Part 14

On this side of the mountains no work except surveys has been done on this line. At Spokane Falls the bridge across the river, and about forty miles of track is finished, and they are now operating, I believe, with very encouraging prospects. On the Snoqualmie line they are pushing on. The trains now run regularly to Raging River. The bridge across that stream is not yet completed, but will probably be by the 1st of November, and it is expected that the trains will be running to the Hop Ranch by December 1st.

The branch or spur up Raging River to the Ruffner mine, on Section 16, is located, and some little work has been done, but it is not being prosecuted at present, so I do not expect we will be able to get out any coal from there before next spring or early summer.

[Sidenote: Cable Railway in Seattle.]

Another item showing the prosperity of Seattle, is the opening of a five-mile circuit of cable road to Lake Washington, which occurred last Saturday. I will send you some papers giving some items that may be of interest.

[Sidenote: Southern Pacific Railroad supposed to be coming to Seattle Harbor.]

A syndicate of men prominent in the Southern Pacific Railroad management purchased Milton Point, the land directly west, across Seattle Bay, from the town, and are clearing it off, and say they will make extensive improvements over there in the near future. They are building a large ferry steamer, and have a franchise to run a ferry hourly between town and the front. It is to be on the route by December 1st. Report says that the Southern Pacific is coming in there.

At Smith Cove quite a little town is building up, and property is advancing all around there.

REPORT FROM E. A. ROUTHE, ESQ., CONCERNING SPOKANE FALLS, ETC.

SPOKANE FALLS, Oct. 17, 1888.

[Sidenote: Growth of Spokane Falls.]

Our city has progressed in growth splendidly since you were here. There are now fully 13,000 inhabitants. The census of July 1st showed 12,000. About $1,500,000 have been expended in buildings this year. Eight business blocks of brick and granite have been built this season. One of these cost $150,000. Four of these blocks are three stories, three are four stories, and one five stories.

Forty miles of the Seattle, Lake Shore & Eastern Railway will be completed between here and the Big Bend by December 1st. The iron, engines and cars are nearly all here, and the farmers in Lincoln County are greatly rejoiced at the opportunity for shipping their grain and stock to market.

[Sidenote: Prodigious development of the mining interests.]

The development in the mines this year has been greater than all the work done heretofore. The gold mines near Murray, Idaho, have yielded beyond the hopes of all interested in them. I saw four gold bricks, at the First National Bank, said to contain $37,000. These were from one mine, a South Fork mine of the Coeur d'Alene.

The Kootenai country is now reached by steamer after leaving the Northern Pacific road at Sand Point. A good deal of development work is progressing, and the ore is being shipped out daily. It is mostly silver-bearing galena. A new town just above the British line on the Kootenai Lake has been started. It is called "Nelson." I shall send you some formulated data at an early date.

The crops have been good, though not so good as last year. Emigration to the farming sections does not come in as fast as we would like--in fact, not as rapidly as to the towns. I think it will be better after the election.

REPORT FROM PAUL F. MOHR, ESQ., CHIEF ENGINEER OF THE SEATTLE, LAKE SHORE & EASTERN RAILWAY, CONCERNING THE CADY'S PASS AND WENATCHIE ROUTE.

SPOKANE FALLS, W. T., Dec. 3, 1888.

The following is a report of the proposed line from West Coast Branch to mouth of Wenatchie River:

I. ENGINEERING FEATURES.

[Sidenote: Engineering details of the new route.]

The proposed line will leave the West Coast Branch at a point six miles south of Snohomish City, running east, crossing the Snohomish River on drawbridge at the junction of the Snoqualmie and Skykomish rivers: thence up the right bank of Skykomish on a 1 per cent. (52.8 feet per mile) grade, a distance of forty miles from point of beginning. Thirty-five miles of 2 per cent. (105.6 feet per mile) grade carries the line to Cady's Pass and mouth of tunnel. The tunnel will be 3,500 feet long, in granite rock; probably little or no lining will be necessary.

Descending to the east by a 2 per cent. grade, following the Wenatchie River, a distance of twenty miles. Descending and level grades alternate for the next twenty-five miles, where 1,000 feet of tunneling will be required in the divide between the Wenatchie and Chumstick rivers. This tunnel saves eight miles of distance in the following eighteen miles, and avoids entering the box cañon of the Wenatchie, a difficult and expensive piece of work.

The development in the Chumstick valley is especially easy. Thence into the Wenatchie valley again, on a 1 per cent. grade, a distance of twenty-seven miles, to the mouth of the Wenatchie River.

A summary of the distances and grades shows a very prettily balanced scheme for operating cheaply and effectively.

SUMMARY OF DISTANCES AND GRADES.

DISTANCE. GRADE.

West Coast Branch to end of 1% grade, 40m. × 1% End of 1% grade to tunnel, 35m. × 2% Tunnel section, 3,500 ft. Tunnel to foot of 2% grade, 20m. -2% Foot of 2% grade to Wenatchie 52m. -1% (or less.)

The introduction of 1 per cent. grades, though higher than the water grades of the Wenatchie and Skykomish rivers, is justified as balanced against the 2 per cent. mountain grades and the saving effected thereby in the bench country, which prevails along both rivers mentioned.

While tunnel is being driven, a 4 per cent. cross-over through Cady's Pass can be cheaply put in if necessary.

II. RESOURCES.

[Sidenote: Mr. Mohr's account of the resources of the new route.]

West of the Cascade Range the road will pass through a densely wooded district, through which, with the additional aid of transportation facilities by river now existing, an immense logging industry will be created. The red fir and white cedar now being taken out are superior in quality to those of any section of this coast. Each mile as opened will therefore become an immediate source of income. Considerable prospects and discoveries of gold and silver have already been found, and a number of men are now at work making such developments as are practicable in the absence of transportation facilities. With the opening of the road a heavy mineral traffic will be developed in the future.

Near the summit large deposits of iron are sure to be found, judging from the extraordinary local magnetic variations.

Twenty miles west of the summit are iron-soda springs, which will no doubt become quite famous.

East of the Cascade Summit the country tributary to the road is covered with open, fine forests; the timber is principally second growth yellow and black pine, in tall and straight trees, forming very valuable timber. This prevails for forty miles east of the summit. The remaining country to the mouth of the Wenatchie River is rich agricultural land, fairly well settled up between the Cascade Summit and the mouth of the Wenatchie River.

Very extensive indications of coal and iron are found; and along all of the tributaries of the Wenatchie considerable deposits of precious metals have been discovered, which will no doubt be rapidly developed in the future.

This entire section of country has been well known to miners and prospectors for the past twenty years, but the total lack of transportation facilities has thus far prevented any considerable development of mining properties.

At the confluence of the Wenatchie River with the Columbia River (which will likewise be the crossing point for the Seattle, Lake Shore & Eastern Railway) we find the Columbia River is navigable as far up as the Okanogan country. A large city is destined to spring up at this point, which will control, by means of the Columbia River, a very extensive tributary country.

The valleys of the Entiat, Chelan, Methow, Okanogan, and other rivers, which drain an extraordinary mineral belt, with occasionally fine districts of agricultural land, will provide an enormous quantity of freight for the road. None of this freight will be able to find an outlet except by this road, by reason of the fact that very swift and rocky rapids, which begin about twelve miles south of our crossing and continue for some fifty miles, will for at least a great many years prevent practicable or profitable navigation to points below our crossing.

III. SCENERY.

The aesthetic side of railroading has undoubtedly a large commercial value, and in this instance it will be secured without additional expense. It will certainly prove a valuable factor in the obtainment of passenger traffic. From the city of Seattle to the Columbia River an ever changing succession of magnificent and surprising views will meet the eye of the traveler. Indeed, I believe that the scenic attractions of the Seattle, Lake Shore & Eastern Railway will stand pre-eminent among all the railroads on this coast.

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Mr. Mohr's report opens up a region almost unknown heretofore, which is shown to abound in the finest timber, to possess superior agricultural lands, and to give indications of rich deposits of coal, iron, and the precious metals.

All the reports I have seen from Washington Territory confirm the impressions I first received in regard to its wonderful resources.

W. H. RUFFNER

LEXINGTON, VA., Dec. 13, 1880.

SEATTLE, W. T., Jan. 9, 1889.

DR. W. H. RUFFNER.

_Dear Sir_: In relation to your request for such additional data as may be of interest in connection with your Report, especially such data as relate to the changes in population since the time of your visit here a little over a year ago, likewise relating to new developments in the plans of the Seattle, Lake Shore & Eastern Railway Co. and other matters of interest, I respectfully state the following:

The immigration into Washington Territory since December, 1887, has been very heavy, and while there are no statistics showing the number of immigrants, except such as have taken up their residence in the towns and cities, I am, I feel sure, not far from the truth, when I estimate their number at 65,000. Of this number,

Spokane Falls has received about 8,000 Seattle " " " 10,000 Tacoma " " " 7,000

The remaining number may be assumed to have been distributed about as follows:

To the various small towns east of the Cascade Mountains 7,500

To the various small towns west of the Cascade Mountains 6,000

To the agricultural and mining regions east of the Cascade Mountains 16,000

To the agricultural, timber, and mining region west of the Cascade Mountains 10,500

The usual proportion between the populations of country and towns in Western States and Territories is as three to one (roughly estimated); this would indicate that the towns and cities have received more than their fair proportion of the entire immigration, and this is true. The consequence will, therefore, undoubtedly be that of the immense immigration predicted for the year 1889 a correspondingly larger percentage will reach the rich agricultural, mineral, and timber lands of Washington Territory, and thus restore the proper balance.

Since Mr. Whitworth's report and yours, an additional cable railroad and an electric street railway have been started at Seattle, and quite a number of new enterprises have been commenced.

At Spokane Falls considerable terminal facilities for the Seattle, Lake Shore & Eastern Railway have been added, a system of warehouse and mill tracks has been agreed upon between the Northern Pacific Railroad Co. and the Seattle, Lake Shore & Eastern Railway Co. to be built and operated jointly by the two companies, a new cable street railroad has been projected and partly built, and about five miles of street railway has been placed in operation. Extensive improvements in the development of the water power are in progress, several new bridges have been built, and a general air of prosperity pervades the place. To indicate the importance of the business of Spokane Falls it is only necessary to state the fact that this city has paid nearly $1,750,000 to the Northern Pacific Railroad during the year 1888 for freights and passages.

The Seattle, Lake Shore & Eastern Railway Co. has decided to build a branch line from some point near the crossing of the Grand Coulee to the Okanogan mines (Conconnully district), about seventy miles, work to be commenced as soon as the main line shall be completed. This feeder will command a very extensive business, perhaps equal to the enormous business of the Coeur d'Alene mines which is now enjoyed by the Northern Pacific Railroad.

Since Mr. Whitworth's last report to you, considerable development work has been done upon the Grand Ridge mines 2-1/2 miles east of Gilman and adjacent to our railroad; the vein developed is four feet thick and furnishes a hard, compact coal, superior for domestic purposes to any coal yet found in that section. Shipments commenced last month, and the prospects for a heavy output are very flattering.

The Spokane Division of the Seattle, Lake Shore & Eastern Railway, extending from Spokane westwardly, a distance of forty-five miles, is practically finished; trains are running regularly, and as soon as our motive-power and cars can be disengaged from the work of "ballasting" we will be able to do considerable business.

Very respectfully yours,

PAUL F. MOHR,

CHIEF ENGINEER.

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TRANSCRIBER NOTES:

Missing punctuation has been added and obvious punctuation errors have been corrected without note.

Archaic, obsolete and misspelled words have not been changed.