Dating in pettibone north dakota

During the last few weeks I have received many letters from persons in different parts of the country, making inquiries in regard to the Northern Pacific railroad—what the prospects are in regard to its construction, what the present and what the prospective condition of the enterprise is.

As it is a project in which the people of the Eastern States have ever felt a lively interest, it will be my aim in this connection to answer the above inquiries. Stevens was the Governor of Washington Territory, and was put in charge of the survey.

President Pierce has just been borne to his final resting place. Davis is still alive, bearing a burden which can never be laid aside, which he must carry through life. Stevens, alone, of the three, is gratefully held in remembrance by his countrymen.

The unscrupulousness of Davis in public affairs was manifest to those who knew him best long before the rebellion was inaugurated. Stevens made his report, the superiority of the route over the Central and Southern lines was at once apparent, especially in the amount of arable land, and Davis, with his own hand, without any warrant for so doing, falsified the report of Gov. Nothing was done toward constructing a railroad to the Pacific till after the breaking out of the war, when the Central Pacific was chartered, followed by the Union Pacific both of which had liberal land grants and were aided by the issue of land grants and bonds, as everybody knows.

In the Northern Pacific Company was organized, the prime mover of the enterprise being Mr. He went to Washington, laid the project before Congress, and obtained a land grant, and there the matter dropped. Perham labored hard to get the public interested, borrowed money of everybody who would lend, got into debt, became discouraged, and finally found parties who were willing to take the franchise and pay some of his debts.

Extravagant reports were circulated at the time in regard to the amount of money he had received. He was reported a wealthy man, but the amount did not cover his indebtedness, and he died soon after in poverty. The new holders of the franchise were men from different parts of the country but one after another dropped off when they came to see the magnitude of the undertaking and the difficulties in the way of construction—not physical, but financial obstacles.

The children of Israel three thousand years ago found it hard work to make bricks without straw, and the gentlemen connected with the enterprise found that thirty centuries had not modified the fact. It was found that the public was not ready to invest in an enterprise where there was no guarantee of interest by Government. The Government itself offered the very best securities; the Central and Union Pacific bonds were good, and so all the floating capital of the country was absorbed.

For these reasons, one after another, although fully convinced of the feasibility of the route, and of the inestimable value of the road to the country when completed, gave up their connection with the project and turned their attention to other things. Those who remained went before Congress and asked for the issue of bonds in aid of the enterprise, but they encountered opposition and the request was denied.

Surveying parties meanwhile were sent into the field. Two routes were surveyed from Lake Superior to the Mississippi, and one from Puget Sound to the Columbia—at an immense outlay of money. A second attempt was made to obtain Government aid after the completion of the survey, and a bill was reported in which aid was granted to the Northern and also to the Southern Pacific road, but no action was taken upon it.

It fell to the ground of its own weight, and through the opposition of other roads. Each alternate section of land, on both sides of the road, for twenty miles, is granted to the Company, making a total grant of about forty-seven million acres. The Company cannot receive any land till twenty-five miles of the road is constructed. Forty-seven million acres seems a large amount of land to be granted to one corporation, and it is; but this amount failed to enlist capitalists in the enterprise.

They could do better with their money. The inducement was not very great for the general public to take stock in such an enterprise, for the sale of land must necessarily be slow with all the Government lands, the alternate sections, in the market at the same time. If the great capitalists of the country could not be induced to take hold of it, there was no probability that the farmers, mechanics and those who had accumulated small savings would invest.

The friends of the enterprise therefore waited for a more favorable state of affairs, but meanwhile enlisted some of the ablest railroad men of the country. The President of the Company is J. Gregory Smith, of St. Associated with him are Hon.

Rice of Augusta, Me. Edgar Thompson, of the Pennsylvania Central; Messrs. Canfield, of Burlington Vt. Jay Cooke, of Philadelphia; Mr. Stinson, of Chicago, and other gentlemen identified with the railroad interests of the country. An arrangement was made some months ago with Mr. Cooke whereby he was appointed the financial agent of the Company. But that gentleman, before fully accepting the position, wished to have a report from his own agents and engineers in regard to the feasibility of the line and the features of the country between Lake Superior and Puget Sound, in order that he might act understandingly, and go before the capitalists of the country with such evidence as would convince them of the high character of the enterprise for the carrying out of which he might solicit their aid.

To accomplish this, two exploring parties were organized last summer, one to examine the country from Lake Superior westward, the other to commence at Puget Sound and examine the country eastward to the headwaters of the Missouri. Having received a cordial invitation to spend my summer vacation with the Lake Superior party, I gladly accepted it, and shall long have a lively recollection of our first thunder storm, of our jolly times while toasting salt pork and pulling big logs into camp.

One portion of our party, consisting of Messrs. The party starting from Puget Sound, traversed the Rocky Mountain region, visited the various passes in that range, and explored the country around the headwaters of the Yellowstone. The entire line has been thoroughly examined during the past season, and the gentlemen sent out by Mr. Cooke are now making up their reports. They were civil engineers, eminent in their profession, and their reports will be accepted as authoritative.

It is presumed that they will be given to the public in due time, and all who are interested in this great international highway will be able to judge of its feasibility and prospective value. The charter of the Company permits the building of a road from Lake Superior to Puget Sound, with a branch down to Columbia. The Company may start at any point on the lake in Wisconsin or Minnesota. There are only three ports in those States—Bayfield, Superior and Duluth.

Duluth can hardly be called a port at present, inasmuch as the harbor is not yet constructed, but assuming that it will be, these are the three points from which may be selected the eastern terminus. It is quite probable, however, that all three will share the advantages of a connection with the line. A surveying party is now in the field, or rather in the woods, between the lake and the Mississippi, endeavoring to determine the best route westward from the lake. The line undoubtedly will touch the Missouri near the mouth of the Yellowstone, as it will pass up the valley of that stream.

The country between the lake and the Red River of the North is very level. Beyond that stream it is most of the way a rolling prairie, with timber along the streams and coal deposits cropping out from the bluffs. The line, entering the rich valley of the Yellowstone, will pass through a magnificent region—the summer pasturage of the buffalo.

Paul recently we met Gen. Hancock who had returned from a visit to Montana. He spoke of that Territory as being the finest region for pasturage he had ever seen. The hills are covered with bunch grass, highly nutritious, upon which buffalo, elk and deer fatten in winter and summer alike. He remarked that when the country becomes settled it will produce mutton of a delicious flavor.

The Rocky Mountain sheep and antelope of this region are said to be superior to all others. It will probably pass through the town of Helena, the present capital of Montana, a place of 10, inhabitants. The mines of the vicinity are exceedingly rich, and the surrounding country is developing rapidly. The yield of wheat in Montana the present season was very large; but there is no market for agricultural products, and the people are waiting impatiently for the construction of the Northern Pacific road.

The line will probably cross the Rocky Mountains by the Deer Lodge Pass, where the ascent is so gradual and the dividing ridge so low that a mining company has dug a ditch and taken the water from a stream whose natural flow is into the Missouri, through the pass to their mines upon the western slope! So the Missouri is feeding the Columbia. Roberts, the engineer making the explorations, declared that it is a clear case of highway robbery!

There are several remarkable characteristics to be found on this route that distinguish it from the Central and Southern lines. Although four hundred miles north of the Central there is far less snow than on that line, the elevation is not so great by two thousand feet. The assent is a trifle less than 5,, against 8, on the Union Pacific. The line follows the course of streams, except across the level prairie region between Lake Superior and the Missouri.

There are only two general summits—that between the Missouri and the Columbia and that between the Columbia and Puget Sound. The gradients will be less on this line than any other across the continent. The highest grade will not exceed 80 feet, while on the Central Pacific there are many miles of feet to the mile. It passes through a country susceptible of settlement the entire distance. There are no alkaline deserts. There is an abundance of timber. The company will have no trouble obtaining the best of ties.

The line passes through the richest mining regions of Montana—now producing more gold than any other State or Territory in the Union. The western terminus will be one of the noblest bays in the world, already the great lumbering center of the Pacific coast. It will traverse a region yet to become the New England of the Pacific coast.

It is the shortest possible line across the Continent. If teas and silks and China goods are taken across the Continent, it must be by this route. If English passengers bound for China ever turn their faces westward, they will take this route. The time will come when it will be the highway of the nations. The Columbia and its tributaries will yet furnish water power to numerous manufactories.

The whirl of machinery, the ring of the anvil, the humming of saws ere long will resound amid the mighty forests of the western slope. Nature has endowed it with her choicest gifts, a mild climate and a genial sun. The balmy southern winds give to Oregon and Washing the climate of England. In the coming years a metropolis—the peer of San Francisco—will rise upon the shores of that beautiful bay of the Northwest. Such is the outlook. The construction of the Northern Pacific railroad will be the beginning of a development of material prosperity throughout all that vast region of the Northwest.

I am ignorant of the plans of those engaged in the great enterprise other than this—that it is their determination to begin the construction of the road as soon as possible. They have already been at enormous expense in carrying on their surveys, and are not the men to turn back, having once engaged in such an undertaking.


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#1 24.10.2018 в 08:37 Loonytune15:
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