO. B. SARGENT. E. A. MCNAIR. SUCCESSORS TO GEO. B. SARGENT. The Oldest Real Estate Ofjce Iz iuluthA. Established JMay 1869. Particular attention paid to the Selection, Location, Purchase and Sale of Government Lands and Real Estate! On Commission or joint -Account.:WPayment of Taxes, &c., in Dakota, Minnesota and Northern Wisconsin. Dealers and Brokers in Real Estate at Duluth and through our Branch Houses and Agents along the line of the Northern Pacific. Real Estate Loans Negotiated. Titles Examined and Perfected. Real Estate Purchased, Sold and Managed. Correspondence solicited. REFERENCES: Messrs JAY COOKE & Co., New York. Philadelphia and Washington. Messrs JAY COOKE, MOCCULLOCH & Co., London, England. FRANKLIN HAVEN ESQ., President Merchants' National Bank, Boston. MIessrs. CLARK, DODGE & CO., New York. Hon. E. M. ARCHIBALD, British Consul, New York. SAINT PAUL DISPATCH, PUBLISHED Daily, Tr- Weekly and _Weekly. -ANIndependent 7ournal! Givizg all the News of tie Worid, in advance of any other Mfinnesota Paper! The Best Advertising Medium IIV THE STATE TERM S. Daily,. 75c. per Month, or $8.oo per Year. Tri-Weekly,... 4.00 Weekly,... oo Address, DISPA TCH PRIzTIANG CO., SAINT PAUL, MINN. 17 often play. Deep plowing and manuring are almost unknown, while the burning of straw is a common occurrence. Whole townships frequently average 25 and 30 bushels per acre, while yields exceeding 40 bushels are frequent in nearly every county in the State. We have no doubt that the wheat crop of the entire State would average 30 bushels per acre if the same care and skill were manifested here as in the State of New York. In 1850 Miunesota raised only 1,400 bushels of wheat. Seven years later she was still an importer of that staple, while in 1870 she exported over 12,000,000 bushels, grown upon less than two per cent. of her' 54,000,000 of acres. The largest known yield of wheat of other States, as compared with Minnesota, is as follows: Year. Bushels, Minnesota................................................................. 1865 22.70 Ohio................................................................ 1850 7.03 Michigan................................................................ 1848 19.00 Massachusetts............................................................. 1849 16.00 OUR FUTURE WIIEAT SUPPLY. The richest part of Minnesota, the Red River valley, is almost untouched. That valley, lying in Minnesota and Dakota, comprises an area of 38,000,000 acres, which is capable of producing 600,000,000 bushels annually, or three times the present entire wheat crop of the United States, and equal to that of the whole world. Wheat does not deteriorate in the northwest. There are many fields in this state that for twenty years have produced twenty bushels to the acre, without the application of any manure. Superior as is this as a wheat-producing state, the country beyond Minnesota is yet more superior, producing more and better wheat to the acre, crops there frequently ranging over thirty five bushels to the acre, and averaging sixty-two pounds to the bushel. That is emphatically the home of winter wheat. THE DE VEL OPMIENT OF MINNESOTA. INCREASE OF POPULATION IN MINNEsoTA. As this will be the state on which Duluth must first depend for its prosperity, we present her rate of increase of population as compared with other states, enabling us to form some idea as to how rapidly her fertile acres will be brought into cultivation. Her population in 1849, was 4,058; in 1858, when admitted as a state, 152,000; in 1860, 172,000; in 1865, 250,000; 1870,.435,000. Michigan, Illinois and Indiana were each from twenty to twenty -eight years in reaching the population obtained by Minnesota from 1850 to 1860. Wisconsin increased from 1860 to 1865 at the rate of 11,90 per cent: Minnesota, 45.30 per cent. From 1865 to 1868, three and a half years, Minnesota increased 78.90 per cent against Wisconsin's increase of 11.90 per cent in five years. Will Minnesota increase in population from 1870 to 1900 as during the last ten years? The last decade'was marked by the war and the "Indian Massacre," which seriously crippled her growth. These drawbacks will not belong to the future, while 1900 will find the state gridironed by railroads. It seems then that the above question must have an affirmative answer. That would give us in 1900 a population of 3,784,000, or only 43 inhabitants to the square mile, five less than in Illinois. Certainly there can be no doubt that at that time we will have a population of at least 2,000,000. 3 18 CROPS OF DIFFERENT STATES COMPARED. — The following table exhibits an average of bushels per acre of the crops of different States for ten years: Wheat. Corn. Oats. Potatoes. Barley. Rye. Buckwheat. Minnesota.......................... 17 31 38 131 31 20 19 Iowa.............................. 10 32 28 76 21 15 17 Illinois............................. 9 30 31 81 22 15 17 Ohio................1........ 11 33 23 75 23 12 17 Indiana............................. - 33 26 80 24 19 18 Michigan.......................... - 32 - 79 19 - - Wisconsin......................... 13 35 27 118 21 12 16 It has often been said that "Minnesota is too cold for corn." The census statistics disprove that assertion, as was expected by those who knew that the mean summer heat of St. Pcaul is precisely that of Philadelphica, five degrees farther South, while it is considerably warmer during the whole six months of the growing season than Chicago, three degrees further south. Here, at the head of the lake our cool nights render corn an uncertain crop, but in the western part, on the line of the Northern Pacific an early variety is as sure of ripening as in Ohio or Wisconsin. A farmer, after seventeen years experience, states that he never failed in securing a good crop of corn. INCREASE IN AGRICULTURE. —In 1850 there were but 1,900 acres under cultivation; in 1870, 2,304,683 acres, an increase of more than eleven hundred fold. 1866. 1870. Number of acres in wheat......................... 447,531 1,085,550 Total product of wheat............................................. 7,921,442 18,453,500 Number of acres in corn............................................ 88,188 191,594 Total product of corn......................................... 2,056,447 6,092,230 Number of acres in oats........................................... 187,023 339,543 Total product of oats.............................................. 4,372,477 10,588,068 This growth is only for two years. Take its per centage, and calculate the increase of Minnesota's tillage, and the increase of her crops for ten yearsfor twenty years. Calculate the quantity of food for export she will yearly have when a quarter of her soil is under the plow. Calculate it when half of the state shall be an improved farm. But Minnesota is only a part of the "Continental Wheat Garden" of 600,000 square miles. BEY0OND MINNES0OTA. Going west and examining the country whose products must pass through Duluth on their way to the markets of the east, and of Europe, we first enter Dakota, a territory nearly twice as large as Minnesota, the north and northeastern parts of which are agriculturally richer than Minnesota and peculiarly adapted to the growth of wheat. This may also be said of the major part of Oregon and Washington. - But the richest portions of this Continent-emphatically the "FERTILE BELT"-iS that section of British America known as Red River, Saskatchewan, Assiniboine and British Columbia, all tributary to the Northern Pacific Railroad, and to Duluth as its lake harbor. That region enjoys a climate similar to that of Philadelphia, with the exception of a few days of intense cold, but the air is dryer, and the temperature more uniform. Here in this center of the great wheat garden there is room for eight states as large as that of New York. In short, Duluth is the natural lake outlet for the vastly greater portion of the "Continental Wheat Garden" of 600,000 square miles! The attempt to grasp the product DULUTH, MINNESOTA. FIRST CLASS HOUSE. NEAR PASSENGER DEPOT AND STEAIMBOAT DOCKS. SPLENDID VIEW OF LAKE AND BAY. Terms: $2.50 per day. Special rates to large parties. FREE CARRIA GES T STRATTON & CO., Proprietors. SCOVELL & WHITE, Commission Merchants WHOLESALE DEALERS IN GRAIN, PROVISIONS AND DRESSED HOGS. Orders filled for Oats, Corn, Pork, Lard, Meats, Butter, Eggs, Hay, Flour, Feed and Hides, Special attention given to consignments of Grain and Produce. REFER TO-First National Bank, Duluth; A. L. Larpenteur, St. Paul; F. H. West, President Board of Trade, Milwaukee. FIRST AVENUE EAST, BETWEEN Duluth Minn. SUPERIOR AND FIRST STS. The Mining Journal, PUBLISHED AT MARQUETTE, (L. S.) MICH. IS THE ONLY Iron and Trade Journal! IN THE NORTHWEST. Three Dollars per Year, in Advance EDITED BY A. P. SWINEFORD and B. F. H. LYNN. ADDRESS MINING JOURNAL CO, Marquette, Mich. a-Uorn0rk Tribune. THE WEEKLY TRIBUNE, TIHE PAPER OF THE PEOPLE. THE WEEKLY TRIBUNE, 11ow more than right to an honest statement of the facts thirty years old, has endeavored to keep up and this they always get. with the progress of the age in improve- THE WEEKLY TRIBUNE will chronicle the ment and in enterprise. rTo this end, it progress. of Invention and of Labor Saving devotes a large share of its columns to Agri- all over the globe. No other topic should culture as the most essential and general of have greater interest for the producers of human pursuits, employing the ablest and wealth, especially for the young Farmers, most successful cultivators to set forth what Artisans and Mechanics of our country. they know of farming in brief clear essays, In short, THE WEEKLY TRIBUNE comelucidating and commending, Agriculture as mends itself to Millions by ministering to the first and most important of progressive their intellectual wants more fully than they arts based on natural Sciehce-making its are met by any other journal, while its reguAgricultural matter more ample and varied lar reports of the Cattle, Country produce, than that of any weekly of like price devoted and other Markets, will of themselves save solely to Farming. the Farmer far more than the journal's THE WEEKLY TRIBUNE appeals also to price. 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One copy, one year-104 numbers........................................ $3 00 Five copies or over, for each copy.2................................... 2 50 Ten copies, (and one extra copy) for...........................;............ 25 00 TERMS-Cash in Advance. Address THE TRIBUNE, New York. 19 of this rich territory staggers the mind, but there it is, fast being settled, soon to be developed, and there stands Duluth right in the path of every bushel of its grain seeking the cheapest road to market. When we consider how rapidly the wheat crop of those countries below the 44th degree deteriorates, we realize that in a few years the very whteat that Chicago needs for home comsumption will be forwarded from Duluth —it being much cheaper to transport it over 960 miles of water than 425 miles of'railroad, the direct distance by rail between the two rivals. TIIE lMA GIYITUDE OF TIlE GRAIN TRADE. In 1860 the wheat crop of Minnesota was 5,101,432, bushels; in 1868, 16,125,875 bushels, an increase ineight years of 11,024,443 bushels, or 220 per cent., an annual average increase of 271 per cent. One of those years was a disastrous one, and two others below the average. During that time the population had increased 160 per cent., and the area sown in wheat 290 per cent. The farmers were getting rich and so enlarged their farms. In 1900 this State will have at least 2,000,000 of inhabitants; let us approximate to its wheat crop for that year. Put the annual average increase at but 13 per cent. insteafl of 27e per cent, the annual increase of past years, and the yield would be 84,000,000 bushels; or 42 bushels to each inhabitant, which is just the average amount now raised in this State. Keeping up only the average of 17 bushels per acre, and even that vast crop would need but 9~ per cent. of our 53,460,000 acres. Deduct six bushels per head for home consumption, and there would be left of enportcdble owheat about 72,000,000 bushels, or 2,160,000 tons, being 2,700 cargoes of 800 tons each. To this add the surplus corn and oats and other farm products, and the lumber, slate, minerals and westward bound freight, and we get some idea, albeit a faint one, not only of the magnitude of our future grain trade, but of our general commercial importance. WILL DULUTH GRASP THIS GREAT PRIZE? We can not doubt it. Every year more stress is being laid on the economy of water transportation. State and national governments are being importuned to open up new, and largely improve old, water courses, that the wonderful agricultural wealth of the west may be laid before the millions of the east and of Europe. The long lines of railroad terminating at Chicago can not compete with the short ones terminating here. We are informed that one of our competing railroads lost $800,000 last year on the carriage of the wheat they decoyed from us. This year they are wisely withdrawing from the unequal and unnatutral strife. So long as it costs nearly three times as much to move a bushel of wheat from St. Paul to Chicago as from St. Paul to Duluth, Chicago can not compete with Duluth for the freight of the northwest. Legislation and public sentiment will prevent railroads from laying grinding burdens on tway freight to make up their losses incurred by carrying through freight at losing rates, which is done not so much in the interest of the roads, as of competing cities. Hereafter railroads must be operated as railroads for the benefit of the people, and not to increase the business or wealth of certain cities. Then way freight will be reduced, through freights advanced, and Duluth will receive the full benefits of her commanding location. In a few years we will have a direct "eastern railroad connection", placing the northwest at least a hundred miles nearer New York than by the present routes through Chicago. Then grain stored in our elevators can be rushed to market during the winter 20 season, if exigencies of trade so demand, and the last impediment to our progress will have been removed. THE MININ7TG TRADE. Montana, Idaho and Washington have produced of gold and silver, since 1862, $160,030,00, Montana alone, more than $100,000,000. All this has been done at enormous cost and great disadvantage, freightage costing $400 to $600 per ton. The shipment of supplies for the mining population, and their transportation of their products eastward will render the mountain section of the Northern Pacific Railroad more profitable to the road than any equal extent of agricultural country. As many as ten thousand tons of ores, assaying from $200 to $1200 per ton, have passed over the Central and Union Pacific Roads monthly. Upon the opening of the Northern Pacific Road, we will witness a movement to the mines of Montana and Idaho, confessedly the richest in the United States, unsurpassed by that which so rapidly settled up the state of California. With those states thus settled it would be difficult to over-estimate the trade that will be established between them and the east, all of which will add to the wealth of Duluth. THE TRADE WITTH ASIA. By the Asiatic trade, reference is had, not merely to the extensive commerce between Asia and the United States, but also to that between Asia and England, France, and the other countries of Western Europe. Midway between Europe and Asia stands the United States. Across its territory must pass the overland commerce between those two countries, and that too on the line of the Northern Pacific Railroad, as being the shortest line of intercommunication. The distance from San Francisco to Chicago is 2,400 miles, from Puget Sound to Duluth 1,800 miles, a difference in favor of the Northern route of 600 miles. The sum of ascents and descents on the Union Pacific is 7,600 feet in excess of those of the Northern Pacific. As regards the working expense this is equivalent to an addition of 144 miles to the former road, so that Duluth is nearer to the Pacific Ocean by 744 miles than is Chicago. When we reach Puget Sound, the superiority of the Northern Pacific road, with reference to the "trans-continental trade" is equally apparent. While the ports of China, Japan and India, in a direct line, are nearer San Francisco than Puget Sound, yetrit is a well known fact that vessels from Asia strike our shores at the latter point and then run down the coast 800 miles, to the former city. To steamers this makes a difference of four or five days, and to sailing vessels of from eight to fourteen days. In the fact that via the Northern road Asia is from 1,200 to 1,700 miles nearer the ports of the Atlantic and of Europe, lies the certainty that that road will control the transcontinental trade. This is clearly proved by the great efforts being made by Chicago to form air line connections with that road. Finish this road, complete that between Halifax and Ogdensburg, and the trip from London to Shanghai, now occupying over three months, can be made in twenty-six days. This new route will be several hundred miles shorter than by the tedious, expensive and uncertain way of the Red Sea and the Suez Canal, and brings us 6,000 miles nearer the fifty millions of Japan. Most of the exports of Asia are costly, but not bulky, and will doubtlessly find their way over the continent by rail and water, instead of taking the long all water route. Puget Sound has the only considerable coal deposit on the Pacific coast and furnishes Al Lihrary for Eifty (50) Cts. With Illustrations, Literature, Art, Science and History. Tribune Almanac and Eight Tribune Extra Sheets, containing: Lecture Extra, No. 1-Illustrated-Tyndall's six Lectures on Light Lecture Extra, No.2-Beecher's Compulsory Education; Fields's Masters of the Situation; Phillips's Lost Arts; Bellows's Is there a God? Mark Twain's Sandwich Island Letters. Lecture Extra, No. 3-Illustrated-Prof.Wilder's Brain and Mind; Prof.Barker's Chesmical Discoveries of the Spectroscope; Prof. Young's Astronomical Conquests; Prof.Young's Present Knowledge of the Sun. Lecture Extra, No. 4-Six Shakspearean Studies, by John Weiss; seven Art Studies, National Academy Course; Parton's Pilgrim Fathers as Men of Business; Bret Harte's Argonauts of'49. 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By Horace Greeley................................. 1 50 Tribune Almanac Reprint. 1838 to 1868. 2 vols. Half Bound.......................10 00 Tribune Essays. By Charles T. Congdon. Cloth...................................... 2 00 Money in the Garden. By P. T. Quinn. Cloth.................................. 1 50 Pear Culture for Profit. Quinn....................................................... 1 00 Elements of Agriculture. Waring. Cloth................................... 1 00 Drainage for I-Iealth and Profit. Waring. Cloth........................................... 1 50 Earth Closets and Earth Sewage. Waring.............................................. 50 The Tribune Almanac. Price........................................................... 20 Co-operative Stores-Organization and Management.................................... 50 Co-operation, Attractive Industry....................................................... 50 By-Laws of Co-operative Land and Building Associations............................... 15 Sent free on receipt of Price. Address THE TRIBUNE, New-York. EI~TZOOWY! THE OLD RELIABLE COLDCOLD! Family Medicine COUGH, CO UGH, COUGH! CONSUMtIPTION. FOR THIRTY-TWO YEARS PERRY DAVIS' At the present day, why endure what is curable? Take notice reader of the vast numbers of human beings who are suffering with AI KT one of these distressing maladies, when every drug store contains the valuable expectorant remedy ALLEN'S LUNG BALSAM, which will cure these affliction in an Has been tested in every variety of climate, incredible short time. Read and learn how and by almost every nation known to Ameri — this world-renown remedy is endorsed by cans. eminent physicians, and if you are trouble Since the Pain-Killer was first introduced with any of these diseases be convinced of and met with such unsurpassed sale, many its merit by trying it. Liniments, Reliefs, Panaceas, and other?11 HAm OTHE OTO RS r. Remedies, have been offered to the public WHAT THE DOCTORS SAY. but not one of them has ever attained the Amos Woolly, M. D, of Kosciusca Co., truly enviable standing of the Pain-Killer. Ind., says: "For three years past I have used Allen's Lung Balsam extensively in my WHY IS THIS SO? practice, and I am satisfied there is no better It is because Davis' Pain-Killer is what it medicine for lung diseases in use." Isaac A. Doran, M. D.. of Logan Co., O., ct Merits ere Unsurpessed. says: "Allen's Lung Balsam not only sells If you are suffering from internal pain, rapidly, bnt gives perfect satisfaction in twenty to thirty drops in a little water will every case within my knowledge. Having almost instantly cure you. There is nothing confidence in it, and knowting that it pos- to equal it. In a few minutes it cures sesses valuable medicinal properties. I freely use it in my daily practice, and with un- Colic, Cramps Spasms, Heart-Burn, bounded success. As an expectorant, it is D tr, F, W n most certainly far ahead of any preparation Diarrhae, Dysentery, Flux, Wind I have ever yet known." in the Bowels, Sour StomNathaniel Harris, M. D., of Middleberry ach Dyspepsia and Sick Vt., says:' I have no doubt it will soon become a classical remedial agent for the -Iecadache, cure of all diseases of the Throat, Bronchial Tubes and Lungs." In sections of the country where Dr. Lloyd of Ohio, surgeon in the army during the war, from exposure, contracted FEVER AND AGUE consumption, he says: "I have no hesitancy in stating that it was by the use of prevails, there is no remedy held in greater your Lung Balsam that I am now alive and esteem. Persons travelling should keet it enjoying health." by them. A few drops in water will prevent Dr. Fletcher of 2Iissousi, says: "I recom- sickness or bowel troubles from change of mend your Balsam in preference to any other water. ifiedicine for coughs, and it gives satisflac- From foreign countries the calls for Paintion." Killer are great. It is found to cure Colic Drs. Wilson & Wards, physicans and drug- when all other remzedies facil. gists, write from Centreville, Tenn., "\Wle When used externally, as aliniment, nothpurchased Allen's Lung Balsam, and it sells ing gives quicker ease in Burns, Cuts,. rapidly. We arc practicing physicians, as Bruises, Sprains, Stings from Insects, and well as druggists, and take pleasure n' re- Scalds. It removes the fire, and the wound commending a great remedy, such as we heals like ordinary sores. Those suffering know this to be." with Rheumatism, (Gout or Neuralgia, if not kPhysicians do not recommend a medi- a positive cure they can find the Pain-Killer cine which has no merit. What they say gives them relief when no other remedy about ALLEN'S LUNG BALSAM can be Itill. taken as fact Let all afflicted test it at once, It gives isstent hselef to Aching teeth. and be convinced of its real merits. From 1840 to this day, 1872, (Thirty-twoy It is harmless to the most delicate child. years,) Perry Davis' Pain-Killer has had no It contains no opium in any form. equal It is sold by Medicine dealers generally. Every Honsekeeper should keep it at hand Ii-sdy dealers ge *eray to apply it at the first attack of any pain. CAUTIONh It will give satisfactory relief, and save hours of suffering. Be not deceived. Call for ALLEN'S LUNG Do not trifle with yourselves by testingBALSAM, and take no other. untried remedies. Be sure you call for and V-_Directionls accompany each bottle. get the genuine Pain-Killer, as many worthless nostrums are attempted to be sold on the reputation of this valuable medicine.;! ~ ~I~ A CO e O.S Ar Directions accompany each bottle. Price I l Ifi i j# N 4 t q; Ups 1; Us U! 25 cents, 50 and $1 per bottle. CINCINNATI, O. J. N. HARRIS & Co., Cincinnati, Ohio. Proprietors for the Southern and Western U-For Sale by Medicine Dealers.g.l States. These valuable household remedies are kept constantly dn hand by all medicine dealers in Duluth. 21 to San Francisco the coal which propels her China steamers. This enormous advantage in the matter of fuel for the steam marine of the Pacific ocean must influence commerce, as must also the almost exhaustless quantity and superior — ity of her ship timber, upon which our whole eastern coast is dependent. This prize is one of the greatest ever presented to the commercial world. The trade with Asia is a trade with 600,000,000 of people. The foreign trade of China alone, a few years since, was estimated at $125,000,000 per, year. It has been steadily increasing. Since then the ports of Japan have' been thrown wide open. Railroads are developing these countries and India, so that the Asiatic trade will every year increase in proportion as the old world feels the contact of modern civilization. Estimating the trade of America and Western Europe with Asia at only one dollar per soul, per annum, (and our trade with Cuba exceeds twenty dollars per soul,) it will. amount to $600,000,000 per year. The Hon. J. Proctor Knott, member of Congress from Kentucky, in a speech matchless for irony and humor, immortalized himself, and wondrously advertised Duluth. He might have taken yet a wilder flight of imagination and said "Columbus saw Duluth, the terminus of the Northern Pacific Railroad, and was glad." Hon. W. D. Kelly says, "Columbus sailed due west from Europe' to find a shorter route to the wealth of India. He was right; the fact that he encountered a continent did not increase the distance between the points; it did but demonstrate the necessity for a new mode of conveyance-the railroad, the locomotive." Where will the products of Asia for American-and European consumption break bulk? For many years not on the Pacific coast, except so much as necessary for home consumption. Not at New York. Save for the consumption of that region geographically nearer that city why should Asiatic products be sent there? If they are intended for the west, northwest and southwest, would it not be commercial folly to carry them through Duluth or Chicago to New York, simply that they may be sold there and then freighted back again to our distributing centers? The only real rivals for this trade are Duluth and Chicago. It is an admitted Jact that the Northern, not the Union, Pacific Road will be the carriers thereof. That road, at Glyndon,. in this state branches off to St. Paul. From Glyndon to Chicago.is 675 miles, while to Duluth it is but 250 miles. Asiatic freight seeking water will; of course be landed at Duluth, for by lake and rail the rates of transportation from this port to the Atlantic cities are as low as from Chicago. Unless thelatter city has some superiority in shortness of railroad connection with the east, the above fact settles the question in favor of Duluth. Let.us look at that matter. It is unquestionably true that Chicago is over 200 miles nearer to Puget Sound than to San Francisco; adding the difference of grades it is more than 350 miles nearer. Many citizens of Chicago claim that their shortest route to Puget Sound lies directly through Duluth, and a Chicago and Duluth Air Line Railroad is now in progress. Before 1880 we will have a direct railroad connection via Sault St. Mary Canal, with Montreal and Quebec, branching off through Canada to New York, and another rotute to that city by the way of Mackinaw and Sarnia, or Detroit. Then persons en?route from. Puget Sound will save by passing through Duluth, instead of Chicago, as follows: To New York...................................................150 miles " Boston.............1................0.........................................190 "Portland....................................................................... 250 ~ Quebec......................................40 22 When these railroad connections are completed, preserving to Duluth in winter the trade gained in the summer, here will be located the chief Asiatic jobbing houses of the continent. D UL UTH AS A PORT OF ENTR Y AND DELIJERY. Our advantages for the reception and distribution of products from Asia will also secure to us the handling of the commerce from this country and Europe to Asia. Even now it is dawning upon the public mind that, not New York, but rather Quebec (in summer) and Portland (in winter) are the true Atlantic gates of the West and Northwest. In the near future, when one flag shall wave alike over the United States and Canada, all will acknowledge this truth. Portland and Quebec are respectively 230 and 450 miles nearer Liverpool than is New York, even Boston having the advantage over the latter city of 180 miles. We invite attention to the following table of distances (by water) from Duluth to Liverpool: 1. Via Lakes Superior, Huron, Erie, Erie Canal and New York................... 4,545 2. Via Lakes Superior, Huron, Erie, Ontario, Oswego & Eric Canal and New York.. 4,590 3. Via Lakes Superior, Huron, projected Huron and Ontario Canal, Lake Ontario, Oswego & Erie Canal and New York......................................... 4,245 4. Via the Lakes, St. Lawrence River and Quebec................................... 4,120.5. Via Lakes Superior, Huron, projected Huron & Ontario Canal, Lake Ontario, St. Lawrence River and Quebec........................................... 3,820 6. Via Lakes Superior, Huron, projected Ottawa River improvements, St. Lawrence River and Quebec......................................3......................,745 By the way of Quebec, over routes now in use, Liverpool is 470 miles nearer to Duluth than by the way of New York, and 695 and'775 miles respectively, by contemplated, but entirely practicable routes. Will the West always consent to add the expense of these additional miles (to be traveled going and coming) to her bill of freightage? When she refuses to do so, European goods, destined for consumption in the West and Northwest, will come in unbroken bulk, and pay tribute at the Custozm hIouse of D'tluth. TILE IMMlIGRANT B[USINESS. Nearly all the good land available to settlers is in the State of Minnesota, -and the territory directly West and North thereof. Thither will flow immigration. The gigantic plans for settling up the country along the Northern Pacific has greatly stimulated the immigrant movement. Hitherto this wave have rolled over rail from Quebec and New York, through Chicago and Milwaukee, to the Northwest. The emigrant fare from Buffalo to St. Paul, via Chicago, has ranged from $18 to $21. The published rate is $27. Intelligent ship owners in Buffalo informed us that the3- had no doubt that emigrants would be carried by lake from Buffalo to Duluth for from $4 to $6; that lightly loaded vessels bound westward would be glad to get them in large numbers at the former figure. They were carried last year in boats from Sarnia to Chicago, 600 miles, for $2.00 each. If the Superior road should carry them at two cents per mile, the nzaxzimlm emigrant rate of most of the Eastern roads, the cost from Buffalo to St. Paul, vica Duluth, would be fiom $7 to $9 against from $18 to $24 or $27, vice Chicago. This is a difference that no combination of railroads can overcome, and emigrants both from New York and Quebec will follow this route, not only to the country along the Northern Pacific, but also into Southern Minnesota and Northern Iowa. When boats run through from Buffalo or Erie to Duluth without stopping at inter EKEJ O TEI4S' S T O E:E LUDWIG HEGARDT, DEALERS IN DRY GOODS, GROCERIES, Provisions, Boots and Shoes, Hats and Caps, Gents' Furnishing Goods, &c. Corner First Street and First Avenue, hWest, D UL UTH,:..: I TINNES 0 TA. JOHN DREW, MIER CHANT TAILOR, AND DEALER IN READY MAIDE CLO THING, HATS, CAPS AND FURNISHING GOODS..Jo. Superior Street, J UL UTI, J2M INJT. W. W. P. M'CONNELL. T. L. CLARK. Mc CONNELL ~ CO. WHOLESALE DEALERS IN Notions, Hosiery and Fancy Goods. RETAIL DEALERS IN Siat/le aud Fancy Dry Goods, ORDERS FILLED WITH CARE. 58 West )Superior Street, D ULUTH, MINN. C. ED. E YSTIER, SUPERIOR STREET, next door to First National Bank, D)ULUTH. The highest Grades of Foreign and Domestic Drugs, Chemicals and Pharmaceutical Preparations furnished by prescription, or otherwise, carefully selected, skillfully prepared and accurately dispensed. A choice and varied assortment of fine goods and specialties for the toilet. Trusses, Supporters and Surgical Appliances on hand and furnished to order. Ice Cold Soda, with Cream Syrups. Open at all Hours-Day and Night. BE SURE OF YOUR TITLE I SAIYNT LOUIS CO UNTY ABSTRA Ct COMPANVY The ST. LOUIS COUNTY ABSTRACT COMiPANY is prepared to write Abstracts of Title to any piece of property in Saint Louis County, MIinn., including the City of Duluth, and the towns of Oneota and Fond du Lac. The company has spared neither labor nor expenes to make its Abstracts perfectly and thoroughly reliable, and they present the result of their labors to the public with the full assurance, from a careful and thorough personal examination of the Records, that they can do what they claim to do, give a full and correct abstract of the title to every parcel of land in the County. Our Abstracts are Certified by the Register of Deeds, and sealed with his Oicial Seal. CHAS. H. GRAVES, J. D. ENSIGN. LUTHER 3MENDENHALL. 0. K. Paterson. S. C. McQuade. Duluth Manufacturing Co. Manufacturers of DOORS, SASH, BLINDS, MOULDINGS, ~c. We also Cmake and deliver on Cars all kinds of JOINER S' fINISH. ALSO, READ Y-MADE ST ORES AND D WELLING HO USES. F'looring, Siding andc Ceiling on hancld. CUus.tom Work, of all kinds. 23 mediate stations, emigrants will be no longer in reaching St. Paul by this route than they are usually by the route, vica Chicago. Last year this country received 350,000 emigrants. The tide is yearly increasing, and is flowing to the Northwest. A very large portion of it must reach the shores of Duluth. THE PASSENGER TRADE. Twenty-five years ago, when there was lively competition on the Lakes, first class passengers were carried from Chicago to Buffalo (about the same distance as from Duluth to Buffalo) for $12, board included. Over direct railroad lines from this place to Chicago, thence to Buffalo, the fare is from $35 to $43 without board. Revive the former scale of steamboat prices, or anything near to it, and it will be to the interest of all passengers traveling between the East and Minnesota and Northern Iowa to pass through Duluth.'The monotony of returning immediately over the same route has led pleasure travelers to largely ignore the lake trip. The Superior road open, the fashionable trip now is, up the Mississippi, across that road, over the lakes, and down the St. Lawrence to Montresl, a trip marked by more beauty and variety of scenery, than any other that can be made on this continent. Boats averaging but nine miles per hour will make the trip to Buffalo in four days. When that is done and the lake fare is fixed at $20, Duluthians can save $25, and St. Paulites $20 by ignoring the all rail route. Hereafter thousands will travel by boats where hundreds traveled before. Last year our visitors num. bered 12,000, yearly their number will increase, making an important addition -to the business of Duluth. THE FUR TRADE. Nearly all the fur-bearing animals of North America are inhabitants of the regions North, Northwest and West of this place. That Duluth will be the chief fur emporium of the United States is patent to all. THE CATTLE TRADE. Cattle from Texas, driven hundreds on hundreds of miles, and carried,other hundreds of miles by rail, command the markets of the East. Not the long winters prevent Minnesota from being a cattle producing country, but'simply the want of tame grasses. The first severe frost in September or October kills the prairie grass, and makes it necessary to fodder cattle too long to raise -them for foreign markets. The region through which the Northern Pacfic will pass, and that part of the British Possessions tributary to that road is a grass-growing region, not inferior to Western Texas! West of Dakota we find mild winters and vigorous grasses, even in in midwinter. This statement is so fully corroborated that now no one can doubt its exact:accuracy. In all the valleys of Montana and Idaho, and on most of the foot hills also, may be found the wonderful "bunch grass," a compound ot timothy and oats. This is grass in summer and excellent hay in winter. Horses and cattle will leave all other food for it. Buried, though it may be, a foot or two below the snow, they will paw for it, and on that alone, unhoused, uncared for, will live during the winter, always coming in "spring fat," and never "spring poor." This bunch grass covering tens of millions of acres is worth more to the nation than all her gold mines. In all that region the snow comes late and disappears early. This holds true even of the Saskatchewan country, in British America, (200 miles north of the line of the Northern Pacific road) for there the Indians hunt the butffalo, on horseback, all winter. 24 Mr. T. M. McCoy wintered 200 head of cattle within a few miles of the summit of the Rocky Mountains, in Washington Territory, without any food whatever, except what they had by grazing on dry grass. Lewis and Clarke, under date of May 17 1805, and while encamped on the Rocky Mountains, state in their journal: "The country along the Rocky Mountains, for several hundred miles in length, is a high, level plain, in all its parits extremely fertile; nearly the whole of this wide-spread tract is covered with a profusion of grass and plants whlich are, at this time, as high as the knees." Grass and plcants as high as the knees on the 17thl of 1juy! bMild winters and vigorous grasses in, midwinter! Cattle and horses left to foraye for themsevlves uclrting the winter! Add to this, that, in which Illinois, Texas and South America are dificient, a saperabuandance of the best of water, and there comes up before our view the finest cattle-growing country of the Western Hemisphere. The cattle of that country on their way to supply the markets of the East must pass through Duluth, making it eventually the greatest cattle mCarket of North America. THE PORK AYND BEEF PA CKILYG BU JSINESS. Chicago is now the greatest pork and beef packing market of the world. The best pork is raised in the Northwest, in that region tributary to Duluth. Salt, from Buffalo or Saginaw, can be landed here as cheaply as at Chicago. The great drawback to that business in the latter place is the warm spells in the winter, often compelling holders to sell upon a depressed market. The steady cold of our winters will prevent any anxiety on that ground, and will enable our buyers to hold, at their pleasure, and to go into the market and pay a higher price than their rivals to the producers. This alone will enable them to command the trade. To this must be added, that the pork of the rapidly developing country west of us can find no cheaper avenue to the markets of the world than through Duluth. THE BACK CO UNVTR Y. Before the days of steam, towns, not on the seaboard, could grow only as the country immediately back of them was developed. Steam communications make a back country for a city of all that region which receives and consumes or distributes its products. In this view, Duluth would have an important "back country," even if for fifty miles around, all was a wilderness or a desert! What is the back country of Duluth? For two hundred miles East it is the fisheries, the lumber, and theomines bordering on Lake Superior; for hundreds of miles North it is the copper and iron of Vermillion Lake, with forests of mixed wood and pine of inestimable value; TVest, Southwest and.Northzwest, it is pine and hard wood lumber, slate, matchless water-powers, cattle, fur, and the produce of an empire; and on the South it is the mineral, lumber and agricultural treasures of Northern Wisconsin. But what of the agricultural countryback of Duluth? This question we will fully answer farther on. The development of the surrounding country will be rapid. Every score of miles towns are springing up, from which cultivation will radiate. Multitudinous railroad trains will soon deplete the timber which is now the greatest barrier to farming industry. Already on thousands of acres, the value of the wood for fuel is greater than the expense of clearing. Of course, pine lands, most of which are contiguous to railroads or running streams, can be cleared to the great profit of the owners thereof. W. W. WILLIAMS, E. T. WILLIAMS, J. H. UPHAM7 Mlanlius, NX. Y. L'Anse, Ilich. Duluth, Minn. w. w. WILLIAMS S L9 CO. CONTRACTORS FOR River, Harbor Improvements - ANDGeneral Dredgers. Thgs, lHawsers and D zv ing A/ aratus for Wreckinzg PRrposes. DULUTH Dry Dock Company. Vessels Bi/z /! Vessels Reiazired / THE HEAD OF LAKE SUPERIOR! All who are interested in the development of the country tributary to the head of Lake Superior, should subscribe at once for the SUPERIOR TIMES, published at Superior, Douglas Co.,Wisconsin, This paper discusses the questions of Transportation, Immigration, Manufactures, Mining, Agriculture, Climate, etc., in their especial bearing on the future of the Lake Superior region, and of the New Northwest. All current information of permanent value, relating to the progress of the Northern Pacific Railroad, its system of conunections, Eastern, Canadian, Lake Shore and Pacific Coast; the discoveries, settlements and expanding trade along its route, and the relations of the BAY and CITY OF SUPERIOR to this great international highway, will be found in the TIMES. Now is the time to subscribe. Address, (enclosing ($2.50), SUPERIOR TIMES PRINTING CO., SUPERIOR, DOUGLAS CO., WISCONSIN. GEO. I. SHOENBERGER, JR. GEO. BRYANT. tANIUFA'CTURERS of CARS, CAR WI-Et~LS AXiLES, CLAWES AlzYD CiROW BgARS, I~~~~~I ISLEDGES, SPIAE MAULS, &c. DANIEsL's PATENT CAR SpRIss. Proprietors DULUTH STOVE WORKS. Call and Examine our Stock of Stoves. M~arine, Portable and Stationary ENGINES. GENERAL MACHINERY. Boat and Bridge Work. BRASS and IRON CASTINGS of all descriptions, inlcuding COL rAINS GIRDERS, &c. tHE MANItOBA GAZETTE, PUBLISHED EVERY WEDNESDAY. The only Reliable and Independent Newspaper in Manitoba. All those who take an interest in the growing prosperity and increased importance of the vast and fertile plains of the Northwest, comprising the Red River Territories and the Saskatchewan Valley, should subscribe for it. Terms, $2 per annum in advance, or to any part of the United States for $2'50, American currency, in advance, Addresss BROKOVSKI & CARRUTHERS, WINNIPEG, lIIANVITOBA. 25 Ohio and Indiana were very much more heavily timbered than this country, yet in less than a quarter of a century, the wilderness was transformed into the garden. Those sections had no railroads nor towns to consume the fuel; it was worthless for commerce; all they could do with it was to cut it down and burn it, anything to get it out of the way. AGRICULTURE BETWEEN D UL UTH AIVD ST. PA UL. For the first hundred miles of the line of the Lake Superior & Mississippi Railroad, the country is covered with timber, made up of white and yellow pine, oak, cedar; maple and tamarack. As usual the soil beneath the hard wood is of first rate quality, and experiments in deep plowing have shown that this is also true of the subsoil beneath white pine. Many acres of swamp lands are interspersed through the timber. This will come into cultivation slowly, but there is nothing richer than redeemed swamp lands. For potatoes, vegetables, berries and other esculents, Minnesota is famous, and those raised on this line of railroad, and especially those raised in this vicinity, have surpassed all competitors in quality and yield per acre. Above any other portion of Minnesota, this region is adapted to the growth of winter wheat and tame grasses. In fact grasses, like unto the celebrated blue grass of Kentucky, (much of the soil is red clay like the soil of Kentucky,) are indigenous hei e. The latent wealth of this section is its adaptation to the raising of cattle, sheep and dairy products. The swamp and meadow lands, with their large crops, (for which there are abundant markets,) on which the grasses live much longer than on the prairies, will require that only enough of tame grasses be cultivated to feed the stock in the fall after early frosts have destroyed the wild grass. IO0IE MIARKETS. Early agricultural development is largely a question of contiguous markets. Between Duluth and St. Paul many towns have already been ushered into existence. Within ten years this city will be a home market at which 25,000.persons, independent of travellers, will be supplied. Our citizens are stimulating enterprise in this direction by offering large premiums for the cultivation of lots of a certain number of acres. The demand will inspire many farmers to grapple with our timbered soil, certain, as they will be, of bbtaining ready sales and large prices for all their products. To many there is no "back country" to a city unless it is rich in agricultural resources, forgetting that the handling of lumber and minerals calls for more of men and money than farming. Doubtless there are now more persons tributary to Duluth than there would be if we were in the center of the richest prairie section in the Union. We doubt not that the lumber wealth of the country between Duluth and St. Paul has caused that region to grow in population faster than any purely agricultural region of the west. Here we will pause to notice some of the "home markets" on this line, premising that three years ago, this whole region was a trackless, uninhabited wilderness. ONEOTA, four miles west of this city, is now a village of several hundred inhabitants, with a neat (Methodist) church, hotel, stores and'saw mill. Beautiful for situation, snugly sheltered on St. Louis Bay, easily rendered accessible for the largest lake propellers, it will form one of our most attractive suburbs. 3 POND DU LAC, or "head of the lake," is sixteen miles west of. Duluth. It has a population of over one hundred, with two hotels, stores &c. To pleasure seekers of this vicinity it will always be a Long Branch; its beautiful scenery with the charming river ride thereto can not fail to attract many visitors, some of whom will select it for a permanent home. Here are almost exhaustless quarries of sand stone, furnishing a building material of a beautiful light brown, which can be heated to a high degree without cracking, and'is alike impervious to frost. Already is it being used for buildings in Duluth, and it is destined to be of great consequence, not only to our city, but also to all the cities of the lakes; access to the quarries for boats drawing ten feet of water, being entirely practicable. Steamboats of five to seven feet draught now find no difficulty in navigating the St. Louis River to this place. HINCILEY. —This town is equi-distant from St. Paul and Duluth, and boasts a population of several hundreds sustained by, and sustaining several saw mills, shingle mills, and other industries. Located on the Grindstone River, a tributary of the St. Croix, which penetrates a valuable lumber region, surrounded by rich farming lands and abundant meadows, it is rapidly becoming an importent "market town." PINE CITY, 64 miles from St. Paul, is accurately named, being the natural outlet to one of the most extensive pine regions of the West. Several hundred inhabitants, with a church, several hotels, stores, lumber mills and a newspaper, are making this a "city" in something more than name. Located on the Snake River, which forms the water road on which 150,000,000 feet of pine logs are annually floated down towards the St. Croix River, with pine on the one hand, and a large quantity of the best of soil on the other, this is destined to become one of the most flourishing inland towns. RuSH CITY.-Within the last three years, out of the unbroken wilds, has grown up at this point a town of sixty to eighty dwelling houses and stores, a large church, a furniture factory, and saw mills. Like its rival, Pine City, it is struggling to rise to the dignity of a newspaper, an effort significant of the hopes of the people, but full of peril to the publisher. Numerous small farms have been opened in the vicinity, whose wheat crops varied from twentyfive to thirty-five bushels per acre. Blessed with rich soil, fertile meadows, adjacent pine, facilities for manufacturing it into building material, and a railroad leading to good markets on either hand, the hopes of rapid growth and prosperity entertained by the citizens of Rush City are not without solid foundation. NORTH BRANCH. A description of this rising town would be almost a repetition of what has been said about the latter towns. Like them its progress since the opening of the Superior road has been most marked. The same may be said of several other villages, making in the aggregate a greater number of "market towns" each doing a good business, than ever grew up in the same length of time in a purely agricultural section. FA VORABLE LOCATION OF FARMS. Our chief reason for expecting an early and rapid settlement of the coun - try tributary to Duluth arises from the favorable location of our farming lands. Right through them run great trunk lines of railroads, along which settlers can secure eighty acres of homestead lands, (much of which is unsurpassed for fertility,) for nothing, or pre-empt one hundred and sixty acres at $2.50 per acre; or purchase of railroad companies at such reasonable prices 27 and on such easy terms, as to make it almost as cheap as to pre-empt. Freights by rail and lake from New York to Duluth are as low as from New York to Chicago, consequently a bushel of grain commands as high a price at Duluth as at Chicago. Hence every farm within two hundred miles of Duluth is just as valuable, because just as contiguous to market, as a farm in the center of Illinois at the same distance from Chicago. We might say more valuable, for our railroads are trunk lines on which freight will be carried at lower rates than on mere tway roads. The fact that the railroads converging at this head of Lake Superior will always have those belonging to the Lake Michigan system as competitors, will ensure moderate rates of transportation. The days of extravagant prices for grain passed away with the war, and he who would make agriculture a success, must find a farm near to a good market. An eastern farmer looks over the map of his country, and central Kansas seems to him much nearer than central Dakota, yet the former is practically much more remote being 300 miles farther from the great water courses. That difference of 300 miles adds twenty five cents to the cost of a bushel of wheat, being so much out of the pocket of the producer. If twenty five bushels of wheat per acre be raised, every year each acre of the Dakota farm will be worth $6.25 more than of the farm in Kansas. Of course the farms along the Northern Pacific line, in Minnesota, being still nearer to Duluth, have a much greater advantage over those located in Kansas or Nebraska. LENGTH OF 1HE SEASON OF NA VIGATIOX. A reference to the record of sixteen years, carefully kept at Superior City, shows that the average period of navigation at the head of Lake Superior has been 216 days, which is fully as long as that from Chicago, via Lake Michigan, to the eastern ports. The shortest season (1861) was 184 days, the longest 247 days. If, in consequence of late thawing, or packing of the ice into the harbor by a succession of winds from the northeast, the opening of navigation in the spring is delayed, a simple remedy can be applied by the using of an ice boat. Every season we have lived here access to our harbor could have been secured at least two weeks before the natural disappearance of the ice, by the use of su ch ice boats as are employed to keep the rivers open in front of Detroit or New York. By the same means two weeks can be added to the season of navigation in the fall or winter. The above record had especial reference to Superior City. The season of navigation on Lake Superior itself is much longer. Our "Outer Harbor" is available to commerce for from six to ten weeks after the bay is closed with ice. Except in its coves and pockets this lake never freezes over. Even here at its narrow extremity ice rarely forms before the middle of January. On the thirteenth of February, 1871, there was a boat race on the great lake in front of this city. Long after through navigation from Chicago has been suspended, the ports of Lake Superior are open. A home company, styled the "Lake Superior Navigation Company," has been organized, and far into the next mid-winter the boats of that line will be supplying the silver mines of the north shore, and the iron and copper mines of the south shore with the products of the farms of Minnesota. Within a quarter of a century the shores of Lake Superior will have a population of half a million; at the lapse of another twenty-five years they will have increased to a million;-who, then, can fully estimate the importance of the addition of nearly two months to ou' season of navigation? 28 OPENING OF NAVIGATION. —The opening of our season of navigation, like that of most of the ports on the lakes, is a question of the direction of prevailing winds. If the spring winds continue long from the west, Chicago and Buffalo harbors are besieged. One spring the winds prevailed from the west, opening our harbor at a very early date, but that which was our meat was Buffalo's poison, those winds blocking its harbor late into June. If the winds prevail from the south, then the ice is packed into the harbors on the north shore. If, as this spring, the winds continue long from the north and northeast, then Duluth, Bayfield and Marquette suffer. The ice went out from this harbor on the fourth of May. For ten days before that time an ice boat would have opened the way for vessels, there being during that time no storms to drive in the ice. On the fifth of May the ice was blown back, and subsequent heavy winds packed it in, throwing up some ridges several feet thick, causing until to-day (June 2, 1873,) much trouble to incoming boats Our tugs would run out to these ridges and around them, -but a boat on them found much difficulty in getting off. The propeller Acadia, which wintered bere, made a trip to Superior about May 7th, and on the 24th of that month, (only six days after the harbor of Milwaukee was opened,) started out for Silver Islet, and met no serious delay. Since that time we have had nine arrivals and twelve departures. In the severity of the blockade, the side-wheelers, Algoma and Manitoba went out with but little difficulty, while the tug Niagara, picking her way, successfully towed out two disabled schooners. These facts show that in our worst springs a side-wheel ice boat would remedy all our troubles. As our #harbor does not require an annual outlay for dreging, the expense of an ice boat, which can also be used for commercial purposes, will be a small item. Hereafter our season of through navigation will practically be longer. Hitherto it has not commenced till the arrival of the first boat from Cleveland or Chicago, and closed with the departure of the last: but now, boats wintering here will be ready to leave this port in time for the opening of the Sault Canal, and will not leave the eastern cities of the lake, on their last trip, for two weeks later than has been costumary with them, when wintering in an eastern harbor was a necessity. THE CLIMATE OF THE NlE NtW NfORTHiWEST. Minnesota is confessedly the sanitarium of the continent. Ague and fever never originate here. Emphatically the climate is anti-bilious. Strengthening, stimulating, exhilarating, it is a fatal enemy to all nervous disorders. For the strengthening of weak, and the cure of diseased lungs it is pre-eminent. We hope that no person far gone with consumption, will be induced by reading this to come to this state. Such persons instead of being benefitted by our stimulating, exhilarating climate are injured thereby and die sooner than if they had remained at home. With this word of caution, we quote from Rev. Dr. Bushnell, who tried both Cuba and California, for consumption without permanent benefit, yet, on spending a year in Minnesota recovered. He says: "I have known of very remarkable cases of recovery there, which had seemed to be hopeless. One, of a gentleman who was carried there on a litter, and become a hearty, robust man. Another, who told me that he coughed up bits of his lungs of the size of a walnut, was then, seven or eight months after, a perfectly sound looking, well set man, with no cough at all." Rev. Dr. Boardman, of Philadelphia, says: "There are wit 29 nesses here by the hundreds to testify to the healing virtue of this climate in the incipient stages of pulmonary diseases." RATES OF MORTALITY. The marked healthfulness of this state is also characteristic of the entire "new northwest," the country tributary to the Northern Pacific Railroad, which is unquestionably the healthiest portion of the Icnown world; as is shown by the following tables of average annual mortality. United States............................................ 1 death to every 85 inhabitants. Europe.......~" ~~................................ " - " 45 " Austria.................................................. " " " 40 Prussia................................................... 39 France...................... " ".. 41 " Great Britain.............................................. " " " 46 " Norway..................................................... " " " 56 Sweden............. ".. 50 " Denmark.............................................. " " 46 " Holland.............. " " " 39 i Oregon......................................................... " " " 209 " Minnesota...................................................' " " 155 Wisconsin................................................... " " " 108 " Iowa........................................................... " " " 93 " Michigan.................................................... " " 88 " Massachusetts............................................. " " " 57 " Maine- Y.................................................. " " " 82 " Penns lvania. " 96 Illinois...' " 3" 8 " Pllinois...................................................' " Ohio.......................................................... 94 California................................................ 102 " Florida.....................................'................. " " " 49 " Kansas....................................................... i; " 74 " New Mexico................................................ " 71 Doubltess the apparent superior healthfulness of Oregon over Minnesota is the result of the smaller number of children, and of the fact that few invalids of other sections visit that State —only to die. The country tributary to the different Pacific railways present the following annual death rates. Northern Pacific section.................... death to every 185 inhabitants. Union.'.................... " " 90 " Southern ".................... " " " 63 " THE COLD. This has been greatly exaggerated. The mean temperature of spring in Minnesota is 45', equal to Chicago; summer, 70', equal to northern Illinois and Philadelphia, Pennsylvania; autumn 45~, equal to New Hampshire and Michigan; winter 16', equal to central Vermont and New Hampshire; whole year 45', equal to central New York, two degrees further south. Thirty degrees below zero is not uncommon, and eyery winter we experience several spells of from fifteen to twenty two degrees below. Remembering this, it will be readily seen that our cold spells must be very brief in order to maintain a mean winter temperature at sixteen degrees above zero. That is the fact. We have lived in this state seven years and until this winter never knew a cold spell to last more than three days, yet on these spells our frigid reputation is based. In common with the rest of the country and with Europe, this winter of 1872-3 has been one'of unusal severity in this State. Commencing in November its reign was rigorous throughout the months of December and January, 30 February and March were delightful, with scarce a day in which our children did not play out of doors. Even that would give an exaggerated idea of the cold of those months, for incredible as it may seem to southern readers, our four year old children play in the open air in our ordinary zero weather. On our coldest day the mercury fell to 261 below zero. The temperature of this city is not a fair criterion by which to judge that of the surrounding country. Our proximity to the great lake, which, except for about thirty to fifty miles out, never freezes, modifies our temperature, making it cool in summer, and in the bitterest days of winter keeping the mercury ten degrees higher than at St. Paul, nearly two degrees further south. That same cause adds the additional moisture to our air demanded by some constitutions, and renders this, perchance, all things considered, the. most healthy city in the State. The following extract from the report of Mr. Meigs, resident engineer of the Dakota Division of the Northern Pacific Railroad, shows that there are colder places than Duluth: "During the cold term of the last days in January, the thermometer on the line of the Northern Pacific railroad marked at Duluth 4 above, at Brainerd 11 below; at Detroit 15 below and 12 below, and at Glyndon 14 and 15 below. On these days we find the temperature recorded elsewhere, as follows: Chicago 20 below; Sidney, Ohio, 20 below; Sparta, Wis., 40 below Frederick, Md., 19below; Allentown, Pa., 30 below; Mauch Chunk, Pa., 45 below; Corry, Pa., 36 and 28 below; Providence, R. I., 9 and 14 below." Rt. Rev. Bishop Grace, of the Catholic Church, says: "From my experience, during a residence of nearly ten years in Minnesota, I cnj confidently testify to the very remarkable salubriety of the climate at all seasons of the year. Though the winters are long, the prevailing temperature is moderate. Intervals of severe cold weather occur occasionally, but they are not usually of longer continuance than three or four days at a time. The dry, bracing air of Minnesota is pleasant compared with the damp, raw atmosphere that characterizes the winters of more southerly states." COLD NOT FELT. In Philadelphia, in October 1870, the writer of this pamphlet bought a light fall overcoat. He was detained there from week to week until the latter part of the following January. Having two heavy overcoats at home I did not wish to purchase another. Under that coat I shivered as I never did in this state. I reached home about the first of February, after which we had our coldest weather, yet with cofort I wore that overcoat all that and the following winter. The reason why we need less clothing, and why we feel the cold less than do the residents of lower latitudes is plain; our air is dry. Dry air is a non-conductor of heat. Damp air absorbs and conducts away the heat from the human body. We have abundance of cold, but little of chilly, weather. Rev. Dr. H. A. Boardman, says: "It is the uniform testimony of the residents that they suffer less from the cold than they did formerly in the wet and variable winters of lower latitudes." THE WIND.-The sting of winter is not the cold, but the wind. The mean force of the wind for ten years, at different places, was as follows: St. Paul, Minnesota, 1.87; New London, Connecticut, 2.67; New York City, 2.96; Eastport, Maine, 2.63; Portsmouth, N. HI., 2.50; Pittsburg, Pa., 2.20; Detroit, Michigan, 2.26; Fort Atkinson, Iowa, 2.48; Fort Leavenworth, Kansas, 2.09. Thus we perceive that the mean force of the wind in Minnesota is less than at either of the other places, and Minnesota is a type of the whole New Northwest. The winds here are rather lively agitations of the air than strong, continuous currents. The above facts show that this region is less disturbed by wind than almost any other region, but no wise person will therefore jump to the conclusion that the open prairies are as highly favored in this respect as is St. Paul, Whoever settles on prairie farms, whether in Southern Illinois or Northerin Minnesota, must expect occasionally to be roughly handled by rude Boreas. "Wind breaks" by the thousands will soon be planted, which will, within five years, largely remedy this evil. Occasionally, as during this winter, we are visited by tornadoes. On the 9th and 10th of January, occurred our memorable storm in which thirty-one persons lost their lives, and which has been presented as a proof of the inhospitableness of our climate. The morning of the 9th was mild, leading many farmers to flock to their market towns. About the middle of the afternoon, when most of them were on their homeward way, suddenly the wind swept around to the north, and the snow cyclone was upon them. It was fatal simply because of its suddenness. The same results would have followed on the prairies of Southern illinois, if they, like many of our prairies, were unmarked by roads, fences and houses. UNIFORMITY OF TEMPERATURE. —May days in January, when overcoats become a burden, and when the birds are almost deceived into returning from the South, and the occasional twitter of a swallow is heard, are truly delightful while they last; but alas! while the system is all unlocked, the pores all open suddenly the cruel north wind comes down, and what is the result? Let racking coughs, rheumatic pains, the sudden extinguishing of life's light where but yesterday bloomed a treacherous health, answer. We too have, our sudden changes, the mercury at times rising over 30 deg. in twenty-four hours, but they do not come laden with disease and death. Rapidly upward shoots the mercury, but still keeping ten or fifteen degress below the thawing point, below that point at which the pores are opened, so when the next snap of cold comes, the joints of our fleshy tabernacle are not open to receive the fatal visit. Providence keeps us enclosed in an armor, and when spring really visits us it comes to stay and finds us strong to greet it. Where consumptives have not deferred migration until too weak to bear the stimulant of our climate, they find winter as God designed it to be, the most recuperative part of the whole year, as also do those persons suffering from nervous prostration. EXEMPTION FROM MUD. -Wintry rains and thaws are almost unknown to us. Spring comes on us so gradually that we are ignorant of the alternate freezing and thawing, that way into May, make eastern roads so trying to patience and comfort. I doubt not but that there are hundreds of thousands of eastern men, who if they happen to read this pamphlet any time during March or April, would willingly vote for an increase of dry cold, if they could thereby be secure against the discomforts incident to the mud season. We hesitate not to say that not only do we have more enjoyable days than are known bythe people of the Central States, but putting our intense cold days against their wintry rains, hails and sleet, that we also have more days in which a man can earn his bread in the open air. RAIN IN MINNESOTA. Spring, 6.60; summer, 10.92; autumn, 5.98; whole year, 25.43. Oregon, whole year, 68.52; Missouri, 37.83; Texas, 22; Massachusetts, 42; New York, 33; Pennsylvania, 34. During the six warm and growing months, Minnesota, 19.35; Philadelphia, Pennsylvania, 20.94; Worcester, Mass., 23.15; Athens, Illinois, 26.30.-Arnmy Register. Thus we find that in autumn and winter, when little moisture is needed, we have light rain falls, but that during the growing season we have an abundant supply. Owing to the nature of our subsoil, and the porous 32 character of the surface that so freely absorbs the moisture and nutriment in the atmoshpere, our crops need less rain than those of other sections. It is a well attested fact that in the year, (1861, I think it was,) we were blessed with a good crop of wheat that from seed time to harvest was never visited with a drop of rain. Failing harvests resulting from droughts are seldom known. While drought reduced the wheat crop in 1859 of our neighboring state of Iowa, to 4jz bushels per acre, we were favored that same year with an average yeild of 19 bushels. It is not true that our rains are reserved for the Sabbath, but it.is true that they mostly visit us at night. When at it, the rain descends copiously, such a thing as a storm stretching out its damp mantle over several days being almost unknown. FROST. Generally throughout this state we encounter a frost early in September. If that be harmless our corn is safe, for weeks, sometimes months pass by without any other similar visitation. In 1871 there was no frost at St. Paul from April 1st to Oct. 17th. With but slight frosts and only occasional showers it can be readily imagined that our dry autumn weather is peerless. The whole season may well be called a "radiant and joyous band of sunny days and star-lit nights.'? Mere cold, or frost, can injure nothing unless there be sufficient accompanying moisture to produce more or less of ice. Our air being dry, frosts that elsewhere kill vegetation leave us unscathed. Years ago there was a frost in June that killed the young corn in Illinois and Ohio; here the mercury fell yet lower, but our crops sustained no injury,-the dryness of our atmosphere was our salvation. ACTIVITY OF VEGETATION. A stranger visiting this state in May would almost conclude that certainly our crops would be failures, so little advanced would they seem to him. Once started they grow with marvellous rapidity. The activity of the vegetative principle throughout the entire new northwest is really wonderful, but from 80 to 95 days elapsing from the sowing to the harvesting of wheat.'It should be borne in mind that owing to our high latitude, our crops enjoy daily nearly an hour more of sunshine, than do the crops in the latitude of Philadelphia or Cincinnati. This must largely account for the great rapidity with which our vegetation matures, being, with our correspondingly longer twilights, equivalent to an addition of eight or ten days to our summer seasons. SNOW IN THIE NORTHWEST.-Too DRY FOR HEAVY SNOW FALLS. Two elements must combine in proper proportions to secure large deposits of snow, cold and moisture. On our Pacific coast we have abundance of latter, but the former failing, we have rain instead of snow. In the central portions of the northern route we have sufficient cold for deep snows, but the requisite moisture is lacking, and the result is that railways there can be operated during the winter with but very little embarrassment. This is the case in Minnesota, where, gliding along our roads, we are often amused with reading about our snow-bound friends in New *York, New Ergland and Ohio. During the last five years the snow on the ground at St. Paul has not averaged ten inches in depth, and Blodgett's rain maps show that the total annual fall of snow in this region is only twenty inches; while in Canada the average is fifty inches, and in New England from seventy inches in the interior to one hbundred inches on the seaboard. Between 39~ and 430 north, is emphatically the snow latitude of this continent, the latitude of conjoined cold and moisture. VWe are above that latitude. On the Atlantic coast where the 33 constantly arising moisture from the ocean meets the intense cold, we find the only exception to this rule. In this state we are much oftener embarrassed by lack of snow than excess thereof. Sleighing seldom commences before the first of January. During the past exceptional winter our' railroads were less obstructed by snow than the avera(re of eastern roads. Considering our limited preparations for removing snow and the paucity of our population, our roads could scarcely be operated in winter were our snow fails as heavy as those that visited the central states last winter. It was prophesied that the railroad running fron Duluth to St. Paul, bordering as part of it dloes on the lake could not be operated dluring the winter. Yet in three years the cars have not been behind time on account of snow a dozen times, and each of those times would not average two hours. 1Mr. C.'. W. Mead, General NManager of the Northern Pacific Railroad, says: "Trains have run regularly on schedule time all this winter (1872-73) from Duluth to Morehead, without delay or obstruction. except during two days of the great storm, when all trains were suspended by orders from headquarters. 1O the followoing clay the whole rooad was open)wed, and there has been no trouble since." Mr. Meigs, resident engineer, under date of about middle of February, 1873, -says: "I will state that I found less and less snow as I went west from Fargo (on the Red River.) I found between thle Second Sheyenne and James River, (in Dakota) so little that it was with great difficulty that we got the sleighs through to Jamestown."' Except in the mountain gorges, Montana and Idaho experience lighter falls of snow than Minnesota, two months being a full average of the period during which' the ground is covered with this mantle. The fact of cattle grazing all winter, which also holds true of the rl'eion several hundred miles further north, is sufficient to prove the truth that it is necessary to go north to avoid snow blockades. Eastern Oregon and Washington, where the moisture from the Pacific Ocean meets with the cold of the mountains, form the only snow section along the line of the Northern Pacific Railroacl. The eviden(e is cumulative that, while on many portions of that road the snows are unusually light, on no portion will there be more winter hindrances than on the average roads of New York and Ohio. IllNTERAL WEALTI- OlF LAKE SUPER[OR. In addition to iron and copper, the Lake Superior country is also rich in silver. The most valuable mines known in the history of mining have been discovered in this region. Six specimens sent from Silver Island, 200 miles down the north shore, assayed $11.011 per ton, one of them yeilding $17 237. The United States assayer says that those specimens were unprecedented for richness of silver. Tile ore has averaged from $1,200 to $2,000 per ton of 2,000 lbs. Blocks of from one too three huldrecl pounds, yeilcling twenty five per cent of silver, are common. At Jarvis Bay, Prince Xrthur's Landing, and other places, mines of equal richness have been opened. Incredible a, these statements may seem they are yet literally true. Doubtless the whole of the north shore of Lake Superior, from Silver Island to D)uluth is rich in mineral treasure. Thousands are flocking there, villages are growing up, towvns l,aid out, churches building, in short the wilderness is being redeemed. Duluth is the natural outlet of this section, and in a few years a narrow guage railway will connect this city with the new El Dorado, so that in win5 36 lines lateral and tributary to the Northern Pacific, but inasmuch as those lateral lines will drain the country into that great reservoir, and as it will pour out its wealth upon Duluth in winter and summer, we are as well off as if a hundred depots were necessary. ST. PAUL & PACIFIC RAILROAD. This road, though its land business is kept distinct, is now practically owned by the Northern Pacific Company, and operated so as to harmonize with that system of railways centering at Duluth. As all the. lines of the St. Paul & Pacific road terminate at St. Paul, they are necessarily feeders to the business of this city. The First Division of the St. Paul & Pacific, commonly known as the Main Line, extends from St. Paul to Breckenridge, 216 miles. It runs for sixty miles through the heavy belt of timber, called the Big Woods. Beyond this belt, it passes through a prairie country second to none in the state in point of fertility. The company's lands lying contiguous to the railroad can be bought for ten dollars per acre. while the prices diminish as the location recedes from the road on either side. The Branch Line extends along the Mississippi River, a country admirably adapted to grazing and stock raising, for whicl purposes the lands are being largely taken up, their low prices and accessibility to St. Paul and other markets making them very attractive to settlers.'The Brainerd Extension of this line, now under construction, will connect Sauk Rapids with Brainerd by a road 60 miles long, through a country of similar character to that above mentioned. The development of the granite quarries, and the improvement of the Water Power at Sanuk Rapids, will undoubtedly greatly benefit these lines as well as the immediate localities in their neighborhood. The St. Vincent Extension, branching off at St. Cloud, strikes through the rich and well settled Sauk Valley. crosses the Northern Pacific Railroad at Glyndon, and running north parallel with the Red River, reaches the extreme northwestern boundary of the state at St. Vincent. The whole length of this line is 320 miles, for twvo thirds of which its route lies tllrough the celebrated Red River Valley, the richest wheat land on the continent. The company's lands lie mostly in tlhis valley and will soon be open to purchasers at very favorable prices. On both this, and the western end of the main line, lands belonging to the government are still open to settlement under the homestead law. THE CANADIAN PACIFIC RAILROAD.-While the location of this road is not yet definitely fixed, yet the building of it may be accepted as a foregon6 conclusion, that portion of it from about Fort Garry to the American line, being contracted to be finished by September 3, 1874. In passing we would say, that for the section of this road running west from Fort Garry, i)uluth will be the const'rateion center. How much tha,.t will stimulate our business and advance our growth, may be learned from Omaha, which, from the fact of being the construction center of the Union Pacific railroad, rapidly became a place of great importance. Inasmuch as the building of the Canadian Pacific road will hasten the settling of the rich country between Lake Winnipeg3 and British Columbia, we, as citizens of Duluth, are greatly in favor thereof, but, for many years, at least until the western part of the Dominion of Canada shall have become quite thickly settled, it will be an unimportant rival to the Northern Pacific. Granting that the two lines are equally favorable for railroad purposes, the Canadian will be from 100 to 150 miles the longer. Its western terminus will 37 be on the Gulf of Georgia, in the neighborhood of 509 30', while that of its rival will be about 47q, or 250 miles further south, so much nearer the ports of Asia. Its trade must elect to enter the Straits of Fuca and pass rfight by the western terminus of the Northern Pacific, or through Queen Charlotte's Sound, thereby adding over one hundred miles to the distance. With these two facts against it, it can be readily seen over which road will pass the transcontinental traffic. The best portion of the country tributary to the Canadian Pacific is that drained by- the Saskatchewan and Assineboine rivers and their affluents. These over 2,000 miles of navigable waters, flow into Lake Winnipeg, so that loaded vessels can discharge their cargoes at Morehead, but 250 miles by rail from Duluth, whereas trans-shipment at Fort Garry would involve a rail carriage of 500 miles to reach the lake outlet of the Canadian Pacific road. Through freights from Duluth will always be as low as from the Canadian lake port, notwithstanding the latter place is 200 miles farther east. The general usages of commerce confirm this. Their lake port will then be merely a way town with a S?,u7erCw business, and can by no possibility become the commercial rival of Duluth, which is as favorably situated for business by rail as by water. There can be no doubt that the wondrously fertile Saskatchewan and Assiniboine countries will be settled rapidly when penetrated by the Canadian Pacific road, and their trade will be a prize worth seeking for. The map will show that a diagonal road from i oorheadl, still more from Duluth, places that prize within the easy grasp of the Northern Pacific and of this city. As the pride of the Dominion is now aroused iwe think they will build a road entirely located in that territory, but we have no doubt that the larger share of the business thereof will switch off at Fort Garry, take the Pembina branch to Glyndon, and thence, thoezl/h,Dultthth, follow the line of the Torthern Pacific to the east, or break bulk at our cdocks. RAILROADS CENTERING AT ST. PAUL. As St. Paul is but 154 miles from the water courses at Duluth, and 405 to 440 miles from Chicago, it is evident that those roads bringing freight to St. Paul are, at least, during the season of navigation, feeders to Duluth. Draw a line from Winona, in Minnesota, to Mason City, in Iowa, thence through Sioux City to Fremont, on the Union Pacific Rtailroad, and all railroads, present and future, north and west of that line, belong to thefreig'ht rcil[rcoad systnin of D]1)tslh, inasmuch as all that territory is nearer to this city than to Chicago. We do not expect that we will at once receive all the benefits belonging to our location. Trade is slow to seek new channels, but in defiance of all combinations of capital, the shortest line must be the victor. The Pennsylvania Railroad, by virtue of its having a through line from Chicago to the Atlantic, shorter by from only 45 to 70 miles than those of its rivals, has really dominated the freight business of the country, and given to Philadelphia an impetus that makes New York concerned for its suprermacy. Yet more favorably situated, our~ railroad system can not fail to exert a similar dominant influence over the carrying trade of the west and northwest, ensuring to Duluth a rapid growth and prosperity like that which made Chicago the marvel of the business world. EASTERN CONNECmIONS. —It is often said, and with truth, that -we can only retain the command of the trade brought to us by the above-mentioned railroads, by a direct railroad connection with the cities of the Atlantic coast. Let us see how stands that question: Vborthern Trsade. - Duluth is almost on an air line drawn from Halifax, Nova 38 Scotia, through Montreal and Sault St. Mary Canal to Puget Sound. On that line will pass a part of the passengers and freight from Europe to Asia, and from the Atlantic cities to the Pacific. Tile hurried passenger will leave the European steamer at Halifax, travel over railroads, now in operation, to Montreal, thence over'roads soon to be built, across the Sault St. Mary River, (this gap only lackis about 200 miles of being filled up,) and then on the iNorthern Pacific, through Duluth to the Pacific and Asia. This will also be the overland mail route. To go south of tho lakes through Chicago and St. Paul would involve an increased travel of from 350 to 400 miles. Of course the greatelr portion of the freight, as well as a large share of the passengers bound from Europe to the northwest and to Asia, will, during the winter, pass through Portlandl, the real winter-gate of the northern section of the continent. This will be equally true of the business flowing eastward. Portland, via Sault Canal and Duluth, is 290 miles nearer the country lying north and west of this city, than via Chicago and St. Paul, and Boston is 140 miles nearer.' It is then apparent that when the Northern Pacific shall have been extended down the south shore of Lake Superior to the Sault, there to be met by the Canadian system of railroads, that Duluth will be certain of holding whatever of trade with the NTorthern Atlantic cities and with Europe that she secures during the season of navigation. To NEuw YoReK. Duluth, via the South Shore Railroad, Mackinaw, Sarnia or Detroit, and Buffalo, is but 1205 miles from the city of New York, and about the same distance by the way of the Sault Canal, through Canada and across the St. Lawrence River. St. Paul is distant from New York by the following routes, as follows': Via West Wisconsin, Fort Wayne & Pennsylvania Central R. R.................. 1323 miles. "Mil. & P.du Ch'n, " "..................1368 " "'; h Mich. Central, N. Y. Central & Hudson River R. R..........1405 " " " Lake Shore,'..............1422 " L" ""';, Erie R.R. "...........1409 " A study of these distances will show that Duluth will not be diependent upon the railroad system of Chicago, neither will its passenger btisiness in winter or summer be transacted through St. Paul, but that it is itself the natural center of a railroad system second to none in the west, except that of Chicago. Instead of our eastern railroad outlet being throzughy S't. Paul, the inhabitants of that city would lose by going through Dulut7h to New York, instead of over their very shortest route through Chicacgo, only 29 miles; whereas, by passing through Duluth instead of over the other routes thvrough C(hicago, they would save from 14 to 70 miles. If, instead of New, York city, their destination is Albany, Boston, Portland or Quebec, their saving by passing through Duluth will be yet more marked. To CrICAGo —The mistress of the west sees that if she would command the trade of Asia, and of the counftry tributary to the Northern Pacific Railroad, she'must build] short lines to this city, hence we find several railroads projected, their objective point being Duluth, as the lake outlet of the Northern Pacific. Already has the "Chicago and Northern Pacific Air Line Railroad" laid down one hundred miles of rail on their road, which, when finished in 1875, will place Duluth as near to Chicago as is St. Paul, and will equalize the winter advantages of the two cities. OTinER RXILROADs-The Wisconsin Central, uniting Milwaukee, Stevens' Point, Ashland, the Penoka Iron Range, (about 65 miles distant,) with Duluth, is being rapidly pushed. The Duluth, St. Cloud & Yankton Railroad will 39 strike the Union Pacific at Julesburg, which place is 160 miles nearer Duluth than Chicago. The silver mines of the north shore, the iron mountains of Vermillion Lake will bring their wealth to this city over a series of "narrow guage railways," which will round out and complete the railway system of Duluth. Thaddeus Stevens truly prophesied, "at the head of Lalce $Squperior ovill yqowtv eup one of the largest cities on this contihnent,"-and the nazre of t7hat city is Duluth. In this pamphlet we have endeavored to present the groundwork of that prophecy. Knowing that persons unacquainted with the extent, richness and rapid development of the. west, find it difficult to believe the full truth thereof, understatement, rather than overstatement has been our rule. Here must grow up a very large city, commensurate with the vast country tributary to it, or-nothing. For a permanent town of but 5,000 or 6,000 inhabitants, this is no place. Nature, by its location, has as fully chosen Duluth for the metrop)olis of thle northewest, as Chicago for the metropolis of the West. Our home and foreign capitalists have this fact full in view, and are planning and laboring accordingly D UL UTH OF iiA Y 1873. Before the commencement of the building of the Lake Superior Railroad, in 1869, Duluth, (named after Captain John rDu Luth, a French officer, who explored this section in 1679,) was but a village of one hundred inhabitants; some of whom had lived here for fifteen years, never doubtirg that assisting capitalists would see, as they did, that this was the real focal point, the naturalwater gate of the northwest. Now we find a city. of 5,000 inhabitants, still increasing at a healthy rate. Mainly from New England, Pennsylvania and Ohio, our citizens are more than ordinarily intelligent and orderly. Our foreign population, forming about one third of the whole, is chiefly composed of Scandinavians and Germans, the former being largely in excess. That churches and schools should thrive in such a community is but natural, and the fact that the fees of our police justice amounted to less than $100 in the last three months testifies to the public morality. Not onrly can no frontier town present such a record, but we may well challenge even the rural districts of New England to equal it. LOCATION-For beauty of location Duluth is a rival of far-famed Naples. Built on a gently sloping hill, it commands a wide and entrancing prospect, and, as seen from the bay or the lake, greets the new-comer as a vision of beauty. Having a natural drainage to the lake, a southern exposure, and well sheltered from the north and west winds, it is alike a healthy and warm city. Twenty miles of our streets are graded, and ten miles of sidewalks facilitate locomotion. CHURCHES, SCHorS,; SOCIETIES, &c. —Rcognizing this as a radiating point, nearly every denomination has secured a foothold here, so that our religious wants are met by the following churches, ranging in value, exclusive of lots, from $4,000 to $18,000 each; viz: Baptist, Catholic, Congregational, Episcopal, German Evangelical, ~Methodist, Norwegian Lutheran, Presbyterian, (this denomination is building a second church on Rice's Point,) Scandinavian Methodist, and Swedish Lutheran. These churches are in regular operation. Six preparatory schools and one high school, averaging 475 scholars in attendance, and kept open the entire school year, with several private schools, provide for the intellectual wants of the rising generation. Masonry is repre 40 sented by a lodge and chapter, which occupy the finest hall of the kind in the State. The Odd Fellows are flourishing, as well as a post of the Grand Army of the Republic, and are doing a nobly beneficent work. This latter society maintains a free reading room a1id a course of lectures, which with a. similar room connected with the Duluth Library, that has 1,000 volumes on its shelves, provide in part for our mental v. ants. The other societies are the 0. D. F., a German society; the Det Nordiske Farbund, a benevolent society; the Liederkrantz, a musical association, the Irish Confederation; the Canadian and St. Andrew societies. We have also a Mechanics' Protective Association, and a Building wkssociation. lezospacpers. -Three newspapers connect us with the world of thought and news, viz: Dulzuth tMinbesotiam, weekly; D0luthi Tribtune, daily and weekly, and the Dutlultth lle ratd, daily and w eekly. BUILDI;GS —"Fire limits" having been established we are rapidly passing from the wooden into the brick and stone era. This summer not less than five brown stone blocks, each 50 by 100 feet, will be erected, at an aggregate expense, exclusive of lots, of $170,000. The beautiful stone from Fond du Lac, referred to elsewhere, is being used in these buildings. Even now in early Mlay, over forty buildings are in process of construction. This year will witness an addition of at least one hundred and twenty stores and dwellings, being the same number that were added last year The value of the building and improvements of 1872 amounted to $440,833, while the expense of opening and grading streets, with building of docks, dredging of bay and kindred work, reaches for the same period $547,500, an aggregate of $988,333. BusiNEss-Our business houses, all told, number 816, the business of which aggregated last year $2,0-1,000, certainly not a bad sho\wing for a fouryear-old towATn. OUR ITPOII'rs —By -lake, during t.he season of navigation in 1872, amounted to 185,593,,'93 pounds, against 14,5209,759 pounds in 1871, an increase of nearly fifty per cent. Our exports for the same period amounted to 84,045,940 pounds. In 1872 we received 16,265 tons of coal, mostly anthracite, against 12,473 tons for the preceding year, and 50,915 barrels of salt against 34,972 barrels in 1871. THE GCx\Ix QUESTION AGAIN.-Of grain, with flour reduced to grain measurement, we shipped in 1871, 2,279,966 bushels, in 1872, 1,345,001 bushels. Though this is a far better showing than made bly Chicago during the first fifteen years of her existence, yet it is very far below what should have been made by us. In 1871 wheat!was brought to Duluth from below Winona, on the Mississippi river, while freights to La Crosse, and even as far south as Memphis, were landed at our docks. This alarmed competing roads, and in 1872 they entered into a fierce grapple for the carrying trade of the northwest. They put their rates so low that they clecoyed from us much of the exportable surplus of our last year's crop of 30,000,000 bushels of wheat, and also of the freight from the east to M3Iinne,ota. The result was inevitable. When 440 miles of railway will carry goods as cheaply-as 150 miles, loss, ultimate bankruptcy must be the fate of the former. In proof we ask attention to a former division of this work-" Will the water system maintain its relative supremlacy?" We think the battle has been decided in our favor, the Lake 3:tichi'wan roads measurably retiring from the field, for they have fixed their spring rates on fourth class freight between St. Paul and Chicago at 385 cents per hundred pounds, which is equivalent to twenty-one cents per bushel of lwheat, or 17 mills per ton per mile, a rate which totally disables thenm from competing with the railroads centering at Duluth. It costs at least t/c'elve mills per ton per mile to move freight on western' roads, so to leave the Lake Michigan roads the small profit of 4 1-6 per cent. they must charge si:rteen cents pei bushel, while that price would yield the Lake Superior road a profit of o~e lzncdu'eled cocl anidcety per cent. on their five and a half cents expense for carrying a bushel of wheat frnom St. Paul to Duluth. Truly it is about time to allow freight to seek its normal channel. Had this victory been gained at an earlier day the business of this port for _ _~~~_ ___ ~_-~_ T DULUTH S T A E I N -- M^Y.87o 43 1872 would have been very largely augmented. Instead of but 1,345,000 bushels of wheat passing through our elevator, the amount would have reached ten millions of bushels, and our exports would have been largely in excess of our imports, though those imports would also have been greatly increased, for full freight being furnished to down boats, up boats would convev the wealth of the east to our shores at reduced rates. This fact would have fully doubled our importations of coal and salt. WHOLESALE BusINEss —The limited quantity of grain handled at our docks having increased the rates of up freights, our merchants have not been able to undersell St. Paul, which must be done to wrest trade from that established channel. Another difficulty beset us. Our steamboat lines were largely controlled by parties interested in the Chicago system of railroads, and they discriminated against Duluth, assessing freirght for this port so high as to enable the merchants of St. Paul and interior Minnesota to supply themselves as cheaply through the well worn route via Chicago. All that has been bravely altered. Another Richniond has entered the field.'lThe Northern Pacific Railroad allowed the Atlantic, Duluth & Pacific line of steamers to withdraw from the waters of Lake Superior ratller than give it an exclusive control of the freights brought by that road to the docks of this city, and so preserved the freedom of the lakes, and released the northwest from subjection to Chicago interests. Now, merchandise will be brought by the New York Central Railroacl and by lake, from New Yorf to Duluth as cheaply as from New York to Chicago, and the wholesale business of this city really commences. With goods as low here as at Chicago, the merchants of our tributary country will have a very simple question to solve; whether to go over from 200 to 500 miles of extra ralil to Chicago instead of to Duluth. The vast capital and large stocks of the former city will, of course, operate against us for the present, but the above views will show the intelligent reader that any and all kinds of jobbing houses at this point would enter at once upon an extensive and lucrative business. Notwithstanding the difficulties that beset us we have several exclus~ively wholesale houses, as well as others that unite the retail with their wholesale trade. With the new- country opened up by the Northern Pacific,'and with the mining regions of the lake, these houses lhave done a fair business. The future is bright. The population on both shores of Lake Superior is not less than 100,000, which implies a grocery and provision trade alone of $10,000,000 annually. Considering the activity in the building of railroads and the opening of mines, it requires but little boldness to prophesy a doubling of that population and consequent trade within five years, the largest portion of which naturally belongs to Duluth. As we go west on the Northern Pacific, we penetrate a region where this city should fear no rival. Rapidly is that region being peopled. -When we reach the crossing of the 1Missouri River the rich trade of MIontana and upper Idaho greets us. North and west of that crossing the Missouri River wends its way for over 1,200 miles, furnishing the towns, mining camps and military stations with access to civilization and to the markets of the east, through Dulutlh. The trade of northern Dakota and Montana means the supplying the wants of at least 35,000 inhabitants, exclusive of Indians, to say nothing of the soldiers, railroad. employees and employers, who, for the next ten years, will amount to not less than 5,000 souls. Forty steamboats have hitherto been necessary to carry on that trade, and with the increased activity of this railroad era a large addition to their number will be demanded. It is stated that the Montana freights have exceeded $3,000,000 in a single year. Nearly all of that traffic will gladly leave the river at the'Crossing," preferring the twenty four hours rail ride of 460 miles to Duluth to the ten or twelve days steamboating to St. Louis, at which latter point it -would have no alternative but to take the expensive all rail route to the Atlantic. Equally favorably situated are we to grasp the trade of Manitoba and Winnepeg with their present population of 15,000, a population that will, under the double stimulant of the two Pacific railways advance to 30,)0 before the expiration of 1875. Here we should notice that Duluth is a port of entry and delivery, so that direct importations from Europe are as practicable as at Chicago or New York, one of our merchants, if not more, importing a part of his own stock. This trade is served by several steamboats and numerous 44 barges plying on the Red River between Moorhead and Fort Garry. 8,000,000 pounds of freight went down that river last season. The return freight is mainly composed of furs, this being the outlet of the Hudson Bay Fur Company. Mr. Dowse, of this city, states that he knows of one shipment of F00 bales of furs, the value of whllich he estimated at $1,000 each. If our jobbing merchants do not control this trade but allow it to enrich St. Paul, it will be because they lack foresight and pluck. Though the points north and west of the junction at Glyndon are equi-distant from each city, we havethis great advantage; all St. Paul freight will pass through Duluth and will therefore be taxed with the transportation over an extra 154 miles of rail, which means that our wl)eat buyers, for instance, can afford to offer the farmers of the Red River valley from eight to fifteen cents more per bushel than our St. Paul competitors. This will hold good in the matter of our sales as well as purchases. CUSTOr: o HoUSE.-The value of the goods entered at our custom house during the navigation season of 1872, the first year of its existence, was $1,205, 22, paying duties to the amount of $540,497; those bonded for Canada being valued at. $388,133, paying a duty of $2438,982. MANUFACTURae OF Irox-.-As this is a natural distributing point it must ultimately become an important manufacturing city. WTe have made a respectable beginning in that direction. We have a car and car wheel factory, (Shoenberger & Bryant's,) At which 200 cars for the Northern Pacific were manufactured last year. The Duluth Iron Works, ownecd by the same parties, occupy three buildings, 80 by 40 feet each, including a foundry and complete machihe shops. They advertise as havino the "largest cupola and machinery northwest of Chicago, including a car wheel borer and hydrostatic press. Make marine, portable and stationary engines, saw mills, &c. Special faccilities for heavy work." During the last winter 2,000 stoves were manufactured. at these works for the western market. Preparations for the building of Boiler and Wlrought Iron Works bhave been commenced. The value of our iron productions in 1872 was near $200,()00. AN lRo no BiLASv:' FURNACE COmPArxNY, with a capital of $125,000, has been organized. The capital stock has been subscribed, and the work is in process of building. The capacity of the furnaces will be 6,500 tonls annually, and it is expected to be in blast by the first of October. This enterprise starts wTith assurances of success; among its stockhllolders are some of the wealthiest men in the country, and its management is in the hands of experienced iron manufacturers. It is located on Rice's Point, where five acres were donated to the company, and'has an excellent water front on the inner harbor. With coal cheap, alld vast quantities of yet- cheaper charcoal, and contiguous ores of the best quality, with the West amnd Southwest for customers, and wlithout a rival for several hundred nilmes, the prospects of immediate success are vely flattering. It will be a nucleus around which other iron industries will gather. Ere long it is hoped that a rolliag lalill will be erected by its side, and certainly with several thlousand miles of railroad, reaching water at this:point, the demand for such a mill will warrant its speedy construction. riow there is no rolling mn-ill nearer tihan Detroit or iilwaukee. MAIANUFACTURES OF WooD. —The Duluth Nlanufacturing Company, in addi tion to making doors, sash, &c., is engaged in the manufacture of wood work for cars, and of 1poltable.!housess, for whichl there is quite a dlemand in the prairies of the Recd-i-ver valley. This is is n extensive establishment. In addition to tlhis we iiave a nuliber'of plaling and saw mills, wagon shops and other kindred industries. Our lumber and manlufactures of wood amounted to $265,000 in 1872. About 20,000,000 feet of logs were cut in our tributary pineries, to consume which we have added to our manufacturing establisihments two new saw mills, of large capacity, and a shingle mill. A saw and planing mill, larger than anly now here, is in contemplation. We can scarcely call to mind any kind of a manufacturing establishment, whether of metals or wood, but what would prove a large and immediate success. The materials are at handil, and are cheap, and a vast prairie country settling at a very rapid rate, penetrated by railroads, is the exhaustless market. THwi D]ULUTH DRY DOCKS are now in working order, awhere not only ves 45 sels can be fully repaired, but also built, the proprietors keeping on hand an abundance of ship building materials. As this is the only dry dock on Lake Superior, or this side of Detroit, its success is assured from the start. FLOUR MILL. —Note the fact that there is no flouring mill between Minneapolis and Detroit. Grain over the Lake Superior road can be landed here at low figures, while already wheat from the Northern Pacific road is pouring into our elevator. For flour, bran, shorts, &c., how wide a market. Its limits now extend half way to Minneapolis, along the whole completed line of the Northern Pacific, and on both shores of the entire length of Lake Superior. There is a fortune in it. Some one may respond: if so, why do not your home capitalists invest therein? Simply because their money is locked up in railroad and other enterprises that claimed priority in the developnlent of our city. BANKs. Our moneyed needs are met by tlirce banks, whose aggregate capital is very large, one of them employing at one time $350,000. Even during the stringency of last winter they discounted good paper at only twelve per cent. THE DULUTH AND SOUTH SHOREo TTAiNSPORTATION COMPANY has started upon its existence. They mean to keep the' lakes free from the chains of monopoly, and give to Duluth the full benefits of her natural advantages. Their boats will winter in our harbor, practically advancing our spring navigation two weeks, and will carry on a highly prosperous business with the various ports of Lake Superior till the fifteenth of January, often times till the fifteenth of February. LINES OF BOATS. Two lines of at least three boats each will iun between Duluth and the ports of Lake Michigan, while eighteen or twenty steamers will do the carrying business between this port and the American cities of the lower lakes. Two Canadian lines, one from Collinowood, and one from Sarnia, will accommodate our rapidly increasing intercourse with our cousins across the border, a border every day growing more imaginary, and which before the century lduds will have become a thing of the past. Thus it will be seen that we will average about two arrivals and departures daily. The number of sailing vessels that will swell our tonnage may be gathered from the statistics of last year, when the arrivals and departures of that class were ninety one. POPULATION, VOTERS, &c.-The population in 1860 was 71; in 1872, 3,131; 1873, 5,000. Votes cast in 1869, a year when a large number of railroad laborers were temporarily staying here, 238; in 1872, 952. Valuation of 1872 of city property, $1,92.7,120; of county (St. Louis,) property, $679,006; total assessed valuation, $2,606i,126. As in most eastern cities, the assessed value of property is very much below the real value, miaking western taxes appear much higher, when they are really no higher, than in eastern cities. In 1871, there were entered, sold and located at the United States Land Office, in this city, 36,81 1 acres, last year the business had grown to 87,782 acres. HOTELS, STREET CARS, &c.-Our hotel accommodations, while unusually extensive, are stretched to their utmost limits during the summer when representatives of all parts of North America, and of most countries of Europe, can be seen thronging our streets. Of our ten hotels two are placed in the first-class list.. A street car company has been organized, and not before their labors are necessary, extending as our population does from Rice's Point to -to the London addition, a distance of five miles. GRANITE, POTTERY. —Within the city limits, in close proximity to the Bay, granite can be found in large quantities, said to be equal to the best New Hampshire granite. It is of feldspathic character, having a specific gravity of 180 pounds per cubic foot, while Quincy granite weighs but 165 pounds. Whether it can be worked to profit is not ascertained, for no attempt has been made to reach the formation. beneath the surface. If found available for building purposes, a very large market will be found in all the cities of the lake. At this writing a gentleman is in town making arrangements to start a Pottery near Rice's Point. PRrcEs oF' LOTS, &c,-A "lot" here generally means a space fifty feet wide by one hundred and fifty feet deep, which for business purposes practically means two business lots. In the rear of our blocks are alleys twenty leet wide. The prices of lots vary from $5,000 ($100 per front foot) for our very best business loeations down to one hundred dollars for medium lots, a mile from the center of business. Good business lots can be had for from $1,500 upwards. Duluth real estate is not unduly high. St: Paul has not.seven times our population, or resources or opportunities for growth in business, or wellgrounded expectations of future suprem cy, yet her best business lots of less depth, comlmand $700 per foot, and no one considers them too high. If this were a "finished" town, only expecting to maintain its present share of business, our lots rare marked too high, but this is DtLdth, the gateway of the northwest, as certain to grow into national importance as Chicago or St. Louis, the rival mistresses of the West. SUBURBAN AGRICULTURE. -Land by the cwire within and near the city ranges from $50 to $500; farming lands within a radius of ten miles, from $5 to $20. Within this radius there are many government sections to be had on the simple terms of settlement and cultivation. The surrounding soil is a red marly clay, intermixed with sand, but improves in quality to a more decidedly sand loam as it recedes from the lake. A better paying home market for farm productions does not exist than at Duluth. To attract settlers to this section, the St. Louis Agricultural Society offers $5,000 in piemiums for the best farms within twelve miles of the city, to be developed before the close of 1874. The "Weller Farm," two miles back from the lake, now operated by. Messrs Youngblood & Gray, is an example of successful farming' that can readily be equaled. This was their report for 1871. The farm contained 75 acres improved, fifteen of which were cleared that year; 541- acres in crops and the rest devoted to the pasturage of 23 cows, one Durham bull and four horses. The surplus product of this farm, overl and above the consumption of two families and hired men, was $5,608. One and a half acres in a garden produced $825. During the last year thirty four miles of county roads were opened, on which just such profitable farms as the above can be wrought out. L ONDONT ADDITION. A person may make the whole tour of the lakes and find no spot so choice in its location as this. Situated about three miles from the heart of the city, down the lake shore, it commands a full view of the harbor and of the match-.less water scenery. Seated at their windows, our London neighbors can watch the expanding commerce of the northwest, and in winter be regaled by views of singular beauty. For summer and winter residence we know no equal to it. Not having penetrated the designs of the able and wealthy founders of London Addition, we may not speak fully of their projects, but certainly if it were intended to build up a " West End," a city of palaces, of parks, of handsome drives, of all those things which cultured wealth demands, they have chosen the right location. For such a location for their own "Belgravia," the rich men of the original London would be willing to be taxed tens of millions sterling.'Without doubt, a hotel larger than any in St. Paul, would soon obtain, in summer, a remunerative business. An eminent physician of Philadelphia stated that from his own practice he could yearly send hundreds who need just the surroundings, the recreations, the climate that mark this spot. Our newly organized street car company will soon provide such facilities as will make a residence in London Addition convenient for all. The founders of this enterprise, headed by the veteran developer, Gen. Geo. B. Sargent, have shown their faith by the expenditure of about one hundred thousand dollars. Already near a dozen dwellings have been erected, some of which are the finest in our young city. Streets have been graded, parks located, and "London Avenue," our future fashionable drive, winds its way along the lake shore for nearly two miles. Within a few years, at its own docks, will yearly land thousands of tourists, pleasure seekers and patients, who will find here attiractions far superior to those of Long Branch or Saratoga. Fashion, that arbitary monarch, will inevitably guide our wealthy families, and those who take therm for their social guides, to homes in London Addition. This project of laying out a " Brown Stone" addition to a new city, however novel, however much it may savor of exclusiveness, cannot fail to be afinancial success. 47 NORTIHERN PA IFI C CO U(NTR Y. It is not my intention to dwell at length, or in a systematic manner, upon this subject, but a pamphlet on the city of Duluth would be deficient without at least a summary mention of that region, upon the development of which much of that city's prosperity depends. ALTITUDE.-The highest point on the Union Pacific route, is Ft. Sherman, 8,235 feet abovethe level of the sea, while the highest point on the Northern Pacitic route, Deer Lodge Pass, is but 5,500 feet. On the Northern Pacific route the average elevation is under 3,000 feet, or 3,000 feet less than on the Union and Central line. The difference of altitudes, is equivalent, so far as economy of operating is concerned, to an addition of one hundred and fifty miles. to the Central route. THE NORTHERN PACIFIc LAND GRANT. —To aid in this national work, Congress gave to the Northern Pacific Company, twenty alternate sections (a section is a mile square, or 640 acres,) on each side of the line of road, in the Territories, and ten alternate sections on each side of the line in the States through which it runs. This is equivalent to 25,600 acres per mile through the Territories, and 12,800 acres per mile through the States. This company will own about 93,000 square miles, or 60,000,000 acres, which is greater than the area of the six New England States, West Virginia, Maryland, Delaware, and the District of Columbia combined, is double the size of Pennsylvania, and equal to the united area of Portugal, Switzerland, Belgium, Denmark and the Roman States, an area now supporting a population of fourteen millions. Its Value.-If these lands shall bring seven dollars per acre, the average price realized by twenty-five leading land grant roads, the aggregate obtained will be $420,000,000, or nearly five times the expense of building and equipping the entire raad. If but $3.07 per acre berealized, as was the case of the Kansas Pacific, the lowest on record, the proceeds will be $184,000,000, more than double the cost of the road. The average price per acre obtained by the Northern Pacific company, for the lands they have already sold, is $5.66. That rate will yield them $340,000,000, or 72,448 per mile, within the States, (which is double the amount per mile ever realized by any other company,) and double that within the Territories. Here is a basis of credit that will withstand all hostile combinations, all temporary stringency of the money market, and secure the rapid completion of the road from Duluth to Puget Sound. In 1868 the Illinois Central Railroad company paid its stockholders a dividend of twenty-two per cent, and the public bought its shares at 1. 47; yet its land grant per mile was only one-sixth of that of the Northern Pacific, and in the aggregate only onetwentieth. John Wilson, E sq., formerly Land Commissioner of the Illinois Central road, says: "With all the information I have collected, and an experience enjoyed by but few-coinparing the Northern Pacific grant with that of the Illinois Central, I think it a small estimate to say that if the former is properly managed, it will build the entire road through to Puget Sound and head of navigation on the Columbia-fit out a fleet of sailing vessels and steamers for the China, East India, and coasting trade, and leave a surplus that will amount to millions. Calculations and speculations based on the rapidity with which western lands, adjacent to railroads and markets. advance in value, are well based, and are generally under rather than above the mark. The fever of the war is over, and not stocks, but land is being again regarded as the true basis of wealth. Says a prominent journal: "Laud in the west, as well as in the east, has underrone a material advance in the last five or ten years. In Ohio, Indiana, Illinois and Michigan, in some instances, goodffarming lands have advanced. from $40 to $80 per acre; and in the newer states, beyond the Mississippi, improved farm lands have advanced in a proportionate ratio. In Iowra, for instance, $40 to $50 per acre is a common figure for good farms along the line of railroads, which ten years ago could have been purchased for $-3 to $5 per acre. And all this is owin.g to the general im.provemsent of facilities in trsansportation by which the products of their farms are brought so near to the great markets." WILL THE NORITIIERN PA CIFIC PA Y? Three miles of country on either side the track will support a railroad in England. Will an empire of full ),350,000 square miles, (counting the tributary portion of British Columbia,) maintain a railroad of 2,000 miles in length? In other words, will not 650 square miles, 416,000 acres, being equal to 2,600 farms of 160 acres each, sustain a population sufficient to support a mile of railroad? Certainly, even if such population be composed entirely of non-producers. How much more surely and profitably when composed of producers in the highest sense of the term? Sterile Massachusetts has one mile of railroad for every 514 square miles, or 3,360 acres. At the same rate the Northern fPacific will pay well, if only one acre in every one hunzdred and twenty.four be habitable. To state the proposition is to answer it. The country directly tributary to this road contains 175,000 more persons than Xdid the States and Territories traversed by the first Pacific road, when it was built, while the producing capacity of the Northern belt is manly fold greater than that of the Central. TIHE CLMA TEW OF' TIHE NIORTHTWEST. The remarkable modification of climate, in this region, is due to several natural causes, chief among which are probably these: —First, the mountain country lying between the 44th and 50th parallels is lower by some 3,000 feet than the belt lying immediately south. The highest point on the Northern Pacific road is 3,000 feet lower than the corresponding summit of the Union and Central line. Both the Rocky and Cascade ranges, where they are crossed by the Northern Pacific route, are broken down to low elevations compared with their height four hundred miles southward. The difference in altitude would itself account -for much of the difference in climate, as three degrees of temperature are allowed for each thousand feet of elevation. But, second. the warm winds from the South Pacific, which prevail in winter, and (aided by the warm ocean current corresponding to our Atlantic gulfstream,) produce the genial climate of our Pacific coast, pass over the low mountain ridges to the north of latitude 44', and carry their softening effect far inland, giving to Washington Territory the climate of Virginia, and to Montana the mildness of Southern Ohio. TEMPERATURES COMPARED.-Ofiicial records kept at the various military stations on the upper waters of the Missouri, show that the average annual temperature, for a series of years has been warmer in Central Montana than at Chicago or Albany. Lieut. Mullen, of the United States survey, who spent four years in the region to be traversed by the Northern Pacific, says: "The temperature of Walla Walla in 45S is similar to that of Washington City in 38' latitude, (nearly 500 miles further south,) that of Clark's Fork in 388 to that of St, Joseph's, Missouri, in latitude 41'; that of Bitter Root Valley in 46t is similar to that of Philadelphia in latitude 40'. Here we find mild winters and vigorous grasses even in midwinter." NOT TOO COLD TO OPERATE RAILROADs.-There are great lines of railroads in operation over tracts of country much colder than the route from Fort Benton to the Pacific. Take the unusually cold winter of 1853-54, and the mean temperature at Montreal, on the Grand Trunk Railroad, latitude 45' 30 min., was 13' 22 min., while at Fort Benton, on or near the line of the Northern Pacific, in latitude 47, 49 min., about 150 miles farther north, it was 253 388 min., above zero, a difference of 12" 16 min. in favor of the latter place. In fact the temperature of Fort Benton during that unusually cold winter, was 7' 58min. higher than the average temperature of Montreal for ten years, and 12q 8 min. higher than that at Quebec. Comparing that winter with the winters of a quarter of a century at Moscow and St. Petersburg, and Fort Benton, one of the coldest points on the Northern route, has the advantage in temperature over the former city of 10' 18 min, and over the latter city of 9` 28 min. And yet railroads are in constant operation in the above sections. X COMPARISONS CONTINUED.-The greatest cold on the Northern route in the winter of 185354 was 20' below zero, at Camp Stevens. At Quebec it was 291, at Montreal it was 34M and at Fort Snelling, near St. Paul, right on the great lines of railroads traversing Minnesota, 379. During the remarkably cold winter the temperature was below zero twelve days at Fort Benton, ten days at Camp Stevens, eighteen days each at Fort Snelling and Montreal, and twenty-three at Quebec. The warm days at Fort Bdnton, when the average temperature was above the freezing point, were f'orty-three out of the ninety days of winter, against only six days at Fort Snelling, five -at Quebec, eight at Montreal and eighteen at Albany-all in the winter of 1853-54. The winters at Fort Benton are about half a degree warmer than those of Chicago, while the average temperature for the whole year is two degrees higher, and only one degree lower than that of Dublin or London; and yet popular ignorance regards this as a hyperborean region. The mean temperature of the winter of 1871-72 was as follows: In Louisville, Ky., 34`; St. Louis, Mo., 32'; Chicago, 26'; Baltimore, 33l'; Philadelphia,;30J; Washington 335; New York, 30'; Kalama, Washington Territory, 369, and at Helena, Montana, but a few hundred feet below the highest point of the line of the Northern Palcific, 39. It will be observed: 1. That the average temperature of Helena (latitude 46l~ deg.) for the four months was the same as that of Philadelphia. although the latter is 4,200 feet lower and 450 miles farther south. 2. It was four degrees warmer at Helena than at Chicago, and only three degrees colder than at Washington. 3. During February and March it was much warmer at Helena than at Philadelphia, Louisville, St. Louis or 5Washington. During March it was 9 degrees warmer at Helena than at Washington and Baltimore. 4, The average winter temperature at Kalama, Washington Territory, on the finished portion of the Northern Paciic Itoad (in latitude 46 deg.) was several degrees warmer than 49 at Louisville, Washington or Baltimore, in latitude 39 deg. The greatest cold of the past winter at Kalama was 14 deg. above zero. Letters from members of the Montana territorial government, dated MIarch 6, 1872, stated that for three weeks previous to that time (beginning about the middle of February) the weather had been so mild that all signs of winter had disappeared; farmers had put in nearly all their spring grain crops, and new grass was three inches high in the valleys. The significance of this can be appreciated wihen it is remembered that in the Atlantic States, as late as March i, 1872 intensely-cold weather and heavy snows prevailed; trains were blockaded on many eastern roads, and up to the 2d of April frost had not left the ground in Pennsylvania, and the grass had not shown the slightest tinge of green. Last winter at Bozeman, near the highest elevation of the Northern Pacific, the average temperature at 2 P. M., in December, was'27' above, the highest being 45', and the absolute lowest in the night, 20' below zero. In January the average temperature was 35above; lowest, 223 above; highest, 44' above. The farmers began their spring ploughing in the latter part of January, the roads being then dry and dusty. In the uplands and mountains of Idaho, the winters are severe, though less so than in Northern Iowa, while in the agricultural sections of the Territory, the winter climate well compares with the District of Columbia, always excepting the dampness of the latter. Winter does not begin tlll December and ceases with February. On the western slope of the Rocky Mountains, in eastern Washington Territory, the local papers state that the farmers of Walla Walla valley were ploughing their fields on the 26th of January, though the early part of the winter had been, as elsewhere, unusually cold for that region. The winter climate along the Pacific Division of the road, between the Columbia river and Puget Sound, which is in regular daily operation, may be inferred from the fact that, at Portland, Oregon, the average temperature for January was 45' above zero; the highest was 58q, and the lowest 34q above. Snow fell, on one day, the 2d, to a depth of two and a half inehes. Grass has been green throughout the winter about Puget Sound, and several, varieties of flowers were in bloom, out of doors, in January and February. SNow.-There can be neither rain nor snow without moisture in the atmosphere. Snow is the product of the union of cold and moisture. Throughout the northwestithe air is too dry for heavy su ow falls. The Northern Pacific railroud will be less obstructed by snow than any railroad between the Atlantic and the Mississippi. Before me is an abstract of the report of Gen. Meyer, the head of the weather bureau at Washington. By that we learn that the fall of rain and snow between Portland. Maine, and Chicago, durin g last winter, averaged 7.16 inches. If all that referred to snow, it would indicate a snow de posit of 71.60 inches. From Duluth to eastern Idaho, the average deposit of moisturewas but 1.69 inches; representing 16.90linches of snow, only one-fourth of the amount to the east of Duluth. Thus, if all the snow that fell last winter in the northwest had remained on the ground, our railroads had four chances against being obstructed by snow to one en joy ed by eastern roads. When we reach the Pacific coast, we find the winter moisture amou nting to 24.54 inches, a figure that would ensure deep snows, if it was not that the winter temperature was 42Q 30 min., or 6' 30 min., above the freezing point. Only "line upon line" will disabuse the public mind of the idea that snow deepens as you travel north, They reason from the fact that in the Arctic Zone snow is a perpetual visitor, forgettin g that that portion of the continent is narrow and surrounded by water. so that there the two e lemnents of snow, cold and moisture, are indissolubly united. At Pembina, last winter, the deposit of moisture was but 1.45 inches, while in Portland, Maine, it was 7.89 inches. At Fort Seward, in Dakota, 1,465 feet above tide water, where the Northern Pacific crosses the James River, the deposition of moisture last winter was but sixty six one-hundredths of an inch. From reliable data it is shown that the entire deposition of rain and snow d uring the past winter over the region extending from the Mississippi to the Rocky Mountai ns, across Dakota and.- Montana, a distance of about 900 miles, was less than that of a single storm in January between Lake Michigan and the Atlantic. So small the amount, that in comparison with the section of country east of the Mississippi it may with propriety be termed the snowless region. MOISTURE.- From the above facts it is apparent that snow is not the terror of the northwest, nor cold, b etween the Missouri river and the Pacific ocean, but the carerful reader may ask the question, is there sufficient moisture to ensure agricultural success. One of the causes heretofore cited as helping to produce the mild seasons of the new northwest-namely, the low altitude of the country generally, and the depression of the mountain ranges toward the north-may also account for the greater degree of atmospheric moisture in most parts of this vast area. The southwest winds, saturated by the evaporation of the tropics, carry the vapor-laden clouds eastward over the low continental, divide, and distribute their moisture over much of the fertile belt stretching from Puget Sound eastward. Farther south the mountain ridges, with their greater altitude, act as a 6 50 wall against the warm, moist, west winds; hence the colder winters and greater aridity of much of the region south of forty-fourth parallel. Professor Blodgett, already quoted. says: "I have no doubt there is as much rain-fall on the upper Missouri, to the very foot of the mountains, as there is on the great wheat-growinc plains of Russia, and that ultimately these American plains in the new northwest will exceed even that granary of Europe in productiveness. The quantity of eight inches of rain-fall each, for spring and summer, or sixteen inches for the growing season, is as ample there for the purposes of agriculture as twenty four inches would be at the 40th parallel." While irrigation is necessary to the best production of most crops along some of the route from western Dakota to eastern Washington and Oregon, it seems to be the uniform testimony of those who have practised systematic irrigation, that the greatly increased yield, the absolute certainty of regular crops, and exemption from risk of damage by bad weather in harvest time, more than compensate for the cost of irrigating-ditches. The remarkable net-work of living brooks, lakes, streams and navigable rivers with which this region is supplied, is, perhaps, its most striking feature, and furnishes the basis for a simple, natural and economical system of irrigation for the fertile farming lands of the interior.* Minnesota is a comparatively dry state, yet during the six warm and growing months, the rain-fall averages 19.35 inches, nearly equal to that of Philadelphia, 20.91 inches. Of that part of Dakota. between the Red River and the Missouri, Chief Engineer, W. Milnor Roberts, says: "The whole country is a gently undulating plain, affording ample drainage, interspersed with occasional lakes, some of which are brackish and others of fresh water. The rainfall the present season [1872], through all this relion, has been abundant, and at times superabundant. The entire region, from the Red River to the Missouri and beyond, at the time I passed over it, was clothed with nutritious crass, affordinr fine pasture, without exception, along the whole 200 miles. For a large portion of the distance the soil is very superior, equal to the best of any land." The Secretary of Dakota, in a pamphlet on the history and progress of that territory, says: "The genera surface of the country, east and north of the Missouri, is a beautiful, rich, undulating prairie, free from marsh, swamp, or slough.. The upland soil of east Dakota cannot be surpassed for fertility and the luxuriance of its vegetation. The Missouri valley of Dakota, between the 4'2d and 47th decrees of north latitude, is one of the finest agricultural regions of the northwestern territories. The bottom lands, bordering on the great rivers and their tributaries, possess most singular natural meadows of luxuriant grasses, while the adjoining prairies, clothed with nutritious herbage, are high and rolling and free from malaria." The northern half of Idaho, which is about equally divided between farming and mineral land, is quite copiously watered, and agriculture will there require but little aid from irrigation, but the southern half belongs to the "dry region," where permanent and general agricultural success can alone be secured by moisture artificially supplied, the appliances for which are convenient and abundant. As Oregon and Washington Territory are blessed with a heavier rain-fall than than the State of New' York, there can be no doubt of those being arable counties.* *NoTE.-The crops of grain and vegetables raised in Montana during the past ten years, under a cheap and imperfect system of irrigation, have been very large. Mr. Thomas P. Roberts, C. E., writing from Helena, lMontana, under date of October 9, 1872, says: "Throughout Montana, this year, the average wheat crop has been over fifty five bushels per acre-the averge of many farms being over sixty five. Several farmers personally known to me have taken from specially measured acres somewhat over one hundred bushels of wheat per acre. This sounds almost incredible, but belief or unbelief does not alter the fact." The Aew Northwest, published at Deer Lodge City, near the point where the route of the Northern Pacific Railroad passes the main divide of the Rocky Mountains, contained the following in its issue of October 5, 1872: "As an evidence of the productiveness of Montana soil we submit the following award of premiums by the Agricultural Department: For best acre of wheat (being 102 bushels), premium awarded to James L. Ray, of Lewis and Clark County. For the best crop of barley, premium to Messrs Forbis & Burson, yield 113/2 bushels to the acre. Best crop of oats, premium Messrs Forbis & Burson, yield 101 bushels to the acre. Best crop of potatoes, premium to Messrs Forbis -& Burson, 613 bushels to the acre. Best crop of onions, premium to Messrs Forbis &c Burson, 3981/4 bushels per acre." *NoTE. —When the New Northwest is described as a generally fertile and attractive region. due allowance is, of course, made for the unproductive and comparatively worthless sections which are necessarily embraced in any area of so great extent. It is to be remembered that in some of the oldest and richest agricultural States, considerably less than half the land is suitable for tillage, and practically a very moderate percentage of the whole has ever been turned by the plow; even the great State of New York havinig but 52 per cent. of her land improved. 51 A GRICULTURE. Of the agricultural capacity of Minnesota and eastern Dakota sufficient mention has been made. Between the Missouri and the Yellowstone rivers. especially from the month of the Yellow stone to the month of the Powder river,we find the "bad lands," some of which also may be found in Montana in the valley of the Missouri river. How "bad" these lands are, whether worthless or only comparatitvely bad, we are not able to say. Here in Minnesota we apply the epithet'inferior" to lands that would be called superior in the east, for we judge I h(m by oeUr woenderfully rich prairie soil, some of which is rich marl, or compost, for six feet below the surface. Subsequent explorations may redeem the character of the bad lands, even as the Union Pacific railroad has shown that the "Great American Desert" is a myth. Montana and Idaho have very large and numerous valleys whose agricstsltrel richness is not equalled on the continent, except it be in the Saskatchewan and Assineboine regions. In addition to the cerealsand vegetables, including sweet potatoes, all kinds of fruit, and berries common to the latitudes of Philadelphia and Baltimore, reach perfection. Between the Yel lowstone and Missouri rivers, in Montana, there are at least a million of acres unsurpassed for agricultural and grazing purposes. Considering the healthfulness of the climate, the fertility of the soil, the variety of their productions, the beauty of their scenery, it may be doubted that anywhere so desirable homes call be established as in the valleys of Montana, which will soon rank among the most wealthy States of the Union. Eastern Oregon and eastern Washington are less adapted for farming pursuits, though there are many valleys of great fertility, that of the Great Plain of the Columbia river alone being larger than the whole State of Delaware. The Western portion of Oregon and Washington will compare agriculturally with Pennsylvania,, except that the cool nights in summer make corn an uncertain crop. I TIIB E R. Between Duluth and Biairncid, 11 miles, extending very far northward. are vast forests, in whichl pine abounds. Between Brainerd and Bismarck, where the Northern Pacific railroad crosses the Missouri river, are rich prairies with but little timber, except fringes thereof on the numerous streams and lakes. Scattered through Montana and Idaho are large forests of pine and other wood, amply sufficient for several generations. The timber on the road is so situated that the timberless sections can be readily supplied. The forests about Puget Sound already supply lumber to California, the South American States, Japan, China, India, the islands of the South Pacific, Australia and Europe, and before many years pass they will do the same for much of our own. country east of the Rocky Mountains. Forests of fir of three varieties, of cedar of two varieties, of pine, spruce, hemlock, cyprus, ash, curled maple, and black and white oak envelop Puget Sound, and cover the larger part of Washington territory. west of the Cascades, surpassing the woods of all other countries in size, quality and quantity of the timber. The firs in many localities will cut 120,000 feet to the acre. Trees are common whose circumference range from twenty to thirty feet, and whose heights vary from 200 to upwards of 275 feet. Forests yielding 100,000 feet and upwards to the acre are common around Puget Sound. It is believed the wood of the firs and cedars, unequaled for lightness. straightness of cleavage, and resistance of moisture, stronger than oak, and more retentive of spikes and tree-nails, will supplant all other timber for ship-building on both shores of the Pacific Ocean. Lsast year Puget Sound exported about 220 million feet of lumber, 20 millions of laths and shingles, and a large amount of masts, spars and piles. Hon. S. Garfielde, Delegate in Congress irsm Washington Teroitory, writing of the Puget Sound timber region, says: "The size of the fir trees, and the number growing on given acres. in oecd timber districts, is almost incredible to residents upon the Atlantic slope of the continetit. Trees often measure 320 feet in length, as I have already demonstrated, more than two-thirds of which are free from limbs. Fifty, sixty and sometimes as high as eighty good tii'bel trees gi(,w upon an acre of ground. GRAZING LANDS. As we have said before, the "bunch grass"jof the New Northwest is of more value to this nation than all her mines of gold and silver. This peculiar grass, more nutritious than Ohio timothy, stalms up in early spring, reaches maturity in June, andl then cures where it stands, retaining all its nutritive qualities, and constituting the finest antumn and winter feed for cattle that nature has anywhere provided. It not only grows in the valleys, but 52 covers the foot hills and bench lands, and frequently reaches to the mount ain tops, thus furnishing unlimited grazing throughout the year on lands not available for other purposes. Theherds of buffalo migrate northward in autumn, and thrive throughout the winter months in the comparatively sheltered and snowless valleys of the forty-sixth parallel. Here millions of cattle will find perennial pasture. Here exhausted oven and hors es recuperate during the winter without receiving any care, or other than nature's food. Here, where, even in such exceptionally cold winters as last winter, the loss of cattle was but one per cent., is located the stock-growers' paradise. MINERALS. The New Northwest embraces as rich mineral deposits as are to be foun d on the continent, consisting of gold, silver, platinum, lead, copper, tin, iron, rock salt and coal. Near Duluth and the head of the lake are extensive quarries of brown sandsto ne and granite, of excellent quality. At the crossing of the Missouri river, in central Dakota, bituminous coal, of fair quality, outcrops in thick veins, and has been mined for government purposes for some time. The same deposit is known to underlie much of the region traversed by the railroad between the Missouri and Yellowstone rivers, a distance of about 200 miles-a fact which gives positive assurance of cheap and abundant fuel in a prairie region, and which gives great value, both intrinsically and as a railroad traffic, to a tract of country not especially desirable for agriculture. This extensive, exhaustless and easily accessible coal bed, situated midway between the Mountains and the Lakes, surrounded by grass plains for hundreds of miles in every direction, skirted by two navigable rivers an d centrally travelsed by the track of the Northern Pacific railroad, cannot fail to become a source of great wealth. But Montana is the treasure box of the northwest. An exhibit of the resources of Montana, recently published under the auspices of the Territorial government, contains the following passage: - "In the precious metils, Montana has resources which seem to be inexhaustible,. Her?placer mines have already yielded at least $125,000,003 in gold. Her greatest source of wealth, though, for years to come, will doubtless be found in the gold and silver quartz leads which have been found to exist in such rich abundance throughout the Territory. Already a large number of quartz mills are in successful and remunerative operation. We have not only the preeious, bat an abundance of the useful, metals, also. Indications of iron and lead, and the-ores themselves are seen in every direction, and when the railroad reaches us these will also be developed. Tin ore has been found, and those whose information entitles them to speak with authority upon the subject, believe that in the deposit of this important mineral, Montana is favored beyond any portion of the American continent, Coal and its indications have been found in nearly all portions of Montana, and as soon as the necessity shall arise for its consumption, pits and drifts will dot our hillsides in every direction." The most extensivee deposit of coal, of good quality, known to exist on the Pacific coast is found along the eastern rim of Puget Sound, and extends from the Columbia river to Bellinghalll Bay, near the border of British Columbia. It outcrops in veins from two to sixteen feet in thickness, and varies considerably in quality. This coal district is traversed its entire length by the route of the Northern Pacific railroad. Coal taken from the mines of Bellinghamn Pay, when compared with average samples of Newcastle coals in regard to heat producing quatlities stands as 59 to 66, while the specific gravity of the former is greater than that of the latter. Iron ore abounds on the west side of the Columbia, extending from a point opposite Kalauma, southward. nearly to the falls of the Willamette. At Milwaukee, six miles north of the falls, a furnace has been erected and eonsiderable pig-iron has been made, which has been successfully tested at Portland foundries. Iron ore has also been discovered on the western slope of the Cascades. In view of this proximity of coal and iron, a leading journal predicts that with the completion of the Northern Pacific railroad, western Washington is to become "the Pennsylvania of the Pacific." YELLO WSTONE NATIONAL PARK. The Yellowvstone Park, situated in the northwest corner of Wyoming Territory, from 75 to 100 miles south of the line of the Northern Pacific Railroad, is the wonder of the world. Everything that can be imagined of the beautiful, the grand, the sublime, the awful, the desolate, the terrible, can be seen there. Nothing is wanting but the completion of the Northern Pacific as far as southern Montana to annually draw tourists to this National Park by scores of thousands. There are cataracts there to which Niagara is an ordinary mill power, precipices and ravines whose awfulness throw the Alps into the shade. From eye witnesses I gather this "bill of fare," whichishall yet feast thi souls of millions, and make the Northern Pacific as familiar a route as that over which the curious now pour into the village of Niagara Falls: "Cataracts pouring over crags ten times as high as Niagara: canyons so deep that from the summit of their perpendicular walls, the rivers that run through them like stormy seas seemed but threads; so deep that persons standing on the heights above could not hear the waves breaking on the rocks below; regions where, ages upon ages ago, mighty volcanoes, compared Twi th which Vesuvius is but a toy, hurled lava and flames to the clouds, destroying all life and leaving the scene one of barrenness and desolation such as are elsewhere unknown; gorges to which those of Thibet and Iceland bear no comparison, and natural wonders such as the Old World never had conception of even in poetry and romance, and such as we did not dream of possessing. Old mountaineers and trappers of the Yellowstone region told tales of what they had seen beyond the mountains, but so wild and absurd did they seem that people living within three days' travel of the place where this'hell with the fires burnt out' was. would not believe them, and it was only recently that the wonders became generally known. The chasm of Yellowstone Falls is forty miles in length. Commencing at the upper falls, it is 200 feet deep, while at the lower falls, half a mile further down the river, it is 950 feet. At one point where the river breaks through amountain range, the canon is more than a vertical mile in depth." A CtIIEVED RES ULTS ON Y THE NOR TIER1N PA CIFIC. Many thousands of settlers have already made their homes on the line of this great thoroughfare; towns with all the elements of growth and christian civilization have been planted, and tens of thousands of bushels of wheat are flowing from the fertile Red River Valley into the elevator of Duluth. BRAINERD, at the crossing of the Mississippi river, is the next established town of importance beyond Thomson. HIere are located the general offices of the road, extensive machine shops, a large colonists' reception house, similar to the one at Duluth, with accommodations for 300 persons, besides a large hotel and some five hundred other buildings, among which are some very handsome residences, and several church edifices. Within less than two years this city of 2000 inhabitants has been carved out of the wilderness. Situated at the junction of the N. P. Road and the branch of the St. Paul and Pacific which connects it with St. Paul, via St. Cloud; with the Mississippi river inits fiont. a river which, by a ship canal around St. Anthony Falls, can be made navigable to Pokegemna Falls, 200 miles north of this point, which extends for hundreds of miles into the almost exhaustless pinrries of northeastern Minnesota, down which one hundred,and fifty millions of feet of logs annually float, Brainerd can not fail of a flourishing future. West and north of it are the timberless prairies of the Red River valley, eastern Dakota and Manitoba, thus closely uniting the wealth of the soil and the forest, and offering superior inducements for the establishment of large lumber mills and manufactures. A saw mill and an iron foundry are already in operation at this point. Passing DETROIT, the home of the New England colony, a village, (with a newspaper,) located in a rich rolling prairie, and AUDUBoN and YEOVILL and GLYNDON, we reach the Red River. Here at its navigable head, on either side of the river we find the twin cities Of MOORHEAD and FARGO. Which shall be "the one," we are not able to say, but considerting their location on a river, in the heart of a wondrously rich territory, we may safely predict that their present population of 1,000 will rapidly increase. From here down the Red River, vast quantities of stores and numerous passengers for Manitoba give profitable occupation to the steamers and barges that make up Kittson's Line. BISMIARCK. This city, destined to be a city in deed as well as in name, is located at the crossing of the Missouri River; 450 miles west of Duluth. To the east, northeast, south and southwest lie rich prairies, while near the city in close proximity are iron and coal and timber. For 1,200 miles above, draining northern Montana and western Dakota runs the Missouri, into which flows the Yellowstone, which, with the railroad, will drain western Dakota and Southern Montana. We cannot see anything to prevent this drainage enriching the city of Bismarck. It is situated to receive the minining wealth of all portions of Montana. So soon as we can offer a direct railroad connection to Chicago and the East, the trade of Montana and Idaho will leave the tortuous river at Bismarck for the shorter rail route to water connection at Duluth, and through it,vwinter and summer to the Atlantic cities. Not through Chicago and St. Louis, but through Duluth and Bismarck will the trade of the far northwest be carried on; even Chicago wTill 3find this her short arm of commercial power. Hitherto the freight from Sioux City to Fort Benton, 2,000 miles, has been $3.50 per hundred pounds, which is but little, if any, less than that from Boston to Fort Benton via northern route. One hundred to one hundred and twenty days are occupied by a boat traveling from St. Louis to Fort Benton, whereas the time from Boston through Fort Benton to Helena, via Duluth and Bismarck, would not exceed twenty-one days, which is seven days less than the time from Covinne, where Montana freight leaves the Union Pacific road to 54 Helena. This wagon stretch alone of 500 miles taxes freight six dollars per hundred, or full twenty-five per cent. more than the entire rate from the Atlantic to Helena, via Northern Pacific. These advantages combined cannot fail to result in the growth aof a large mining, manufacturing and commercial center at the "Missouri Crossing." THE COLONY SYSTEM —GL YNDON. To the Northern Pacific railroad belongs the honor of giving form and impetus to the Colony system of immigration, by which more than half the difficulties dangers and hardships incident to pioneer life are swept away. Messrs. L. H. Tenny & Co., of Duluth and Chicago, gentlemen every way reliable, are carrying out the humane ideas of the Northern Pacific Company, in their colony at Glyndon, and whatever can be devised to smooth the rugged paths of pioneer life, they are devising. As a result, Glyndon, in Clay county, Minnesota, has been established, and now numbers about 400 inhabitants. The embryo city boasts an ably conducted newspaper, a church and school, and some twenty business houses, all the growth of less than a year. Here the Northern Pacific road crosses its main branch, the St. Paul and Pacific road, which runs from St. Paul to Pembina. As a result there has been built a passenger depot, and an immense freight depot, with a round house and machine shop, and an immigrant house similar to those at Brainerd and Duluth. Few places are more favorably located than Glyndon. Directly east, 240 miles, is Duluth, and about the same distance southeast is St. Paul, so whether the business of the northwest takes Lone or the other course, it pays tribute to Glyndon. That, at this important junction, a flourishing town will grow up, is but in harmony with western experience. Twelve miles west is Moorhead, and twelve miles east is YEovILL, another town of the same Red River colony. This latter town has been selected for the home of a band of English colonists, numbering nearly one thousand in all, of whom 150 have already arrived. It may be doubted whether there is any richer soil on the continent than can be found in this valley of the Red River. Mr. Lewiston, Receiver of the United States Land Office at Duluth, assures me that here, in a field of 32 acres, he raised 72 bushels of oats per acre, weighing 38 pounds to the bushel, and 320 bushels of potatoes to the acre. Frequently yields of wheat from thirty to fifty bushels per acre have been secured. If there be any virtue in fertility of soil, in healthfulness of climate, in energy and morality of inhabitants, in wise and conscientious management, Glyndon cannot fail to become one of the most prosperous and pleasant towns in the northwest. One advantage it enjoys in common with neighboring towns, is its superiority of location, being on a great national highway in close proximity to excellent markets, so there is no danger of its farmers ever being called on to follow the example of their brethren in Iowa and Kansas-burning their grain for fuel. THi OJLSON. What Manchester is to London, Lowell to Boston, so will the city of Thomson be to Duluth. It is situated on the St. Louis River, twenty three miles southwest from this city, and is practically the junction of the Lake Superior and Northern Pacific Railroads. Here is located what may be termed, all things considered, thefinest water power in the United States. In a distance of four miles west, the total fall is 400 feet, and is distributed in nearly equal portions to each quarter of a mile. This succession of cataracts, within a distance of six miles, parks the accumulated waters of the numerous tributaries of the St. Louis, from the plateau of the Upper Mississippi to the level of Lake Superior, at Fond du Lac, whence the river is navigable for sixteen miles, to its termination, in the bays of St Louis and Superior. fronting the city of Duluth. The future utilization of the extensive water power. at and near the Dalles of the St. Louis River, (ascertained to be 120,000 cubic feet per minute), gives assurance of the rapid growth of manufactures at this point. The available power created by this magnificent waterfall, is more than sufficient to drive all the 25,000.000 spindles and 4,000 mills of England and Scotland combined. The entire machinery of the English Manchester and the American Lowell, if they could be transplanted here, would scarcely press upon its immense hydraulic capabilities. In a former part of this pamphlet we treated of "The Lumber Trade," and "The Slate Trade." A re-perusal thereof will give some idea of the manufacturing importance of Thomson (:ity. It is in the very heart of the lumber district. Here that lumber will be sawed and manufactured in every marketable form. A measure of that traffic may be got from the trade supplied by the water power at St. Anthony's Falls. In 1867, that place had in operation fourteen gang saw mills, numerous tub and pail mills, lumber-dressing mills, &c., and manufactured during the year 80,000,000 feet of lumber. At Thomson. will be located the great slate works that will supply the country, from Buffalo to the Pacific, and from Duluth to New Orleans. Here, too, numerous and large flouring mills, to grind the wheat of an immense district of country will be built. No city is more favorably located for such a business, for through her, will pass nearly all the surplus productions of the "Continental Wheat Garden" of 600,000 square miles, while her situation gives her a readier, because cheaper, access to the markets of the east and of Europe than any other city in the United States, except Duluth. The Red River Colony does not, as the text may seem to indicate, merely embrace Glyndon and Yeovil in its operations, but its managers have the agency from the Jailroad Company of all the lands in Clay County. Their main mission is to develop the agricultural resources of the County by securing settlers, by assisting them in the selecting and locating of lands, and'by using their large experience to smoothing the pathway of the pioneer. 55vv DULUTH PRICE LIST-The prices mentioned here are retail prices, unless otherwise described. FLOUR, $7 to $8 per barrel; corn meal, $3.25 per hundred; beef, 10 to16 cts. per pound; hams, 16 to 20 cts; fresh fish, 5 to 8 cts; butter, 20 to 40 cts.; eggs, 12 to 40 cts.; cheese 18 to 25 cts-; lard, 12 to 16 cts.; sugar, 13 to 16 cts.; syrups, 90 to 1.20 cts. per gallon oil, 40 to 50 cts.; tea, 80 to 1.75 cts.; coffee, 20 to 4:) cts.; potatoes, 50 to 80 cts. per bushel; hay, $20 to $25 per ton; feed, $20 to $30 per ton; pork, on hoof, $6.00 per hundred; beef, $5 to 5,50 per hundred; hides, green, 8S ets.; coal, $11 to $13 per tonll; wood, $2 to 3,50 per cord. RENTS,-as in all growing western cities, are high because dwelling houses do not keep pace with population. Dwellings of five or seven rooms are held at from $15 to $35 per month, according to location Persons moving west should not bring their cheap furniture with them, but it will pay them to bring their expensive furniturbe, as freights by boat are low. Stores rent for from $250 to $750 per year. LUM)BER,-clear and seasoned,30 to 40 per thousand; common, $12 to $16; laths, $2.75 to $3.00 per thousand; shingles, $2.50 to 4,50; doors, 2.6x6.6, $2.75; sash, glazed, 10x12, $2.75. Nails, at wholesale, 10d to 60d, $5,75; Russia iron. 2-2 cts,, horseshoe iron, 7Y/ cts; cast steel, 20 to 25 cts; plow steel, 13 to 14 cts. White lead, wholesale, $8.50 to $12.00; boiled oil, $1.00; window glass, 10x12, $7.85. Salt, same as at Chicago, $2.00 per bbl. of 285 pounds; grain commands same price at Duluth as at Chicago or Milwaukee. Dry goods and clothing are very little higher here than in eastern cities. As a generul thing there are so many storekeepers in the west that active competition, with low prices. is the rule. Wages vary with the demand for labor. Last year, when there was a wonderful activity in railroad building common laborers received $2 25 and $2.50 per day; now from $1.75 to $2.00; carpenters from $2..25 to $3.25; masons from $2.75 to $4.00; painters from $2.00 to $3.00;hands in planing mill from $2.00 to $3.50. Hotel board from $1.00 to $3.25 per day, per week from $5.00 to $10.00. Board for working men $5.00 to $6.00 per week. Servant girls, mainly Scandinavian, receive from $10 to $20 per month, and scarce at that. The demand for clerks and bookkeepers is always fully supplied. ZVOT0 TEC T0 READER S. The writer of this pamphlet has no real estate to sell, and is in no wise connected with the land business, and therefore hopes that none of his readers will correspond with him on that subject, but rather direct their letters to our real estate agents, who will answer them with cheerful promptness. Attention will be paid to all applicatiois for copies of this pamphlet, but letters calling for detailed information, not containing one dollar or more, will be unanswered. A business man's time is money. My object is to present the simple facts relative to this section, as I believe them, to those who desire to know them, taking conscientious care to willingly deceive no one. Cruel is the writer who draws immigrants to any section by gross misrepresentations. Changing one's home is to all a serious event. To the poor man who has just means enough to carry him to his new abode, it is, perchance, the most serious of all temporal events, if he has been deceived, or still worse, if he has deceived hinmself he has, at least for the present, no alternative but to make the best of a bad bargain. To many "distance always lends enchantment to the view.'? They are always ready to fly to ills they know not of, rather than bear those they have. Shiftless discontent transforms many a man into a pioneer. Emphatically the class who should stay at home if they have any degree of prosperity or comfort, yet they flock to our borders, and finding that this is not a Paradise, send back evil reports of the land. No matter how milk and honey may abound, no matter how large and luscious are the grapes of Eschol, they see nothing but some tall sons of Anak, and becoming in the face of difficulties as "grasshoppers iu their own sight," soon desire to return into -Egypt. On the contrary, nearly all of those who count the cost before starting, and who convince themselves they are able to overcome those tall sons of Anak, succeed in subduing the land, and enter into possession of the milk and honey. All would-be immigrants should remember that the West is not the idler's paradise, that all its gold mines are surrounded by bristling difficulties-yet that it has gold mines and many of them. The great superiority of the West over the East is, that this is the land of opportunities. Here as in no other section; are openings that yield their wealta to brains, energy, pluck, whether with or without capital. H. T. JOHNS. Fire-Proof Sandstone Quarries, FOND DL U lA C, MIVkI This Stone for resisting the action of FROST and FIRE, and for Quality and Beauty for building purposes, is admitted by the best Geologists of the United States to be unequalled by any yet discovered in the world. It is located right on the navigable St. Louis River. This stone, or a part interest in the Quaerries FOR SALE. Address,, M. E. CHAMBERS, Prop'r, DULUTH, MINN. H. W. SHAW. E. INGALLS. SHAW & INGALLVS, FORWARDING AND COMMISSION MERCHANTS, 263 LAKE AVENUE, 263 DULUTH, - - MINN. SAWYER & DAVIS, Wholes ale Grocers! AGENTS FOR The Buffalo Scale [Works Superior Street,.. Duluth, Minn, STANFORD NEWEL. H. R. BRILL. NEWEL & BRILL, Attorneys and Counselors-at-Law, fio. 143 Third Street, ST. PAUL, MINN. All business will receive prompt attention. Co llingood and Lake Superior Line S TEAMERS. Comprising the Four First Class Upper Cabin Steamers, Chicora, Cumberland, Francis Smith, Algoma. The CHICORA, CUMBERLAND and FRANCIS SMITH, run between Co/ixngwood and Prince Artlhur's Landing Calling at all intermediate points: BRUCE, MINES, SAULT STE MARIE, MICHIPICOTON, BATEHEWENING, NIPIGON, SILVER ISLET and THUNDER BAY, making connection at Prince Arthur's Landing with the Steamer Algoma, Running twice a week between THUNDER BA Y and D UL UTN. At Collingwood close connection is made with the Northern Railway of Canada, for Toronto, from which point direct communication by Rail and Steamers, is made for all places East, West and South. This line will prove itself to be the cheapest and most reliable route to all points named above. For further information as to days of sailing, &c., see Duluth papers, or apply to local agents, or Pursers of Steamers. ADAM ROLPH, JAS. CUNNINGHAM, Northern Railway, General Manager, TORONTO. COLLINGWOOD. C. H. GRAVES & CO. REAL ESTATE, Superior Street,.. DULUTH, MINN. Reliable Business Agents for Investors and Cahitz'ists. SEND FOR CIRCULARS. C. G. FRANKLIN, G. F. BAILLY. City Engineer. FRANKLIN C BAILEY, CIVIL ENGINEER S. DULUTH, MINN. Particular attention given to examining, locatinwg and surveying landscfor nonresidents. John H. Shoenberger, Jr. Chas. M. Cuhsman, xOB3_RGER & C US~Ad SHIP CHANDLERS, Gen'l Commission Merchants, acd iManufacturers'.Agents. Oeealers inz Skzip and (c ilway Supplies. DULUTH, MINN. LANDl AND TOWN LOTS&1 Along the Main Line and Branches of THE FIRST DIVISION OF THE ST. PAUL & PACIFIC RAILROAD COMPANY. The lands belonging to this Company are the best in the State of Minnesota; they are sold at low prices for cash, or on long credit if desired. TOWXIN LOTS, In twenty new towns along the Railroad, at low prices and on credit to actual settlers making improvements. To capitalists the Company offers whole sections of their best prairie lands for cultivation, to be paid for AFTER THE THIRD CROP, At $6 cash, without interest. This will enable experienced farmers to make their crops pay for their whole investment. The Company will also direct persons of limited means to Government lands along their lines, which can be acquired FREE under the homestead law. For further information, apply to HERMANN TROTT, Land Commissioner, St. Paul, Minn. SiS~nut -A:Z'b. 3 Qs /: iav -xwfw1t,@~~X,'.' nit T,),Zzz ~.,.'14'. r' i mV, ~ b /:tb /''jO'4j> a u — / 1 \ K - * sAr *arr; -gbault ff~rtzmyf;7~~~# —" I'S 0...O:.~r~~~~~~~~SEOH~ IE C ON NTENTS. DIVERSION OF TRADE IMPOSSIBLE................................................... 1 DULUTH THE GATEWAY OF THE WEST................ 1 HARBORAGE AT THE HEAD OF THE LAKE..2.................................... THE HARBOR OF DULUTH............................................................. 2 DULUTH AS A COMMERCIAL NECESSITY........................3................. COST OF TRANSPORTATION BY WATER AND RAIL; Rates in 1869; Erie Canal. 4 WILL THE WATER SYSTEM MAINTAIN ITS SUPERIORITY?................... 5 TABLE OF DISTANCES.................................................................. 8 DULUTH AND ST. PAUL COMPARED............................................... 9 DULUTH AND CHICAGO COMPARED-Country Tributary; Carrying Business........ 10 DEVELOPING POWER OF RAILROADS.............................................. 12 DULUTH AS A MANUFACTURING CENTER............ 13 FINANCIAL BACKING..... 14 THE LUMBER TRADE........................................................ 14 THE SLATE TRADE.......................................... 15 TRADE IN SUPPLYING THE MINES...................................15 THE FISH TRADE........................................................ 15 DULUTH THE GREATEST GRAIN MARKET OF THE WORLD....................16 THE DEVELOPMENT OF MINNESOTA-OUR FUTURE WHEAT SUPPLY...... 17 BEYOND MINNESOTA....................................................................18 MAGNITUDE OF THE GRAIN TRADE-Will-Duluth grasp the Great Prize?......... 19 MINING TRADE....................................................................... 20 TRADE WITH ASIA.................................................................... 20 DULUTH AS A PORT OF ENTRY AND DELIVERY......................... 22 IMMIGRANT BUSINESS............................................................... 22 PASSENGER BUSINESS; FUR TRADE......................................23 PORK AND BEEF PACKING BUSINESS......................... 24 THE BACK COUNTRY.. 24 AGRICULTURE BETWEEN DULUTH AND ST. PAUL; HOME MARKETS......... 25 FAVORABLE LOCATION OF FARMS...............................................26 LENGTH OF THE SEASON OF NAVIGATION....... 27 CLIMATE-Rates of' Mortality; Cold; Wind; Uniformity of Temperature; Mud; Raih; Frost; Activity of Vegetation; Snow..................... 28 MINERAL WEALTH OF LAKE SUPERIOR.......................................... 33 THE RAILROAD SYSTEM OF DULUTH.......................................... 34 DULUTH OF JUNE, 1873........................................... 39 THE NORTHERN PACIFIC COUNTRY............................................... 47 TIlE LAND GRANT —Its Extent; Value................................................ 47 WILL THE NORTHERN PACIFIC RAILROAD PAY?............................... 47 CLIMATE OF THE NORTHWEST-Temperature; Not too Cold; Snow; Moisture.... 48 AGRICULTURE-TIMBER-GRAZING LANDS........................... 51 MINERALS.................................................. 52 BRAINEL RD LWSTN PAR.................................................................................. 52 BRAINERD.. 53 MOORHEAD AND FARGO.................................5............3.............. 53 BISMARCK................................ 53 THE COLONY SYSTEM-GLYNDON.................................. 54 THOMSON...................................................................................54 DULUTH PRICE LIST......................................... 55 NOTICE TO READERS............................ 55 Copies of this pamphlet with maps can be obtained on application, (30 cents enclosed,) to H. T. JOHNS, Duluth, Minn. ~~~~~~~~~~~C-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~[s~~~~~~~~~~~~t ~ ~ ~ ~ ~ ~ ~ t 2~~~~~~~~B 7 I I -i~ i'?.,, a~~~~~~~~~~~~~~~~~~~~ pi - ~- ~ ~ ~ ~ ~ ~' ~4')3,'~r 9