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The Minneapolis journal. (Minneapolis, Minn.) 1888-1939, August 31, 1901, Image 20

Image and text provided by Minnesota Historical Society; Saint Paul, MN

Persistent link: https://chroniclingamerica.loc.gov/lccn/sn83045366/1901-08-31/ed-1/seq-20/

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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.
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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.

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