The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1891-01-01

the Northern Pacific has been N. ,,s.
potent factor in bringing about this n,;yhtv
transformation. Its completion To WASH.
fngton gave this state wide adyerfiser,er,.
which led to inquiry. Inquiry led 10 i'm.
migration. Immigration brought canitai
Inc latent resources of the state were
opened up. and an era of activity began
that has had hardly parallel in the
growth of Western states.
| Inc history of construction of the North
ern Paciic is more or less familiar Ia the
people of Washington. The project is
older than that of any other transcont;-
mental route. As long ago as lsss when
railroad building and operation was vet in
Us infancy, series Of articles was pub-
nsned IN the newspapers of New York and
massachusetts,. written by S. MI Bar
low, urging congress to connect the At
iantic and PACING shores with railroad
which should have its western terminus At
the mouth of the Columbia. The subject
was agltated with more or less force and
| persistency for number of years. Irnrne-
diateiy after annexation of California other
schemes for transcontinentaI route were
projected, and finally, in 1854 congress
authorized the secretary of war 10 send
out four military expeditions to survey
routes across the continent. The survey of
the northern route was entrusted to
Governor Isaac 1. Stevens, who had inst
been appointed governor of Washington
territory. The survey was eminentlv sue
cessfni, but it was not until 1854 that a
definite and enormous grant of lands was
gwen Meanwhile the rapid settlement of
California had diverted attention largely
from the northern project, and, in 1862, the
Union and Central Pacific roads were sub
sidizcd by congress. Actual construction
OF the Northern Pacific was not begun till
1870, ground being broken about twenty
I'VE miles west of Duluth. a new town on
Lake Superior. One hundred and fourteen
miles Were finished during the season.
Construction began on the Pacific coast
division, likewise, from Puget sound to
Portland in the same year. The question
OF western terminus was decided in 1872,
the location being at Tacoma, and the
board of directors in 1873 approved the
| decision.
1t is not within the scope or purpose OF
this article to give a complete history of
the Northern Pacilsc road Such design
would involve a detailed account of the
vicissitudes encountered by the early pro-
moters of the scheme, who. patiently and
persistently. year after year, importuned
| congress 10 render substantial assistance;
of the organization of the company in 1854,
and the hair-brained notion of Josiah Per-
ham. unfortunately inserted in the charter
| In the shape of prohibition against the
issuance of bonds, that 100000 people
would subscribe 500 each of the
stock; the downfall of Jay Cooke, the
great banker, whose active inter-
oSf hn1 ay,lS al nj NH
negotiated the bonds of the company to
the extent of $So,0oo.O0o; of the panic of
1873, which followed Cookies failure; of
the temporary defeat of the project: of the
fierce conflict that took place in
the Northwest over the location
| of the western terminus: of the resump-
ton of work in ls7S-7s, of the rise and fall
of Henry Willard and his ssbIind pool" TO
secure control of the railroads of the Pa
cific Northwest: of the completion of the
| Cascade extension, which became the
main line, in 1857; or of the policy of dis
elimination against Seattle, which pre-
/ cipiiated upon this city long struggle for
existence, which had, indeed, begun as
| long ago as 1878, when the location of the
| terminus was made at Tacoma. 1t Is
rather the changes of policy and plans of
the Northern Pacihc during the year. the
| projection of new branches and enter
rrises, and its relation to other railroads
and the development of the state that will
be considered here.
On January 1, 1880, the Northern Pacific
| railroad issued new schedule of rates
over its line that was a virtual abandon
ment of the unsuccessful hight il had
waged through many years against the
/ commercial supremacy of this city. The
Willard interest had again gained the
ascendancy in the Northern PACING, and
| the new management FASTENED TO fulan
promises made three years before, that
| Tacoma and Seattle should be placed upon
exactly the same footing with reference 10
| freight rates Grain and freight of all de-
scriptions were to come TO Seattle upon
| precisely the same terms as TO Tacoma.
Local rates and through rates were the
same; and there was thereafter to be no
difference in the treatment Of the two
towns. The Puget Sound Shore railroad,
| which had actually been operated and
] owned by the Northern PACING interests
| for several years, was bought outright by the
/ Northern Pacific company for 81 900, co, and
control was turned over on January II,
/ 1850. The Northern. therefore, gained
! actual physical entrance into Seattle over
| It's own line, on that date. for the hrst
/ time in history. Immediately upon its ac-
! auirement Of the Puget Sound Shore, the
i Northern Paeinc prepared to give better
| facilities and better service for the carriage
! of its traffic in and out of Seattle. In
/ April an additional train was put on from
| Chehalis to Seattle. In May there was a
| new local train from Seattle 10 Tacoma
| In the same month new train was added
/ 70 the Seattle-P Portland run, making three
| daily. The Portland trains were given
/ through Pullman service. About this
1 time also. q system of through Pullmans
| from Seattle 20 Chicago was inaugurated
/ In short. the conduct of the Northern Pa
einc toward Seattle was wise. bnsiness-Eke,
| and even liberal-a most notable and salts
factory contrast 10 its undisguised and I'M
ayailing discriminatiye policy of former
| years.
| time also an applicant for franchises upon
pafIrosd avenue in common with the