Specular and Magnetic Bessemer,per ton$7.00 to $7.50Bessemer Hematites"5.75 to 6.70
Cost of producing ore in Pennsylvania.The same authority gives the cost of the ore and coke necessary for the production of a ton of iron in Mahoning Valley district, at $9.90 for the ore and $4.50 for the coke = $14.40. To this must be added about $4.25 for flux, labor, management, interest and repairs, making a total of $18.65 as the cost of producing one ton of pig-metal.
Cost of Bessemer-pig in Snoqualmie Valley.Thus the superior advantages of the Snoqualmie Valley are readily seen. Here are steel ores, two kinds of fuel, and the limestone in close proximity. Putting the fuel at more than I think it would cost; putting the cost of mining the ore at the maximum cost at Cranberry, N. C., and freight at double price, and we have as the cost of a ton of Bessemer-pig, as follows:
Ore$3 00Fuel6 00Flux50Labor and management2 00Interest and repairs1 50$13 00
This is lower than the present cost of producing Bessemer-pig anywhere in the United States, according to the best of my information; and at the same time the market is better.Large market for steel rails.The demand for steel rails in the Rocky Mountain country and in the Pacific States is, and will be, large and permanent, while the demand in China and other foreign countries will constantly increase. And so will it be with machinery and tools of all kinds, agricultural, mining and manufacturing. This demand will be both domestic and foreign, and constantly enlarging. And it may be safely asserted that no railroad exists, or can be built anywhere in the Pacific States, which will compare with the Seattle, Lake Shore and Eastern Railway in its control of the iron business.
Limestone.I have already said so much as to the convenience and excellence of the limestone beds associated with the magnetic ores,Marble, granite, sandstones, slates.that I will only allude to them here as constituting the great resource for furnace-flux, for building-stone, for lime, and for monumental and ornamental marble. This will be an important item for transportation. The granite, also, will be wanted for building, and for paving blocks. There are, no doubt, quartzites, sandstones and slates which will be in request; some for the supply of silica needed for tempering fire-clay (which latter is reported to have been found onCedar River in large quantity and of good quality); some for road metal; some for paving; some for building.
Precious and base metals.In this group, however, the great resource is in the ores of the precious and base metals, which have been fully described under a former head. Too little is known of the silver and lead and gold ores of the Snoqualmie Valley to lay much stress upon them. The indications do not justify us in ranking them with the ores of the Columbia Valley.
The gold placer mining of the Yakima country makes no large show so far. The silver, lead and copper ores, described by Mr. Burch, may develop largely, but as yet no calculations can be made as to their value in supplying tonnage. This field ranks with the Wenatchie, Chelan, and Methow regions, being undeveloped, and yet so full of promise as to deserve careful attention.
Okinagane, Colville and Kootenai.The mines of the Okinagane and Colville regions promise large results. All this mineral region, up to and including the Okinagane, lies fairly within the patronage ground of the Seattle Railway as it pursues its course to Spokane Falls. The Colville and Cœur d'Alene, to which may now be added the Kootenai, mining regions, constitute a large area lying north and east of Spokane Falls, and offer themselves as possible routes for the ManitobaRailway, but chiefly as tempting fields for railroad enterprises. The city of Spokane Falls is deeply interested in bringing in the trade of these growing mines, and the Seattle Railway corporation may wisely consider the prizes here offered.
Cœur d'Alene.Railroad building has begun in the Cœur d'Alene country. The Cœur d'Alene Railway and Navigation Company have constructed a narrow-gauge road from the Old Mission, near the junction of the north and south forks of the Cœur d'Alene River,Transportation lines to the mining regions.a distance of about thirty-five miles. The tonnage is said to be much greater than this narrow-gauge can handle at present.
From the Old Mission, which is now the terminus of the narrow-gauge road, the ores are taken by steamboat and barges down the Cœur d'Alene River, and up the lake to Fort Cœur d'Alene, where connection is made with the Spokane Falls and Idaho Railroad, running from Fort Cœur d'Alene to Hauser Junction,on the main line of the Northern Pacific Railway. This arrangement enables the mines to send out and bring in their freight, but it is not satisfactory. There seems to be an opening for a line from Spokane Falls directly into that country. It would cost $20,000 a mile, by Mr. Mohr's calculation, and would be seventy-five miles long. If, however, it be true, as reported, that the Northern Pacific Railroad will make a cut-off from Missoula across the Cœur d'Alene Mountains, this field will be occupied; which, however, is not probable.
The Chewelah, Colville, Summit, Metalline and Kootenai mining districts could all be reached by a line from Spokane Falls by way of Colville and Little Dalles. And by running a spur from Colville to a point below Kettle Falls on the Columbia River, control could be gained, first, of the navigation between Mahkin Rapids and Kettle Falls, and also the long stretch of navigable river from the Little Dalles to Death Rapids in Canada, crossing the Canadian Pacific Railroad at Farwell. It is calculated that 750 miles of navigation would thus be opened by the addition of a piece of track twenty-five miles long, connecting the Kootenai River with Arrowhead Lake.
A new discovery of silver-lead ores, made onthe Kootenai Outlet River, is making a great stir just now. The body of ore is said to be the largest yet discovered. We shall expect the Manitoba people to be looking into this development. There is also some talk of the mining region on both sides of Kettle River, near the Canada line. The Pend d'Oreille district is also promising. All this is suggested as food for thought and investigation.
The location of Port Townsend puts that town out of the general competition. The same is true of Olympia. Whatcom, or some possible town near the line between Whatcom and Skagit counties, might grow into consequence if made the terminus of some transcontinental road. This point, however, is involved in the larger question of the course of the Manitoba Railroad. With the present outlook, the only two competingThe only competition is between Tacoma and Seattle.towns on Puget Sound are Tacoma and Seattle. The former has the advantage of being the terminus of the Northern Pacific Railroad, and of having large private capital to advance its interests. These have made the town all that it is. It is handsomely laid out, and well built. It has an elegant hotel, and a population said in Tacoma to be 12,000, and in Seattle to be 7,500. The harbor has water enough, but the landing is bad; there being no level ground available for wharves or business houses near the water. A mere roadway, cut out of the high bluff, furnishes the only line of communication. The town is oneto two hundred feet above the water and above the main railroad depot, and must be reached by a long, steep road. Tacoma is twenty-six miles farther from the sea than Seattle, has a back country of inferior resources, and has no advantage in distances from the East.
Advantages of Seattle.Seattle has already been described. It has probably double the population of Tacoma, and more than double the business. It has flat ground enough for commercial purposes. In its position, its harbor, its relations to the back country, its materials for trade, commerce, manufactures, its present and prospective railroad connections, it surpasses all present and future competitors on Puget Sound.
There will be mining and trading towns at numerous points between Seattle and Salal Prairie.
Spokane FallsVIEW OF THE CITY OF SPOKANE FALLS, EASTERN TERMINUS SEATTLE, LAKE SHORE AND EASTERN RAILWAY.
Towns of East Washington.The towns on the east flank of the Cascade Mountains may have a future;i.e., Cle-ellum, Ellensburg, and North Yakima. They have a chance for the State capital, and there may be manufacturing as well as mining towns near the iron ore, and other mineral beds. Small places will also spring up at the mouth of the Wenatchie and the Okinagane, and at the termini of the steamboat landings.
The county seat of Lincoln cannot remainat Sprague. Wheatland would have a chance for that.
Spokane Falls and its fine prospects.Assuming that Spokane Falls is the objective point of the Seattle Railway, I will give a somewhat full account of this thriving young city. In 1882 it had 700 inhabitants; in 1887 it had over 7,000. In 1883 the Northern Pacific Railroad reached there, and since that date the town has grown continuously. It will be a large city, as will be obvious if its advantages be considered. These are chiefly: I. Its water-power; II. Its agricultural relations; III. Its mining surroundings; IV. Its railroad prospects; V. Its good ground for building.
I.Its Water-power.—The value of this water-power arises partly from the volume of water and its great fall, and also its uniformity, and its freedom from disturbing causes. The river falls in a succession of cascades amounting to 156 feet within the limits of the city.Mr. Paul F. Mohr's article.Mr. Paul F. Mohr has published an intelligent article on the subject, from which I quote the following statements:
"To arrive at the available number of horse-power which the Spokane River could furnish at this point, assuming 90,000 horse-power as the gross power of the river, and deducting 60 per cent. therefrom, would leave 36,000 horse-power as a most conservative and minimum estimate."The City of Minneapolis used in 1880, as nearly as I can ascertain, about 20,000 horse-power, and Minneapolis is probably the largest flour-milling point in the world."The industries requiring most power are, in their order, as follows: lumber, flour, iron and steel, paper, woolen goods and worsted goods, with several industries consuming a comparatively small amount of power, not necessary to mention. Of the industries above named, all but the iron and steel industries can be followed at this point, and, in fact, the flouring, paper and woolen industries belong to this section of the country."
"To arrive at the available number of horse-power which the Spokane River could furnish at this point, assuming 90,000 horse-power as the gross power of the river, and deducting 60 per cent. therefrom, would leave 36,000 horse-power as a most conservative and minimum estimate.
"The City of Minneapolis used in 1880, as nearly as I can ascertain, about 20,000 horse-power, and Minneapolis is probably the largest flour-milling point in the world.
"The industries requiring most power are, in their order, as follows: lumber, flour, iron and steel, paper, woolen goods and worsted goods, with several industries consuming a comparatively small amount of power, not necessary to mention. Of the industries above named, all but the iron and steel industries can be followed at this point, and, in fact, the flouring, paper and woolen industries belong to this section of the country."
It is claimed that the Spokane River at the falls never rises more than six feet, and never freezes. The river here has cut so deeply into the basalt, that there must be combination among the riparian owners in order to draw the water to good mill sites, and invite manufacturers to use the power. Mr. Mohr urges this.
Two flour-mills are now there turning out about 450 barrels of flour a day; also saw-mills, and, I think, a dynamo for electric lights, etc.; but, of course, these use but a small part of the power, which, if fully utilized, in such ways asare suggested by Mr. Mohr, would of itself create a large city.
II.Agricultural Relations.—Spokane Falls has a promising agricultural country on all sides. The Pend d'Oreille region has good agricultural capabilities, though the best lands there are in the Indian reservation.
The country north of Spokane Falls, in the direction of Colville, is spoken of as a fertile valley, having more rain than the plateau country, much of it limestone soil, specially productive in hay and wheat. The wheat is harder than the plateau wheat, and contains a larger proportion of gluten; hence it is desired as a mixture for the wheat that is usually brought to the Spokane Falls mills.
Turning to the great plateau, we find that the rich Palouse River country, since the construction of the Spokane Falls and Palouse Railroad finds its readiest market at Spokane Falls. And now that the Seattle, Lake Shore and Eastern Railroad is striking out through the Great Bend, another portion of this great producing region will be brought within easy reach.
III.Mining Interests.—I need here only refer to the fact that Spokane Falls is situated centrally with regard to the mines of precious and base metals heretofore described. Evidently the business from the mines of Chewelah, Colville, Little Dalles, Kootenai, etc., must come here except so far as it may be diverted to a tide-water city which would smelt their ores and sell them goods. No doubt the Canadian Pacific will handle some of the business of the Kootenai mines. Similar remarks may be made with regard to the mines of the Cœur d'Alene country, with the qualification that a road crossing the mountain, say to Missoula, would divert some of the trade to Helena or Butte City.
The miners of Okanogan, Methow, etc., would be nearest to Spokane Falls, but would be 100 or 150 miles on the way to Puget Sound, which would divide the trade.
IV.Railroad Prospects.—The Northern Pacific Railroad, a transcontinental line, already passes through Spokane Falls. If the cut-off through the Cœur d'Alene country should be made, it would be equivalent to an additional road. The Spokane Falls and Palouse Railway joins the Northern Pacific at Marshall, only nine miles from the city, and its general course points directly toward it.
The road across the Great Bend has been commenced. The road to Colville, Little Dalles, etc., will inevitably be made at an early day.
This would make it really the centre of six roads, counting the Northern Pacific as two.
V.Building Grounds.—The city is built and building on both sides of the river, and stands on a level, dry, gravelly plain, a mile or more in width, rising into wooded hills. In other words, it has all that can be desired for situation.
Sprague, Colfax, and Lewiston.Sprague, Colfax, and Lewiston claim attention as indicating the points in a proposed branch line of railroad, leaving the Seattle, Lake Shore and Eastern Railway somewhere in the Great Bend country.
Shops of the Northern Pacific Railroad are in Sprague, which fact is an endorsement of the locality. Its population is over 1,500. The town standing in a coulée, there are no indications of fertility of soil in sight. Here the timber belts seem to end, and no trees are seen for 100 miles eastward. It occupies an intermediate position between the great wheat areas of Whitman County on the south and of Lincoln on the north. Stage lines leave here for Colfax (south) and for Davenport and other towns in the Great Bend (north), and also for the Okanogan mines.
Colfax is about forty miles southwest from Sprague. It is on the Palouse River, in anarrow valley where there is scarcely room for a town. The bordering hills are steep; the surrounding country is some 400 or 500 feet higher than the town. It is claimed, however, that there are good grades to be had for railroads going in any direction. The town has a population of 1,800 to 2,000, and is evidently prosperous. It has water-power and wheat-mills. The railroad agent in the town says that his cash receipts for freight average $1,200 a day. Knapp, Burrell & Co. told me that they brought in 672 carloads of freight annually in the regular course of their business. I felt surprised at the statement. This firm does a farmers' business in barbed wire, wagons, all sorts of agricultural machinery and implements, grain-bags, etc., etc.
Mr. Hamilton imports groceries to the amount of $75,000. Coal is $12.00 a ton. Lumber is scarce and high, and freights enormous. A citizen told me that he had paid $64.30 freight from Portland on a lot of lumber that cost $34.90 in that city. Another marvelous story was that a citizen paid $5.00 a ton for coal in St. Paul and $20.00 a ton to bring it to Colfax.
Notes on the Colfax country.In asking about the surrounding country, I made the following notes: One-half the country is arable. The non-arable land is grazed by horses, sheep and cattle. Wool, an important item. Of the arable land, one-tenth is under the plough; of this, three-fourths is put in wheat, and one-fourth in oats and barley—more barley than oats. Very fine root crops.Average of wheat, 30 bushels per acre; oats, 50 to 60 bushels. Price of wheat, 45 cents; freight to Portland, 20 cents, making $6.60 a ton. Peaches mature. Can raise corn, but it does not pay to shuck it. There is a continuous wheat area of 70 townships, equal to 2,520 square miles, taking in a little of Idaho.
Lewiston.Lewiston, in Idaho, came into being during the days of placer mining, and now depends on agricultural business. It has about 1,000 people, and may become important by reason of its location at the junction of the Clearwater and Snake rivers. The transcontinental line that may some day be built through Wyoming might pass through Lewiston.
Walla Walla.Walla Walla is the oldest, and was long regarded the best of all the towns of East Washington. It is beautifully situated in a fertile country; has about 5,000 inhabitants; is well laid off and built, and has a more staid and settled population than any other town there. This is true, also, of the farming population around Walla Walla, many of whom have comfortablehomes. The town has some water-mills; and an astonishing amount of "truck" is raised and shipped in this neighborhood. The city has not grown much of late, and, except its agricultural surroundings, there is nothing especially to give it prosperity.
Railroad branches.The building of the West Coast Railroad will be a happy circumstance for the Lake Shore road. Skagit County, and especially Whatcom County, have large resources, and the preoccupation of this ground may discourage other parties from any attempt to build up a commercial city on Bellingham Bay. A branch from the Northern Pacific at the Common Point to Salal Prairie would not hurt, and might help the Seattle, Lake Shore and Eastern road.
Besides the short spurs to the mines on the west side of the Cascade Mountains, there may be needed branches up Cle-ellum, and other rivers, to mines. I cannot see the wisdom of a branch to the Walla Walla country, which could be reached only by paralleling the Northern Pacific down the Yakima River, or else by striking off in the Great Bend, and crossing theNorthern Pacific and its Palouse branch, and then Snake River, to reach a country already occupied by the Oregon Railway and Navigation Company, and lying over 100 miles nearer to the tidal market along a down grade, than by the Seattle road with its mountain crossing.
The Palouse country.A branch into the Palouse country would have more to recommend it. It is nearer, and competition will be on more equal terms. There are now three railroads in the Palouse country: namely, the Oregon Railway and Navigation Company's road from Palouse Junction to Moscow, Idaho, passing through Colfax; the Farmington branch of this road, from Colfax to Farmington, and the Spokane and Palouse, which runs from Marshall, on the Northern Pacific, to Genesee. But a road passing through Sprague and Colfax to Lewiston would cross some rich, unoccupied territory, and everywhere would compete for business on fair terms.
Whilst I was in Colfax, at my suggestion, the town was canvassed as to the annual amount of its freight. The aggregate amount paid by fifteen firms reached $200,000, and the balance was estimated at $25,000, making $225,000. Five firms claimed to handle annually 2,075,000 bushels of wheat, making 62,250 tons. Thesefigures seem large for so small a place as Colfax.
The length of this branch would, of course, be affected by the location of the main line across Great Bend. If the main line should take the route preferred by Mr. Mohr, Wheatland would probably be the nearest starting-point. This would be all the better for Spokane Falls; but for the long haul to Puget Sound, it would seem to be more desirable for the junction to be farther west.
Arguments for the Polouse branch.To my mind, the chief arguments for building this branch are, first, that it would be a start for the transcontinental road across Wyoming and Nebraska, and then, so to speak, it would be stretching out one wing of the bat with a view to catching the Manitoba bug.
The other wing of the bat would be the Colville branch. The eccentric bug would inevitably hit one or other of these wings, and when once caught, would be held.
Manitoba railroad.Concerning these Manitoba people, we may assume that they will think with regard to the routes according to the facts of nature. The direct line across the Kootenai country would strike the Colville branch, but in the opinion of able engineers the difficulties are so nearly insurmountable, that this is least likely to bechosen of all the routes. The cut-off from Missoula to Spokane Falls by way of Lake Cœur d'Alene, seems manifestly the best route for this road, that is, if it be not already pre-empted by the Northern Pacific; but strong reasons are given to show that the Northern Pacific will not, and cannot, make this cross line; in which case, we might almost conclude that the Manitoba will cross here, and inevitably join the Seattle road.
The only other crossing left would be the Lolo Pass, which would be still more out of their direction, and would give them no better chance for an independent line to tide-water than the more northern routes. The fact is, that the late strategic movement of the Seattle railway in seizing upon the key to the Great Bend country made it master of the situation.
It is now just one year since I left Washington Territory, and I am glad to be able to report,Rapid growth of Seattle and Spokane Falls.on the best authority, that the great interests heretofore described have progressed, some of them with accelerating speed. The city of Seattle has added 10,000 to her population, and Spokane Falls 5,000 to hers.
Mining has spread its area, multiplied its diggings, and gone forward at every point amazingly. Agriculture during the past year has not advanced with equal rapidity. This is easily accounted for by the influences of the mines and cities. The crops were fair, but not as large as in some former years; but no fears need be entertained with regard to this great interest.
Change in the location of the railroad.The trunk line of the Seattle, Lake Shore & Eastern Railway will cross the Cascade Mountains at Cady's Pass instead of at Snoqualmie Pass as originally designed, and reach the Columbia River by the Wenatchie Valley. Crossing the great river near the mouth of the Wenatchie, where it is thought that a city will be developed, and passing along the northern limb of the Great Bend country, it will connect with the other end of the road which is now under construction to Wheatland.
Seattle and the harborVIEW OF SEATTLE AND THE HARBOR, WASHINGTON TERRITORY, SHOWING DOCKS OF THE SEATTLE, LAKE SHORE AND EASTERN RAILWAY.
A report from Paul F. Mohr, chief engineer, in regard to this new line, is embraced in this chapter. Something is said about the Wenatchie Valley, also, by Mr. Whitworth.
But the original line is by no means abandoned. It has probably reached Hop Ranch before this time, and will be continued through the great timber belt, passing Salal Prairie, at least as far as the iron and marble beds on Mt. Logan. No doubt in time the road will cross Snoqualmie Pass, and continue to the mineral beds on the Cle-ellum and elsewhere.
I have obtained the following interesting and valuable reports from Mr. Whitworth, who has been frequently mentioned in this report, Mr. Routhe, president of the Board of Trade of the city of Spokane Falls, and Paul F. Mohr, Esq., chief engineer.
Seattle, W. T., Oct. 2, 1888.
I now proceed to answer your questions.
1. Present population of Seattle, and commercial growth?
Population of Seattle.A census was taken in June of this year, and the total enrolled was 19,700. I presume it was safe to say that the population then was 20,000, and that now it is from 22,000 to 25,000, for although houses have been built very rapidly, there is not a house, or a room hardly, that is not occupied.New manufacturing establishments.There are now seven brick-yards in operation, each manufacturing from 10,000 to 50,000 per day. Two boiler-works have been added to the manufacturing interests since you were here. Three saw-mills, besides four on the line of the Seattle, Lake Shore & Eastern Railway between here and Gilman, have been built, and all have more than they can do.
A new fish-canning establishment has been started, and is in successful operation. A pile-creosoting works, an extensive shipyard works, a shingle mill, and a timber-preserving works and saw-mill are all under way on the north side of Salmon Bay.
New steamers.TheAlaskanand theT. J. Potter, two magnificent steel steamers, and theHarry BaileyandHassalo, good-sized passenger steamers, besides three or four tugs, and an extra steamer on the Alaska route, as well as an extra steamer every second or third week for freight from San Francisco, have been added to the Seattle fleet since you were here.
2. The Moss Bay Company.
There seems to be no question but that the location on the eastern shore of Lake Washington is definite.The iron company at work.A contract has been made with Denny, and with those holding with Guy, but not with Guy himself. I understand that no contract has been made with, or for, any other one, although Mr. Kirk has been and is still examining all other places.
Mr. Kirk, and Mr. Williams, another of the firm, are living on the grounds at Kirkland, and have a force of men preparing the grounds, the position of the different buildings having all been located. Brick and other material is being placed on the ground.
They have entered into contract to roll for the Seattle, Lake Shore & Eastern Railway 30,000 tons steel at Kirkland, to be delivered within the next twelve months. They, however, will bring the blooms from Moss Bay for this.
Coking coals.Coke is the fuel Mr. Kirk wants, and thinks he will have. But I do not think that the question of coke supply is settled yet. Mr. Kirk's property that we visited (Section 2) is, so far, not developing as they had hoped. Mr. Kirk has disposed of his interest there. The Smith coking ovens that we visited at Wilkeson are still producing a small amount of coke. One or two other veins have been opened at Wilkeson recently, and the company opening are proposing to put up ovens, and work and coke their coal. It probably will make about the same quality of coke as the Smith mine. The only coal that has been analyzed and stands that test for coke, is Section 34, near Kirk's Section 2. We got some samples of it, you remember.
The Snoqualmie coal has been taken possession of by a Mr. Niblock, who talks now of going to work to open. That, you know, cokes well in the open air.
The following is the cross-section of our best veins at Ruffner, or Raging River, Section 16. Roof, sandstone:
FT.INS.Mixed Coal and Slate12Coal (clean)31Rock3Coal6Rock6Coal13
Total, coal, 4 ft. 10 in., rock, 9 in.; which seems to be very strong coking coal. This bench can be worked to advantage, I think.
We have another, also, of about three feet of coal, clean, and it is underlaid with three feet offire-clay, which probably will be as valuable as coal. I have burned some of the brick, and sent some away to be tested.
No further discovery has been made in the neighborhood of the Denny or Guy mines. At the "Chair Peak" Iron Mines, owned by Mr. Wilson, Kelly,et al., as they have examined further, the deposit has shown itself much larger than at first supposed. It is about two and a half miles from the Guy lode, on Mt. Logan.
New discoveries of iron ore.Some quite extensive iron deposits have been discovered on the west side of the Sound, nearly due west from Seattle. They have not yet been analyzed.
What is thought to be a very rich deposit of iron has just recently been found on one of the islands in the San Juan group, within the territory of the United States, said to equal the Texada deposit in British Columbia, which the iron works at Irondale, near Point Townsend, use. The Irondale furnace commenced work again about a month since.
In regard to the precious metals: there have been no developments of importance on this side of the mountain.
The Okanogan, Salmon River, Cœur d'Alene and Colville mines promise richer and richer as they are more developed.
Lumber business growing.4. The activity in the lumber business is unabated—is on the increase. The increase of the lumber mills, that I have mentioned in the first part of this letter, indicatesthat.
The traffic on the railroad, both in logs and manufactured lumber, is much larger than had been anticipated, and is increasing. In July the road hauled 2,843,464 feet of logs. September log haul was about ten per cent. greater. I could not get the exact figures to-day.
Population and freights increasing.5. Spokane Falls is still growing very rapidly, and now claims 12,000 to 15,000 inhabitants, and is building very substantially. Along the line of railroad on this side of the mountain the country is filling up, of course, with small ranches or home-makers, and those already on the line are making increased clearings, and will therefore have more to ship.
The following shows something of what is being done in July: "Coal freight, 2,750 tons; miscellaneous, 3,090; passenger traffic, $6,150; and the advance has been about the same as in logs, except on coal."Labor strike at Gilman Mine.
[6. Mr. Whitworth next gives an account of certain difficulties and troubles, chiefly with miners, which ended in a "strike" that was somewhat prolonged, but he thought the men would soon go to work on the company's terms. Of course, the high hopes concerning these mines (Gilman) had not been realized. Mr. W. proceeds as follows:]
Gilman coal seams.On the Smith, or No. 4 vein, we had just got the gangway driven far enough to turn rooms. The Andrews vein we were driving the gangway entirely in the coal, but were not yet far enough to turn rooms. Nos. 1 and 2 veins had gotten, with the gangway, well in under the hill, and was looking very fine, and turning out good coal. With the prospect of No. 4, or Smith vein, and Andrews vein, I am still well pleased. On the vein in Section 26, just across the valley, I have started in a tunnel to open it; have already driven about sixty feet through the rock, and have about seventy feet still to go. This tunnel is still going on, not having been stopped by the 'strike.'
Progress of the West Coast Railroad.The West Coast Railroad is completed to Snohomish City, and trains run regularly, the bridge across the river being completed only about ten days ago. Both passenger and freight traffic is much larger than anticipated. They are grading, and expect to have ready for service yet this fall, five miles beyond Snohomish. Along most of the entire line the timber is very fine and abundant, and a great deal of the land adjacent is rich agricultural.
Resources of the country along the new line across Cady's Pass.7. Concerning the new line across Cady's Pass and down Wenatchie Valley.
[After some remarks respecting grades, etc., Mr. Whitworth proceeds as follows:]
On this [west] side of the mountain [Cascade] the timber reaches right up nearly to the summit, as in the Snoqualmie, and the reports are this region is rich in coal, and probably also in iron, with some indications of precious metals. Soon after crossing the divide the line will reach the very rich agricultural valley of the Wenatchie, which is called "the garden of Eastern Washington," and traverse its entire length. And it will pass within a comparatively short distance of the mineral districts on the northern slope of that range called Mt. Stuart.
I have heard that there were numerous indications of coal near the mouth of the Wenatchie on both sides of the Columbia. This, too, will be the nearest main line to the rich mineral district of Salmon River, or Okanogan, as well as all that northern mineral belt which extends to the Rockies, and will strike the heart of the Big Bend wheat-fields. It will also be eighty miles shorter than the other line. True, Ellensburg and the Cle-ellum district will be missed, but I think this will be more than compensated for by those I have spoken of.
8. Of the progress of the work.
Progress in building the road.On this side of the mountains no work except surveys has been done on this line. At Spokane Falls the bridge across the river, and about forty miles of track is finished, and they are now operating, I believe, with very encouraging prospects. On the Snoqualmie line they are pushing on. The trains now run regularly to Raging River. The bridge across that stream is not yet completed, but will probably be by the 1st of November, and it is expected that the trains will be running to the Hop Ranch by December 1st.
The branch or spur up Raging River to the Ruffner mine, on Section 16, is located, and some little work has been done, but it is not being prosecuted at present, so I do not expect we will be able to get out any coal from there before next spring or early summer.Cable Railway in Seattle.
Another item showing the prosperity of Seattle, is the opening of a five-mile circuit of cable road to Lake Washington, which occurred last Saturday. I will send you some papers giving some items that may be of interest.
Southern Pacific Railroad supposed to be coming to Seattle Harbor.A syndicate of men prominent in the Southern Pacific Railroad management purchased Milton Point, the land directly west, across Seattle Bay, from the town, and are clearing it off, and say they will make extensive improvements over there in the near future. They are building a large ferry steamer, and have a franchise to run a ferry hourly between town and the front. It is to be on the route by December 1st. Report says that the Southern Pacific is coming in there.
At Smith Cove quite a little town is building up, and property is advancing all around there.
Spokane Falls, Oct. 17, 1888.
Growth of Spokane Falls.Our city has progressed in growth splendidly since you were here. There are now fully 13,000 inhabitants. The census of July 1st showed 12,000. About $1,500,000 have been expended in buildings this year. Eight business blocks of brick and granite have been built this season. One of these cost $150,000. Four of these blocks are three stories, three are four stories, and one five stories.
Spokane FallsSPOKANE FALLS, WASHINGTON TERRITORY.
Forty miles of the Seattle, Lake Shore & Eastern Railway will be completed between here and the Big Bend by December 1st. The iron,engines and cars are nearly all here, and the farmers in Lincoln County are greatly rejoiced at the opportunity for shipping their grain and stock to market.
Prodigious development of the mining interests.The development in the mines this year has been greater than all the work done heretofore. The gold mines near Murray, Idaho, have yielded beyond the hopes of all interested in them. I saw four gold bricks, at the First National Bank, said to contain $37,000. These were from one mine, a South Fork mine of the Cœur d'Alene.
The Kootenai country is now reached by steamer after leaving the Northern Pacific road at Sand Point. A good deal of development work is progressing, and the ore is being shipped out daily. It is mostly silver-bearing galena. A new town just above the British line on the Kootenai Lake has been started. It is called "Nelson." I shall send you some formulated data at an early date.
The crops have been good, though not so good as last year. Emigration to the farming sections does not come in as fast as we would like—in fact, not as rapidly as to the towns. I think it will be better after the election.
Spokane Falls, W. T., Dec. 3, 1888.
The following is a report of the proposed line from West Coast Branch to mouth of Wenatchie River:
Engineering details of the new route.The proposed line will leave the West Coast Branch at a point six miles south of Snohomish City, running east, crossing the Snohomish River on drawbridge at the junction of the Snoqualmie and Skykomish rivers: thence up the right bank of Skykomish on a 1 per cent. (52.8 feet per mile) grade, a distance of forty miles from point of beginning. Thirty-five miles of 2 per cent. (105.6 feet per mile) grade carries the line to Cady's Pass and mouth of tunnel. The tunnel will be 3,500 feet long, in granite rock; probably little or no lining will be necessary.
Descending to the east by a 2 per cent. grade, following the Wenatchie River, a distance of twenty miles. Descending and level grades alternate for the next twenty-five miles, where 1,000 feet of tunneling will be required in thedivide between the Wenatchie and Chumstick rivers. This tunnel saves eight miles of distance in the following eighteen miles, and avoids entering the box cañon of the Wenatchie, a difficult and expensive piece of work.
The development in the Chumstick valley is especially easy. Thence into the Wenatchie valley again, on a 1 per cent. grade, a distance of twenty-seven miles, to the mouth of the Wenatchie River.
A summary of the distances and grades shows a very prettily balanced scheme for operating cheaply and effectively.
SUMMARY OF DISTANCES AND GRADES.
DISTANCE.GRADE.West Coast Branch to end of 1% grade,40m.× 1%End of 1% grade to tunnel,35m.× 2%Tunnel section,3,500 ft.Tunnel to foot of 2% grade,20m.-2%Foot of 2% grade to Wenatchie52m.-1% (or less.)
The introduction of 1 per cent. grades, though higher than the water grades of the Wenatchie and Skykomish rivers, is justified as balanced against the 2 per cent. mountain grades and the saving effected thereby in the bench country, which prevails along both rivers mentioned.
While tunnel is being driven, a 4 per cent.cross-over through Cady's Pass can be cheaply put in if necessary.
Mr. Mohr's account of the resources of the new route.West of the Cascade Range the road will pass through a densely wooded district, through which, with the additional aid of transportation facilities by river now existing, an immense logging industry will be created. The red fir and white cedar now being taken out are superior in quality to those of any section of this coast. Each mile as opened will therefore become an immediate source of income. Considerable prospects and discoveries of gold and silver have already been found, and a number of men are now at work making such developments as are practicable in the absence of transportation facilities. With the opening of the road a heavy mineral traffic will be developed in the future.
Near the summit large deposits of iron are sure to be found, judging from the extraordinary local magnetic variations.
Twenty miles west of the summit are iron-soda springs, which will no doubt become quite famous.
East of the Cascade Summit the country tributary to the road is covered with open, fineforests; the timber is principally second growth yellow and black pine, in tall and straight trees, forming very valuable timber. This prevails for forty miles east of the summit. The remaining country to the mouth of the Wenatchie River is rich agricultural land, fairly well settled up between the Cascade Summit and the mouth of the Wenatchie River.
Very extensive indications of coal and iron are found; and along all of the tributaries of the Wenatchie considerable deposits of precious metals have been discovered, which will no doubt be rapidly developed in the future.
This entire section of country has been well known to miners and prospectors for the past twenty years, but the total lack of transportation facilities has thus far prevented any considerable development of mining properties.
At the confluence of the Wenatchie River with the Columbia River (which will likewise be the crossing point for the Seattle, Lake Shore & Eastern Railway) we find the Columbia River is navigable as far up as the Okanogan country. A large city is destined to spring up at this point, which will control, by means of the Columbia River, a very extensive tributary country.
The valleys of the Entiat, Chelan, Methow,Okanogan, and other rivers, which drain an extraordinary mineral belt, with occasionally fine districts of agricultural land, will provide an enormous quantity of freight for the road. None of this freight will be able to find an outlet except by this road, by reason of the fact that very swift and rocky rapids, which begin about twelve miles south of our crossing and continue for some fifty miles, will for at least a great many years prevent practicable or profitable navigation to points below our crossing.
The aesthetic side of railroading has undoubtedly a large commercial value, and in this instance it will be secured without additional expense. It will certainly prove a valuable factor in the obtainment of passenger traffic. From the city of Seattle to the Columbia River an ever changing succession of magnificent and surprising views will meet the eye of the traveler. Indeed, I believe that the scenic attractions of the Seattle, Lake Shore & Eastern Railway will stand pre-eminent among all the railroads on this coast.
Mr. Mohr's report opens up a region almost unknown heretofore, which is shown to aboundin the finest timber, to possess superior agricultural lands, and to give indications of rich deposits of coal, iron, and the precious metals.
All the reports I have seen from Washington Territory confirm the impressions I first received in regard to its wonderful resources.
W. H. RUFFNER
Lexington, Va., Dec. 13, 1880.
Seattle, W. T., Jan. 9, 1889.
Dr. W. H. Ruffner.
Dear Sir: In relation to your request for such additional data as may be of interest in connection with your Report, especially such data as relate to the changes in population since the time of your visit here a little over a year ago, likewise relating to new developments in the plans of the Seattle, Lake Shore & Eastern Railway Co. and other matters of interest, I respectfully state the following:
The immigration into Washington Territory since December, 1887, has been very heavy, and while there are no statistics showing the number of immigrants, except such as havetaken up their residence in the towns and cities, I am, I feel sure, not far from the truth, when I estimate their number at 65,000. Of this number,