davidaulloa/AmericanStories huggingface dataset:
Hattiesburg daily progress. (Hattiesburg, Miss.) 18??-1909, 1903-10-17
"SEND ME A SKIrF. !"
A Great Deal of Wonder and
Amusement Created by Above
Message.

This morning at the usual opening
hour at Dozier's drug store the pro-
prietor himself as has been his un
varying custom, failed TO show up
and naturally there was some concern
among the members of the large force
employed there for they knew that
something much out of the ordinary
had happened.
An hour later he still hadn't put
in an appearance and the suspense
began to grow monotonous.
Finally about the time that all
hope had vanished of his being down
at all, Mr.. Korndoffer, the senior
salesman, started to write and dis
patch a note to enquire the cause of
his appearance, and just as he
was finishing it. little shaver dashed
in with pants rolled up above his
knees and his clothes all muddy,
bearing a note, the contents of which
created more surprise than ever, bear
ing as it did these words Send me
good skifr. quick" (signed) " Do
zier. "
Now if there is anything in the
world that Korndoffer don't know
anything about, it is a skiff, but this
wasn't what was troubling hint
was, " hat could the man want with
skiff ?" and he asked this question
OF the crowd that had huddled around
him, when the boy who had brought
the note spoke up tIe wants it to
come down in. the water is SO deep
in the streets That settled it and
| p0zier's doom was sealed by the
4" revelation for Kornd0ffer was so
completely taken aback that he de-
clared he wouldn't have anything
further to do with it, ana Dozier is
still at home waiting for the waters
to subside.
Some may at first thought think 1t
was foolish in Dozier, but a glance at
our streets today will show where
he was right.
Hattiesburg daily progress. (Hattiesburg, Miss.) 18??-1909, 1903-10-17
"A PLAY FOR EVERYBODY" !"
The Virginia Drew Trescott Com
pany. Presenting "Satania,' a
Superb Attraction.

Virginia Drew Trecsott, who will
be seen in this cisy on Tuesday. at
the Auditorium in Satania,' is one
of the most accomplished and .fascina-
ting actresses on the American stage,
a lady of rare personal charms, and
beloved by the public. She has been
compared TO Olga Nathersole--and III
the rendition of the role o. s. Satanic"
portrays style Of work which is de-
cidedly unique, age in itself. She
is a stately woman, full of fire, Ior
traying passion aud pathos equally
well-her very presence on the stage
holding her audience throughout the
entire evening. Her costumes are
gorgeous, Paris creation, each gown
especially designed for its own act.
Miss Trescott is surrounded by COM
pany Of ladies and gentlemen, all of
whom have held leading position in
first class companies. and are exper-
fenced in their respective role, each
selected for the particular character
which they are to enact. The pro-
duction has been magnificently staged
the tapestry hangings of the draw
ing room and morning room scenes
being especially attractive. The en-
tire production is under the personal
direction of Mr.. David Traite', who
Tor years has been connected with the
leading theatrical companies OF the
United States, With is in itself a
sufficient to tell that arare treat is IN
store for the patrons of the theater
Another feature of this attraction
that speaks for itself is that no piece
of scenery now on the Auditorium
stage viii, be used. This company
carries with it one of the most elab
crate sets of special scenery of any
company on the road today, and the
splendid costumes worn by the players
combines with this to make the stag
ing of the play superb. The perfor-
nance will be for one night only.
Hattiesburg daily progress. (Hattiesburg, Miss.) 18??-1909, 1903-10-17
YEEND & POTTER.
This Great Mobile Department
Store Tacks Its Banner to Our
First Page Today.

We could employ no words that
would give anything like an idea of
the immensiity AMI variety of the
stock kept by the great Mobile de-
partment store of Yeend & Potter.
As a mail order house they are to
Mobile what Montgomery, Ward q
Co. are to Chicago, the leaders in
their line. and this reputation has
come to them through a long and
honorable career of prompt dealing
with the people of Mobile and those
in ths radius of 200 miles around.
through the mails.
Indeed SO satisfactory has been
their dealings with their customers
through the mails that many say that
if they had been there and selected in
person what the frm selected and sent
them that they could not have done
Hattiesburg daily progress. (Hattiesburg, Miss.) 18??-1909, 1903-10-17
Jackson Wedding

Jackson, Oct. 17.-The marriage
of Miss Annie Mai Lewis to Mr.. Will
liam Edward Peasants, of Monroe.
La, occurred last night at the family
residence in Jackson. Miss Lewis is
the daughter of Hon. A. G. Lewis, a
member of the Kinds county board of
supervisors and a prominent merchant
of Jackson.
Hattiesburg daily progress. (Hattiesburg, Miss.) 18??-1909, 1903-10-17
Historical Committee.

Jackson, Oct. 17.-General Stephen
D. Lee, president of the Mississippi
State Historical Society, has appoint
ed G. B. Galloway. Hon. E. Mayes,
and Professors F. l.. Bailey and j.
NJ. White, as members of the commits
sion TO search the archives of England,
France and Spain for documents per-
tanning to the early history of Missis-
sippi.
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

He then organized another company, the
Oregon & Transcontinental company, and
having also quietly obtained a controlling
interest in the Northern Pacific, trans
ferred the practical control of both the
old roads to the new company, and be-
came at the same time president of the
Northern Pacific.
Last Spike Driven.
Upon the completion of the Northern
Pacific in August, 1883, Mr.. Willard made
it the occasion of a grand celebration.
Many distinguished men were invited,
comprising not only influential men In
commercial, professional and political life
in the United States, but also men Of
note from abroad. Three hundred and
fifty guests journeyed in three special
trains from st. Paul and one train from
Portland, and on Sept. s, 1888, the last
spike was driven at Gold Creek, In He'll
gate Canyon, Mont, amid salvos Of artil-
lery and q display of oratory. This last
spike was the iron spike that had first
been driven years before when construc-
ton was begun. Prominent among those
present were William M. Evarts as orator
Secretary of the Interior H. M. Teller and
General U. s. Grant.
Growth, Shown by Old Reports.
The following table, distracted from the
annual reports of the company, show the
steady growth of the infant now arrived
at maturity:
TABLE OF EARNINGS AND EXPENDITURES
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

cars, so,ss1 freight train cars and S.22l
cars.
On June 80, 1902, Of the 6,o7S miles OF
Northern Pacific track proper, operated,
moro than 1,400 miles were laid with steel
rails weighing seventy two pounds to the
yard.
Movement Of Traffic.
One Of the most interesting phases OF
railroading is that relating 70 motive
power and the movement of traffic. Here
money Is quickly made or lost.
Stating it broadly, the object OF cut
ting down grades, reducing curves and IN
creasing motive power is to enable en-
gines to haul heavier trains continuously
from end to end Of the railway. Mani
testify a certain engine can haul q heavier
train over 100 miles Of level road than
over 100 miles where heavy grades are
encountered. Uniformity, therefore,
means saving in operating expense and
an addition to revenue.
Another important aid to the accom-
plishment OF this object Is in the building
Of larger freight cars Where, few
from 10000 to 10000 pounds, they now
range from 10000 to 10000 and 100000
pounds. Such improvements have been
made in car construction that this greatly
increased capacity Is obtained with very
little increase, comparatively, in the dead
weight Of the car itself. This results, OF
course, in a much greater tonnage carried
per car, and, with the factors before men
toned added, in greater tonnage pei
train. That Is to say, that with sra de
and curve reductions, heavier motise
power and larger cars, larger and heavier
trains are pulled by given engine, and q
less number of trains is therefore required
to do the same amount of business, and
the live or paying train tonnage is greatly
increased. while the dead weight or non
paying train tonnage is. comparatively
greatly decreased. Or, briefly and tech
nically, the train tonnage is increased
while the train mileage Is decreased
which means that the income per train
goes up and the expense per train ton
goes down.
To the accomplishment Of this result
railway managers have, in late years
been forced to address themselves assidu-
ously, owing to the great reduction In
freight and passenger rates.
The fact that in the face Of a decreas-
ing income per ton, the amount received
per train mile has steadily increased, Is
an eloquent commentary on the economic
operation Of the road.
It is a striking fact that the approx.
| mate saving to the company, in dollars
| Of grade reductions, ETC., between 1895
and 1899 equaled the amount Of dividends
declared on both the common and pre-
| ferred stock In 1899. That Is to say
these dividends are virtually the result
| of the aforesaid economies.
Land Grant "a Sheet Anchor"
Thru all its vicissitudes the land gran
Of the Northern Pacific has been wha
may well be termed a sheet anchor. Re
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

didly maintained and even considerably
improved The net earnings steadily and
encourasingly increased and the develop
ment OF the local business was wisely fos-
tered by the managers.
Upon completion Of the road between
Fargo and Bismarck 1t was found that the
traffic there was almost entirely confined
to the summer months. The line was
therefore not operated in winter. It was
feared that, In addition to the small
amount Of business offered, the delays and
expense of operation. because Of severe
storms and drifted snow, would entail
Grievous losses.
Line to tho Twin cities.
In 1877. when the management of the
property was placed In the hands Of H. e
Sargent. a railway man Of ripe experience
q direct connection was secured into Min
neapolis and st. Paul. In 1879 the line
between Brainerd and Fargo was relate
with steel rails which cost nearly $45 e
ton.
In 1879 construction was again At,,gur
and the line pushed rapidly westward
from Bismarck across the elevated plains
splendid grazing country, Of Dakota ant
eastern Montana At the same time work
was also being theoretically carried on II
eastern Washington from the Columbis
river at Wallula eastward. From thi.
time to Aug. %, 1883, construction wa.
continuously and unremittingly forced
along, altho under great obstacles a
times. This work was prosecuted In Wis
consin, Minnesota, Dakota, Montana Idaho
Washington and Oregon, and in many o.
all of these commonwealth at the sam.
time. It comprised main line construc
ton, branch lines or feeders, bridges
shops. office buildings. mammoth ferry
boats, telegraph lines, and the usual mi
nor appurtenances. It included, contem
poraeously, work on the plains, In valleys
among mountains.
| Important items were tho construction
| of the Bismarck bridge across the Mis-
souri, river, steel and iron structure O
three main spans, 1400 feet long, 50 fee
above high water mark, and costin,
81, 100000; transfer ferryboat on tn
Columbia river, 800 feet long, having thre
tracks and a capacity Of twenty-sevel
| freight cars, snd costing $347,000; tn
completion Of the Bozeman tunnel, 3,61
feet, and the Mullan tunnel, 8,s47 fee
long, both across the Rockies.
Advent Of Willard.
During this period Of rapid railwa;
building there had been some changes O
administration. At the annual meetin,
in 1881 several Of the Oldest and mos
prominent directors resigned and wer
whom was Henry Willard. Mr.. Villar
had prior to this, become interested Il
railway enterprises on the northwes
coast and had obtained control of tn
Oregon Railway & Navigation company
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

great expeditions known a. the Pacific
railway surveys by the United States gov
eminent in 1853. At that time, however,
tho feeling between the north and south
upon the slavery question was at white
heat and political considerations came in
to compltcate the question. Congress,
therefore, made appropriations for five
expeditions to explore the west to the
parallels only. In charge Of this survey was
Governor Isaac I. Stevens Of WASHINGTON
territory. He had been an army officer
IN the Mexican war, a member Of the
United States coast survey, and was an
energetic, able man, and he conducted this
exploration with consummate ability. Ste
VEINS became a brigadier general in the
civil war and was killed in 1862 at the
battle of Chantilly, Virginia. Captain
George B. Mcclellan OF Stevens party.
became General Mcclellan. Of the Army
Of the Potomac; F. w. Lander became
General Lander, and he, too lost his life
IN the earlier years of the war; Lieuten-
ants Cuv1er Grover and Rufus Saxton,
Jr both were known as Generals Grover
and Saxton. Lieutenant and then Cap
tain Mullan, one of Stevens engineers,
built the wellknown Mullan wagon road
between Wallawalla and Fort Benton,
across the Rockies at Mullan pass, where
the Northern Pacific crosses the main
range.
Southern Line Preferred.
| The reports Of the various expeditions
were sent to congress in 1855 and from
| that time to 1861, the breaking out of the
civil war, the subject was debated and
billed and resolutioned, without anything
Of consequence being done toward actu-
ally beginning construction.
In 1862, political exigencies necessitated
the immediate building Of one road that
must necessarily touch California This,
from receiving attention, and the result
was the construction of the Union and
Central Pacific railroads.
From 1862 to 1867 the Northern Pacific
project passed thru a period Of great ira
vail. Various schemes that, practically
all came to naught were proposed and
considered.
The act OF congress Incorporating the
Northern Pacific Railroad company passed
the house Of representatives May 81, 1864,
and was signed by Schuyler Colfax as
speaker. It was approved by Abraham
Lincoln, as president, July 2. 1854. In the
list of incorporates were names Of men
from Maine to Minnesota, Oregon, and
California, noted in military, commercial,
and political circles. Among them were
John G. Fremont of New York J. Edgar
Thompson Of Pennsylvania, U. s. Grant
Of Illinois, Alexander Mitchell Of Wilson,
sin, H. M. Rice Of Minnesota, John A.
Bingham and s. s. LHommedieu of Ohio,
Thomas e. Bramlette of Kentucky, and
J. G.. Ainsworth Of Oregon.
In 1857 some of the ablest railroad men
Of the country became interested in the
matter, and surveys for location were ord
cred and begun under Edwin F. Johnson
as chief engineer.
The roseate hue impaired to affairs was
to a great extent illusory, as actual con-
struction was not begun until 1870. In
the meantime various schemes were ad-
vanced for financing the road. Congress
was besieged for additional aid, and finally
a bill was passed In 1871 allowing the com
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

negotiations. and thoro examination
along the proposed route Of the railway
by Mr. Cookies engineers, his firm as
sumed the relation Of financial agents to
the company in 1870.
They advertised the road and country
most thoroly, and their statements rela-
tive to the general character Of the North
ern Pacific region for settlement, ETC.,
We're remarkably true and accurate, as
time has amply demonstrated.
Conditions Prior to 1870.
AS stated, construction began In 1870.
but before touching upon that phase Of
the enterprise, let us briefly glance at the
country as 1t was before the iron horse
penetrated the prairies and mountains
Inc SIX states and territoriese which the
Northern Pacific was the more particular
TO pass thru or touch had, in 1870 a
population of something more than 6oO,-
600. OF which Minnesota alone contained
nearly 70 per cent. or considerably more
than 100000. This population was not in
cnain or line OF continuous settlement
far from 1t; save the older and larger
communities in eastern Minnesota, 1t was,
ior the greater part. in the form of iso-
lated hamlets and towns, with wide inter-
walls Of plain, mountain, and prairie.
roamed by the Indian buffalo, elk, and
deer. In some parts of the Rocky noun
tain region there were a few mining
camps and frontier towns
washington and Oregon combined had
only about 10000 inhabitants congreeated
mostly on the shores of the Pacific. over
the 1llfmitable plains. between the two
mountain ranges. and again east of the
Rockies, there were a few trading posts.
frontier forts and Indian agencies. There
was. practically, not farm in the Red
River valley, not a sheep or steer graz
ing on the Montana plains. and the great
stretch OF country, Of which Spokane is
now the metropolis, was
A wide domain Of mysteries,
land OF space and dreams.
AL communication was by steamboat
up the unimproved rivers for hundreds,
or even thousands, of miles; by stage
coach, and slow-moving prairie schooners
The conditions surrounding railway con
| struct1on were different from those in the
east. Here the railway must be the
pioneer, the settler the follower And
thus 1T remains. largely, to this day.
Construction Commenced,
Construction began at point in Min
nesota, about twenty miles west from
Duluth, in the summer Of 1870, the first
| rails laid costing $50 ton laid down al
Duluth. During the same year grading
was carried on between the Columbia
| river, below Portland and Puget sound
and early in 1871 there were twenty five
miles of completed railway in Washing
ton.
In Minnesota the rails were laid in 1870
to Bratnerd, on the Mississippi river; II
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

ceiver Rouse well said: ''The relation Of
the land grant has been. from the incep-
ton Of the enterprise, a, most important
element in its career. The possession OF
the great territory granted by the gov
eminent has always been used to justify
claim for credit on behalf of the securi-
ties Of the corporation" and, 1t may be
number Of acres earned by construction
Of the road was nearly 47,000,000. On
June 80. 1902, there were still unsold not
quite 1s.00o.o00 acres It will be seen at
a glance that a tremendous population
will eventually be maintained here.
On June 80. 1903. the operated mileage
Of Northern Pacific and proprietary lines
was nearly $500 miles. The main line. In
two stems, extends from St Paul and
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

course Of the empire and Horace Greeley's
advice, farms were opened, towns built.
cities increased in population and the
business OF the company rapidly aug
mented.
In 1SS1-S2, the road carried 1896 pas
sengers; In 1SS3-84, $4,000; in 1876-77.
there were transported 1900, 900 bushels of
wheat; in 1928. 100000 bushels: in
1sso-81. there were shipped from the cattle
ranges. $500 cattle; in lS8384, between
$4,000 and 100000, while there were carried
into Montana 100000 head Of young cattle
for breeding purposes.
The sales Of land were.
ILL.,. e f. 800 ISL 1ssE: sfss;
1s77-7s. 1900. 100000 1883 "a. ....... 47s00o
Prosperity and Then a Crisis.
From 1884 to 1891 the Northern Pacific
and the live stock. timber, mining and
agricultural interests increased, pari passu,
! relatively. The mileage Of branch lines
was increased early, so that the original
mileage Of the line was now doubled. The
earnings increased annually until for the
year 1891 -s2 they reached nearly sa5.Ooo.-
| 900. At the same time. however. the
bonded Indebtedness was largely Increased,
necessitating heavy addition to annual
interest charges. These, with other neces-
| sary pledges. now aggregated an onerous
fixed charge" against the property, which.
however, had heretofore been met.
Now came a decline In business, cul-
minating In the financial stringency Of
1893, and the company was face to face
with another crisis. There was but ono
way to meet 1t, and that was-a receiver
ship. In August. 1898, the company was
for the second time placed in the hands Of
receivers, in which condition it remained
for about three years.
| When the panic came, and with 1t re-
ceivers. it was at once seen that a COM
plete readjustment Of finances and
securities must be made. During the
years Of construction interest rates were
high. and the company's bonds and stocks
bore interest at the rate Of per cent and
a small portion Of them at per cent.
! With the decline in income the interest
and other fxed charge did not
decline, and this fact, making yearly
deficits certain, forced the receivership.
These branches being, most Of them. con-
structed under separate charters, passed
at first into separate but sympathetic re-
ceiverships but finally all lines were
! merged into one receivership.
Under the receivers. the Improvement
of the property, previously begun, was
grade and curve revision, substitution of
steel for wooden trestles, filing In with
earth Of many bridges and trestles, WIDEN
ing the railway enabankment and thoroly
balla sting same, replacing old with new
and heavier steel rails, lining tunnels with
concrete, together with the replacement
Of old by new and heavier motive power.
Prior to the receivershtp, there had been
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

as far as possible, and connect their head
waters by railroad. While this Is by
no means the Pacific railroad idea In its
entirety, 1t seems that it exists in en-
bryonic form at least, and that Mills
should receive his just credit for it.
Whitney nearly succeeded at one time
t1s4s) in having bill passed by the
United States senate favorable to his
project.
johnson Came Next.
Following Whitneys abortive efforts,
Edwin F. johnson, native Of Vermont,
became the next apostle Of the enterprise.
johnson seems to have been primarily
responsible for the Inauguration of those
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

pany to mortgage It's road and land grant.
An important episode in the history Of the
road should here be referred to.
Jay Cooke Interested
During the civil war the banking firm
Of Jay Cooke & Co., Of Philadelphia, as
financial agents had performed almost i'm
possible things in floating the various
bond issues Of the government. The firm
had thus become the most noted banking
house In the country. Mr.. Cooke added
to his own reputation as banker that
of most liberal public citizen and philan-
thropist.
Mr.. Cookies success with the govern
ment loans made those in control Of the
Northern Pacific in the later sos anxious
to have his firm perform the same office
for the railway company. After extended
The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1903-11-26

Minneapolis, thru 81 Cloud and Little
Falls, and from Ashland. Wis, thru supe-
rior, Duluth and Brainerd to Staples:
thence west thru Moorhead. Fargo, James
town, Bismarck, Dickinson. Glendtve
Miles City, Billings. Livingston. Helena,
Butte. Missoula, Spokane. North Yakima,
Ellensburg, Seattle and Tacoma, to Port
land, Oregon. The most important branch
lines extend from st. Paul and Minneapo-
lis to Duluth and Superior, known as the
Duluth Short Line" and being the old
st. Paul & Duluth railroad; from Wa
dena, Mimi, southwest to Fergus Falls
and beyond; from Winnipeg Junction,
Mimi, thru Crookston, Mimi, and Grand
Forks and Grafton, N. D., to Pembina,
N. D.. at which point connection is made