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ALWAYS NlcolUt mmd Third Street. 88 ffllyltilfw X^B^^Sfej^P'% I L 4?Pi, Ilifvl'] Nlcollet tad Third Stnet. LllKlM MA J.
THINGS TO GIVE THE MEN FOLKS. 21 (|||R ROYS' RFPARTHFItT
Here they arc-that is, if the gifts are to be of the practical Wss> mffifUKf """ •*" ■ * ftfkl ff%ll I Iflbll I
than to give him a gift of that sort. - ' ———J *ua """" jaoimay wins.
Here is a special lot of those very stylish suits in £^ WllSt SHdll YOU GiV6 3S 311 XltiaS Gift S Jfc DOll't MISS TlllS SOed'al Offer
eluded in our recant purchase from a foremost JNew B"C.va i 7^ JmiFtL */vu l liiitJtj 1 in*? u|/vvlul vllvl*
York m»L-^r aiui which we sold at 4f»4*% Crt i- V 1 " ' A Smoking Jacket or House Coat is a A Seasonable Souvenir Is a Woolen Bath -
Sl*. *i 7; «i«. « ChrdtLanffwncr X I iC.bU t./ I beautiful gift garment suitable for style Robe-Rich, serviceable and warm-a ueces- 1% Boys' F: me Knee Pant Suits $2.75-Ages Bto 16-2 and 3
§15, *10, &1B; a Christmas ottering.. <4rib.>WW JEL^*. and service. sitv when once used We Lave a hands*™ Y*^ fffllll^ ■ Piece suits, and for the little tots 3to 9 years, Vestee Sailor
„ , .. . , . t li-i ™w, Fine two tone Jackets, PC Aft sity when once used. \\e nave a handsome | KMtiHMI and Norfolk suits-an elegant variety of fancy shades -also
Handsome suits m tancy mixtures; also solid colors /WM nil shades I^VillU selection of these robes at To 0O V* lßE^Sra' blue and black serges that were sold" early in"**#* ■■*»»
in pure Worsteds and Cassimeres; you would not i&HNBE»^II Handsome Coats, cuffs and ©fi Efll from ¥<* wyO vW O the season fur 33.50, 84.00 and 85.00— a hand- J|)£ /j)
overlook them as good values for dj«i ff% f&fa jSHoEw^l pockets, neatly trimmed tptJiuU Fine Domet Flannel Night Shirts neatly ' * SMSst 9 some Christmas gift for that boy of yours,only "K3IB ■ w
$12,50; choice for Christmas, only 'J^S3SlK''i^ Coats and Sackets of line soft materials, trimmed, extra heavy; just the article for - MMMSim Three-piece Knee Pant Suits— Sizes «♦ to 12 years—blue and
.. ■■ iS^S^W^f^ftffil pockets, culls and edges £7... <0Q winter wear, at * '/pi, B@lfnnnS V « black serges and fancy cassimeres and worst- |^^ AP
A third line of excellent All-wool Suits, that have al- IffiffiO'MßraHflifUp cord bound, at $ I aud ©8 Eft. IE. Oi AA IJ IW.¥"UiW- ii eds-military cut. You will pay 85.00 and JK'jMJJ
ways been considered good 810.00 val- Cfl W^3fJ@|tiS! Common sense Jersey Coats, all wool, cut BUC, fOG uud '$1,1111. i\ WgjjgTOLj JUOOfor.o finer suits-Holiday price
up,, choice for only J|,3U T^^^lUfS^S double breasted, in neat COo , Cil ''/AfvHMH Special Boys' Brown Melton Reefers—With Storm Collar
ues, choice tor oniy <•* ■ ■ %^^r BSfMfVm^M gray and black shades ' $3 aud&4 Fine Scotch Wool Gloves, in 50 patterns to ijfiß^^P^ -ages 7to 16, and for the little tots, with |f^ Ap
The Stein Bloch and Heinrich Special Suits are the ifiS^^\\\W Kid and Mocha Mitts and Gloves, select from, at ■ ' '^- fiBDHH Mi the new Velvet collar and yoke; regular Jhj # 3J)
.tfromWßOOto ffl#t|ffl !|\:i Extra^ flue Kid' and^Moch. cZS a" £UI> ' Qm 'QG' •WS&BBb SSf? Sil Wifh™ 7," T; """I" «fll QK
Long Oxford Melton IJ o™-:.':..5i0.00 "*> v Mitts, heavy wool fleece $i.co Kid Gloves and llitta. lined BA< &HV IsTOandMOTreeferaSda^ "*«•'*«'
exceptional value, only $10.00 T ?>I.SO and good 7 6 0 q uaiity, speciai, at 60C I^iHSHP S^*J^^Y^fci^i»7t. l l The
t nt ,n, •, n , + nA .Mfimo. -^L MnnrL^^fflr Bvrell loQ X cut, just like the men's, in dark #f»f" #\#%
T /~\ p 1 /~11 " i. f"\ i- I -i^^ m pw-M jJBK jIGSSHS^V /^^ - Hill W|l IVwClAfiSKjf / O VTvll J.Uilg VUvj JU3t HiVvJ Lliu lilt* 11 3, HI Hill /V mV ff^ nil aB
Long Oxford Cheviot Overcoats, cut flj-l ~$ Cf| n ©-.^^S^l «\fl 'S^&s^ <pi Am^W^ Oxfortls brown and blues; regular 8«.0O 55 DO
very swell, for only ylbiwU' A vpcOial A «*1 (0^ Ml " values, only
t T i- tit i j /-ii • i iif v r\ i F*J»^.B....^ AH //A KIW x?fsrai iv £* MlTft »*_ I Small Boys' Russian Overcoats— Ages 2 1.,
Very fine Worsted Cheviots and Melton Overcoats; gs@CKW®ar /7/l X-\ lAfltil^ W^ G Shifts and UmhreSraS to 8; Kerseys, Vicunas and Diagonal /^.
broad shoulders, best of tailoring, <ME f^lU Alt • ck' t\ \ Mj^aT^F H f /i\ •Iliris dnu UHlUrBHd&i Worted Cheviots; with hoods, capes, yokes <^3#\
for . ..SIS.Uy llfferillgL- LL^XMIIIWM V" mlP 1* r*®s£j&*s& m"'*^ A large assortment of fine Percale and belts; newest shades; £»*■ f+f* -*;-r\
IIIIWim6 JBbW<\SSlßlll\ » »^/iIW^S»L-^*fH''-- Shirts-newest patterns- fA take your pick of m, $7, 55 DC 4^-V\
The finest fabrics, the finest tailoring, <£OE ff^fl Fora Holiday Leader ' MW\ l\ifKsm \ Jr<r«m B&X^iaGZl &b& tinely finished at DUG and $8 coats, Saturday «rw«ww /\ Qp^)
the most stylish Overcoats, $15 to «Pw^u<faW we have procured 700 &™4 J /At MbM 111 Y^KW^&S^Mf^MjISLS^ISs Fine Percale Shirts in stripes, fig- Young Men's Fine Suits— For dress; ages / ' UJ=^\
do/pn iiPH itipHp of fin? ™ J<m!lir^Bl» If! J-^BrS^*BS!^BiBWTraJDO ures and polka dots- Qj AA 14 to 20 years; single or double breasted, / / \!
All-wool Cassimere and Cheviot Pants, f£*sftft dozen ties made or tine .f»fMiPf^L| «^|P^m newest shades at $|aUU military or the regular cut, in Worsted^! \h
tboroujrhly made, choice . ZPballU silk, short ends or best HVjwt I^A jUMw* M%& JJ^J^iSsr Extra fin« Percale and stamped Serges and Washington Rough Cheviots; |J \
* ' **- . .....•• . selling 50c neckwear; \\ I T/^^^^^fV I JSLs^TZ^^^^iJ^^ Madras Shirts, with pleated and plain blue black and exclu- f*Q /\ft Ml li 1
bine Worsteds, Tweeds, Cheviots and Oassimere Pants beautiful shades, hand- l^SLgSErwSrWwl " V Dlv/X^ I W?/ 7 plain bosoms—new de- Qligfi sive fancy patterns; worth J»Q IIBS y M 1 1
very stylish patterns; these are the (4 fIA some patterns; made mM^m SS^^^^^Y^^W^^m^^^^ signs-just out, f0r.... $1,011 JJSS^MXS^SS'i f!rtt little P- I
$4.00 kind; choice only a hk3 in every shape that S^ l^% VUve?Toun^r^ VZltZT^^l, L U
Finest Tailor-made Trousers, from nob- fry f\|\ fashion allows; a grand " at $2 $2.50 $3.00 $4aoy "1" starched shirts, new fancy £|"JQ (7 \\f~?
biest foreign and domestic patterns; 14 to^ ■ m%il3 selection PSC • Extra fine Pure silk Umbrellas-Ivory and Ro;| rl«ther PFa«doiovJ*'" **— P&@V"
Suitable Gifts in Xmas Meadgear. foronly Mufflers and Fine Neckwear. | 555r.^>.16.00 g^"~-.25c
SusfaEsi@ Gifts in Xtnas Isadgear.. : wiuiiiuio ctiiu riiie iieuiiwear. 5 5 .00.. 8.. v»iw« 39Cffor
A satin lined silk sewed Cap, at 50c /o>%i^ Way's Wool Mufflers in plain white, red, Special line fine Silk Neckwear; new effects, W^tJ^wS^ 8! 15c PUM ARlf^
A full felt soft Fur Hat, all shapes $1 .00 jff^,V^Sß^ blue, black and fancy stripes. C|J new designs; regular Tso quality, CA. and ....'. .. ■» W W
An "Up-to-Date" Derby, extra quality $1.00 JvT"i .LW."^" i*".'- m, -WWW New Boston Stripe Boys' Pure Wool Sweaters fljO^
AsoodTur Cap extra "well made SI fin ftl^ifer Oxford reversible Mufflers, made of hue silks Exceptional beauties in Neckwear made of iT/iWS^^ —Also solid navy and maroon colors; the 81.50 JJoC
\* ■ rr , ";. n I';,.' . ol"«rt V^^Tf^ and newest shades; 50c Qi&fi finest Persian silks, in beautiful effects; Ql tf£g&&^SLzmi kind, for WWW
a uoraou patent Lap, at - £31.00 M V . 75c and ipliUU the 81.50 kind. Our special for 01 iiKa^ JSBSfL Boys' Wool Fleeced Underwear—Also Camel MCi^
The best Cloth Cap manufactured $1.50 J*X ~?j The new Lipton Muffler, made of beau- tf»ft Extra fine initial or plain Silk C<fJi Hair and Natural Wool; sizes 22 to 34; good Toe fe|6C
A "Gordon" patent Cap, fur-lined band , $1.50 tiful Persian silks; $1 $1.50 and $£ Handkerchiefs . OUC T'^ j0?'&&\ value
The "Helnrteh Special" mid-wioter Derby «2.00 A£— °^ >'»«-» 'IS««JJ ArMUieanj-wort'edSuspeode^of' faest « 9 M€f«s %"g£ SSWS^'Slfflt2S* l"'**ii 25C
Our new Panama shape soft Hat $2.50 }M t rangmg tlom z&c S3 50 75c, $1.00, $1.50 and 0^ mm «Ws*' for fcww
A dyed muskrat Cap, prime skins $2.50 Op-Mw^?^ „'"„ V"k""\- k IV ul , JLiL Mpn'sfinH silk and satin SiKn^dPra mit nn vZtm j^^*^ 4S& Boys' Pure Silk White Initial Handkerchiefs— «P" A
The new Hawes' holiday Derby $3.00 W^M H^^Ms%m?ln^^flov 25C ta a f.nSJ box, S'pla^whuJSd 6 blac'k'anS f^^S^T^ an^hemstitched fancy borders, 45c quality, 25C
The Gordon Pantourist Soft Hat $3.00 *^i-'^'.si;jS /« f> D ««« ««„„«„ c,-iw Tio^^b-^ r%a» beautiful coloring effects with neat assorted N #i W/m ~ "•;• 'V'^.:." ii. ;,'• :""
A pieced A,aa sea. Cap, worth .600 $4.00 SS&'^lSSSSfSi.^^:.... 25C J^-- A a M 'ci.rl.,m» gift for g« > l^i^ n t^^^fv'a'iS Fof * -»"-"i* "- 4g C
A XXXXXX Alaska seal Cap $6.00 v^* oniy VVW *?* 0n1y....'. "W%#W
AIR LINE TO CHIGAGO
It Is Sure to Come—Roads Already
Cutting Out Kinks.
HOW THE PROBLEM IS ATTACKED
Shortest of the Road* Is Now Sixty
Mile* Longer Than Air
In Its discussion of the Chicago-Minne
apolis railroad time subject The
Journal has thus far con
fined itself to the necessities
and possibilities of fast time under pres
ent, conditions. It has been shown that
Minneapolis is being discriminated
against by the railroads; for much faster
time is made by trains from Chicago to
almost every other important city than is
made to Minneapolis and St. Paul. It
has also been shown that the railroad
managements appreciate the situation and
that some of them have made improve
ments in road bed and equipment which
look to faster time in the future and that
such accelerated speed is certain to come
when the trammels of "agreements" can
be thrown off.
But, in addition to what has been told,
there are some moves now going on, and
others which are talked about, which bear
directly upon the subject of rapid railroad
transit between Minneapolis and Chicago.
A great reduction in time is even now
possible; but when the moves referred to
are completed still greater curtailments
may be expected.
And these moves are the actual shorten
ing of the mileage between the two cities.
This is something more radical than
crowding a running schedule a bit. But
in these days, when the cost of operating
a railroad is figured down to the fraction
of a mill per ton per mile, the mileage of
A COMMON TROUBLE.
Thousand* Suffer From It Without
Knowing Its Real Character.
No trouble is more common or more
misunderstood than nervous dyspepsia.
People having it think that their nerves
are to blame, are surprised that they are
not cured by nerve medicines and
spring remedies; the real seat of the mis
chief is lost sight of; the stomach la the
organ to be looked after.
Nervoua dyspeptics often do not have
any pain whatever in the stomach, nor
perhaps any of the usual symptoms of
stomach ■weakness. Nervous dyspepsia
•hows Itself not in the stomach so much
aa In nearly every other organ; in some
cases the heart palpitates and Is irregu
lar; In others, the kidneys are affected;
In others, the bowels are troubled, with
loss of flesh and appetite, with the accu
mulation of gas, sour risings and heart
Mr. A. W. Sharper of No. 61 Prospect
•treet, Indianapolis. Imd., writes as fol
lows: "A motive of pure gratitude
prompts me to write these few lines re
garding the new and valuable medicine,
Stuart's Dyspepsia Tablets. I have been
a sufferer from nervous dyspepsia for the
last four years; have used various patent
medicines and other remedies without any
favorable, result. They sometimes give
temporary relief until the effects of the
medicine wore off. 1 attributed this to
my sedentary habits, being a bookkeeper
with little physical exercise, but I am
glad to state that the tablets have over
come all these obstacles, for I have gained
In flesh, sleeip better, and em better in
every way. The above Is written not for
notoriety, but is based on actual facts."
—A. W. Sharper,
61 Prospect St., Indianapolis, Ind.
It is safe to say that Stuart's Dyspepsia
Tablets will cure any stomach weakness
or disease except cancer of the stomach.
They cure sour stomach, gas, loss of flesh
and appetite, sleeplessness, palpitation,
heartburn, constipation and headaches.
Send for valuable little book on stom
ach diseases by addressing Stuart Co.,
All druggists sell full sized packages at
a road is a very important item. And
when much through freight is hauled and
many through passenger trains are run,
the additional cost of hauling freig-ht and
passengers over an indirect route amounts
to a vast sum in the course of a few years
and sets railroad men to figuring out how
they may reduce the distance between
Figuring of this kind has been going on
for some time among the officials of the
Air Line vs. Present Routes.
An air line from Minneapolis to Chicago
is almost exactly 350 miles long.
The distance between the two cities
over the six railroad lines now in opera
tion is as follows:
Great Western 43rt
Wisconsin Central 472
Minneapolis & St. Louis 520
Comparing the above figures with the
air line distance it is obvious that there
is room for improvement in the Minne
apolis-Chicago service through reduction
It will be practically impossible, of
course, to build an actual air line be
twen the cities. The famous case of the
Russian railroad between St. Petersburg
and Moscow cannot be duplicated here.
llt will be remembered that the czar,
when asked to indicate the route of this
railroad, took a map, a ruler and a pencil
and drew an absolutely straight line be
tween the two cities.
But something very nearly approaching
a straight line is a possibility here. From
St. Paul to La Crosse the Milwaukee de
viates about 7 per cent from the bee line.
This section of road is full of crooks and
I turns but keeps remarkably near a gen
eral straight course between the two
Allowing the same percentage for the
entire distance between Minneapolis and
Chicago, the true short line should be
about 375 miles long.
The Future "Short Line."
Upon consulting the outline railroad
map herewith it. will be observed that an
air line drawn between the two cities fol
lows the Mississippi river to LaCrosse,
passes south of Madison, Wis., through
JanesvLlle, Wis. It is thus evident that
the future short line must pass through
or near these places.
It will also be noticed that three rail
roads follow very closely parts of this
air line. The Milwaukee and Burling
ton follow the Mississippi to La Crosse.
The Milwaukee deflects widely to the
east, passing through Portage to Milwau
kee; while the Burlington goes on south
to Dubuque and approaches Chicago from
the west instead of the northwest. The
North-Western runs far to the east
ward after leaving St. Paul, but reaches
the air line at Janesville and follows it
quite closely into Chicago. The Great
Western and the Minneapolis & St. Louis
never approach the air line but are away
off to the southwest throughout their en
j tire courses, while the Wisconsin Cen
tral is also far out of line on the north
Three of these lines have more or less
definite plans for reducing their mileage.
Milwaukee'! Jauenville Short Line.
The map shows that the "Milwaukee"
and Burlington start out from Minne
apolis on the most direct line towards
Chicago. But after reaching LaCrosse
the Milwaukee wanders off to the eaßt
and goes to Chicago via Portage and Mil
waukee. But within a few months the
Milwauk.ee (without saying anything In
particular about it) has opened at a cost
of $1,012,000 a new line from Chicago to
Janesville—thus following quite directly
another section of the air line.
This new line of the Milwaukee's com
bined with other divisions of the road,
has already given It a shorter line to
Chicago than its old one, as shown below:
Chicago to Janesville S»9
Janesville to Madison 41
Madison to Portage 37
Portage to Minneapolis 242
This Is one mile better than the route
via Milwaukee, but it is stated that the
straightening of the road at scores of
places between Portage and St. Paul will
lop off several miles more of the distance.
And by building a few miles of cut-off be
tween Janesville and> Madison some five
or six miles more could be saved.
THE MINNEAPOLIS JOURNAL.
so tne Junw&UKee nas quieuy m»ue
changes which make it possible for it to
open a line of practically 410 miles be
tween Chicago and Minneapolis. Al
though much of this line was built by
Minneapolis contractors, very little has
been heard of it up this way, but doXvn
about Janesville it has been positively as
serted that the Milwaukee was to operate
its fast mail and much of its through
freight over this short line. The roadbed
was built exceptionally w^ide, evidently
with the intention of double tracking in
The Milnankee tan Do Better.
It is plain that with Janesville and La
Crosse on the air line, the real short line
railroad between Minneapolis and Chi
cago must include a direct track between
these two places. By the route just out
lined above the Milwaukee goes around
by Madison and Portage, taking a course
of 183 miles to connect two points only
135 miles apart.
There are several ways of shortening
this run. One would be by striking west
ward from Madison on the Prairie dv
Chien division to Lone Rock, Wis., thence
north over a branch line to Richland Cen
ter and from the latter point building a
gap of about sixty miles across country
through Viroqua to La Crosse. This
would make a route of about 300 miles be
tween Minneapolis and Chicago; or about
twenty miles Bhorter than the Portage
route and the same amount 'better than
the present route of the Xorth-Western.
This route is as follows:
Chicago to Madison (few miles new) (abt).l34
Madison to Lone Rock (old) 44
Lone Rock to Richland (old) 16
Richland to La Crosse (about) (new) 59
La Crosae to Minneapolis (old) 139
Almost as short would be a route in
cluding an entirely new line built as close
as possible to the bee line from Janes
ville .to La Crosse. This would be as be
Chicago to Janesville 99
Janesville to La Crosse (about) (new) 144
/^^^^^^ >**^*oi l s'*'/ Ct ****** I <H^'^ 1 / /f i
SHORTENING THE RAILROAD MILEAGE BETWEEN MINNEAPOLIS AND CHICAGO
The plain black lines indicate the railroads now in operation.
The broken line shows the "air line" of 350 miles between Minneapolis and Chicago.
The dotted lines show some of the plans for reduction of mileage as described in the article. (In bo small a map
it is impossible to show all the suggested cut-offs.) :
La Crosse to Minneapolis 139
This would be- about the shortest route
possible for the Milwaukee road, and it
comes very close to the 375 miles esti
mated as the shortest probable future
route between the two cities.
It. should be said of this route that the
country between the valley of the Wiscon
sin river (in the vicinity of Richland Cen
ter) and La Crosse is exceedingly rough
I and has been carefully avoided by rail
roads. An even tolerably straight line
through this district fould be very expen
sive and it is not to be expected that any
railroad will build through there until the
pressure for fast time and economical
handling of trains becomes so strong that
the shortest possible line becomes an ab
Chicago iii liens Than Nine Hours.
But eventually a road will be built
through this region, making a short line
to Chicago over which trains will be run
[ in eight and a half or nine hours.
Future of the Xorth-Western.
The opening for through traffic of the
Milwaukee's Janesville route will put it
on an equality with the North-Western
in mileage, instead of being ten miles
longer as it is at present. Should it ever .
build a icut-off between Janesville and La
Crosse the Milwaukee would become so
much shorter than the North-Western as
to put the latter road at considerable dis
advantage. Its present line through Janes
vilie, Madison, Elroy and Eau Claire can
net be shortened materially.
But not long ago a mysterious survey
was made from Minnesota City to St. Paul
and Minneapolis which set railroad men
to guessing. It was given out that the
survey was for an electric line—but no
one ever took the trouble to explain why
an independent electric line should have
as its terminus an obscure hamlet in
It so happens that Minnesota City is the
exact point on the North-Western rail
road from which that corporation would
start to build if it found it necessary to
have a short line into the twin cities to
L'ompete with the Milwaukee. By leaving
Lts present line near Brooklyn, Wis., and
building directly northeast near the air
line to Winona Junction (near La Crosse),
then following its present Minnesota and
South Dakota line to Minnesota City, and
then building up the Mississippi valley to (
St. Paul, the North-Western could have a
short line 'superior in every way to that
of the Milwaukee. It would be some
thing like this:
Chicago to Brooklyn, Wis 114
Brooklyn to Winona Junction (about)
Winona Junction to Minnesota City X>
Minnesota City to Minneapolis (about)
This seems the shortest possible or
probable route between Minneapolis and
There Is considerable doubt as to
whether "community of interest" would
allow such a piece of paralleling as this;
but it is a possibility. And it would be
no more grievous a duplication of rails
than the case of the West Shore and
Nickel Plate, which paralleled the New-
York Central and Lake Shore from New
York to Chicago; or for that matter,
than a dozen other cases In various parts
of ,the country.
Burlington and Great Western,
Gossip does not connect the names of
the Great Western and Burlington with
any schemes for reduction of their Chi
cago mileage at ,the present time. These
two roads are in the middle of the bunch
of Chicago-Minneapolis lines. With their
present mileage they can compete easily
with the existing schedules and they could
meet any moderate reduction in time
without difficulty. The ten hour or ten
and one-half hour schedule suggested by
The Journal would have no terrors
for them. But if it came to a reduction
of mileage on the part of the Milwaukee
or North-Western —say to 380 to 385
miles; —the case would be different.
M. & St. L,. Cut* Thirty Mile*.
The M. & St. L., with its connections by
the 8., C. R. & N. and Rock Island, now
FRIDAY EVENING, DECEMBER 20, 1901.
has the longest route to Chicago—just 520
miles. But even now, by running Its
trains at good speed,, it could make a
schedule of fifteen hours to Chicago as
against fourteen hours by the "limifeds"
on ,the short lines. But when the M. &
St. L. commences to operate over the
Illinois Central to Chicago, its mileage
will be reduced to 490 miles, as follows:
Minneapolis to Albert Lea 108
Albert Lea to Chicago (via Lyle) 382
Total 490 I
This cuts off thirty miles, or nearly an
hour of time, and it gives the Minneapolis
& St. Louis great advantages under the
present time agreement.
Can. Compete Witli the Milwaukee.
The east-bound train of the Minneapolis
& St. Louis which now leaves Minneapolis
at 7:35 each night arrives at Chicago at
10:35 every morning, making the distance
in fifteen hours, or only one hour longer
than the Milwaukee, North-Western, Bur
lington and Great Western limiteds. This
is accomplished by running at thirty-five
miles an hour—not a high rate of speed
compared with the rates made between
Chicago and Omaha and Duluth.
Applying thia same rate to the new
milage, via the Illinois Central, the Min
neapolis & St. Louis will be able to run
its trains to Chicago in exactly fourteen
hours—or In even competition with the
It would be quite possible for the Min
neapolis & St. Louis to operate a train at
thirty-eight miles an hour and make the
run in thirteen hours. So it will be seen
that the Minneapolis & St. Louis is dis
tinctively "in it."
What the Wisconsin Central May Do.
The Minneapolis & St. Louis can never
reduce its mileage much below the 490
miles reached by combination with the
Illinois Central, and so it can never be
come an actual short line. The same is
true of the Wisconsin Central: but the
Central can cut its present 473 miles radi
cally and put itself in the same "class as
the Great Western and Burlington. The
means of doing this have been carefully
discussed by the officers of the company.
As now constituted the Wisconsin Cen
tral line between Minneapolis and Chi
cago is the product of a combination of
lines, many of which were built without
any idea of their ever becoming a part
of a through line. Thus it happens that
the road is desperately crooked as it ap
pears on the map. Some years ago the
company started to cut off one "elbow"
by building from 'Marshfleld. Wis., to
Cadott, a station just east of Chippewa
Falls. This cut-off would save ten miles.
The plan, in a general way, was to build
southeast from Marshfleld, through Grand
Rapida, Wis., Plainfleld and Ripon, to a
point on the present line south of Fond
dv Lao, probably at or near Loinira. This
would give a line to Chicago as follows:
HOW I® YOURI/IVBR?
For Bilious and Nervous Disorders, sucb as Wind and Pain in the Stomach, Sick Headache,
Giddiness, Fulness and Swelling: after meals. Dizziness and Drowsiness, Cold Chills,
Flushings of Heat, Loss of Appetite, Shortness of Breath, Costlveness, Blotches on the Skin,
Disturbed Sleep, Frightful Dreams, and all Nervous and Trembling Sensation.'. &c. The
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Sold Everywhere, in Boxes, tO cents and 26 cents*
Minneapolis to Cadott 127
Cadott to Greenwood (new) 32
Greenwood to Marshfield 22
Marshfield to Plainfleld (about) (part new), fitj
Plainfleld to Lomira (about; (new) 70
Lomira to Chicago 142
Several short links in the cut-off have
been built by local corporations—as from
Marshfield to Grand Rapids.
An alternative was to follow the Port
age branch of the road south from Plain
field and then to build southeast to an
intersection with the present main line,
probably at Burlington, Wis. This line
would be, probably, a few miles shorter
but would require the building of more
new track. But it would give a much de
sired southern outlet to the Portage—and
Stevens Point division and would open a
rich country through Central Wisconsin
to the Wisconsin Central railroad. The
construction of either of these lines would
put the Wisconsin Central on a pa] with
the Great Western and Burlington.
It., C. R. «V X. Not a. Factor.
The policy of the 8., C. R & N. of build
ing into St. Paul from Albert Lea, in
stead of coming directly to Minneapolis,
practically shuts it out from competition
with the other Chicago roads. From Al
bert Lea to Chicago it will run over the
same route now followed by the M. & St.
L. through trains. And its route from
Albert Lea into Minneapolis is to round
about that it will have a distance of
nearly &50 miles to cover between thia
city and Chicago. That amounts to prac
tically a prohibitive distance for passen
Why Short Lime* Are Needed.
Millions of money are being spent by
western railroads in reducing the cost of
handling business. This is especially true
of lines running between great cities and
between Chicago and "gateway" cities.
Minneapolis and St. Paul now constitute a
city of about 400.000 people. There are
only half a dozen large centers of popula
tion in America. The business originating
here is worth competing for and worth
handling on the most economic basis. But
the cities are also the "gateway" to a
larger territory than any other single
commercial center. The possibilities of
development beyond the Minneapolls-St
Paul gateway are almost infinite.
Under the circumstances, it 13 rea
sonable to suppose that the railroads will
make every endeavor to prepare for fu
ture business in this direction, and it may
be expected that most If not all of the re
; ductions in mileage which have been
mentioned will ultimately become accom
> plished facts.
■Meanwhile, Minneapolis and St. Paul er«
entitled to equal facilities in the way of
time with other large centers of popula
tion and it Is not asking too much of th«
railroads to request as fast time per mil*
between here andi Chicago as is made L*
tween that place and other cities.