The Leaf Hills are 267 feet higher than the Mississippi, and the ascent is only seven feet to the mile,—so slight that the engineers on the locomotive reckon it as level grade. These hills form the divide between the Mississippi and the Red River. Straight on, over the level valley of the Red River, westward to the summit of the rolling prairies between the Red River and the Missouri, the locomotive speeds its way. Gradually we rise till we are 2,400 feet above tide-water,—the same elevation that is reached on the Union Pacific 250 miles west of Omaha.
A descent of 400 feet carries us to the Missouri. We wind up its fertile valley to the richer bottom-lands of the Yellowstone, over a route so level that at the mouth of the Big Horn we are only 2,500 feet above tide-water. The Yellowstone flows with a swifter current above the Big Horn. We are approaching the mountains, and must pass the ridge of land that separates the Yellowstone from the upper waters of the Missouri. It lies 950 miles west of Lake Superior, and the summit is 4,500 feet above the sea. Through the entire distance, thus far, there have been no grades greater than those of the Illinois Central and otherprairie railroads of the West. Crossing the Missouri we are at the back-bone of the continent, depressed here like the vertebra of a hollow-backed horse. We may glide through the Deer Lodge Pass by a grade of fifty feet, at an altitude of only 5,000 feet above tide-water.
Mr. Milnor Roberts, civil engineer, approached it from the west, and this is his description of the Pass:—
"Considered as a railroad route, this valley is remarkably favorable, the rise from Deer Lodge City to the pass or divide between the waters of the Pacific and Atlantic being quite gentle, and even on the last few miles, the summit, about 5,000 feet above the sea, may be attained without employing a gradient exceeding fifty feet to the mile, with a moderate cut. The whole forty miles from Deer Lodge City to the summit of the Rocky Mountains by this route can be built as cheaply as roads are built through prairie countries generally. A little more work will be required in passing to the east side from this side, down Divide Creek to Wisdom or Big Hole River; but the line will be highly favorable on an average all the way to the Jefferson Fork of the Missouri River. This favorable pass comes into connection more particularly with the Yellowstone Valley route to the main Missouri Valley. A remarkable circumstance connected with this pass will convey a very clear viewof its peculiarly favorable character. Private parties engaged in gold mining, in the gold-fields which exist abundantly on both sides of the Rocky Mountains, have dug a ditch across this summit which is only eighteen feet deep at the apex of the divide, through which they carry the waters of 'Divide Creek,' a tributary of the Missouri, across to the Pacific side, where it is used in gold-washing, and the waste water passes into the Pacific Ocean. This has been justly termed highway robbery."
There are half a dozen passes nearly as low,—Mullan's, Blackfoot, Lewis and Clark's, Cadotte's, and the Marias.
Going through the Deer Lodge Pass, we find that the stream changes its name very often before reaching the Pacific. The little brook on the summit of the divide, turbid with the washings of the gold-mines, is called the Deer Lodge Creek. Twenty-five miles farther on it is joined by a small stream that trickles from the summit of Mullan's Pass, near Helena, and the two form the Hell Gate, just as the Pemigewasset and Winnipesaukee form the Merrimac in New Hampshire, receiving its name from the many Indian fights that have taken place in its valley, where the Blackfeet and Nez Perces have had many a battle. The stream bears the name of Hell Gate for about eighty miles before being joined by the Blackfoot,which flows from the mountains in the vicinity of Cadotte's and Lewis and Clark's Passes.
A little below the junction it empties into the Bitter Root, which, after a winding course of a hundred miles, is joined by the Flathead, that comes down from Flathead Lake and the country around Marias Pass. The united streams below the junction take the name of Clark's River, which has a circuitous course northward, running for a little distance into British America, then back again through a wide plain till joined by the Snake, and the two become the Columbia, pouring a mighty flood westward to the ocean. The line of the road does not follow the river to the boundary between the United States and the British Possessions, but strikes across the plain of the Columbia.
The characteristics of Clark's River and the surrounding country are thus described by Mr. Roberts:—
"Clark's River has a flow in low water at least six times greater than the low-water flow of the Ohio River between Pittsburg and Wheeling; and while its fall is slight, considered with reference to railroad grades, it is so considerable as to afford a great number of water-powers, whose future value must be very great,—an average of eleven feet per mile.
"Around Lake Pend d'Oreille, and for some mileswestward, and all along Clark's River above the lake as far as we traversed it, there is a magnificent region of pine, cypress, hemlock, tamarack, and cedar timber, many of the trees of prodigious size. I measured one which was thirty-four feet in circumference, and a number that were over twenty-seven feet, and saw hundreds, as we passed along, that were from twenty to twenty-five feet in circumference, and from two hundred to two hundred and fifty feet high. A number of valleys containing large bodies of this character of timber enter Clark's River from both sides, and the soil of these valleys is very rich. Clark's River Valley itself is for much of the distance confined by very high hills approaching near to the stream in many places; but there are sufficient sites for cities and farms adjacent to water-powers of the first class, and not many years can elapse after the opening of a railroad through this valley till it will exhibit a combination of industries and population analogous to those which now mark the Lehigh, the Schuylkill, the Susquehanna, and the Pomroy region of the Ohio River. Passing along its quiet scenes of to-day, we can see in the near future the vast change which the enterprise of man will bring. That which was once the work of half a century is now the product of three or four years. Indeed, in a single year after the route of this NorthernPacific Railroad shall have been determined, and the work fairly begun, all this region, now so calm and undisturbed, will be teeming with life instilled into it by hardy pioneers from the Atlantic and from the Pacific.
"Passing along the Flathead River for a short distance, we entered the valley of the Jocko River. The same general remarks concerning Clark's River Valley are applicable to the Flathead and Bitter Root Valleys. The climate, the valleys, the timber, the soil, the water-powers, all are here, awaiting only the presence of the industrious white man to render to mankind the benefits implanted in them by a beneficent Creator."
The entire distance from Lake Superior by the Yellowstone Valley to the tide-waters of the Pacific below the cascades of the Columbia will be about eighteen hundred miles. It is nearly the same distance to Seattle, on Puget Sound, by the Snoqualmie Pass of the Cascade Range.
The Union Pacific line has had no serious obstruction from snow since its completion. It has suffered no more than other roads of the country, and its trains have arrived as regularly at Omaha and Sacramento as the trains of the New York Central at Buffalo or Albany. That the Northern Pacific road will be quite as free from snow-blockades will be manifest by a perusal of the following paragraphs from the report of Mr. Roberts:—
"There is evidence enough to show that the line of road on the general route herein described will, in ordinary winters, be much less encumbered with snow where it crosses the mountains than are the passes at more southerly points, which are much more elevated above the sea. The difference of five or six degrees of latitude is more than compensated by the reduced elevation above the sea-level, and the climatic effect of the warm ocean-currents from the equator, already referred to, ameliorating the seasons from the Pacific to the Rocky Mountains. An examination of the profile of the Union Pacific and Central Pacific lines between Omaha, on the Missouri River, and Sacramento, California, a distance of 1,775 miles, shows that there are four main summits,—Sherman Summit, on the Black Hills, about 550 miles from Omaha, 8,235 feet above the sea; one on the Rocky Mountains, at Aspen Summit, about 935 miles from Omaha, 7,463 feet; one at Humboldt Mountain, about 1,245 miles from Omaha, 6,076 feet; and another on the Sierra Nevada, only 105 miles from the western terminus at Sacramento, 7,062 feet; whilst from a point west of Cheyenne, 520 miles from Omaha, to Wasatch, 970 miles from Omaha, a continuous length of 450 miles, every portion of the graded road is more than 6,000 feet above the sea, being about 1,000 feet on this long distance higher than thehighest summit grade on the Northern Pacific Railroad route; whilst for the corresponding distance on the Northern Pacific line the average elevation is under 3,000 feet, orthree thousand feetlower than the Sherman Summit on the Pacific line.
"On the Union Pacific road the profile also shows that for 900 continuous miles, from Sidney westward, the road has an average height of over 5,000 feet, and the lowest spot on that distance is more than 4,000 feet above the sea, whereas on the Northern route only about sixty miles at most are as high as 4,000 feet, and the corresponding distance of 900 miles, extending from the mouth of the Yellowstone to the valley of Clark's River, is, on an average, about 3,000 feet lower than the Union Pacific line. Allowing that 1,000 feet of elevation causes a decrease of temperature of three degrees, this would be a difference of nine degrees. There is, therefore, a substantial reason for the circumstance, now well authenticated, that the snows on the Northern route are much less troublesome than they are on the Union Pacific and Central Pacific routes" (Report, p. 43).
That the Northern Pacific can be economically worked is demonstrated by a comparison of its grades with those of the line already constructed. The comparison is thus presented by Mr. Roberts:—
"The grades on the route across through the State of Minnesota and Territory of Dakota to the Missouri River will not be materially dissimilar to those on the other finished railroads south of it, passing from Chicago to Sioux City, Council Bluffs, etc.; namely, undulating within the general limit of about forty feet per mile, although it may be deemed advisable, at a few points for short distances, to run to a maximum of one foot per hundred or fifty-three feet per mile. There is sufficient knowledge of this portion of the route to warrant this assumption. And beyond the Missouri, along the valley of the Yellowstone, to near the Bozeman Pass, there is no known reason for assuming any higher limits. In passing Bozeman Summit of the Belt Range, and in going up the eastern side of the Rocky Mountains, it may be found advisable to adopt a somewhat higher gradient for a few miles in overcoming those summits. This, however, can only be finally determined after careful surveys.
"The highest ground encountered between Lake Superior and the Missouri River, at the mouth of the Yellowstone, is only 2,300 feet above the sea; the low summit of the Rocky Mountains is but little over 5,000 feet, and the Bozeman Pass, through the Belt Range, is assumed to be about 500 feet lower. The height of the country upon which the line is traced, and upon which my estimate ofcost is based, may be approximately stated thus, beginning at Lake Superior, going westward:—
"Compare this with the profiles of the finished line of the Union and Central Pacific roads. Properly, the comparison should be made from Chicago, the eastern water terminus of Lake Michigan, of the Omaha line. There are, on that route, approximately, as follows:—
"On the Northern Pacific line there need be but two principal summits, whilst on the other there are four, the lowest of which is about a thousandfeet higher than the highest on the northern route. If, therefore, the roads were the same length between the Pacific waters and the great lakes and navigable rivers east of the Rocky Mountains, the advantage would be largely in favor of the Northern route; but this actual distance is three hundred and seventy-five miles less, and the equated distance for ascents and descents in its favor will be very considerable" (Report, p. 45).
From the explorations and surveys already made by the engineers, it is believed that there need be no gradient exceeding sixty feet per mile between Lake Superior and the Pacific Ocean. If such be the fact, it will enable the company to transport freight much more cheaply than the central line can carry it, where the grades are one hundred and sixteen feet to the mile, over the Sierra Nevada Range. To those who never have had time to examine the subject, the following tabular statement in regard to the power of a thirty-ton engine on different grades will be interesting. An engine weighing thirty tons will draw loaded cars on different grades as follows:—
A full car-load is reckoned at seven tons. It has been found in the operation of railroads that an engine which will move one hundred and seventeen tons on a grade sixty feet per mile will move only about fifty tons on a grade of one hundred and sixteen feet. A second glance at the diagram (p. 48) shows us that the sum of ascents and descents on the line already constructed must be vastly greater than that now under construction; and inasmuch as it is impossible to carry a load up or down hill without costing something, it follows that this road can be operated more economically than a line crossing four mountain-ranges, and the ultimate result will be a cheapening of transportation across the continent, and a great development of the Asiatic trade.
Throughout the entire distance between Lake Superior and the Pacific Ocean along the line, the husbandman may turn the sod with his plough, the herdsman fatten his flocks, the lumberman reap the harvest of the forests, or the miner gather golden ore.
A Bureau of Emigration is to be established bythe company, which will be of invaluable service to the emigrant.
Many persons in the Eastern and Middle States are desirous of moving to the Northwest, but it is hard to cut loose from old associations, to leave home and friends and strike out alone upon the prairie; they want company. The human race is gregarious. There are not many who care to be hermits, and most of us prefer society to solitude.
This feature of human nature is to be kept in view, and it will be the aim of the Bureau of Emigration to offer every facility to those seeking new homes to take their friends with them.
Upon the completion of every twenty-five miles of road, the company will be put in possession of forty sections of land per mile. The government will hold the even-numbered sections, and the company those bearing the odd numbers.
The land will be surveyed, plotted, and the distinctive features of each section described. Emigration offices are to be established in our own country as well as abroad, where maps, plans, and specifications will be found.
One great drawback to the settlement of the prairie lands of Illinois and Iowa has been the want of timber for the construction of houses. Persons with limited means, having only their own hands, found it hard to get started on a treeless prairie. Their first work is to obtain a house. TheBureau propose to help the man who is anxious to help himself on in the world, by putting up a portable house for him on the land that he may select. The houses will be small, but they will serve till the settler can get his farm fenced in, his ground ploughed, and two or three crops of wheat to market. The abundance of timber in Minnesota will enable the company to carry out this new feature of emigration.
It will be an easy matter for a family from Lowell, another from Methuen, a third from Andover, a fourth from Reading, a fifth from Haverhill, to select their land in a body and start a Massachusetts colony in the Seat of Empire.
Far better this method than for each family to go out by itself. Going as a colony they will carry the moral atmosphere of their old homes with them. They will have a school in operation the week after their arrival. And on Sabbath morning, swelling upward on the summer air, sweeter than the lay of lark amid the flowers, will ascend the songs of the Sunday school established in their new home. Looking forward with ardent hope to prosperous years, they will still look beyond the earthly to the heavenly, and sing,—
"My heavenly home is bright and fair,Nor pain nor death shall enter there."
"My heavenly home is bright and fair,Nor pain nor death shall enter there."
This is no fancy sketch; it is but a description of what has been done over and over again inOhio, Indiana, Illinois, Iowa, and all the Western States. The Northern Pacific Railroad Company want their lands settled by an industrious, thrifty, energetic people, who prize everything that goes to make up the highest grade of civilization, and they are ready to render such help as no colonies have yet had.
The land will be sold to actual settlers at low rates, and on liberal terms of payment. The portable houses will be sold at cost, transported on the cars, and set up for the colonists if they desire it.
The Bureau will be put in operation as soon as it can be systematically organized, and I doubt not that thousands will avail themselves of its advantages to establish their future homes near a railroad which will give the shortest line across the continent, marked by low gradients, running through the lowest passes of the Rocky Mountains, through a country capable of cultivation all the way from the lakes to the Pacific.
Am I dreaming?
Across this belt of land between Lake Superior and the Pacific lies the world's great future highway. The physical features of this portion of the continent are favorable for the development of every element of a high civilization.
Take one more look at the map, and observe the situation of the St. Lawrence and the lakes, furnishing water-carriage for freight half-way from ocean to ocean,—the prairies extending to the base of the Rocky Mountains,—the one summit to be crossed,—the bays, inlets, and harbors of the Pacific shore laved by ocean currents and warmed by winds wafted from the equator to the Arctic Sea. Observe also the shortest lines of latitude.
The geographical position is in the main axial line of the world's grand commercial movement. San Francisco and Puget Sound are the two western gateways of the continent. Rapid as has been the advancement of civilization around the Golden Gate, magnificent as its future may be, yet equally grand and majestic will be the northern portal of the great Republic. Not only will it be on the shortest possible route between England and Asia, but it will be in the direct line between England and the Asiatic dominions of Russia.
While we are building our railroads westward from the Atlantic to the Pacific, the Emperor of Russia is extending his from the Ural Mountains eastward, down the valley of the Amoor, to open communication with China and Japan. The shortest route of travel round the world a few years hence will lie through the northern section of this continent and through Siberia. The Himalaya Range of mountains and the deserts of Central Asia will be impassible barriers to railroads between India and China, or Central Europe and the East; but the valley of the Amoor is fertile, and there is no fairer section of the Czar's dominions than Siberia. From Puget Sound straight across the Pacific will be found, a few years hence, the shortest route around the world.
Farm-houses dot the landscape, roses climb by cottage-doors, bees fill the air with their humming, bringing home to their hives the sweets gathered from far-off prairie-flowers; the prattle of children's voices floats upon the air, the verdant waste becomes an Eden, villages, towns, and cities spring into existence. A great metropolis rises upon the Pacific shore, where the winter air is laden with the perfume of ever-blooming flowers.
The ships of all nations lie at anchor in the land-locked bays, or shake out their sails for a voyage to the Orient. Steamships come and go, laden with the teas of China and Japan, the coffee of Java, the spices of Sumatra. I hear the humming of saws, the pounding of hammers, the flying of shuttles, the click and clatter of machinery. By every mill-stream springs up a town. The slopes are golden with ripening grain. The forest, the field, the mine, the river, alike yield their abundance to the ever-growing multitude.
Such is the outlook towards the future. Will the intellectual and moral development keep pace with the physical growth? If those are wanting,the advancement will be towards Sodom. The future man of the Northwest will have American, Norse, Celtic, and Saxon blood in his veins. His countenance, in the pure, dry, electric air, will be as fresh as the morning. His muscles will be iron, his nerves steel. Vigor will characterize his every action,—for climate gives quality to the blood, strength to the muscles, power to the brain. Indolence is characteristic of people living in the tropics, and energy of those in temperate zones.
The citizen of the Northwest will be a freeman. No shackles will bind him, nor will he wear a lock upon his lips. To the emigrant from the Old World the crossing of the ocean is an act of emancipation; it is like the Marseillaise,—it fires him with new hopes and aspirations.
"Here the free spirit of mankind at lengthThrows its last fetters off, and who shall placeA limit to the giant's unchained strength,Or curb his swiftness in the forward race?For like the comet's way through infinite space,Stretches the long untravelled path of lightInto the depth of ages; we may trace,Distant, the brightening glory of its flight,Till the receding rays are lost to human sight."
"Here the free spirit of mankind at lengthThrows its last fetters off, and who shall placeA limit to the giant's unchained strength,Or curb his swiftness in the forward race?For like the comet's way through infinite space,Stretches the long untravelled path of lightInto the depth of ages; we may trace,Distant, the brightening glory of its flight,Till the receding rays are lost to human sight."
I do not look with desponding eyes into the future. The nations everywhere,—in Europe and Asia,—the new and the old, are moving onward and upward as never before, and America leads them. Railroads, steamships, school-houses, printing-presses, free platforms and pulpits, an openBible, are the propelling forces of the nineteenth century. It remains only for the Christian men and women of this country to give the Bible, the Sunday and the common school to the coming millions, to insure a greatness and grandeur to America far surpassing anything in human history.
It will not be for America alone; for, under the energizing powers of this age the entire human race is moving on towards a destiny unseen except to the eye of faith, but unmistakably grand and glorious.
I have been an observer of the civilization of Europe, and have seen the kindlings of new life, at the hands of England and the United States, in India and China; and through the drifting haze of the future I behold nations rising from the darkness of ancient barbarism into the light of modern civilization, and the radiant cross once reared on Calvary throwing its peaceful beams afar,—over ocean, valley, lake, river, and mountain, illuming all the earth.
Situated where the great stream of human life will pour its mightiest flood from ocean to ocean, beneficently endowed with nature's riches, and illumed by such a light, there will be no portion of all earth's wide domain surpassing in glory and grandeur this future Seat of Empire.
Cambridge: Printed by Welch, Bigelow, and Company.
GREAT CENTRAL ROUTE
via Niagara Falls.
MICHIGAN CENTRAL & GREAT WESTERN
RAILROADS.
From Boston and New York to Chicago, connectingthere with all the great Railways,North, South, and West.
Four Trains Daily.
Pullman's Palace, Hotel, Drawing-Room, andSleeping Cars on Express Trains.
FREIGHT TRAINS.
Freight taken through by the "BLUE LINE"without breaking bulk, and in as shorttime as by any other line.
PASSENGER AGENTS.
THE FIRST DIVISION OF THE
St. Paul and Pacific Railroad Company.
LAND DEPARTMENT.
THE COMPANY NOW OFFERS FOR SALE
1,000,000 Acres of Land,
Located along their two Railroad Lines, viz.: From St. Paul, via St. Anthony,Anoka, St. Cloud, and Sauk Rapids, to Watab; and from St.Anthony, via Minneapolis, Wayzata, Crow River,Waverly, and Forest City, to the WesternBoundary of the State.
THESE LANDS COMPRISE TIMBER, MEADOW, AND PRAIRIE LANDS,
And are all within easy distance of the Railroad, in the midst of considerable Settlements, convenient to Churches and Schools.
Inducement to Settlers.
The attention of persons whose limited means forbid the purchase of a homestead in the older States, is particularly invited to these lands. The farms are sold in tracts of 40 or 80 acres and upwards, at prices ranging from $5.00 to $10.00 per acre. Cash sales are always One Dollar per acre less than Credit sales. In the latter case 10 years are granted if required.
Example.—80 acres at $8.00 per acre, on long credit,—$640.00. A part payment on the principal is always desired; but in case the means of the settler are very limited, the Company allows him to pay only One Year's Interest down, dividing the principal in ten equal annual payments, with seven per cent interest each year on the unpaid balance:
The purchaser has the privilege to pay up any time within the 10 years, thereby saving the payment of interest.
The same land may be purchased for $560.00 cash. Any other information will be furnished on application in person, or by letter, in English, French or German, addressed to
LAND COMMISSIONER,First Division St. Paul & Pacific R. R. Co.,SAINT PAUL. MINN.
LAKE SHORE AND MICHIGAN
Southern Railway.
THE GREAT SOUTH SHORE LINE BETWEEN
BUFFALO AND CHICAGO.
All trains on the New York Central Hudson River Railroad, and all trains on the Erie Railway, form sure and reliable connections at Buffalo with the
GREAT LAKE SHORE LINE
All the great railways in the Northwest and Southwest connect at Chicago, Toledo, or Cleveland with this Line.
Palace, Drawing-Room, Sleeping Coaches daily between New York and Chicago, throughWITHOUT CHANGE.
FAST FREIGHT LINES.
The following lines transport freight between Boston, New York, and principal points in New England to Cleveland, Toledo, Chicago, and principal points in the Southwest and Northwest,without break of bulk or transfer.
RED LINE,WHITE LINE,SOUTH SHORE LINE,EMPIRE LINE,COMMERCIAL LINE FROM BALTIMORE.
Passengers or shippers of freight will find it to their interest to call on the Agents of these Lines.
VERMONT CENTRAL
R. R. Line.
TheGREAT Northern lineandmost directroute fromBOSTONandALL POINTSinNew EnglandtotheCANADAS, DETROIT, CHICAGO,
AND
All points West, Northwest, & Southwest.
NEW SLEEPING-CARS,
the most elegant fromBoston, andSPLENDID DRAWING-ROOMCARSrun on every express train, connecting ontheGrand Trunk Railwaywith
Pullman's Palace, Hotel, and Sleeping Cars;
this being theonly lineaffording such comfort and luxuryto the passenger between the East and West.
TIME FREIGHT
VIA
National Despatch Line.
Freighttaken forChicago,St. Louis, andall points Westwithout breaking bulk or transfer, in asshorttimeas any other line.
Pointing HandFor full information relating to time contracts, Tickets, &c., &c., please address or call at
No. 65 Washington Street (Sears Building), Boston.
LANSING MILLIS, General Agent.
(Montreal Office, No. 30 Great St. James St.)
(New York Office, No. 9 Astor House.)
Lake Superior & Mississippi Railroad.
The line of this road is from St. Paul, the head of navigation on the Mississippi River, to the head of Lake Superior, a distance of 140 miles. It connects at St. Paul with each of the long lines of railroad traversing the vast and fertile regions of Minnesota in all directions, and converging at St. Paul.
It connects the commerce and business of the Mississippi and Minnesota Rivers, the California Central Railroad, and the Northern Pacific Railroad, with Lake Superior and the commercial system of the great lakes, and makes the outlet or commercial track to the lakes, over which must pass the commerce of a region of country second to none on the American continent in capacity for production.
The land grant made by the government of the United States and by the State of Minnesota, in aid of the construction of this road, is the largest in quantity and most valuable in kind ever made in aid of any railway in either of the American States.
This grant amounts to seventeen square miles or sections [10,880 acres] of land for each mile of the road, and in the aggregate toOne Million, Six Hundred and Thirty-two Thousand Acres of Land.
These lands are for the most part well timbered with pine, butternut, white oak, sugar maple, and other valuable timber, and are perhaps better adapted to the raising of stock, winter wheat, corn, oats, and most kinds ofagricultural
These lands are well watered with running streams and innumerable lakes, and within the limits of the land belonging to the Company there is an abundance of water-power for manufacturing purposes.
A glance at the map, and an intelligent comprehension of the course of trade, and way to the markets of the Eastern cities and to Europe, for the products of this section of the Northwest, will at once satisfy any one who examines the question that the lands of this Company, by reason of the low freights at which their products reach market, have a value—independent of that which arises from their superior quality—which can hardly be over-estimated.
Twenty cents saved in sending a bushel of wheat to market adds four dollars to the yearly product of an acre of wheat land, and what is true of this will apply to all other articles of farm produce transported to market, and demonstrates that the value of lands depends largely on the price at which their products can be carried to market.
THE LANDS OF THIS COMPANY ARENOW OFFERED TO
Immigrants and Settlers
at the most favorable rates, as to time and terms of payment.
W. L. BANNING,
President and Land Commissioner, Saint Paul, Minnesota.