Section 8, Same Article, Provides That If the Constitution Shall Be

adopted by a vote of the people, the governor of the Territory shall forward a certified copy of the same to the president of the United States, "to be by him laid before the Congress of the United States."

The minority claimed that under the first of the above cited sections there can be no qualified governor (elected under, and according to the provisions of the constitution) to whom "bills" must be submitted before they can become laws, until after "admission"--nor indeed can there be any executive officers, contemplated to perform the duties of their several offices, until that time.

In reference to the provisions of section 18, article 16, schedule, as inconsistent with that view, it was claimed that the territorial government should continue, and that its officers should exercise the sovereign powers delegated to them by the Union, until, upon an admission by Congress, and a surrender of sovereignty to the State, its authority should commence.

It was claimed that this section (6) of article 16, requiring the legislature to convene on the first Wednesday of December, 1857, was an oversight or error. After considerable debate the majority report was adopted by a party vote. A similar protest, signed by all the Republican members of the house, was presented to that body. In addition to these protests there was in both branches of the legislature continuous and various protests by the minority against the exercise of legislative functions.

In the house, on Jan. 25, 1858, Mr. Sheetz offered a resolution with reference to the causes of the delay in the admission of Minnesota, asking that a committee of three be appointed with instructions to investigate the circumstances of this delay and report to this house upon these points:

First--As to whose duty it was to forward to the president for submission to Congress a copy of the constitution.

Second--Why an incorrect or incomplete copy of said constitution was forwarded to the president.

Third--What official correspondence, if any, has passed between the governor and the acting governor in regard to this matter.

On motion the resolution was adopted.

Mr. Sheetz, from the committee appointed to communicate with the acting governor relative to the admission of the state of Minnesota, submitted the following report:

To the Honorable House of Representatives:

Your committee appointed to inquire into the causes of the probable delay in the admission of Minnesota into the Union, ask leave to make the following report:

Your committee find that according to section 8 of the schedule to the constitution, it is made the duty of the governor of the Territory, upon the adoption of the constitution by the people, to forward a certified copy of the constitution to the president of the United States, to be by him submitted to Congress.

Your committee have conferred with his excellency, Acting Gov. Chase, and have ascertained from him that at or about the time of the adjournment of the constitutional conventions, there were deposited with him, as acting governor in the absence of Gov. Medary, two copies of the constitution as adopted by the two branches of the constitutional convention, one copy signed by fifty-one members of the Democratic branch of the convention, and the other signed by fifty-three members of the Republican branch of the convention, that the two copies were preserved by him in the same safe, side by side where they now are.

Your committee are further informed that a short time prior to the departure of our senators and representatives elect for Washington, the governor caused to be made a transcript of the constitution as requested by the schedule and that instrument, which transcript was forwarded to the president of the United States.

No record is known to your committee to exist of the time and manner of making such transcript, and your committee, in the absence of the governor and his private secretary, can not ascertain whether said transcript contained the names of the members of the two branches of the constitutional convention or not.

Your committee are also informed by Acting Gov. Chase that there has been no official correspondence between the governor and himself upon this subject since the departure of the former for Washington.

All of which is respectfully submitted and signed.

H. W. SHEETZ, G. L. OTIS, J. J. CRUTTENDEN, Committee.

LAND GRANTS, RAILROAD SURVEYS AND CONSTRUCTION.

In May, 1857, Congress gave to Minnesota, then a territory, a magnificent grant of about 9,000,000 acres of land, to aid in the construction of several projected trunk roads through her bounds. The roads specified were: From Stillwater, by way of St. Paul and St. Anthony Falls, to a point between the foot of Big Stone lake and the mouth of the Sioux Wood river, with a branch via St. Cloud and Crow Wing to the navigable waters of the Red River of the North; from St. Paul and St. Anthony via Minneapolis to a convenient point of junction west of the Mississippi to the southern boundary of the Territory in the direction of the mouth of the Big Sioux river, with a branch via Faribault to the north line of the state of Iowa, west of range 16; from Winona to a point on the Big Sioux river south of the forty-fifth parallel of north latitude; also from La Crescent via Target lake, up the valley of Root river, to a point of junction with the last mentioned road, east of range 17, every alternate section of land designated by odd numbers, for six sections in width on each side of said road and branches. It was enacted that the lands granted were to be subject to the disposal of the legislature.

An extra session of the legislature was convened in June, 1857, to accept the grant and devise means to build the road.

The financial crisis of 1857 and unwise legislation in 1858, notably the attempt to issue $5,000,000 in bonds to aid in building the roads, served to delay the various enterprises projected, and for many years but little work was done, notwithstanding persistent effort at every state legislature to effect favorable changes in the condition of affairs.

A few of the $5,000,000 bonds were issued, but the general dissatisfaction, and feeling that they were not issued on a legal or rational basis, depreciated their value, and they were sold at a sacrifice and afterward redeemed by the State.

THE NORTHERN PACIFIC RAILROAD.

The idea of a railroad from the Atlantic to the Pacific was openly discussed as early as 1837, in which year Dr. Hartwell Carver memorialized Congress on the subject and promulgated his views through the press and by pamphlets. In 1845 Asa Whitney evolved a plan for the northern route, and awakened considerable popular enthusiasm, but by many the project was considered as a swindling scheme, or at best a visionary enterprise. Mr. Whitney made a preliminary survey from Prairie du Chien as far as the Rocky mountains. Mr. Josiah Perham, afterward the first president of the Northern Pacific Railroad Company, in 1857 projected a road from Maine to Puget Sound, to be known as the People's Pacific Railway, and obtained a charter from the Maine legislature, but on bringing his scheme to the attention of Congress was prevailed upon by Thaddeus Stevens to abandon this scheme for another, agreeing to aid him in the passage of a bill for the construction of the present Northern Pacific route. The bill passed both houses and was signed by President Lincoln, July 2, 1864. The first permanent officers were: Josiah Perham, president; Willard Sear, vice president; Abiel Abbott, secretary; J. S. Withington, treasurer.

The grants of land voted by Congress were accepted, and in the following year the states of Wisconsin and Minnesota granted right of way. Not much was done until 1869, when Jay Cooke & Co. became financially interested in the road, and might have been successful in placing the bonds of the road upon the eastern markets but for the European war, during which time the firm of Jay Cooke & Co. went down overburdened with railroad securities. The financial panic of 1873 which followed found the company in possession of 555 miles of completed railroad, of which 450 reached from Duluth to Bismarck, and 105 from Klamath to Tacoma on Puget Sound; but embarrassed by want of funds the enterprise made but little headway, and in 1875 Henry Villard was appointed receiver, and a decree of sale obtained by which the bondholders were enabled to become the preferred stockholders. Under the new arrangement and by the powerful aid of Henry Villard and Thomas F. Oakes, the public, and especially the capitalists of the country, regained faith in the enterprise, and the work was pushed steadily forward until September, 1883, when the golden spike was driven at Gold Creek by Henry Villard. Mr. Villard resigned the presidency of the road in December of the same year, and Robert Harris succeeded him. The main line of this road extends from Duluth to Tacoma, a distance of nearly 2,000 miles, and the number of miles on the main and branch lines aggregates 3,395.

The magnitude of the work, the leagues of wilderness to be traversed, the mountain ranges to be crossed, the streams to be bridged, the supposed obstructions from wintry storms to be overcome, all these were of such a nature as to make the project seem impossible. It was, nevertheless, through the liberality of the government and the enthusiasm and executive ability of its managers, accomplished in a comparatively short time.

The government contributed to this road a land grant of forty sections to the mile. With this liberal basis, bonds for the required amount of money were speedily furnished to build and equip the road from Lake Superior to the Pacific coast. This road has, however, the advantage of southern roads, in that it traverses a rich agricultural and mineral region throughout almost its entire extent, passing through belts of timbered land not excelled in the quantity and quality of their production. The mineral regions are rich in gold, silver, copper, lead and coal.

The country along the road is being rapidly settled, and the property in its possession, and that of those who have made improvements along its line, has increased to many hundred times its original value.

THE CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA RAILROAD.

The Wisconsin legislature in 1854 chartered a company to construct and operate this road, then called the St. Croix, Superior & Bayfield railroad. May 3, 1856, Congress granted twelve sections of land to the mile to aid in building a railroad from Hudson in the St. Croix valley to Bayfield on Lake Superior, with a branch to Superior City. July 5, 1864, this grant was increased to twenty sections per mile, with indemnity lands to make up deficiencies. These lands were ceded directly to the State. A company was created by the state legislature of Wisconsin, to which were consigned the lands and franchises granted by the government for the purpose of building the road. The lands and franchises passed through several organized companies. Impediments to construction arising, extension of time was asked and obtained from the United States and Wisconsin governments, complications arose, delaying the construction still further, other companies claimed part of the indemnity lands, and litigation ensued. The state legislature upheld the chartered right, and appointed agents to watch the timber and protect the interests of the company. A sum amounting to $200,000 was collected from trespassers and at once applied to the building of the roads in 1879.

The St. Paul, Stillwater & Taylor's Falls Company in 1872 had built a line of railroad from Hudson to New Richmond. In 1874 the St. Croix, Superior & Bayfield Company obtained possession of this line of road and continued it in the direction of Superior, completing it in 1883 to Superior City, Bayfield, Washburn, and Ashland. The company have built a road from Hudson by River Falls to Ellsworth in Pierce county. The main line to Lake Superior passes through a rich agricultural and immense pine region. The company have constructed at Washburn, on Chequamegon bay, extensive docks, elevators, warehouses and shops. There are on the main line 20 wooden bridges from 25 to 100 feet long, 10 from 100 to 300 feet, 10 from 300 to 500 feet, one of them on a branch of White river being 90 feet high. The amount of logs and lumber carried over this road amounts (1888) to 1,240,000,000 feet, and 1,500,000,000 feet remain. There are few trips more enjoyable to the tourist than the one over this road, terminating as it does on the north, in a region attractive for its beautiful scenery, including the lovely bays of Ashland, Washburn and Bayfield, with their picturesque shores, hills green with spruce pine and balsam, and the Apostle islands, favorite haunts of summer travelers. The road is splendidly equipped and well officered.

THE ST. PAUL & DULUTH RAILROAD (FORMERLY KNOWN AS THE LAKE SUPERIOR & MISSISSIPPI).

The first land grant for Minnesota was made in 1854, for a road from St. Paul to Lake Superior. This bill gave twenty sections per mile to the company building. While the bill was in the hands of the enrolling committee, some fraudulent changes were made in its provisions, as a consequence of which, after it had passed both houses and was in the hands of the president, it was recalled by the house of representatives, which had originated it, the fraudulent passages were pointed out, and the further consideration of the bill was indefinitely postponed.

Railroad enterprise received a check from which it did not recover in many years. May 5, 1864, Congress gave ten alternate sections on each side of lands to aid in building the Lake Superior & Mississippi railroad. This grant was increased to twenty sections per mile, and indemnity lands were given. The state of Minnesota has also given seven sections of swamp land per mile. The city of St. Paul also gave a bonus of $250,000 in city bonds, to run twenty years, and St. Louis county gave $150,000 in bonds for a like period. From the proceeds of these lands and bonds an excellent thoroughfare has been built and maintained. The franchises pertaining to this road changed holders many times before the road was completed.

The original incorporators were mostly citizens of Philadelphia who, under the name and title of the "Nebraska & Lake Superior Company," obtained their charter from the territorial legislature May 25, 1857. Their chartered rights were amended and their name changed to that of "Lake Superior & Mississippi Railroad Company." The times for building were extended by Congress and the state legislature from time to time, as asked for by the company. The road was commenced in 1867 and completed to Duluth in 1870, and the name changed to "St. Paul & Duluth" in 1875. The first cost of building was $7,700,000. The company have in addition built branch roads from White Bear to Minneapolis, from White Bear to Stillwater, from Wyoming to Taylor's Falls, from Rush City to Grantsburg, from North Pacific Junction to Cloquet, and a branch in Pine county to Sandstone City. The Taylor's Falls & Lake Superior branch road received seven sections per mile of swamp lands from the State, $10,000 in ten per cent bonds from the town of Chisago Lake, $5,000 from the town of Shafer, and $18,600 from the town of Taylor's Falls.

Presidents of the St. Paul & Duluth railroad: Lyman Dayton, W. L. Banning, Frank Clark, John P. Illsley, H. H. Porter, James Smith, Jr., and Wm. H. Fisher.

MINNESOTA & MANITOBA RAILROAD.

Under the land grant of 1857 a road was projected between St. Paul and St. Anthony Falls, and completed in 1862, the first railroad in Minnesota, though others had been projected at an earlier period. This road was afterward extended to Breckenridge on Red river, and branches were built to St. Cloud, and from St. Cloud via Fergus Falls and Crookston to the national boundary at St. Vincent, and from Brekenridge through Dakota to the Great Falls in Montana. Subordinate branches to various points in Northern Minnesota, Dakota and Montana were also built. The roads from Minneapolis to St. Cloud and Breckenridge were built with German capital.

After the completion of the main lines a financial depression occurred, the bonds were sold at a low figure and subsequently passed into the hands of J. J. Hill and others. The aggregate mileage of this road and its branches amount to 2,685 miles. It traverses a wheat growing region not surpassed on the continent. The present terminus, the Great Falls of Missouri, is a mining centre for gold and silver. The country tributary to the road can not fail to make it one of the most important highways of commerce in the great West, and thus far the energy and ability of its managers has made it equal to the immense demands upon it.

STILLWATER, WHITE BEAR & ST. PAUL RAILROAD.

Under the grant of 1857, a road from Stillwater to St. Paul was projected, the road to commence at Stillwater and to proceed via St. Paul and Minneapolis to the western boundary of the State. The company holding the grant, through legislative action effected a change in the conditions of the grant allowing them to commence at St. Paul, building west and northwest, as a result of which the road from Stillwater to St. Paul was not built. After ten years of inactivity upon this portion of the road, the Stillwater people demanded, through their representatives in the legislature of 1867, legislation compelling the building of the road as originally devised. At this session Hon. John McKusick, not then a member of the legislature, but still an influential man, and representing public sentiment, importuned the company holding the franchises, through the president, Hon. Edmund Rice, either to build the road or to transfer the franchises to some responsible company who would build it. Hon. Henry A. Jackman and the writer, members of the ninth legislature, after conference with the president of the company, introduced a bill conveying the franchises from the original company to a company of St. Croix valley men, to be organized forthwith, with the conditions that they at once proceed to build the road from Stillwater to White Bear, connecting with the St. Paul & Duluth at that point. A section was placed in the bill locating the railroad lands near Kandiyohi lake. These lands were among the most valuable in the grant and were to inure to the new company at the completion of the road. The bill was passed and approved by the governor. The road was completed to Stillwater Dec. 20, 1869.

The legislature of 1869 transferred 44,246 acres, or one-half of the Kandiyohi lands, to the St. Paul, Stillwater & Taylor's Falls railroad.

THE ST. PAUL, STILLWATER & TAYLOR'S FALLS RAILROAD.

Part of the lands originally granted to the Stillwater, White Bear & St. Paul railroad were transferred by the legislature of 1869 to the St. Paul, Stillwater & Taylor's Falls railroad. The proceeds of the sale were to be applied to the construction of the above named road. The company was organized under the general laws of the State and incorporated Sept. 23, 1869. The route of the road defined in the articles of incorporation is between St. Paul and Taylor's Falls by way of Stillwater, passing through or near Marine, with a branch road to Hudson, Wisconsin. Length of main line from St. Paul to Stillwater is seventeen and fifty-four one hundredths miles. Hudson branch line from Stillwater junction to Lake St. Croix, three and one-fourth. South Stillwater branch line from Stillwater to South Stillwater, three miles. The first train by this line reached Stillwater from St. Paul Feb. 9, 1872. The capital stock, $1,000,000, may be increased at pleasure. The number of shares of capital stock is 10,000 of $100 each, limit of indebtedness, $1,500,000.

That part of the road to be built from Stillwater to Taylor's Falls up to the present date has not been completed.

THE WISCONSIN CENTRAL (BRANCH) RAILROAD.

In 1884 the Wisconsin Central built a branch road from Chippewa Falls via New Richmond to St. Paul, passing into Ramsey county east and south of White Bear. The bridge over the St. Croix river about four miles above Stillwater, belonging to this road, is a fine piece of workmanship, built entirely of iron and resting on solid stone piers. The total length of the structure is 2,400 feet, there being ten spans, each 160 feet long, and a viaduct, 800 feet long, on the Wisconsin side.

The track is 87 feet above low water mark. The entire cost of the bridge was about $197,000. It was damaged by a cyclone in 1885 to the amount of $10,000.

TAYLOR'S FALLS & LAKE SUPERIOR RAILROAD.

The franchises and swamp land grant of the Lake Superior & Mississippi railroad pertaining to the Taylor's Falls branch were in 1875, by legislative enactment, transferred to the Taylor's Falls & Lake Superior Company. In 1879 these franchises and lands were transferred to the Minneapolis & St. Louis Railroad Company. In the fall of 1879 the St. Paul & Duluth Company built a branch road to Centre City. In the spring of 1880 the Minneapolis & St. Louis Company built three miles of road southward from Taylor's Falls, accomplishing in that distance as difficult and expensive work of its kind as had been done in the State, the grading being made through the trap rock ledges of the Dalles, and along the face of the nearly perpendicular bluffs overlooking the river. In the summer of 1880 they transferred their franchises and one-half their swamp land grant to the St. Paul & Duluth Company, by whom the road was completed from Centre City to the road already built at Taylor's Falls, Oct. 29, 1880.

CHICAGO, MILWAUKEE & ST. PAUL RAILROAD--RIVER DIVISION.

The river division of this road follows the west bank of the river from Dubuque to Hastings, passing through all the river towns. Crossing the river at Hastings it passes through the towns of Newport, Cottage Grove and Denmark, and the cities of St. Paul and Minneapolis, terminal stations. The line from St. Paul to Hastings was built in 1869, by the Chicago & St. Paul Railway Company, under charter granted to the Minnesota & Pacific Railroad Company in 1857. The present management obtained control of the line in 1872. The bridge across the Mississippi at Hastings was constructed in 1878, and was the first iron railroad bridge in the State. In respect to cost and workmanship it ranked with the important structures of the Northwest. The total length of the river bridge is 706 feet, and consists of an iron draw span 300 feet long, two fixed spans each of 150 feet in length, and a combination span on the north shore 106 feet in length. The cost of the structure was $200,000. In 1884 a branch line was extended from Point Douglas to Stillwater.

MINNEAPOLIS, SAULT STE. MARIE & ATLANTIC.

The following memorial, introduced by the writer while a member of the state senate of 1877, is the first public mention or suggestion of this road as far as we are aware. It was adopted by the legislature, forwarded to Washington, read and duly referred to the committee on railroads:

STATE OF MINNESOTA. NINETEENTH SESSION. S.F. NO. 36.

A MEMORIAL Introduced by Mr. Folsom, Jan. 12, 1877. TO CONGRESS FOR RIGHT OF WAY AND GRANT OF LAND FOR RAILROAD PURPOSES.

To the Senate and House of Representatives of the United States in Congress assembled:

Your memorialists, the legislature of the state of Minnesota, respectfully represent that the rapidly increasing settlements of the Northwest, the surplus agricultural products and material developments demand greater and cheaper facilities than now existing, and a more direct transit to the Atlantic seaboard and European ports, and eastern products transported to the Northwest.

That the saving in the distance to eastern markets of three hundred miles, by a railroad route from St. Paul and Minneapolis to Sault Ste. Marie, will tend to more fully develop the great wheat growing region of Wisconsin, Minnesota, Dakota, and Montana. The surplus of wheat, which forms one of the most reliable exports from our government, in shortening the distance to European markets three hundred miles will give encouragement to this great source of wealth to our whole land, and deserves aid and protection.

That by reason of the facts set forth in this memorial, and many other considerations, the nearest transit makes cheap transportation and thereby develops the country and increases prosperity.

To further these objects, we ask Congress to donate land to aid, and the right of way through government land to build, a railroad from the cities of St. Paul and Minneapolis to the falls of St. Marie's river.

Sept. 20, 1879, a large mass meeting was held at St. Croix Falls, the object being to consider the feasibility of the "Soo" route. Over five hundred persons were present, among them delegates from Minneapolis, St. Paul, Stillwater, and Superior City. The subject was discussed and resolutions passed favoring the building of the road to Sault Ste. Marie via the Dalles of St. Croix.

Not, however, till Sept. 12, 1883, were the articles of incorporation filed in Wisconsin and Minnesota by W. D. Washburn and others of Minneapolis, for the Minneapolis, Sault Ste. Marie & Atlantic Railroad Company.

The road was completed to the "Soo" in December, 1887. At that point it connects with a branch of the Canadian Pacific. The St. Marie river is to be crossed on a union bridge built by the roads centring at that point. It is now under construction, and will cost when completed over a million dollars. The length of the line is about 225 miles. The capital stock is $12,000,000, divided into 80,000 shares of common stock, and 40,000 shares preferred. The board of directors for the first year is composed of the following persons, all residents of Minneapolis: W. D. Washburn, president; H. T. Welles, John Martin, Thomas Lowry, George R. Newell, Anthony Kelly, M. Loring, Clinton Morrison, J. K. Sidle, W. W. Eastman, W. D. Hale, C. A. Pillsbury, and Chas. J. Martin.

The following comparison of distance will be of interest to the people of the Northwestern States:

MILES. MILES. St. Paul to Chicago 411 Chicago to New York City 962 New York to Liverpool 3,040 ----- 4,413 St. Paul (via Sault) to Montreal 997 Montreal to Liverpool 2,790 ----- 3,787 ----- Difference in favor of Montreal route 626

CHICAGO, BURLINGTON & NORTHERN RAILROAD.

The Chicago, Burlington & Northern Company constructed a road from Chicago to Savannah, Illinois, and from that point up the Mississippi, along its east bank to St. Paul, crossing the St. Croix at Prescott. The road from Savannah to St. Paul is two hundred and eighty-five miles in length, and was completed in 1886. The cost complete, including rolling stock, was $30,000 per mile. The road was built on a grade of nine and eight-tenths feet to the mile, and its curvature nowhere exceeds three degrees in one hundred feet. The St. Croix, Chippewa, Wisconsin, Platte, Grant, and Fever rivers are crossed by iron bridges.

MILEAGE OF ROADS CENTRING IN ST. PAUL AND MINNEAPOLIS IN 1887.

MILES. Manitoba 3,200 Northern Pacific 2,200 Hastings & Dakota 344 Pacific division of the Minneapolis & St. Louis 223 Minneapolis & Pacific 230 Omaha, Western division 627 Milwaukee, River division 100 Milwaukee, Iowa division 100 Minneapolis & St. Louis 100 Burlington & Northern 100 Northwestern, Omaha section 176 Minnesota & Northwestern (now Chicago, St. Paul & Kansas City) 200 Wisconsin Central 100 Soo Ste. Marie 210 North Wisconsin 250 St. Paul & Duluth 216 ----- Total 8,476

CONGRESSIONAL APPROPRIATIONS FOR THE IMPROVEMENT OF THE ST. CROIX RIVER.

As early as 1858, when the writer was a member of the Minnesota senate, he introduced a memorial to Congress for the improvement of the St. Croix river, and of the Mississippi at Beef Slough bar, below Lake Pepin. This was the first memorial presented on this subject. Subsequent legislatures continued to memorialize Congress, but it was twenty years of continuous pleading before any attention was paid to the subject. In 1878 Thaddeus C. Pound, representing the St. Croix valley in Congress, secured the first appropriation. Mr. Pound also secured the first appropriation for the Mississippi reservoirs.

The following appropriations were made from time to time: 1878, $8,000; 1879, $10,000; 1880, $8,000; 1881, $10,000; 1882, $30,000; 1883, $7,500.

This money has been expended under the supervision of Maj. Farquier and Charles J. Allen of the United States engineering corps, with headquarters at St. Paul. The improvements carried out consisted in removing snags and all impediments in the channel or along shore, removing sandbars, thus deepening the channel, building wing dams, and riprapping the shores. The work has been well done, and the expenditure is a most judicious one.

INLAND NAVIGATION.

As the prosperity of a country depends, next to its natural resources, upon the avenues of communication with other countries, the people of the Northwest naturally took a great interest in the improvement of their waterways. The states lying along the Mississippi and its tributaries found by these streams an advantageous southern outlet for their produce. But much needed to be done in the direction of improving navigation by clearing away obstructions, deepening the channels, and affording facilities for crossing rapids. As the settlements extended toward the great lakes, it became evident that the prosperity of the country would be greatly enhanced by communication with the lakes. In the absence or scarcity of navigable streams this communication, if obtained, must be by the improvement of navigation of the upper portion of these streams having their source near the lakes and their connection by canals with the lakes or their tributaries. By this means it was thought a better route to the Atlantic and to the Eastern States would be afforded for grain and other products than that afforded by the Mississippi. In the Minnesota state legislature of 1875 a bill was introduced making an appropriation of $10,000 for a survey of the route connecting the waters of Lake Superior with those of the St. Croix. This bill met with much opposition, but was finally passed, the amount having been reduced by amendment to $3,000. Lucas R. Stannard and Robert B. Davis were appointed commissioners, and with the meagre amount did all that was possible to be done in surveying the route. As the author of the bill, I insert here, as a matter of history, and as a sufficient explanation of my own views and those of the friends of the measure, a synopsis of the arguments presented to the senate advocating the measure:

"The route from Duluth via the lakes and St. Lawrence, and the Atlantic to England, according to correct computation, is about six hundred miles shorter than the route via Chicago and New York. The northern route is being made feasible by the improvements made by the British government on the Welland canal and Lachine rapids, and by the improvements made by our own government on the St. Clair flats and the Sault Ste. Marie canal, by which a depth of water is obtained sufficient to float vessels drawing twenty feet. This route to Europe will be traversed in much less time than the New York route. Vessels will be constructed for this inland American trade, and starting from the west end of Lake Superior with a cargo of grain that two weeks before was waving in the sunlight on northwestern prairies, will pass direct to Europe without breaking of bulk or reshipping, while the southern route requires reshipments at Buffalo and New York. Figures can scarcely do justice to the vast business that will be transacted on this open route as the northern part of the United States and the adjacent British possessions are settled.

"The opening of this route will tend to create new treaty stipulations and unlooked for interpretations of the old with the Dominion government, and establish commercial confidence and secure trade not realized to-day. Cheap transportation is the demand of the age, and this route will afford to the hundreds of millions of bushels of wheat and the commerce of Central North America the desired outlet to the best markets of the world. To many these ideas may seem chimerical, but we believe that the progress of the country and the development of her commerce in the not distant future will justify them, and that predictions now regarded as fanciful will be fulfilled to the letter.

"Minnesota as a state is just in the age of development. She is rising to power and influence. Much depends upon our legislature, more than depended upon the legislature of New York when, actuated by good counsels it connected the waters of the Hudson with those of Lake Erie by the 'Clinton Ditch,' so called in derision by the enemies of the measure. But the wisdom of Dewitt Clinton, the originator of that famous waterway, advanced the settlement of the great West at least a quarter of a century.

"Minnesota in her location holds the key that will unlock the largest body of fresh water on the globe, and open to it one of the most fertile and extensive wheat growing districts on the continent, a country that will soon vie with the country around the Black sea in the quantity and quality of its grain production.

"Shall we stand idly by whilst our neighboring states are moving to secure cheaper communications with the seaboard states? Cheap transportation, the lever that moves the world, is claiming the favorable attention of Congress, and men and means have been provided to ascertain the most feasible routes on which to bestow her aid for the transferring of the surplus products of the country to the markets of the East.

"The reports made thus far by the national committee make no allusion to Minnesota's great gateway to the East by Lake Superior, nor to the improvement of the Sault Ste. Marie canal. The committee dwelt somewhat elaborately upon the project of connecting the Mississippi with the lakes by means of a canal between the waters of Wisconsin and Fox rivers, neither of them good navigable streams. No authorized survey has ever commended this as a cheap route. Only one plan can be adopted by which a thoroughfare can be made profitable to the government and to the Northwest over this route, and that is to construct a ship canal along the Wisconsin river from the portage to the mouth.

"If the government can be prevailed upon to open up this route no one will deny that it will be of incalculable benefit to the people of Wisconsin, and to those further up the valley of the Mississippi. Let its friends do all they can to push forward the great movement.

"To Minnesotians I would say, let Wisconsin have much of our aid. I trust it will not take thirty-five years of the future to open up what thirty-five years of the past has projected. Wisconsin alone and unassisted ought to have accomplished this great work years ago, if the work could have been accomplished as cheaply as it has been represented.

"Let Minnesota look nearer home. The headwaters of the St. Croix are nearer to Lake Superior than those of any other navigable stream. Large Mississippi boats, whenever occasion has demanded, have made their way to the Dalles of the St. Croix. The falls and rapids above this point for a distance of four miles have a fall of but seventy-four feet, an elevation that could be overcome by means of locks. By means of wing dams at Kettle River falls, and other improvements at no very great cost, the river could be made navigable to the mouth of the Namakagon. This river, though put down as a tributary, is in reality the main stream, and can be navigated to Namakagon lake, which is but thirty miles from Ashland, and can be connected by a canal with Chequamegon bay, or with White river, a distance of only a few miles.

"If we pass up the St. Croix from the mouth of the Namakagon river, we shall find no serious obstructions to navigation till we reach the great dam built by the lumbermen twenty miles below Upper Lake St. Croix. The conformation here is of such a character that an inexhaustible supply of water can be held--more than three times what is held in the celebrated Summit lake in Ohio, which feeds the canal connecting the waters of the Ohio and Lake Erie. It is but a mile from the former lake to the source of Brule river, an affluent of Lake Superior, but as the waters of the Brule are rapid and the channel rocky, and its outlet is on a bleak and unhospitable stretch of lake shore, destitute of any harbor, we prefer the route from the Upper St. Croix lake to the bay of Superior, a distance of about thirty miles, a route well supplied by reservoirs of water, and with no difficult or insurmountable hills to overcome.

"Hon. H. M. Rice, who was one of the commissioners to survey the St. Marie's canal, pronounces this the most feasible and direct route for our contemplated canal.

"Other routes have been proposed, as from the St. Croix to the Nemadji and St. Louis rivers, but of the feasibility of these I am not so definitely informed.

"Believing, gentlemen of the senate, that you are in full accord with me that this great Northwest demands not only state aid in developing our natural resources, but the assistance of the general government, I recommend the proper presentation of this subject before Congress by our senators and representatives until our prayers are granted for the improvement of the same."

In the session of the Minnesota legislature of 1876 I again introduced a memorial to Congress asking for an appropriation of $10,000 to make a government survey of the St. Croix and Lake Superior routes.

George R. Stuntz, the veteran explorer, surveyor and civil engineer, who accompanied the United States reservoir commission to the Upper St. Croix waters, and who had made previous scientific examinations for the purpose of forming a correct idea of the contour of the summit dividing the waters flowing north and south, and of the practicability of constructing reservoirs, and of the cost of connecting the Lake Superior and St. Croix waters, makes the following report, which is valuable for the reliable data given:

"There are evidences that in the glacial period this was the channel through which flowed a river of ice, and that subsequently for a long period a vast volume of water coursed through this channel from Lake Superior to and down the Mississippi. The valley is everywhere of great width in proportion to the present volume of water, showing evidences of currents of great velocity fifty feet above the high water marks of the present time. These ancient banks of the river are composed of heavy drift gravel and boulders bearing the marks of the glacial action and having their origin north of Lake Superior. This valley extends across the height of land in township 45, in range 11 west, and in the northern part of it the Brule river rises and flows north into Lake Superior.

"At the copper range in township 48, range 10 west, section 23, a ledge of trap rock stands in the valley. In the eddy of this rock and extending to the southward or up the present stream is a well defined moraine of large boulders and gravel showing that the glacial river ran south. To the north of this point the Brule river makes a straight cut to the lake through sandy red clay deposits peculiar to that region.

"In this ancient valley the lowest point on the summit at the headwaters of these two streams is about 460 feet above Lake Superior [Lake St. Croix, at Stillwater, is 117 feet higher than Lake Superior] and 346 feet above Lake St. Croix. Upper Lake St. Croix is 12 feet below this summit. The St. Croix river one mile above the mouth of Moose river is 25 feet below this summit. The St. Croix river discharges 15.360 cubic feet of water per minute at the mouth of Moose creek. The Brule river discharges about 5.805 cubic feet of water per minute in the north part of township 46, range 10. The distance from Taylor's Falls to Lake Superior by the valley of the St. Croix and the valley of the Brule river is nearly 150 miles.

"There are several exposures of trap rock along these streams and an abundance of brown sandstone of good quality for building purposes, being easily worked.

"Can Lake St. Croix, at Stillwater, be connected with Lake Superior by canal and slackwater navigation? Yes. This question has been definitely settled by the recent examination of the United States engineers, under the direction of Maj. Chas. J. Allen, of the sources of the St Croix river, with reference to the construction of reservoirs to improve the navigation of that river and the Mississippi.

"By constructing a dam one mile above the mouth of Moose creek, on the St. Croix, of sufficient height to raise the water 25 feet, cutting a canal 75 feet wide, 12 feet deep, 1-1/2 miles long, across the summit, and building a dam in township 46, range 10, across the Brule river, high enough to raise the water to the same height as the dam on the St. Croix, and you construct a lake over thirty miles long, affording uninterrupted navigation across the summit for that distance, and utilize the waters of the St. Croix and its branches and the Brule, and by the capacity before given the amount of water is sufficient to pass vessels through locks 75 feet wide, 300 feet long, 12-1/2 feet lift, at the rate of 3 per hour, or 73 in 24 hours, at the dryest season of the year. This settles the question of practicability.

"The whole improvement will cost less than $8,000,000, and by placing the lowest dam and lock at Prescott so as to always hold Lake St. Croix at the high water mark will give two hundred miles of slackwater navigation connecting the Mississippi river with Lake Superior, accommodating boats of large size and deep draft, propelled by steam, at the usual rates of speed used on the rivers. Average cost per mile, $40,000.

"It would accomplish another object. The improvement of navigation on the Mississippi river by a system of reservoirs on its tributaries would be most effectually accomplished by holding one or two feet of extra head upon each of the thirteen dams proposed, thus storing up during the spring freshets vastly more water than can be held in the small reservoirs on the tributaries of the St. Croix. There are no very large natural reservoirs in the Upper St. Croix valley.

"Hold a three foot head on the lake as a reserve from the spring freshets and you have stored up 34,073,000 cubic yards of water to be used in the dry season in August and September. Continue this plan to the source and you have in the St. Croix valley a continuous reservoir one hundred and fifty miles long. Connect the two systems as proposed above and you have a route furnishing the cheapest transportation that can be had and at the same time obtain a system of large reservoirs to improve the navigation of the Mississippi river.

"This is one of the improvements that the Northwest needs for its present, future and more perfect development.

"The proposition and figures are given, after a series of examinations extending through a period of over twenty-five years, for the purpose of calling out investigation."

THE WATERWAYS CONVENTION OF 1885.

Public discussions of the matter in the legislature and in conventions were not entirely in vain. Public attention was aroused and interest awakened in the great question of inland navigation. In 1885 the great waterways convention convened in St. Paul, at the call of Gov. Hubbard, of Minnesota. This convention was attended by over 1,000 delegates from the states of Florida, Louisiana, Missouri, Kansas, Nebraska, Illinois, Iowa, Wisconsin, and Minnesota, and from the territories of Dakota and Montana. Ex-Gov. Bross, of Illinois, acted as temporary chairman. The permanent organization elected Maj. Wm. Warren, of Kansas City, president, Gen. G. W. Jones, of Iowa, vice president, and Platt B. Walker, of Minnesota, secretary.

Various schemes for internal improvement were brought before the convention and ably advocated, but each in the interest of a particular section. The members from Florida wanted a ship canal for that State. Illinois and Eastern Iowa advocated the Hennepin canal scheme. Missouri, Kansas, Nebraska, Western Iowa, Dakota, and Montana demanded the improvement of the Missouri river. Wisconsin and Northern Iowa the completion of the Fox and Wisconsin canal. Minnesota and Wisconsin agreed with all for the improvement of the Mississippi from the falls of St. Anthony to the Balize, for the improvement of the Sault Ste. Marie canal, and for the internal improvements asked for generally in the states and territories represented.

The result was the passage of a series of resolutions recommending a liberal policy in the distribution of improvements, and favoring every meritorious project for the increase of facilities for water transportation, but recommending as a subject of paramount importance the immediate and permanent improvement of the Mississippi and Missouri rivers and their navigable tributaries. It was recommended that the depth of the Mississippi be increased to six feet between Cario and the falls of St. Anthony. The Hennepin canal was strongly indorsed, as was also the improvement of the Sault Ste. Marie, and of the navigation of Wisconsin and Fox rivers, of the Red River of the North, and of the Chippewa, St. Croix and Minnesota rivers. The convention unanimously recommended as a sum proper for these improvements the appropriation of $25,000,000.

Some of the papers presented were elaborately prepared, and deserve to be placed on permanent record. The memorial of Mr. E. W. Durant, of Stillwater, contains many valuable statistics. We quote that portion containing a statement of the resources and commerce of the valleys of the Mississippi and St. Croix:

"The Northwestern States have not had the recognition that is due to the agricultural and commercial requirements of this vast and poplous territory, whose granaries and fields not only feed the millions of this continent, but whose annual export constitutes a most important factor in the food calculation of foreign nations. During the past decade the general government has expended $3,000,000 on the waterways of the Upper Mississippi. The improvements inaugurated by the general government in removing many of the serious impediments to navigation warrants the belief that still more extensive improvements should be made. It is an error to suppose that the palmy days of steamboating on western rivers has passed. In demonstration of this take the quantity of lumber sent down the Mississippi. There was shipped from the St. Croix river during the year 1884 to various distributing points along the Mississippi river 250,000,000 feet of lumber, 40,000,000 of lath, 37,000,000 of shingles, 2,000,000 of pickets; from the Chippewa river during the same period, 883,000,000 feet of lumber, 223,000,000 of shingles and 102,000,000 of lath and pickets; from Black river during the same period was shipped 250,000,000 feet of lumber, 40,000,000 shingles, and 32,000,000 lath and pickets, aggregating 1,383,000,000 feet of lumber, 300,000,000 of shingles and 176,000,000 of lath. The tonnage of this product alone foots up over 3,000,000 tons. The lumber value of raft and cargoes annually floated to market on the Mississippi will not vary far from $20,000,000. The capital invested in steamboats, 100 in number, used for towing purposes is $1,250,000; while the saw mills, timber plants and other investments incidental to the prosecution of this branch of industry will foot up fully $500,000; while the labor and their dependences engaged in this pursuit alone will equal the population of one of our largest western states. There are sixteen bridges spanning the river between St. Paul and St. Louis, and it is important that some additional safeguards be thrown around these bridges to afford greater safety to river commerce."

Mr. Durant says there has been a general cry for some time past that the days of steamboating on the Northern Mississippi and tributaries were over; but he thinks it will be forcibly shown in the coming convention that, if they are, the only cause for it is the extremely short and uncertain seasons for steamboating, resulting from the neglected and filled up channels. If the channels can be improved, so that steamers can be sure of five months' good running each year, he thinks they will prove to be one of the most important means of transportation in the Upper Mississippi valley. They will then be used for the transportation up and down stream of all heavy and slow freights in preference to railroads, on account of cheapness. It would prove a new and the greatest era in upper river steamboating.

It appears from a report made at the convention, that during the year 1884 there were 175 steamboats plying on the Mississippi from St. Louis to points above. Two thousand seven hundred rafts from the St. Croix and Chippewa passed the Winona bridge, and the total number of feet of logs and lumber floated down the Mississippi from the St. Croix, Chippewa and Black rivers was 1,366,000,000. The total passages of steamers through the Winona bridge for 1887 was 4,492. On the St. Croix, above Lake St. Croix, during the season of 1887 there were 3 steamers and 25 barges engaged in freight and passenger traffic only. The steamers made 141 round trips between Stillwater and Taylor's Falls, 75 round trips between Marine and St. Paul, and 20 round trips between Franconia and St. Paul.

The following is a showing of the lumber, logs, rafting, and towing business on the St. Croix during 1887: There were 51 steamers engaged in towing logs and lumber out of the St. Croix and down the Mississippi, the total number of feet handled by them being 250,000,000, board measure: The total number of feet of logs (board measure) which passed through the St. Croix boom in 1887 was 325,000,000. The lumber manufacture of the St. Croix during that year was valued at $2,393,323.

RESOLUTION INTRODUCED AT THE WATERWAYS CONVENTION HELD IN ST. PAUL, SEPTEMBER, 1885.

WHEREAS, The North American continent is penetrated by two great water systems both of which originate upon the tablelands of Minnesota, one the Mississippi river and its tributaries, reaching southward from the British line to the Gulf of Mexico, watering the greatest body of fertile land on the globe,--the future seat of empire of the human family on earth,--the other the chain of great lakes flowing eastwardly and constituting with the St. Lawrence river a great water causeway in the direct line of the flow of the world's commerce from the heart of the continent to the Atlantic; and

WHEREAS, Between the navigable waters of these continental dividing systems there is but a gap of ninety miles in width from Taylor's Falls on the St. Croix, to Duluth on Lake Superior, through a region of easily worked drift formation, with a rise of but five hundred and sixty feet to overcome, and plentifully supplied with water from the highest point of the water-shed; therefore,

Resolved. That we demand of Congress the construction of a canal from Taylor's Falls to Duluth, using the Upper St. Croix and the St. Louis rivers as far as the same can be made navigable, the said canal to be forever free of toll or charge, and to remain a public highway for the interchange of the productions of the Mississippi valley and the valley of the great lakes; and should the railway interests of the country prove powerful enough to prevent congressional action to this end, we call upon the states of the Northwest to unite and build, at their own cost, such a canal, believing that the increased value of the productions of the country would speedily repay the entire outlay.

EARLY STEAMBOAT NAVIGATION.

The Pennsylvania was the first steamer that descended the Mississippi. She came down the Ohio from Pittsburgh, creating the utmost terror in the minds of the simple-hearted people who had lately been rather rudely shaken by an earthquake, and supposed the noise of the coming steamer to be but the precursor of another shake. When the Pennsylvania approached Shawneetown, Illinois, the people crowded the river shore, and in their alarm fell down upon their knees and prayed to be delivered from the muttering, roaring earthquake coming down the river, its furnaces glowing like the open portals of the nether world. Many fled to the hills in utter dismay at the frightful appearance of the hitherto unknown monster, and the dismal sounds it emitted. It produced the same and even greater terror in the scant settlements of the Lower Mississippi.

In 1823 Capt. Shreve commanded the Gen. Washington, the fastest boat that had as yet traversed the western rivers. This year the Gen. Washington made the trip from New Orleans to Louisville, Kentucky, in twenty-five days. When at Louisville he anchored his boat in the middle of the river and fired twenty-five guns in honor of the event, one for each day out. The population of Louisville feted and honored the gallant captain for his achievement. He was crowned with flowers, and borne through the streets by the huzzaing crowd. A rich banquet was spread, and amidst the hilarity excited by the flowing bowl, the captain made an eloquent speech which was vociferously applauded. He declared that the time made by the Gen. Washington could never be equaled by any other boat. Curiously enough, some later in the season, the Tecumseh made the trip in nine days. The time made by the Tecumseh was not beaten until 1833, when the Shepherdess carried away the laurels for speed.

We have but little definite information as to navigation on the Mississippi during the ten years subsequent to the trip of the Pennsylvania. The solitude of the Upper Mississippi was unbroken by the advent of any steamer until the year 1823. On the second of May in that year the Virginia, a steamer 118 feet in length, 22 in width, with a draught of 6 feet, left her moorings at St. Louis levee for Fort Snelling laden with stores for the fort. She was four days passing the Rock Island rapids, and made but slow progress throughout. It is heedless to say that the Indians were as much frightened at the appearance of the "fire canoe" as the settlers of the Ohio valley had been, and made quick time escaping to the hills.

Judge James H. Lockwood narrates (see Vol. II, Wisconsin Historical Collections, page 152) that in 1824 Capt. David G. Bates brought a small boat named the Putnam up to Prairie du Chien, and took it thence to Fort Snelling with supplies for the troops. The steamer Neville also made the voyage to Prairie du Chien in 1824. The following year came the steamer Mandan and in 1826 the Indiana and Lawrence. Fletcher Williams, in his history of St. Paul, says that from 1823 to 1826 as many as fifteen steamers had arrived at Fort Snelling, and that afterward their arrivals were more frequent.

During this primitive period, the steamboats had no regular time for arrival and departure at ports. A time table would have been an absurdity. "Go as you please" or "go as you can," was the order of the day. Passengers had rare opportunities for observation and discovery, and were frequently allowed pleasure excursions on shore while the boat was being cordelled over a rapid, was stranded on a bar, or waiting for wood to be cut and carried on board at some wooding station. Sometimes they were called upon to lend a helping hand at the capstan, or to tread the gang plank to a "wood up" quickstep. When on their pleasure excursion they strayed away too far, they were recalled to the boat by the firing of a gun or the ringing of a bell. It is doubtful if in later days, with all the improvements in steamboat travel, more enjoyable voyages have been made than these free and easy excursions in the light draught boats of the decades between 1830 and 1850, under such genial captains and officers as the Harrises, Atchinson, Throckmorton, Brasie, Ward, Blakeley, Lodwick, Munford, Pim, Orrin Smith and others.

Before the government had improved navigation the rapids of Rock Island and Des Moines, and snags, rocks and sandbars elsewhere were serious obstructions. The passengers endured the necessary delays from these causes with great good nature, and the tedium of the voyage was frequently enlivened by boat races with rival steamers. These passenger boats were then liberally patronized. The cost of a trip from St. Louis to St. Paul was frequently reduced to ten dollars, and considering the time spent in making the trip (often as much as two or three weeks) was cheaper than board in a good hotel, while the fare on the boat could not be excelled. The boats were frequently crowded with passengers, whole families were grouped about the tables or strolling on the upper decks, with groups of travelers representing all the professions and callings, travelers for pleasure and for business, explorers, artists, and adventurers. At night the brilliantly lighted cabin would resound with music, furnished by the boat's band of sable minstrels, and trembled to the tread of the dancers as much as to the throbbing of the engine.

The steamer, as the one means of communication with the distant world, as the bearer of mails, of provisions and articles of trade, was greeted at every village with eager and excited groups of people, some perhaps expecting the arrival of friends, while others were there to part with them. These were scenes to be remembered long, in fact many of the associations of river travel produced indelible impressions. In these days of rapid transit by rail more than half the delights of traveling are lost. Before the settlement of the country the wildness of the scene had a peculiar charm. The majestic bluffs with their rugged escarpments of limestone stretched away in solitary grandeur on either side of the river. The perpendicular crags crowning the bluffs seemed like ruined castles, some of them with rounded turrets and battlements, some even with arched portals. Along the slopes of the bluffs was a growth of sturdy oaks, in their general contour and arrangement resembling fruit trees, vast, solitary orchards in appearance, great enough to supply the world with fruit. On the slopes of the river bank might have been seen occasionally the bark wigwams of the Indian, and his birch canoe gliding silently under the shadow of the elms and willows lining the shore. Occasionally a deer would be seen grazing on some upland glade, or bounding away in terror at sight of the steamer.

A complete history of early steamboat navigation on the Upper Mississippi would abound with interesting narratives and incidents; but of these, unfortunately, there is no authentic record, and we can only speak in general terms of the various companies that successively controlled the trade and travel of the river, or were rivals for the patronage of the public. During the decade of the '30s, the Harrises, of Galena, ran several small boats from Galena to St. Louis, occasionally to Fort Snelling, or through the difficult current of the Wisconsin to Fort Winnebago, towing barges laden with supplies for the Wisconsin pineries. Capt. Scribe Harris' favorite boat from 1835 to 1838 was the Smelter. The captain greatly delighted in her speed, decorated her gaily with evergreens, and rounding to at landings, or meeting with other boats, fired a cannon from her prow to announce her imperial presence.

The Smelter and other boats run by the Harris family held the commerce of the river for many years. In 1846 the first daily line of steamers above St. Louis was established. These boats ran independently, but on stated days, from St. Louis to Galena and Dubuque. They were the Tempest, Capt. John J. Smith; War Eagle, Capt. Smith Harris; Prairie Bird, Capt. Niebe Wall; Monona, Capt. ---- Bersie; St. Croix, Capt. ----; Fortune, Capt. Mark Atchinson. These boat owners, with others, subsequently formed a consolidated company.

In 1847 a company was formed for the navigation of the Mississippi above Galena. The first boat in the line, the Argo, commanded by Russell Blakeley, was placed upon the river in 1846. The boats in this line were the Argo, Dr. Franklin, Senator, Nominee, Ben Campbell, War Eagle, and the Galena.

In 1854 the Galena & Minnesota Packet Company was formed by a consolidation of various interests. The company consisted of the following stockholders: O. Smith, the Harrises, James Carter, H. Corwith, B. H. Campbell, D. B. Morehouse, H. M. Rice, H. L. Dousman, H. H. Sibley, and Russell Blakeley. The boats of the new company were the War Eagle, Galena, Dr. Franklin, Nominee, and the West Newton. In 1857 a new company was formed, and the Dubuque boats, the Itasca and Key City, were added to the line. This line continued until 1862, and the new boats, Dr. Franklin, No. 2, and the New St. Paul, were added. The Galena had been burned at Red Wing in the fall of 1857.

The following is a list of the earliest arrivals at St. Paul after the opening of navigation between the years 1843 and 1858: April 5, 1843, steamer Otter, Capt. Harris; April 6, 1844, steamer Otter, Capt. Harris; April 6, 1845, steamer Otter, Capt. Harris; March 31, 1846, steamer Lynx, Capt. Atchison; April 7, 1847, steamer Cora, Capt. Throckmorton; April 7, 1848, steamer Senator, Capt. Harris; April 9, 1849, steamer Highland Mary, Capt. Atchison; April 19, 1850, steamer Highland Mary, Capt. Atchison; April 4, 1851, steamer Nominee, Capt. Smith; April 16, 1852, steamer Nominee, Capt. Smith; April 11, 1853, steamer West Newton, Capt. Harris; April 8, 1854, steamer Nominee, Capt. Blakeley; April 17, 1855, steamer War Eagle, Capt. Harris; April 18, 1856, steamer Lady Franklin, Capt. Lucas; May 1, 1857, steamer Galena, Capt. Laughton; March 25, 1858, steamer Gray Eagle, Capt. Harris.

The following list includes boats not named in the packet and company lists with date of first appearance as far as can be ascertained:

Virginia May 20, 1823 Rufus Putnam April 5, 1825 Mandan 1825 Neville ---- Indiana 1825 Lawrence May 18, 1826 Versailles May 12, 1832 Missouri May 5, 1836 Frontier 1836 Palmyra 1836 Saint Peter's 1836 Rolla 1838 Sciota 183- Eclipse 183- Josephine 183- Fulton 183- Red River 183- Black Rover ---- Burlington 1838 Ariel 1839 Gypsy 1839 Fayette 1839 Warrior 1840 Enterprise 1840 Volant 1840 Glancus 1840 Pennsylvania 1840 Knickerbocker 1840 Otter 1841 Highland Mary 1849 Gov. Ramsey (above the falls) 185- Anthony Wayne 185- Yankee 185- Black Hawk 185- Ben Accord 185- Royal Arch 185- Uncle Toby 185- Indian Queen 185- Di Vernon 185- Osprey 185- Lamartine 185- Fannie Harris 185- Asia 185- Equator 1860

The following made their appearance some time in the '40s: Cora, Lynx, Dr. Franklin, No. 2, and St. Anthony.

The Northern Line Company organized in 1857 and placed the following steamers upon the Mississippi, to run between St. Louis and St. Paul: The Canada, Capt. Ward; Pembina, Capt. Griffith; Denmark, Capt. Gray; Metropolitan, Capt. Rhodes; Lucy May, Capt. Jenks; Wm. L. Ewing, Capt. Green; Henry Clay, Capt. Campbell; Fred Lorenz, Capt. Parker; Northerner, Capt. Alvord; Minnesota Belle, Capt. Hill; Northern Light and York State, Capt. ----.

Commodore W. F. Davidson commenced steamboating on the Upper Mississippi in 1856 with the Jacob Traber. In 1857 he added the Frank Steele, and included the Minnesota river in his field of operations. In 1859 he added the Æolian, Favorite and Winona. In 1860 he organized the La Crosse & Minnesota Packet Company, with the five above named steamers in the line. In 1862 the Keokuk and Northern Belle were added.

In 1864 the La Crosse & Minnesota and the Northern Line Packet companies were consolidated under the name of the Northwestern Union Packet Company, with the following steamers: The Moses McLellan, Ocean Wave, Itasca, Key City, Milwaukee City, Belle, War Eagle, Phil Sheridan, S. S. Merrill, Alex. Mitchell, City of St. Paul, Tom Jasper, Belle of La Crosse, City of Quincy, and John Kyle. This line controlled the general trade until 1874.

There were upon the river and its tributaries during the period named the following light draught boats: The Julia, Mollie Mohler, Cutter, Chippewa Falls, Mankato, Albany, Ariel, Stella Whipple, Isaac Gray, Morning Star, Antelope, Clara Hine, Geo. S. Weeks, Dexter, Damsel, Addie Johnson, Annie Johnson, G. H. Wilson, Flora, and Hudson.

LATER NAVIGATION ON THE UPPER MISSISSIPPI.

The Northwestern Union Packet Company, more familiarly known as the "White Collar Line," from the white band painted around the upper part of the smokestacks, and the Keokuk Packet Company, sold their steamers to the Keokuk Northern Line Packet Company, which continued until 1882, when the St. Louis & St. Paul Packet Company was organized. Its boats were: The Minneapolis, Red Wing, Minnesota, Dubuque, Rock Island, Lake Superior, Muscatine, Clinton, Chas. Cheever, Dan Hine, Andy Johnson, Harry Johnson, Rob Roy, Lucy Bertram, Steven Bayard, War Eagle, Golden Eagle, Gem City, White Eagle, and Flying Eagle.

STEAMBOATING ON THE ST. CROIX.

The steamer Palmyra was the first boat to disturb the solitude of the St. Croix. In June, 1838, it passed up the St. Croix lake and river as far as the Dalles. The steamer Ariel, the second boat, came as far as Marine in 1839. In the fall of 1843, the steamer Otter, Scribe Harris, commanding, landed at Stillwater. The steamer Otter was laden with irons and machinery for the first mill in Stillwater. Up to 1845 nearly every boat that ascended the Mississippi also ascended the St. Croix, but in later years, as larger boats were introduced, its navigation was restricted to smaller craft, and eventually to steamboats built for the special purpose of navigating the St. Croix. Quite a number of these were built at Osceola, Franconia and Taylor's Falls. The following is a list of boats navigating the St. Croix from the year 1852 to the present time: Humboldt, 1852; Enterprise, 1853; Pioneer, 1854; Osceola, 1854; H. S. Allen, 1857; Fanny Thornton, 1862; Viola, 1864; Dalles, 1866; Nellie Kent, 1867; G. B. Knapp, 1866; Minnie Will, 1867; Wyman X, 1868; Mark Bradley, 1869; Helen Mar, 1870; Maggie Reany, 1870; Jennie Hays, 1870; Cleon, 1870.

A number of raft steamers, built at South Stillwater and elsewhere, have plied the river within the last ten years. A number of barges were built at South Stillwater, Osceola and Taylor's Falls.

The passenger travel on the St. Croix has decreased since the completion of the railroad to Taylor's Falls and St. Croix Falls.

An interesting chapter of anecdotes and incidents might be compiled, illustrating the early steamboat life on the St. Croix. We find in "Bond's Minnesota" a notice of one of the first boats in the regular trade, which will throw some light on the subject of early travel on the river. It describes the Humboldt, which made its first appearance in 1852:

"In addition, some adventurous genius on a small scale, down about Oquaka, Illinois, last year conceived the good idea of procuring a steamboat suitable to perform the duties of a tri-weekly packet between Stillwater and Taylor's Falls, the extreme point of steam navigation up the St. Croix. It is true he did not appear to have a very correct idea of the kind of craft the people really wanted and would well support in that trade, but such as he thought and planned he late last season, brought forth. * * Indeed, the little Humboldt is a great accommodation to the people of the St. Croix. She stops anywhere along the river, to do any and all kinds of business that may offer, and will give passengers a longer ride, so far as time is concerned, for a dollar, than any other craft we ever traveled upon. She is also, to outward appearances, a temperance boat, and carries no cooking or table utensils. She stops at the 'Marine,' going and returning, to allow the people aboard to feed upon a good, substantial dinner; and the passengers are allowed, if they feel so disposed, to carry 'bars' in their side pockets and 'bricks' in their hats. A very accommodating craft is the Humboldt, and a convenience that is already set down on the St. Croix as one indispensable."

The Diamond Jo line of steamers was established in 1867. Jo Reynolds was president of the company and has served as such continuously to date. Under his general supervision the company has been quite successful. The business has required an average of six steamers yearly. In 1888 the line consists of the boats the Sidney, Pittsburgh and Mary Morton.

The St. Louis & St. Paul Packet Company, successors of the various old transportation companies, is in successful operation in 1888, employing three steamers. There are but few transient boats now on the river.

ICE BOATS.

Several attempts have been made to navigate the river during the winter months by means of ice boats, but the efforts have uniformly failed. Of these attempts we mention the two most notable:

Noman Wiard, an inventor of some celebrity, made an ice boat in 1856 and placed it on the river at Prairie du Chien, intending to run between that point and St. Paul. It was elaborately planned and elegantly finished, and resembled somewhat a palace car mounted on steel runners. It failed on account of the roughness of the ice, never making a single trip. It, however, proved somewhat remunerative as a show, and was for some time on exhibition within an inclosure at Prairie du Chien.

Martin Mower, of Osceola, Minnesota, invented a boat to run on the ice between Stillwater and Taylor's Falls, in the winter of 1868-9. It made several trips, carrying passengers and freight. The rough ice prevented regular trips and the project was abandoned.

STEAMBOAT LIFE--1846.

James W. Mullen, of Taylor's Falls, spent much of his early and middle life on the river, and cherishes many pleasant recollections of the early days. We have been favored with a few of these, which will give the reader a vivid idea of the scenes depicted:

"A. D. 1816 found me a cabin boy on the War Eagle at the St. Louis levee, with sign board up for Stillwater and Fort Snelling. The levee was a wonder to behold. It was thronged with teams, policemen keeping them in rank. Piles of freight were awaiting shipment. Steamboats for three-quarters of a mile along the levee were discharging and receiving freight; passengers were rushing frantically to and fro; bells were ringing, and boats leaving for the Cumberland, Tennessee, Missouri and Illinois rivers; and New Orleans, Cincinnati, Pittsburgh, Keokuk, Galena, Stillwater, and Fort Snelling.

"It was a delightful June day on which we pulled out from this busy scene and commenced our voyage to the far off north land, then known as Wisconsin Territory. Capt. Smith Harris gave the last tap of the bell; the lines were loosened; the wheels of the War Eagle revolved slowly at first, and we were soon on the broad bosom of the Mississippi, heading northward in the wake and black smoke of the steamers Ocean Wave, Tobacco Plant and Western Belle. The Luella, the Alton packet, followed us closely, racing with us. All was enjoyment. We pass the steamers Osprey and Di Vernon. At Nauvoo we note the magnificent Mormon temple on the high ground, and also long files of Mormons going westward. We pass many fine farms, much beautiful scenery, and many growing towns, among them Rock Island and Davenport, the latter the home of Antoine Le Clair, a half-breed Indian trader and heavyweight, tipping the beam at three hundred and fifty pounds avoirdupois. He lives there in sumptuous splendor from his profits made in trade. The villages, or tepees, of Sac and Fox Indians are seen along the shores; their bark canoes glide silently over the waters. Further on we ascend for seven miles the sluggish and narrow channel of Fever river, and find ourselves at Galena, the home of the Harrises, river captains.

"We find at the levee here the steamers Falcon and St. Croix, laden with lead for St. Louis. Back through Fever river to the Mississippi and past Dubuque, an active, rising town; past Cassville, the expected but disappointed capital city of Wisconsin Territory, a lovely location, its castellated hills frowning above it and its fine three story brick hotel and other buildings; past Prairie du Chien and Fort Crawford, with soldiers drilling on the green. Here Amable Moreau, a French Upper Mississippi pilot, came on board. Squads of Indians were hanging around begging for whisky and tobacco. Resuming our way, stemming the current of the river we pass other scenes, other birch canoes gliding over the waves, other tepees and Indian villages along the shore. At La Crosse we find a few whites and lots of Indians on an unimproved prairie, with a background of high bluffs. We pass Trempeleau and then Winona prairie, on which we find an old Indian village, dating back to unknown time. Opposite the mouth of the Chippewa river we pass Nelson's Landing with its two log warehouses and mackinaw boats loading for the Chippewa river. We pass into lovely Lake Pepin, Maiden's Rock or Lover's Leap rising into a battlement on the right, and the famous Point-no-Point on the left. Out of the beautiful lake again into the river, between low, forest covered islands, till we pass Barn Bluff or Mount La Grange, a bold, abrupt and isolated hill just below Red Wing. We passed more Indian tepees, villages and burying grounds,--not that, for the dead bodies of the Indians were not buried but fastened upon scaffolds and the limbs of trees, according to Sioux custom. At the mouth of St. Croix river we pass Prescott Landing, where lives the old pioneer trader Philander Prescott. Across the St. Croix, opposite Prescott Landing, is Point Douglas. Some miles above Point Douglas we pass Little Crow village, a missionary station, where young Indian boys ran down to the landing and greeted us with such yells as have not rung through these wilds, perhaps, for ages past.

"We find St. Paul to be a small village. There are a few houses on a high, almost perpendicular bluff, overlooking the river. At the base of the bluff on the river shore stands a warehouse with the sign 'Choteau & Valle.' We are soon at Mendota and Fort Snelling. A squad of soldiers guard the freight over night. We have ample time in the morning to visit the post before starting down the river, and the following morning finds the prow of the War Eagle resting against the Stillwater landing. Here Capt. Harris greets his friends and is warmly welcomed. So far, Stillwater seemed the most active and enterprising village on the whole route. Joe Brown's town, Dakota, lies a short distance above at the head of the lake. Capt. Harris on his return towed a raft comprising ten acres of logs. Big Joe was one of the pilots on the raft."

ST. CROIX BOOM COMPANY.

Previous to the organization of the boom company, in 1857, the logs were floated down the St. Croix and caught in side booms by individual owners, and owners of lake booms would raft them indiscriminately, regardless of log marks, but with the mark side up for the convenience of scaling. The scaling was done by some responsible party in the interest of the various owners, and balances were settled by exchanges, or if not balanced by cash or by note, to be paid out of the profits of the next year's logs. Instances of fraud seldom occurred. When Minnesota became a territory this system was superseded by another method of handling, assorting or delivering. The legislature established surveyor general districts, of which the St. Croix valley was designated as the First. The surveyors general were elected in a joint convention of the two houses of the legislature, and the candidacy for this office, together with questions of salary, became a leading feature in the politics of the district.

The surveyors general of the First district have been, Robert Harsy, Samuel Winship, Charles J. Gardiner, Ivory McKusick, James D. McComb, Z. Wilder Chase, John S. Proctor, and Al. Hospice. The law defining the duties of the surveyors general has been awarded from time to time, and the system of scaling improved till it has reached its present form, in which it meets with very general approval. In 1867 a law was passed giving to the governor the power of appointing surveyors general.

The boom company was organized by the territorial legislature, Feb. 7, 1851, with a capital stock of $10,000, with privileges of increase to $25,000. The incorporators were Orange Walker and George B. Judd, of Marine; John McKusick, Socrates Nel son and Levi Churchill, of Stillwater; Daniel Mears and William Kent, of Osceola; and W. H. C. Folsom, of Taylor's Falls. Fred R. Bartlett was the first secretary, but was superseded by David B. Loomis.

The first boom was built near an island lying opposite and above Osceola. The surveyor general had his office at Stillwater, an arrangement that gave great satisfaction, but as the boom was not advantageously located, the channel of the river above being too narrow for the annually increasing production of logs, the company, in 1856, obtained a new charter with power to construct booms from the head of Lake St. Croix to Taylor's Falls. The capital stock was increased to $25,000 with the privilege of increasing it to $50,000. It was subsequently increased to $100,000. The incorporators of the new company were Martin Mower, W. H. C. Folsom, Isaac Staples, Christopher Carli and Samuel Burkelo.

The company placed a second boom a mile and a half above Stillwater. The increase of their business compelled them from time to time to build side booms and shear booms to prevent the logs from lodging against the banks or passing bayous or secondary channels, and also to keep the primary channel free from obstructions to navigation. They built firm and expensive piers, drove piling and made canals for the use of steamboats when the main channel was wanted for booming purposes.

Notwithstanding all this care, navigation was frequently obstructed by the accumulation of logs. Litigation ensued, and heavy expenses were incurred in defending the rights of the company or paying damages. These controversies were not unattended with ill feeling. Public meetings were frequently held and denunciating resolutions adopted. In one case, when navigation had been interrupted for fifty-seven days, the damages were estimated at $146,525. Some controversies also arose as to jurisdiction. St. Croix river being the boundary line between two states, the Wisconsin authorities claimed concurrent jurisdiction. The boom company was organized under Minnesota law and its members were residents of Minnesota. The surveyor general of the First district claimed entire jurisdiction and scaled the logs irrespective of the state in which they were cut. The action of the surveyor general had been accepted both by the original owners and purchasers of the logs.

In January, 1885, Gov. Hubbard, of Minnesota, appointed A. L. Hospes surveyor general, and the appointment creating some dissatisfaction, a lumberman's board of exchange was organized, and Judson McKusick was appointed as private scaler. He proceeded, under the direction of the exchange, to scale logs that had already been scaled by Hospes. When the members of the exchange proceeded to take possession of their logs and run them out into the lake, Hospes commenced a series of injunction cases to prevent them from so doing. The exchange brought suit against Hospes in Wisconsin courts to prevent him from scaling logs owned by the exchange. The exchange also declared that McKusick was a deputy of the general surveyor of the Fourth district, Wisconsin. Pending these suits, Hospes commenced a quo warranto proceeding in the Minnesota supreme court to have the articles of incorporation of the exchange annulled, but was defeated on the ground that the exchange could employ a private scaler at will, but held that such scaler could not interfere with the claims of Hospes, he being recognized as surveyor general. In July of the same year the claims of the conflicting parties were settled by the parties themselves, outside the courts, and the question of conflicting jurisdiction has therefore never been legally determined. It is true that some courts have passed upon the question, and appeals have been taken to higher courts. The decision of Judge Nelson of the supreme court has been given, a decision that the surveyor general of the First district of Minnesota has a right to scale all logs in his district, yet by his own decision Wisconsin has equal rights under concurrent jurisdiction. Should both state authorities under their surveyors general claim jurisdiction at the same time, concurrent jurisdiction would lead to a double taxation upon log owners. It seems, however, to be an admitted principle that when suits between the same parties, in relation to the same matter, are pending at the same time in different courts of jurisdiction, a judgment in the one may act as a bar to further proceedings in the other. The question ought to be more definitely and satisfactorily settled.

THE LANGUAGE OF THE LOGS.

It may not be amiss to explain somewhat in detail the system of marking adopted by the lumbermen. Owners of logs must be able to identify their property or lose the reward of their labor. A system of marking each log has, therefore, become a feature of the lumbering business, and has been in existence ever since lumbering has been prosecuted. When the business was confined to a limited number of firms it was an easy matter, and one of mutual arrangement, to select the property. But firms change; from a score the number of lumber firms increased to hundreds. A record of ownership of log marks is necessary, and a law has been enacted protecting the ownership of a mark as thoroughly as a trade mark is protected. This system of marks in the process of time has become a language in itself deep and intricate to the average mind, but as plain as the alphabet to every man having to do with the manufacture of logs. It is the aim of every lumberman originating a mark to make it simple, containing as many straight lines as possible, so that it can be put on the log speedily. These marks are cut on the logs, through the bark and a few inches into the body of the timber, soon after the tree is felled, by a skilled axeman who is charged with the duty. The cut is made deeper than the bark so it will be preserved after the bark comes off. The mark is made upon the side of the log.

This system of marks is a language in itself. Every prominent firm has a particular character, which, in a general way, is indicative of his ownership or interest in the log. This mark may be varied by additional or supplementary characters, indicating who cut the log, on whose land it was cut, or under what particular contract it was put into the stream. Some idea of the extent and variety of these marks can be formed from the statement that there is recorded in the St. Croix district--only a small portion of the entire lumber region of the Northwest--over 1,700 different and distinct characters. Many of these are quaint and interesting, and the whole etymology curious in the extreme.

In the books in the surveyor general's office these marks and figures are the only characters used except in the recording of the marks themselves and of instruments and agreements. The identity of mark and its association of ownership necessarily calls into play the utmost familiarity. To one not thoroughly familiar with the method the books are about as intelligible as the figures on the side of a Chinese tea chest to the average American. Once a man becomes thoroughly familiar with the marks on a river where lumbering is so extensively carried on as on the St. Croix, he becomes invaluable in the surveyor general's office, or in the booms, identified in some capacity with the scaling process. The fact that some particular character runs through the varied marks of all the leading firms is a key to the readiest understanding, just as the twenty-six characters in the alphabet are necessarily understood before one can read readily or intelligently.

When the logs reach the booms the marks serve as a guide in their distribution by the scaler, whose business it is to measure the logs, call out the number of feet in each log to the tallyman, who records it in a book kept for the purpose, the record, together with the mark attached, to be forwarded to the surveyor general's office, there to be posted and footed. A small army of men is engaged in bringing logs to the gap, a narrow passage admitting scarcely more than one log at a time.

A catch mark is a mark representing the original mark and is so placed as to appear always upon the upper side when the log floats at rest. Once through the gap, experienced men gather the logs, as they are floated downward by the current, into brills. These are subsequently gathered together in rafts, laid, as a rule, with the logs headed in the direction of the current. Rafts may be transported to any distance southward by the current of the stream, and through the waters of the lake, and not infrequently the whole distance by tow boats.

AMOUNT OF LOGS CUT FROM 1857 TO 1888.

The earliest statistics in the following table are from persons operating, and the later from record books. We have given the figures in round numbers. The table includes logs cut and floated down the St. Croix river and tributaries:

YEAR. FEET. 1837-38 300,000 1838-39 700,000 1839-40 1,500,000 1840-41 2,500,000 1841-42 3,000,000 1842-43 3,500,000 1843-44 8,500,000 1844-45 14,000,000 1845-46 25,500,000 1846-47 26,000,000 1847-48 37,000,000 1848-49 50,000,000 1849-50 75,000,000 1850-51 87,000,000 1851-52 90,000,000 1852-53 110,000,000 1853-54 125,000,000 1854-55 165,000,000 1855-56 187,000,000 1856-57 200,000,000 1857-58 135,000,000 1858-59 156,000,000 1859-60 175,000,000 1860-61 160,000,000 1861-62 175,000,000 1862-63 150,000,000 1863-64 140,000,000 1864-65 144,000,000 1865-66 137,000,000 1866-67 174,000,000 1867-68 183,000,000 1868-69 194,000,000 1869-70 209,000,000 1870-71 170,000,000 1871-72 224,000,000 1872-73 108,000,000 1873-74 188,000,000 1874-75 178,000,000 1875-76 197,000,000 1876-77 183,000,000 1877-78 225,000,000 1878-79 242,000,000 1879-80 230,000,000 1880-81 247,000,000 1881-82 295,000,000 1882-83 302,000,000 1883-84 230,000,000 1884-85 235,000,000 1885-86 285,000,000 1886-87 350,000,000 1887-88 370,000,000

CHARTERED DAMS.

The Namakagon Totogatic Dam Company obtained a charter in 1869 from the Wisconsin legislature empowering them to construct two dams for sheering logs, one to be at the outlet of Namakagon lake, the other on Totogatic river, a stream tributary to Namakagon river, entering that stream about eight miles above its junction with the St. Croix. In 1870, by legislative act, the charter was amended by permission to erect sixteen dams, to be built severally on the waters of the Upper St. Croix, Moose, Eau Claire, Namakagon, Totogatic, Yellow, and Clam rivers. The name was changed to the "St. Croix Dam Company," and the capital stock was fixed at $50,000. The incorporators were A. M. Chase, Joel Nason, Henry D. Barron, Wm. Kent, and S. B. Dresser. A. M. Chase was the first president. The company had permission under the charter to hold the water during the seasons when it was not necessary to navigation on the St. Croix. These dams were usually shut down to gather a head during the months of March and April, with the exception of the dams on the Namakagon and Eau Claire, which have the privilege of gathering and retaining a head of water during any part of the year. The head of water above these dams varied from seven to ten feet, and the average cost of construction was $4,000. The tolls per 1,000 feet at these dams were as follows: Namakagon and Clam, 25 and 20 cents; at Totogatic, 20 and 15 cents; St. Croix, 20 and 15 cents; other dams, 3 to 10 cents.

A. M. Chase was the original mover in organizing the corporation and forwarding its interests. He was foreman in selecting sites and building the various dams. He was also owner and general agent until within the last few years, when he transferred his interests to other parties. The charter expires in 1893.

The dam on Clam river, built at a cost of $10,000, was, in 1886, blown up by dynamite and destroyed by Robert Davidson, who claimed that the flowage interfered with his meadow lands.

LUMBERING ON THE ST. CROIX IN 1845.

The progress of civilization involving the building of railways, the transformation of the wilderness into cultivated fields, the growth of villages and cities, the increased facilities for manufacturing and the bringing the forest domain under law, has created such changes in the business of lumbering as to justify the insertion of a chapter relating to the life and surroundings of the early lumberman. Let us go back to the year 1845. The country, save a few sparse settlements on the navigable streams, is as yet an unbroken wilderness, and tenanted only by wild beasts and roving Indians. There are vast regions, densely wooded, in which the sound of the woodman's axe has never been heard, lying about the headwaters of the Chippewa, St. Croix and other streams. These pineries can only be reached by stemming the currents of the minor streams in bateaux or birch bark canoes, or by traversing the country on foot or with teams. Parties operating must purchase their outfit, consisting of teams, supplies of flour, pork, etc., in Illinois or Missouri. Sometimes they drive their teams through unsettled country, without roads, swimming and fording streams, clearing away obstructions, and camping where night overtakes them. Sometimes they ship their supplies by steamer to Stillwater or St. Croix Falls. When landed at Stillwater the supplies are packed upon flatboats and poled to Taylor's Falls, where they are to be portaged to the head of the rapids, a distance of six miles, and transferred to bateaux. The portage is a difficult one. The goods are to be hoisted up over the rocks of the Dalles and placed upon sleds calculated to run upon the bare ground. Considering the inequalities of the surface from the Dalles to the head of the rapids, the portage is an immensely difficult one. They are then taken to their place of destination, the bateaux returning to the Falls for successive loads, the whole transfer requiring considerable time. Sometimes, if late in the season, part or whole of the fleet of bateaux may be caught in the ice, in which case a bushed road must be made, and the supplies transported by teams and men.

Arriving on the ground, the operators blaze trees on lines surrounding the region which they wish to work during the winter. These claims are generally respected by others. The first work to be done is making a camp, building stables, clearing streams of obstructions, and making roads. Incidentally the Indians, certain to be visitors at the camps, are to be propitiated with presents of flour, pork and tobacco. These pacified and out of the way, the lumberman may say with Alexander Selkirk--

"I am monarch of all I survey; My right there is none to dispute."

Trespassing is unknown. The lumberman is not conscious that he himself is a trespasser on the domain of Uncle Sam. Nor is he. Has he not the best title in the world? Who is there to dispute it? No government agent ever troubles him, or questions his right to fell the royal trees and dispose of them as he may choose. He is earning by his strong right arm his title to the trees. He endures much, accomplishes much and is the advance courier of civilization. He spends long months away from the common haunts of men. He is cut off from the mails and from home pleasure. He lives an industrious life. Cold is the day when the stroke of his axe is not heard. The snow deepens around him, the temperature sinks lower and lower, till it would not discredit Labrador; still he toils on unceasingly, and at night builds high his blazing fire, wraps himself up in his buffalo robe and blankets, and sleeps through the night the sleep of the tired and the just. Meanwhile his appetite is marvelous. The cooking (done by one of the crew) maybe of the rudest, and the provisions none of the daintiest, but exercise and the cold gives a relish to the food not often found in the fashionable restaurants. The members of the crew have each allotted duties. To one is intrusted the cooking department, to another the position of teamster, to another that of sled tender; some are choppers, some are swampers, some are sawyers. The records of the camp are kept by the foreman or some person detailed for that purpose.

The winter over, the teams are returned to the settlements. The log driving crew succeeds the choppers and other workers. The logs, having been hauled upon the ice of the driving streams, with the melting of snow are afloat on the swollen streams, and the drivers commence their work, following the logs in their downward course to the mills or booms, dislodging them when they are driven upon shore, and breaking jams when they occur. This work is difficult and attended by considerable exposure, as the driver is often obliged to go into the stream. It therefore commands higher wages than other work. The drivers are without tents, but a wangan, or small flat boat, containing bedding, provisions and a cooking kit, is floated down the stream so as to be convenient at night. The wangan is managed by the cook alone, and his work, when he ties up for the night, is to take ashore the bedding, cooking material, etc., build a fire and provide a meal for the hungry crew. His cooking utensils are of the rudest kind, consisting of a tin reflector and a few iron pots and pans. The savory repast is scarce finished before the arrival of the crew, cold, wet, tired, and hungry. They are not particular about a table with its furniture, but are satisfied to eat from a tin plate, sitting or lying on the ground. Hunger satisfied, they spend their evenings by the blazing fire, drying their clothing, jesting, story telling, or recalling the events of the day, or scanning the open or clouded sky for indications of weather changes. When the sky is clear they trace the constellations, locate the principal stars and planets, or follow the devious windings of the milky way. Some of them have studied astronomy, and some have learned from others, and all are intent, though without books or teachers, on learning the wisdom that Nature teaches, and some are found who have learned to look "from Nature up to Nature's God."

Occasionally some rougher specimen mars the order and pleasantness of this wild-wood converse by an oath or coarse remark, heard, perhaps, but unheeded by the more serious and thoughtful. Such men are found everywhere, in the streets, saloons, and even in the wilderness, men who pollute the air in which they move with profanity and obscenity. These are not the men who succeed and build up great fortunes; these are not the true conquerors of the wilderness. The sober, thoughtful man is the man who succeeds. It is not necessary that he have the learning acquired from books, or a smattering of science from the schools. He may acquire great knowledge by close study of men, and observation of the phenomena of nature, and so make himself a peer of the book worm and scholar of the library and schools.

The acquaintances formed in these camp scenes and toils often result in life long friendships, and the scenes of camp, river and forest become cherished reminiscences to the actors, who are as fond of recalling them as veteran soldiers are of recounting the hairbreadth escapes and stirring incidents of campaign life.

The drive ends with the delivery of the logs at the booms and mills, the men are paid off and devote themselves for the remainder of the summer to other work.

LUMBERING ON THE ST. CROIX IN 1886.

The St. Croix lumberman, after the lapse of nearly fifty years, is still a picturesque figure, clad, as he is, in coarse, strong woolen garments, these of brilliant red, yellow, blue and green, or in some cases as variegated as Joseph's coat of many colors. He is usually a man of stalwart frame, which is set off to advantage by his close fitting garments. His circumstances are, however, widely different from his old time predecessor.

The rough, hard work of the wilderness, including the building of dams, the construction of reservoirs and roads, and the improvement of the streams, has been accomplished chiefly by his predecessors. He is abundantly supplied with food, produced almost in the neighborhood of the scenes of his winter's work. He travels by rail almost to his destination or drives blooded teams over comparatively good roads, where his predecessors tediously blazed the way and cleared it of underbrush. His camp accommodations are far superior. He is housed in comfortable cabins, warmed with large stoves and heaters, whereas the cabin of the lumberman of 1845 had a fire built on the ground in the centre of the room. The modern camp is well furnished with tables and other conveniences. The cook has a separate room furnished with a cooking stove and modern appliances for cooking. He has his assistant, known as the "cookee" or second cook. The table is spread with a variety of food, and delicacies that would have astounded the lumberman of 1845. Each operator is limited to his own special work. His bounds are set and he can go no further, except at the risk of the loss of his labor.

The work goes on with clock-like precision and is comparatively easy. Everything is done on a larger scale and more economically. The crews are larger and the life is not near so solitary. The various crews employed for the spring drive combine and thereby greatly increase their efficiency. They are supplied with better and covered boats. The cook in the drive has in addition to his "cookee" a wangan man to assist in managing the boat. The drives are larger and yet more easily handled, the conveniences are greater and the expenses less. The men are more independent, and owing to the number employed, and the nearness of settlements and villages, more sociable, and possibly more hilarious and less thoughtful. We shall nevertheless find among them men of character, thoughtful, industrious and earnest men, who would have shone in the associations of the earlier camps and who will doubtless in the future be ranked among the successful and capable men, worthy successors of the veterans now leaving the stage of action.

Conjecture as to the future of the lumbering industry, and consequently as to the character of the men engaged in it, would be idle. Who can tell what a day or another fifty years may bring forth? The pine woods will not last always; already the camps are being pushed further and further to the north and west, and whereever the denuded pine lands are arable the farmer is making his home. The lumbering industry is also passing into the hands of corporations, and with their extensive means and the armies of men employed by them the forests are disappearing more rapidly than ever. It is possible that the present generation of lumbermen may be the last in the valley of the St. Croix, and that before another fifty years have passed the last of the number may have shouldered his axe or peavy and passed "over the divide."

THE LOG JAMS OF THE ST. CROIX.

The St. Croix river in its passage through the Dalles is compressed into a comparatively narrow channel, by which means the logs driven down the stream are crowded closely together, so closely as to sometimes become firmly wedged or jammed together. The jam generally occurs at a point known as Angle Rock, a huge promontory of massive trap rock extending into the middle of the channel from the Minnesota side, and opposite to the St. Croix landing. The river makes a bend around this rock nearly at a right angle with the channel above. At this point jams are, under certain conditions, almost inevitable. Sometimes they are of small dimensions and are easily broken. Sometimes the logs gather in such quantity and become so tightly wedged that it is a labor of weeks to break them.

The first jam worthy of note occurred in 1865, during the prevalence of high water. It is, in fact, only during high water that jams can occur, the current being at such time swift and strong, and the logs apt to accumulate in greater number than in the regular drives, from the fact that logs that have been stranded in former seasons or at low water are floated off, and the river is thus filled with logs from bank to bank. These are crowded into the narrow channel of the Dalles faster than they can be discharged, and a jam results. An obstruction once formed, the logs continuing to come in from above fill the channel. The tide of logs arrested, crowd downward until they rest upon the bottom of the river, and are heaped upward sometimes to a height of twenty or thirty feet above the surface. The river thus checked in its course rises, wedging the logs more closely and heaping them higher.

In the jam of 1865 the river channel was filled nearly to the St. Croix dam, a distance of a mile and a quarter above Angle Rock. This being the first of the great jams excited unusual attention. Excursionists came up daily in the boats to look upon it. It was indeed a wonderful sight. The logs were heaped together in the wildest confusion, and wedged in at all angles. Men and horses were employed to break the jam, which at that time, owing to the inexperience of the workers, was no light task. The modus operandi of jam breaking is to remove logs from the lower part of the jam till some log which serves as a key to the jam is reached. This being removed the logs above commence moving, and, if the haul be a long one, in a short time the movement is extended to the head of the jam. Perhaps the logs are so heaped above that no water is visible. It matters not; the tremendous current beneath sweeps downward, carrying the logs along, and the spectator beholds a wonderful scene, a river of logs, the current swiftest in the centre of the stream, the logs rolling, tumbling, crashing, grinding, sometimes snapped in sunder like pipestems. The jam breakers are in the wildest excitement, cheering and hurrahing, and some may be seen out in the current of logs, jumping from one to another, or making their escape to the shore. Others on the lower part of the jam at the moment of breaking are carried down the river. Though apparently a scene of great danger, comparatively few accidents occur. The workers are cool, experienced men with steady nerves and stalwart arms, a race of men not surpassed for muscular development.

In 1877 another jam took place nearly as large as that of 1865. This jam came near destroying the beautiful bridge that spanned the river at the head of the Dalles. Many of the logs carried high in air by the pressure of the logs below struck the bridge, and at times its destruction seemed inevitable. This bridge has since been replaced by an iron structure, much higher than the first, but even this occasionally received a blow from some log carried along by the current at a "present arms."

In 1883 another jam of considerable dimensions occurred, but it was removed with less labor and expense than its predecessors, and steamboats anchored below were used to aid in breaking it. It cost from $5,000 to $10,000 to break these jams.

By far the greatest of the jams occurred in June, 1886. The water was high, the current strong and the river above so full of logs that a log driver might have crossed upon them. This abundance was owing to other causes than those mentioned in the account of the jam of 1865. The dams at Snake, Kettle and other rivers had been simultaneously opened, and the logs in these streams all set free at once in the current of the St. Croix. On they came in long procession with but little obstruction till they reached Angle Rock, where they were suddenly arrested, and, owing to the force of the current, wedged more tightly and heaped higher than on any previous occasion, and the river channel was filled with logs to a point two miles above the St. Croix falls formerly known as the dam. To break this jam, two steamers, two engines, several teams of horses and over two hundred men were employed, and during the six weeks that occurred before it was broken, thousands of visitors came by rail and steamboat to look upon it. This jam was estimated to hold during its continuance 150,000,000 feet of logs.

POPULATION OF WISCONSIN.

The first census of the Northwest Territory, taken in 1790, does not show the population of the region now known as Wisconsin. The census of 1800 gave the following figures: Ohio, 45,363; Indiana Territory, 5,641; Green Bay, 50; Prairie du Chien, 65. According to the census of 1880, the original Northwest Territory contained a population of 12,989,571, or more than one-quarter of the population of the United States. The population of Crawford county in 1820 was 492; in 1830, 692; in 1834, 810; in 1836, 1,220; in 1838, 850; in 1841, 1,503; in 1847, 1,409.

In 1836, when Wisconsin Territory was organized, the population of the Territory was, 11,883. The whole number of votes cast at the election in 1836 was 2,462. The population, according to the census taken at the close of every five years, was as follows: In 1840, 30,945; in 1845, 155,275; in 1850, 305,301; in 1855, 552,109; in 1860, 775,881; in 1865, 868,325; in 1870, 1,054,670; in 1875, 1,236,729; in 1880, 1,315,480; in 1885, 1,563,423.

The official compilation of the census of Wisconsin gives the following details: Total population, 1,563,423; white, males, 806,342; females, 748,810; negroes, in full, 5,576; Indians, 2,695. The nativities are divided as follows: United States, 1,064,943; Germany, 265,756; Scandinavia, 90,057; Ireland, 36,371; Great Britain, 32,731; British America, 21,887; Bohemia, 15,838; Holland, 7,357; France, 3,963; all other countries, 20,030; subject to military duty, 286,289; soldiers of the late war, 29,686.

POPULATION OF ST. CROIX, PIERCE, POLK, BURNETT, AND SAWYER COUNTIES.

------------------------------------------------------------------------------ |1840.|1845.|1850.| 1855.| 1860.| 1865.| 1870.| 1875.| 1880.| 1885.| ------------------------------------------------------------------------------ St. Croix | 618 | 809 |624 | 2,040| 5,392 |6,255 |11,039|14,957|18,838|22,389| Pierce | | | | 1,720| 4,672 |6,824 |10,004|15,101|17,685|19,760| Polk | | | | 547| 1,400 |1,677 | 3,422| 6,736|10,095|12,884| Burnett | | | | | 12 | 238 | 705| 1,436| 2,980| 4,607| Sawyer | | | | | | | | | | 2,481| ------------------------------------------------------------------------------

POPULATION OF MINNESOTA.

In 1849 the Territory had a population of 4,680. The census taken at periods of every five years shows the following population: In 1850, 6,077; in 1855, ----; in 1860, 172,073; in 1865, 250,099; in 1870, 439,706; in 1875, 597,403; in 1880, 780,773; in 1885, 1,117,798.

The following table gives the population of the counties on the St. Croix waters.

------------------------------------------------------------------------------ | 1850. | 1855. | 1860. | 1865. | 1870. | 1875. | 1880. | 1885.| ------------------------------------------------------------------------------ Washington | 1,066 | ---- | 6,123 | 6,780 | 11,809 | 9,994 | 19,562 | 29,763| Chisago | ---- | ---- | 1,743 | 2,175 | 4,378 | 6,046 | 7,982 | 9,765| Pine | ---- | ---- | 92 | 64 | 648 | 795 | 1,365 | 2,177| Kanabec | ---- | ---- | 30 | 31 | 93 | 311 | 605 | 1,119| Isanti | ---- | ---- | 281 | 453 | 2,035 | 3,901 | 5,063 | 7,032| Carlton | ---- | ---- | 51 | 28 | 286 | 495 | 1,230 | 3,189| ------------------------------------------------------------------------------

MINNESOTA STATE CAPITOL.

By the organic act of Minnesota Territory, $20,000 were appropriated for a capitol building. At the time the Territory was organized, however (June 1, 1849), the permanent seat of government had not been determined on, and the money was therefore not available. The Central House in St. Paul, a log tavern weather-boarded, situated at the corner of Bench and Minnesota streets, where the rear of the Mannheimer block now is, was rented for the public offices and legislative assembly. It was for some months known as "The Capitol." On the lower floor was the secretary of state's office, and the house of representatives chamber. On the second floor was the council chamber and the territorial library. Neither of these legislative halls was over sixteen or eighteen feet square. The rest of the building was used as an inn. The Union colors, floating from a flag staff on the bank in front of the building, was the only mark of its rank. During his entire term of office, Gov. Ramsey kept the executive office in his private residence, and the supreme court met in rented chambers here and there.

On Sept. 3, 1849, the first session of the legislature assembled at the above temporary capitol. Gov. Ramsey delivered his message to the two houses in joint convention assembled, in the hotel dining room. The whole fitting of the assembly rooms was of the plainest description.

Considerable discussion ensued during the session on this subject, as to whether the Territory had a right to expend the $20,000 appropriated in the organic act, for a capitol building. The question having been submitted to Hon. Wm. Meredith, secretary of the treasury, he replied that the "Department can not doubt that the public buildings in question can only be erected at the permanent seat of government, located as described."

The second session assembled Jan. 2, 1851, in a brick building, since burned, which occupied the site of the Third street front of the Metropolitan Hotel. At this session the seat of government was fixed at St. Paul, as above noted. D. F. Brawley, Jonathan McKusick, Louis Robert and E. A. C. Hatch were elected building commissioners. Charles Bazille, a pioneer resident and large property owner of St. Paul, donated to the government the block of ground since known as "Capitol Square," and plans drawn by N. C. Prentiss were adopted. The contract was let to Joseph Daniels for $33,000, but the building finally cost over $40,000. It was commenced at once, but not completed until the summer of 1853. The third and fourth sessions of the legislature were compelled, therefore, to meet in rented buildings. That of 1852 assembled in Goodrich's block on Third street below Jackson, and that of 1853 in a two story brick row on Third street, where the front of the Mannheimer block now is.

BURNING OF THE CAPITOL.

At nine o'clock on the evening of March 1, 1881, while both houses of the legislature were in session, and all the halls and departments were crowded with visitors, the dome of the building was found to be on fire. The flames spread with too great rapidity to be checked, and all that could be done was to save the contents of the building. The most valuable records and papers of the various offices, and of the legislature, with some of the furniture, were carried out, but the greater part of the contents of the building, including the valuable law library, the supply of state laws, documents and reports, and all the stationery in the secretary of state's store rooms, etc., were a total loss. The Historical Society's library was mostly saved. The entire loss to the State was fully $200,000.

Fortunately the city of St. Paul had just completed a fine and spacious market house, which was still unoccupied, and its use was at once tendered the State by the city authorities, and while the flames were still burning the furniture and effects saved from the old capitol were removed thither. At nine o'clock next morning the state departments and both houses of the legislature were again at work in their new quarters. But two days of the session yet remained. Gov. Pillsbury immediately secured estimates for rebuilding the burned edifice, using the old walls, and an act appropriating $75,000 for that purpose was passed. Work was commenced at once. It was then found that the old walls were too unsafe to use, and at the extra session in September, 1881, the further sum of $100,000 was appropriated for the completion of the building. Its total cost was about $275,000. The dome of the building is two hundred feet above the ground, giving a noble view to the visitor who ascends it. The exterior of the edifice is neat and tasty, and it is altogether creditable to the State, considering its comparatively small cost.

SELKIRK VISITORS.

In the early days a somewhat primitive people inhabited the Northwest, making their homes on the banks of the Red River of the North and on the shores of Winnipeg, in what was known as the Selkirk settlement, now included in the province of Manitoba. They were a mixed race of Scotch, French and Indian stock, born and raised under the government of the Northwest British Fur Company. They were a peaceable, partly pastoral and partly nomadic, trading people. They cultivated the ground quite successfully considering the high latitude of their home and the absence of machinery for farm work, raising wheat, vegetables, cattle and horses. They engaged in hunting and trapping and yearly visited St. Paul with the surplus products of their labor to be disposed of for money or goods. They came usually in caravans consisting of files of carts drawn by cows, oxen and ponies, and commanded by a captain elected to the position who exercised over them a rigid military rule. Their carts were rude, creaking affairs, made entirely without iron, all the fastenings being sinews and leathern thongs. This harness was made of raw hides, Indian tanned, and sewed with animal sinews. Their costume was a happy cross between the civilized and savage. Their caravans included from 100 to 600 carts, which were laden with furs, buffalo robes, buffalo tongues, dried pemmican, etc. As they came a distance of 450 miles, the journey required many days, but was made in good military order. The raising of a flag was the signal for starting, the lowering, for stopping. At night the carts were ranged in a circle about the encampment, and sentinels posted. Their encampment within the suburbs of St. Paul attracted great crowds of the curious. In 1857 their train consisted of 500 carts, and in 1858 of 600, but later, as railroads were built northward and steamers were placed upon the Red River of the North, their number gradually diminished and finally their visits ceased altogether.

CYCLONES.

Recorded and unrecorded, Minnesota and Wisconsin have had their full share of those atmospheric disturbances that have wrought so much destruction in the Western States. In the early days, when the country was sparsely settled and villages and towns were few and far between, they came and went unnoted, or attracting but little attention. They left no traces on the plain, and in the forests only a belt of fallen timber, known as a "windfall." These belts are sufficiently numerous to establish the fact that these storms were probably as frequent in early, even in prehistoric, times as at the present. Their movements are more destructive in later times because of the improvements of civilization, the increased number of human habitations and the growth of towns and cities. The tornado has more to destroy, and as a destroying agent, its movements are better known and more widely published.

Scientists are not agreed as to the cause of these destructive phenomena, but enough is known to overthrow the theory so persistently advanced that it is in consequence of the cutting away of the forests and the substitution of farms. In fact much of the country was already prairie land and abundant evidences of tornadoes are found in the midst of old forests in which have since grown up trees of considerable size, and this at a period long before the lumberman commenced his destructive work.

We append a few sketches of cyclones that have occurred in comparatively recent times.

THE ISANTI COUNTY CYCLONE.

This storm occurred in September, 1865, and spent its fury chiefly in Isanti county, but extended beyond and was felt even in Wisconsin. The tornado gathered its wrath in the southwestern region of Isanti county, in what is called the "Lake Typo settlement," some forty miles north of St. Paul. It was first discovered in the shape of "two clouds," as the people there residing expressed it, "approaching each other from different directions." Suddenly the mingling of these counter currents of strong winds appeared to form the blackened heavens into a funnel-shaped mass. The direction of the whirlwind was from southwest to northeast, and after crossing the St. Croix river passed through an unsettled portion of timber lands known as "pine barrens," a growth of scattering pines interspersed with black oaks of medium size.

On Wood river, Burnett county, Wisconsin, the trunks of pine trees, three feet in diameter and eighty feet high, were twisted into "broom splints" and carried high in air. The intervening oaks were also served the same way; and the whole track of the tornado, from thirty rods to three-fourths of a mile in width, had left no tree standing. Pines and oaks were all prostrate, and promiscuously heaped up in winrows over the ground, their branches and trunks interlocked, and in some places piled to the height of thirty feet.

The author of this work lost about 10,000,000 feet of pine logs in Wood river in this cyclone. On Clam river, Wisconsin, for four miles in length and about half a mile in width, the forest was laid in winrows, and parties who came through soon after the tempest had to cut their way.

The tornado, traveling with the velocity of lightning to the northeast, overtook Dr. Comfort, of Wyoming, as he was crossing Sunrise prairie with a mule team, accompanied by a hired man. The doctor and man saved themselves by clinging to some shrubs near by, but when the fury of the whirlwind had passed, all they could find of their outfit was the poor mules, half frightened to death, and the fore wheels and tongue of the wagon. The hind wheels, box, and the rest of the outfit, together with the doctor's medicine kit, which he had along, when last seen, were bound zenithward.

Wm. A. Hobbs, late quartermaster sergeant of the Third Minnesota Battery, Light Artillery, and Orville Grant and brother--sons of R. Grant, Esq., a farmer living in Isanti county--were out hunting, and happened to be caught where the storm passed through the heaviest timber. They saw it approaching, and at first attempted to take shelter in an old school house near by, but soon saw that was no place for them and made for an old pine log which they got behind; soon that commenced to move. Hobbs seized hold of an oak, some ten inches in diameter, which immediately commenced to be loosened at the roots and to spin around like a top. The tree was prostrated and he with it--he receiving very severe injuries. The Grant boys, were also injured, but none near so badly as Hobbs. The log school house shared the fate of the surrounding forest. A resident near by states that he saw one-half the roof sailing upward at least four hundred feet above the tops of the tallest trees.

THE COTTAGE GROVE CYCLONE.

On June 15, 1877, a terrific cyclone visited the town of Cottage Grove, Washington county, Minnesota. We append the correct and vivid description taken from the "History of Washington County:"

"At 9 o'clock P. M. there arose in the southwest a dark and heavy cloud, attended with loud thunder, vivid lightning and a strong wind. The cloud moved forward rapidly; soon the rain began to fall in torrents, when suddenly the wind came dashing with great violence, sweeping everything before it. There seemed to be two currents of wind, one coming from the west and the other from the southwest. These two currents came together in section 22. The stronger current being from the southwest, the storm took a northwestern direction, and did some damage in section 27, taking away a portion of the roof of Ethan Viall's house, and a trunk out of the chamber, no trace of which could be found. A corn cultivator was taken up, some portions of which were never found, while other parts were found two miles from the place of its taking. In section 22, when the currents met, the destruction of property beggars description. The timber in its track was prostrated; fences were torn up and scattered in every direction; E. Welch's house came in the line of desolation; Mr. and Mrs. Welch had stepped out to look after some chickens in which Mrs. Welch was specially interested, and, startled by the roar of the wind, were in the act of returning to the house. When near the door the wind took up the house, bearing it away, and a stick of timber struck both Mr. and Mrs. Welch, knocking them down. When Mr. Welch recovered he had hold of his wife, but she was dead. The stick of timber struck her on the head and caused instant death. The next object in the path of destruction was C. D. Tuttle's two story dwelling, located in the northwest corner of