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"^^~ 'C \ An ,_ *Vv^f3 Ii 'V hh t '6"QrT «\ ;:'""':^^^ te^' r From a Staff Correspondent. Port Arthur, Out., Aug. 24.—Frequent reference has been made in these letters to the plans and work of th© Canadian Northern railway, but the railroad sys tem* it controls has grown to such pro portions and means so much to western and eventually, perhaps, to the whole of Canada, that it requires special atten tion. In a general way, this company looks forward to the ultimate construc tion of a second Canadian transcontinen tal railway. As to the portions west of Manitoba and east of Port Arthur, the plans are as yet very vague, but in the portion where active work is now being prosecuted there are certain very definite ends in view which are being realized as rapidly as possible. The Canadian Northern Railway com pany has certain officials who reside in Toronto, but they are now mere figure heads. The real Canadian Northern or ganization at present Is the contracting firm of McKenzie, Mann & Co. It is com posed principally of William McKenzie, D. D. Mann and R. J. McKenzie, son of William; all of Toronto. This firm has been scheming for years to build and con- j trol a great railway system. Their plans have been balked from time to time, and various obstacles have been encountered, but. they are now on the highway to suc cess It is something like twelve years iince there was first located an independ ent, line of railway between Lake Su perior and Winnipeg, but this year will see the rails connected through, all of the work having been done In th© last three years. The new railway has re ceived great governmental encouragement from the Dominion, Ontario and Mani toba governments. The two first-named have been Interested chiefly because they wished to develop the country. The Mani toba government has had the additional motive of a desire for active competition with the Canadian Pacific railway, which, to hear some Manltobans talk, one might think the chief handicap to the proper development of the province. Some Fat Subsidies. The general government has testified to Its.interest in the project by giving It a subsidy of about $6,400 a mile. . The Ontario government has given evi dence of its interest by adding a subsidy of about $3,200 a mile, both of these sub sidles applying only to that portion of the road which lies within Ontario, some 280 of the 487 miles between Port Arthur and Winnipeg. There is, of course, no subsidy cover ing that portion of the road which lies in Minnesota; neither is there any direct subside in Manitoba. But the Manitoba government guar antees the company's bonds, which is enough in itself to assure the completion of the railroad, as it removed .all diffi culty in raising funds for construction, j There are some provisos in connection with the subsidies depending upon cost WHAT GLERGUE IS DOING AT THE SOO Modern Steel Works With Electrical Power Fur- nished by New Canals—Associate Indus- tries of Wonderful Character. Special to Th© Journal. Sault Ste. Marie., Ont., Aug. 31.—1n an ticipation of the early completion of their great Michigan power canal, the Michigan Lake Superior Power company and its Canadian ally are constructing a dam across the foot of Lake Superior at this point: The concrete piers are finished for a fourth the distance across the river and the steel work Is under way. Much of this dam will be done by the commence ment of winter. The Michigan canal, that is expected to so draw from Lake Supe rior as to necessitate this retarding sys tem, is nearly ready for operation. The vast excavation is practically finished, ex cept for the upper and lower ends, and there remains the cleaning up and lining of the canal prism to secure the best re sults from the flow. At the lower end where the canal widens to more than a fourth mile and its water enters the pow er house, an enormous amount of earth has been excavated. The power house Is partly up, all its foundation are in, and at the southern end the work of placing the eighty 600h. p. Jolly-McCormick turbines is under way. There are to be three stories of steel con struction in this great power house, which Is to be 1,400 feet long and more than 100 feet high, and it is stated by the steel makers that It is the largest job of steel erection under way in America to-day with its more than 6,000 tons of shapes and plates. Half a dozen traveling cranes, etc., are Installed on the structure, and the stoccato monotone of hydraulic rivet ers is to be heard from the steel of the turbine chambers. It will be nearly a year before water is turned into this can al. On the Canadian side the river, the second canal Is started and excavation is progressing fast. . Electricity for Power. Eight large steam dredge boats are working day and night on the Canadian channel above the government lock, pre- Hmenary to the erection of an ore dock 1,800 feet long, for the handling of Michipicoten aid other Iron ores. This dock will be contiguous to the steel plant now nearing completion and a short distance from the larger plant contemplated for the future. The rail mill at this point will be ready for operation in two or three months, and its entire output for some years has al ready been sold to the Canadian govern ment. ''-'' "■■'■'' At this mill there will be as extensive an application of electricity for power as possible, and the second Canadian canal is expected to furnish this as well as power for other works. Three eight foot cupolas are installed for melting pig for conversion, the necessary. iron being ex pected for a time to come' from the works of the Canada Iron Furnace company, at Midland. Later, .when. the blast. furnace plant now under way is completed, the per mile of construction, but it is a good guess that McKenzie, Mann & Co., will see to it that those provisos do not interfere with the getting of the limit of the sub sidles. In fact these subsidies are suffi cient to pay for the building of the larger part of the road in Ontario, for while there are some parts of the line that it may cost as high as $30,000 a mile to build, there are others which can be built for $5,000, and taken as a whole the work is light. Physical Features of the Line. From Port Arthur west the new line climbs up to the height of land along the Kamlnlstiquia river and its tributaries on the west. The height is attained sev enty-eight miles west where the altitude is 1,507 feet above the sea and almost due west to the headwaters of the Atikokan river to Rainy Lake, which it skirts to river 1 and along the north shore of that river to Rainy Lake, which It skirts to the Rainy river to Beaver Mills, sixty lake near Fort Francis on a trestle about three miles long. The line follows down the Rainy River to Beaver Mills, sixty two miles from the lake where it crosses into Minnesota at Beaudette over a mas sive steel bridge. It swings around the southern end of Lake of the Woods, run ning for about fifty miles in Minnesota and then northwest of War Cloud turns into Manitoba; thence it runs almost due northeast to Winnipeg. Going east the maximum rising grade is only 1 per cent and there Is very little of that. Going west the maximum Is .5 per cent. Climbing to the summit from Lake Superior scarcely anything in height is lost once it Is gained. Going east from Rainy lake about sixty feet of a rise is lost along the Seine river". The maximum curvature is somewhat high, being eight degrees, but there is very little such curvature and It is all on level grades. The first part of the road west of Port Arthur Is rather crooked, having been built before the company was so well off as it is now and will doubtless stand some rebuilding later on. The engineering on this line compares very favorably with that on the Canadian Pacific between Lake Superior and Win nipeg. By taking a general route which brings it to the south of Lake of the Woods, the new line has been able to follow the water courses and keep in the valleys. The Canadian Pacific, on the other hand, strikes across country with a fine scorn for natural routes, and is, con sequently, a very much up-and-down route. Most of the "Work Done. The track is now laid for 160 miles west from Port Arthur and for about the same distance east from Winnipeg, leaving something over a hundred miles to lay this season. As the grade is well up be yond the end of the track, it looks as if the line should be connected before snow flies. The difficulty in getting labor is, however, seriously impeding progress, and may put off the connection of the rails to "direct process" will be adopted and metal taken from them. Two acid lined Besse mer converters of five tons capacity each are swung in place at the northern end of the massive stone buildings. The plans indicate that the best modern practice will be followed at this works. After being blown, the metal will be poured into moulds on buggies and stripped by an overhead Wellman-Seaver electric strip ping crane that Is also provided with an auxiliary trolley to change the ladles on the ladle crane. There are two four-hole pit furnaces into which the ingots are drawn and charged, and delivered to the blooming tables" and to the rolls also, by a single overhead electric crane of Wellman-Seav er design. The ingots will be passed through a 32-inch mill, sheared and passed to Siemens regenerative heating furnaces, of which there are four. Manufacture of Hail*, The rail mill consists of three stands, first and second roughing and finishing mills, and Is driven by a 40x48-inch en gine. Electrically driven transfer tables j will manipulate the material here and j the rolls are under an electric overhead I crane for handling rolls and spindles ; when changing sections. fJ Aftar passing I the saws and a cambering machine, the rails are to be cooled and finished and handled by pneumatic hoists on cars for disposition, all the operation being from I start to finish under one roof. y\ . This plant is exected to make rails of 30 to 60-foot length and of any section to 85 pounds, as well as to roll structural shapes. Tracks of the Algoma Central & Hudson Bay railway run Into the build ing at the finishing end and connect With the ore docks and furnaces at the other end. The structural work is all banded sandstone in the band-ome style adopted for all the mechanical buildings of j the company, and the roofs are corrugated iron on steel Iranies. The present main building is abojt 1,500 fecit long and of various widths, and all loundatlons were of concrete. Aside from the Pueblo. Col., works, this is the most : westerly steel works in America, y;." • The company is just completing and moving into a large and commodious office building of sandstone and steel lo cated beside the No. 1 tallrace of the Canadian canal. " ; The Algoma Central & Hudson Bay rail way is being pushed northerly to a con nection with the Helen mine branch pro jected northeast from that mine and the newer Josephine, and it is hoped that ore may be *<• delivered all rail to the; Sault hereafter. Shipments , from the Helen mine are up to expectations, and are now going . into Cleveland and Ashtabula in moderate volume, besides to Canada. -. y Several " new ' buildings in connection with the varied metallurgical Industries CANADA'S NEW TRANS-CONTINENTAL ROAD. a date later than Oct. 15, now figured on. There are about 3,500 men now at work on the line and several hundreds more could be used to advantage. Nature of the Country. It is claimed for the new railroad that It opens up a country that is on the whole better than the corresponding part of the Canadian Pacific. Of the rich agricul tural country it penetrates in southeast ern Manitoba for some distance and of the rich timber and farming country it passus through on both sides of the Rainy river, much has been said before in this cor- | respondence. From Rainy River east the j country is very rocky, and the railroad I contractors are finding that their cuts I are almost all in rock, but north of the i Rainy Lake the new road runs through an extensive pine country, though the timber is apt to be very thin. It goes right through the most promising parts of the Rainy Lake gold country, and crosses the Atikokan iron range. It hardly seems possible that this region will not sooner or later have successful gold and iron mines. The Atikokan Iron j range Is very promising, and is being prospected very carefully. The only trou ble with the ore Is the sulphur found in it, but It Is said that that is not so much of an obstacle to the reduction of Iron ores as it was a few years ago. The rail way company is already talking of build ing big ore docks on the Kaminlstiqua river, just above Fort William, to handle the ore from the mines it expects to see developed in the Atikokan range. The road will afford good scenery to the tourist of the future, and will make ac cessible some of the most beautiful lakes and streams in the world. Summer re sorts at points on Rainy Lake and other places are already talked of. The lakes will furnish the fishing companies with an opportunity to extend their source of supply. Already one lake on the new line, —Shebandown, — being fished. There is yet no development of towns or even town sites on the Port Arthur end of the line. There is no train service beyond that af forded by construction trains, which run eccentrically. Other Lines. But th© road they are building between Port Arthur and Winnipeg is far from being all that the Canadain Northern has. Besides the line it is building north from Parry Sound on Georgian Bay, the company owns in Ontario the Port Arthur, Duluth & Southwestern, which it pur chased about a year ago. This line is some eighty miles long and extends for a few miles into Minnesota. Sometime it will be extended to connect with the are now going up In the calcium sulphite works, where a sulphite liquor is made from pyrrhotite and limestone, the finely ground pyrrhotite is passed down through a roasting furnace designed especially for the work, and drawn off at the bottom as an oxide of Iron and nickel. The sul phurous acid gas roasted out Is passed to the bottom of vats 100 feet high filled With limestone or dolomite quarried In the surrounding region. The gas Is drawn upward and as it rises, meets a descend ing stream of water and is absorbed. This solution, attacking the calcium car bonate, forms a calcium sulphite that is drawn to tanks, the strength of the liquor being regulated by the proportion of water passing into the vat. There are eight of these vats, each five feet In di ameter and built of heavy timber. For the utilization of this liquor, a sulphite pulp mill Is provided, in which are what are usually called digesters, and where the process does not differ greatly from that employed in mills making a similar product, except as to size. The digester building is 125 feet high and contains the largest digesters ever built. They are tall steel cylinders lined with acid-proof brick, and each will hold thirty cords of chopped wood. The plant has a capacity for sixty-five tons of finished pulp every twenty-four hours. Buildings for the treatment of the ferro nlckel ore on a commercial scale are about completed. A sulphuric acid plant to utilize the new and revolutionary cata lytic process is under erection. There will be a large excess of sulphurous acid, and It was necessary to devise some method of treating it. Much sulphuric acid will be for sale, while the company will Itself use some in various processes, among which will be the making of acetic acid. AN OLD LETTER FROM C. K. DAVIS In 1873 the Young Statesman Advocated Gov ernment Ownership of Railroads in a Limited Form. ■::.*;.. The Marshall, ' Minn., News-Messenger has been delving Into its old files of twenty-eight years back and reprinting interesting news and editorial of the year 1873 —when the crime was committed. The paper was then known as the Prairie Schooner, and Lyon county was just fill-' Ing up with farmers and homesteaders. In the third Issue of the Prairie Schooner appeared a letter from C. K. Davis, reprinted from the St. Paul Press. Senator Davis was then the republican nominee for governor, and the idol of the young republicans of the state. Three years before he had delivered his cele brated lecture on "Modern Feudalism." The letter is decldely interesting as showing the bent of the young states man's mind at that, stage of his career, when he advocated government ownership of railway trunk lines. : The extract from the Prairie Schooner is in full as follows: The following letter from . the man who will doubtless be the next governor of Min nesota we find in the columns of the St. Paul Press. It well repays a careful perusal: Sometime In May last, having determined Honorable C. K. Davis for the republican nomination for governor, we addressed a let ter ot him stating that It would perhaps ad vance^ his Interests if he * would In some way state 'publicly' his views- as set forth in his THE MINNEAPOLIS JOUENAL. - It is already operating over 1,000 miles of road, partly in Minnesota. THE CANADIAN NORTHERN'S LINE, PARTLY UNFINISHED FROM WINNIPEG TO PORT ARTHUR. Duluth & Iron Range at Ely, but noth ing is promised in that . direction at present. It should be said that instead of building the Winnipeg line out from Port Arthur or Ft. William the new line starts at Stanley station on the Port Arthur, Duluth & Western. The Manitoba Lines. In Manitoba the company now owns or operates all the railroad lines not con trolled by the Canadian . Pacific. The Northern Pacific lines recently sold to the' Manitoba government l/ive been leased by the Canadian Northern. It already owned the Lake Manitoba & Canal com pany line, which it has just extended to the northwestern corner of Manitoba and on into Northwest Territory. It, s is this line which will ultimately be extended to the Pacific coast. The company is put ling in a connecting line between the eastern terminus of this line at Glad stone on the Canadian Pacific and Portage la Prairie, the terminus of one of the Northern Pacific lines. It is building an other extension from Headlngly south toward Carman, where the provincial gov ernment has been draining some extensive low lands. The Officials. The . Canadian r Northern company, though it is only an infant among rail roads, now has 1,052 miles of railway un der operation and is building 424. D. B. Hanna, general superintendent, has his of fices at Winnipeg. D. B. Gorrie, superin tendent of operation on the east end, is stationed at Port Arthur. M. H. McLeod is chief engineer on the'west end and T. H. White on the east end. To Compete With the C. P. It will be seen that the new company has lines which ramify through Manito ba's wheat regions and that the line It is now building will give it a water outlet at Port Arthur. Of course it will be "sewed up" at its eastern terminus during the period of closed navigation on Lake Su perior, though it will make arrangements to store considerable grain. Some day the line will be extended east, north of the Canadian Pacific. An elevator with a capacity of 1,500,000 bushels is now being erected at Port Arthur. The next step will' be to get" a line of boats to operate the lakes in connec tion with the -new road. At first traffic arrangements will; undoubtedly be made i with some existing line, but McKenzie. Mann & Co. are knownl to be- figuring on three large steamers of their own. 1 j While It is doubtful whether the road will be completed in time to handle much through business before navigation closes A contract for the delivery of 300 cords daily of hard wood from the lands of the companies has been let and cutting is to commence at once. This wood is to be carbonized and Oscar Daube of New York has completed a portion of a plant for the work. . y Lands to Be Settled. One of the difficult problems under taken by Mr. Clergue and association is that of settling the region to the north of the Sault along their line of railway. This settlement Is one of the conditions under which they will earn the enormous- yl valuable grants of land given by the Canadian government, and an earnest and well-considered effort is now about to be pushed looking to the locating upon these lands of the required number of families. Still the job is one that many a man with some genius for organization would hesitate to undertake. But Mr. Clergue Is a man of more than ordinary genius, and his success 'in many under takings fits him for others. The oppor tunities granted settlers along the line of the A. C. & H. B." road in the way of making a start by woodchopplng and the subsequent opportunities to be given un der the liberal plans adopted by the com pany for working up the products of soil and forest should have effect in bringing in people and holding them till they are successful citizens. . Added to the above-mentioned metal lurgical industries is the alkali works of the Canadian Electro-Chemical company, another Clergue enterprise. . Here, by the Rhodin electrolytic process, using a mer cury cathode, nine tons of bleaching pow der and five tons of caustic soda are made daily. : lecture on "Modern Feudalism," on questions uppermost in the public mind. In reply we received the letter published below, which, it will be seen, we were not permitted to pub lish at the time. Mr. Davis having been nominated, we take the liberty of giving his letter to the public ~ .St. Paul, Minn., June 2, 1873.— W. W. Wil liams, Esq.—Dear. Sir: lam In receipt of your teemed favor of May 20.- .. :.. My lecture on "Modern Feudalism" doss not profess to touch the question of remedy. It; was written three years ago, before the question had : begun to' receive any political e.gitation, and ' was designed to "call attention to the tendency of the modern ccrpoiation to subordinate the government itself to the func tion of the private monopoly. Many predictions made in that letter seemed audacious when they were written, but events have moved so rapidly that within three years the things which to predict seemed venture some have become the stalest kind of history. I am satisfied that the great politics: strug gle of twenty years to come will be fought on the question of corporations.' The Dartmouth college case, which was decided by the United States supreme court' years before a single rail was laid In this country, is the great difficulty in the way of the legislative regula tion Of the corporations. This decision, how ever, merely affected . a private corporation. It does not profess to touch those bodies which, like railroads, are public In their na ture,": and :. to ,' which; certain ; rights ". of ' sove reignty—such as the right to .condemn prop- j erty—are delegated. Whether, the -courts will this year it is obvious that hereafter it will afford the people of Manitoba and the Canadian northwest that competing outlet within Canadian territory which they have long desired. ; 'Minnesota's Interest. Since the Minnesota & International, as heretofore pointed out, will meet the new Canadian system at Koochiching.the peo pie of Minnesota have a direct interest in the county the latter opens up. ' ' —Theodore M. Knappen. A VOTING MACHINE Veteran Newspaper Man Has Device to Simplify the Ballot. Milwaukee Sentinel. "Pump" Carpenter, the veteran news paper man, who has lived alternately in Baraboo and Madison for half a century, claims to have invented a voting device which works perfectly and can be manu factured at half the cost of the voting machine now on the market. Mr. Carpen ter declines to show his machine to the public or to give a description of it to the press, but several men who have exam ined It are favorably impressed, and say that it may solve the present cumbersome and tedious method of recording votes. The ordinary ballot is used in the Car penter • device. As the paper passes through the machine the voter, by manip ulating the mechanism, indicates the can didates for whom he desires to vote and the choice is recorded. When the polls are closed the . index of the machine shows just .how many votes each candidate has received, and this record can, if desired, be corroborated by the ballots which have been preserved just as marked. Mr. Car penter claims that his machine is thor oughly practicable, that it can be made at a small cost, that it preserves the se crecy of the ballot, and can be used wher ever the Australian system Is used. It has not yet been patented. draw this distinction Is yet to be seen. My own idea is that the state cannot contract away a single attribute of sovereignty, and that when the public nature of these institu tions is conceded, the right to control them follows logically, I do. not think that congress has any power that will effectually remedy the evils. The power to regulate commerce between the dif ferent states unquestionably gives that body the power to regulate through freights, but it has no expression in regard to freights say between Mar.kato and Winona. In regard to the power, of the state, the converse of the above paragraph is true. That is,- the state may possibly regulate from Mankato to Wino na, but it has no power to do so from Wino na to La Cros.ie. My own idea of practical solution of this question is almost as universal as the idea of emancipation. It is that the federal gov ernment should, under the power of eminent domain, condemn at least two through lines from the seaboard to the west, keep them in repair just as the state keeps its wagon roads up, and suffer every one who has a locomo tive or a car to run over, them under such regulations only as will insure safety. Before this can be done, there will be a struggle to which that regarding slavery in the territories was mere baby play. It may be that the railway men will be wiser than the slaveholders, and, when they know what is coming, they will make satisfactory con cessions. I have no time to write more now. You must consider this as a private letter to you — mean as far as publication Is concerned. I will not, to secure any office, rush Into print and air my views on this or any other ques tion. Ido not profess to be wiser than the republican party, and I intend to stand by It, believing that ' these evils can be more thoroughly, i though it may be more slowly, remedied by the action of the great organ ization than by eccentric movements of in dividuals toward sudden reform. Yours, i —C. K. Davis. flJPfljflJßfl, jflflflflfl Eftj»**Bßfe vac. I^BBJ L 8 i fl ME LZy_P^^BHft <_f fl *' _B/ > JsmaSa*Wsm*^y±J l]^r M^wJ fl \L*m*aßkW _aP flMßP^flr * _»*% -th Nflr ._fl_3 ,/.S W'SssWi' 'am Eflfll . *k^.bs — ' j#p^fc, I oft __nHMBB*fI- -1 g.... N^jji* -^s: ,/■■: ;<"^?, wflb _■ BPfP^flr -* '-- "■_■""_» _hmK- r&*# its Bf^vH SL j2flb_ J*_o_. JflSt k.^ ' ,4k -^ v .. * -_I> ADELPHAI CLUB PICNICKERS MEMBERS OF THE CLUB OF TWIN CITY COLORED WOMEN AND ; THEIR FRIENDS AT THE FIRST SATURDAY EVENING; AUGUST 31, 1901; j M A M'WW b Al4 •^^m 7'" ** TOE CANADIAN NORTHERN'S LINES IN MANITOBA. Charlie Mitchell as Chaplain Correspondence of The Journal. . Nome, Alaska, Sunday, \ July 21.—1 have just returned from the . cemetery. I feel somewhat tired." as It was a walk of about six miles. "Th©. Arctic Brotherhood" was called upon to perform the last sad rites for an Arctic Brother, who died of heart failure on, July 19. His name was C. J. Reilly. He was born in Hartford, Conn., about forty-five years ago. He was edu cated for a priest but drifted into the theatrical profession, was leading man for Fanny Davenport, and, report says, was married to her at one time; was also connected with Joe Jefferson in "Rip Van Winkle," and played with other promin ent companies. I was appointed to take the place of the chaplain, who Is away at the present time, on a trip to San Francisco. The funeral ceremonies were quite Im pressive. My lines were not very lengthy. The Arctic chief asks: • "What is the record of our absent brother at. your station?" The answer was as follows: ' . ;';'; "Justice, charity and truth ever guided our brother In his dealings. He believed in and practiced the principles of the fatherhood of God and the brotherhood of man." . ... Then th© other stations were asked similar questions and gave their answers. Then the Arctic chief gave those raps that bring all members to their feet, ANNUAL OUTING AT INDIAN MOUNDS PARK. when the chaplain delivers the following invocation: . • 0, Thou eternal and allwlse Trail Guide, we thank Thee for guiding the feet of our departed brother over his earthly trail to the summit of the Last ; Trhll." We deeply mourn the departure of our brothel-, but knowest that Thou doest all things well. \ Grant that the spirit of our brother, now with Thee, may ever guide the footstep* of his sorely afflicted relatives on the ' trail of life. Teach them, and all of us, to realize that the best there was in our brother's lifj lives now and will live forever in the hearts of those who knew him. ..yy.i.y As we look back over the enumerable dan gers of the trail we have safely passed, we know we should many timet have perished but for Thy protecting ! care. Be . with us still in the many dangers that beset us, and when Thou hast guided us to our last. camp, may we leave behind us the noble memories of our absent brother and be received by Thee in the Camp on High. . And to Thy name shall be ascribed all honor and (lory. Amen. ■ . : - • .-, •,-;" • We have had a very bad season, and It has caused everything to be very dull. The miners could not get to the mines outside. There has been so much snow and Ice It has prevented many from work ing their claims. But they will : have to make the best of a very short season. Will write at length on my return from a two weeks' trip into the interior. —Charles A. Mitchell.