A Report on Washington Territory

Professor Price, of San Francisco, also assayed a sample from the same vein.

On Cle-ellum River.Metallic veins are found also in connection with iron ore on Cle-ellum River. Mr. Burch reports a copper and silver lode, and also two lodes of gold and silver, in this neighborhood. He reports the ores as high grade, of good, workable thickness, and outcropping for several thousand feet. There is a gray ore in the same region, the character of which has not yet been determined. This has already been mentioned as lying close to the iron ore, and may possibly be metamorphosed chalcopyrite. Mr. Burch thinks that the silver ores will run from forty to eighty ounces, while in some spots the richness is very extraordinary. The lead ore in association ranges from fifteen to forty per cent.

Large copper vein in Stevens County.The same gentleman, who is a resident of the Okinagane region, reports a remarkable lode of copper ore running due south across Stevens County, from the Canada line to the Columbia River. It shows a plain outcrop for about forty miles. The vein carries both native and gray copper and a small percentage of silver.

Precious metals on Methow River.Reports, apparently authentic, are made of numerous other veins of metal in the same region, particularly in the valley of the Methow River and the valley of the Okinagane River. The Colville region, beginning fifty miles north of Spokane Falls, is well known as a rich mining centre.

What I know of these regions I learned from the oral or written testimony of men who had seen what they described, and some of them residents of the localities.

The basin of the Methow River has been but little prospected, and although I gathered many favorable items concerning the mineral deposits there, I met but one man who had personally examined the country, and he confirmed the favorable reports. He said the ores were similar to those on the Okinagane, but were more abundant.

The rich mines of Okinagane.The Okinagane country is well known, hundreds of men having been at work there last summer, and some of its mines, particularly the Ruby and Arlington, having become notable for their richness. Among my informants are Mr. Burch and Mr. Thomas Lothian, who both reside on the Okinagane River; and also Mr. J. E. Clayton, mining engineer, who made a professional report on the country, which was printed in the Spokane Falls Review.

The mining district is on Conconnully Creek (misnamed Salmon River), which enters Okinagane River from the northwest, about twenty miles from its mouth. There are two wagon roads to the Conconnully, one from Spokane Falls, with a branch from Sprague, distance 150 miles, on which stages ran last summer. Another road starts from Ellensburg on the Yakima, and is 195 miles long. With an expenditure of a few thousand dollars on the channel of the Okinagane, the mouth of the Conconnully could be reached from the Columbia by light-draught steamers, from which a railway fifteen miles long would reach the mines. Mr. Burch says that he and his father sounded the river, and also the Columbia, and that steamers can start at Rock Island Rapids and go to the mouth of the Conconnully, and, in flush water, can ascend the creek. Mr. Clayton makes the same statement as to the river. The country rocks in the mining districts are of the same character as those associated with the iron ore on Mount Logan and the Denny Mountain—hard metamorphic and plutonic rocks.

The principal mineral lode is described by Mr. Clayton as "composed of true quartz gangue carrying the silver ore in disseminated grains of black sulphurets of silver, with some copper-silver glance, and a brittle sulphuret, resembling tennantite, giving a dark, red, powdery streak, approaching the characteristics of dark antimonial ruby silver. In addition to this is found galena and zinc-blende."

Assays made by Mr. Wm. H. Fuller, of Spokane Falls, gave for first-class ore from this lode: Silver, $186.45, and gold, $4.50 = $190.95 value per ton. Second-class ore assayed $34.16 silver and 45 cents gold. Mr. Slater thinks that one-third of the vein will yield first-class ore. It is a rich vein, averaging eight feet so far as opened. There are two or three lodes in the district. Years will be required to ascertain their limits. But all the indications point to large mining operations in the Okinagane country as soon as the transportation can be supplied.

My chief authority for the following statements concerning the Colville region is Mr. Kearney, one of the firm of Kearney Brothers, owners of the two largest mines of that country, namely, the Old Dominion and the Daisy. I incorporate some statements also from two articles published in the Spokane Falls Review, one by W. E. Sullivan, and the other by J. B. Slater.

The mines in the Colville region.The Colville region is the east end of Stevens County, the part lying east of the Columbia River and north of Spokane Falls. Its chief town (500 inhabitants) is called Colville, from the fort of that name which was situated there. It is ninety-one miles north of Spokane Falls. Between the two points there is almost a continuous valley of great productiveness. The mineral region begins at Chewelah, fifty miles north of Spokane Falls, and continues at least forty miles north of Colville. Granite, porphyry, and limestone are found here, as in the other metalliferous regions. In some cases the ores are in slate and quartz; in others, in granite and porphyry; in still others, limestone. Some of the ores are iron carbonates, carrying silver, gold, and lead in paying quantities. In other cases, as at the Old Dominion mines, the ore exists in the form of a chloride and black sulphate in limestone walls.

Rich mines of argentiferous galena were discovered last summer three or four miles east of Chewelah, and vigorously developed at numerous points. Seven miles west of Chewelah shafts were sunk on a rich vein, three feet wide, of gray copper and silver chloride. The Eagle Mine was the first discovery, and is the most noted. It is black metal, containing galena, silver, and gold. Altogether, there are said to be two hundred mining claims, more or less developed, in the district around Chewelah.

The Old Dominion Mine.The mines in the Colville district are very numerous. The Old Dominion Mine is six miles east of the town. It is on an 8-foot fissure vein, which assays 150 ounces silver, 25 per cent. galena, and $7.00 gold to the ton of ore. There are ten mines in the Old Dominion group; and Mr. Slater states that the $80,000 worth of silver reported as the product of Washington Territory in 1886, all went from the Old Dominion group.

The Daisy Mine.The Daisy Mine is twenty-four miles southward from Colville. The vein here is 25 feet wide, with a streak of ore in it 18 inches wide, which widens to 11 feet 8 inches at the bottom of the shaft. This shaft is 127 feet deep. Seventy-five feet from the top of the shaft, a tunnel has been run off horizontally in five feet of ore. The assay reported for the Daisy ore gives silver 50 ounces, gold $2.00, lead 30 per cent., and iron 25 per cent. It is self-fluxing.

Young America Company.Sixteen miles and a half northward from Colville, near the Columbia River, a rich discovery of silver-lead ore has been made by the Young America Consolidated Company. The vein averages five feet, runs northeast and southwest, and has been shafted through ore to the depth of 180 feet. A test showed 90 ounces of silver and 40 per cent. of lead. A number of other openings have been made on the lode.

The Little Dalles.The Little Dalles, thirty-eight miles north of Colville, is another neighborhood rich in mineral. The ores are galena and lead carbonate, with silver. On Bruce Creek, and east of Bruce Creek, twelve miles north of Colville, are similar veins. A smelter of twenty tons capacity has been erected at Colville, which affords encouragement to mining; but it is not satisfactory to the largest owners. Smelting should be done on a large scale, and in a centre of large business. There can be no doubt that here, also, will be a region of great activity and large production as soon as it is connected by rail with Spokane Falls.

I have indicated the mining localities on the map accompanying this Report as nearly as my information would allow, but only an approximation is expected.

Cœur d'Alene Mines.The region that just now is attracting most attention is the Cœur d'Alene country, because the mines are more developed; and they are more developed because the miners have better transportation than exists in the Colville and the other mineral regions. Some thousands of men were at work last season on the streams entering the lake, particularly on the South Fork of the Cœur d'Alene River.

At Spokane Falls I was able to get reliable information concerning the region, and would mention as chief among my authorities Mr. S. S. Glidden, at one time well known in Alabama as an able iron manufacturer, now proprietor of the Tiger Mine, on Canyon Creek, which empties into one branch of Cœur d'Alene River. By reference to the map, the following description may be readily understood:

The Cœur d'Alene Mountains, River and Lake are in Idaho Territory, near the line of Washington Territory. The drainage is through Spokane River into the Columbia. The distance from the nearest point on the lake to Spokane Falls is twenty-five miles. The Cœur d'Alene River has two branches, on both of which mining has been done, but most largely on the South Fork. Previous to 1886, all the mining on this fork was done at Eagle, Beaver, Delta, Murray, etc., and was chiefly gold placer mining, which was not particularly remunerative. Placer mining has also been done on the South Fork; but the chief ores on this branch are argentiferous galena, with some gold in quartz. A large number of claims have been worked into since the beginning in 1885, and the increase of mining population has been going on rapidly. Mr. Glidden thought that there were ten thousand people last fall in the Cœur d'Alene mining country. The veins are accessible and very thick, some of them as much as forty feet. The ores usually carry 40 to 60 per cent. of lead, 5 to 50 ounces of silver, and often about $3.00 in gold to the ton of ore. The veins are true fissures, and strike across the country rocks, which are principally porphyry and quartzite. The strike of the main veins runs parallel to the river, and at a distance of two to six miles from it. There are many cross gulches which cut the veins at right angles, and thus present vertical faces which offer the best facilities for prospecting and for mining.

The veins have been opened at so many places as to put beyond doubt their continuity on long lines, and their great abundance. In fact, the indications point to a development resembling that made near Leadville.

The large tonnage from and to the mines.Some of the ore must be concentrated, and much of it must be shipped in bulk to the reduction works. Such tonnage is considered the best possible for a railroad. The ore can be carried in any kind of car, and is not subject to theft or any sort of damage; and yet its precious character enables it to bear higher freight rates than pig-iron. There are no fluxes in the country outside of the ore itself, and it will be more economical to carry the ore out than to bring in fluxes. The smelting of the ores on the ground would be further embarrassed by the difficulty in getting fuel. The timber is in patches, and often inaccessible; hence charcoal would be costly, and there is no coke to be gotten anywhere near. The smelting of mixed ores of this sort is a very complicated process, requiring quite a number of different elements, and can be most economically conducted on a large scale, and by the mixture of various different ores. Hence the advantage of having these works at some great centre where ores of many kinds may be brought. In the establishment of such a centre, of course, reference should be had to commercial and trading facilities. A large mining community in one place and a large commercial and manufacturing community in another, involves large transportation of crude materials, and of manufactured products, of food, and of passengers.

As yet, the Cœur d'Alene mining is in its early infancy. Means of transportation are partially furnished by means of water and short narrow-gauge railroads, but they are insufficient. Shipments now are small, but they will rapidly increase, and Mr. Glidden thinks that in three years 2,000 tons of ore will come out daily, and as many tons of freight go in—certainly a splendid outlook for business.

In concluding, as I have now done, the general statement in regard to the physical resources of Washington Territory, I would remark, that all the facts stated heretofore have a close relation to the interests of the Seattle, Lake Shore and Eastern Railway and its friends, and that the remainder of this report will consist in practical applications of the facts to the railroad and personal interests involved.

SPECIAL REMARKS on the Country and its Resources along the Line of the Seattle, Lake Shore and Eastern Railway.

SEATTLE.

Commercial and manufacturing advantages.Concerning this city of 15,000 to 16,000 inhabitants, I need not repeat what has been so well said in the reports of Governor Squire, and of United States officers who have examined and reported to the Government with regard to this location—notably, Gen. Isaac I. Stephens, Gen. George B. McClellan, Gen. Nelson A. Miles, and others; also by the Seattle Chamber of Commerce. Its location, its harbor, its people, its commerce and manufactures, its solid and rapid growth, and its local relation to all the great natural resources of the Territory, give to Seattle advantages which cannot be equaled by any other port on the Sound. Its climate, as to temperature, both in winter and summer, is remarkable.Good climate. It is pleasantly cool in summer, and in winter rarely severe. Its only drawback is an excess of moisture for perhaps four months of the winter season. But this is preferable to the violent storms and deep snows and extreme cold to which the Eastern plains and the upper Mississippi country are subject, and which sometimes attack New York and the New England States. On Puget Sound there are no blizzards nor cyclones, and rarely so much as an inch of snow. The medical testimonies give a very favorable hill of health.

The industries of city and country are prosecuted with less interruption from weather than in any of the States east of the Rocky Mountains. The annual rainfall is not greater, not so great, indeed, as in some parts of the Atlantic seaboard. It is not so well distributed among the months as it is eastward; but outdoor work rarely stops on Puget Sound.

Good population.The population of Seattle struck me as exceedingly good. Her controlling classes are men of character, intelligence and substance. The appearance of the stores, the streets, the offices, and factories, would do credit to an old city. Water, electric lights, street railways, good fire companies, well organized police, handsome residences, churches, schools—all attest the progress of her civilization. High civilization.Her wharves and railroad depots are crowded with business. The special pride of the city seems to be her schools, public and private. Her large and handsome school buildings seem purposely to have been placed in the most prominent positions. Her public school system is well organized and supported. The University of the Territory is located here, and in full operation. These things, considered together, augur most favorably for the future of this young city.

Railroad lines.Her growth will be rapidly accelerated by the extension of her railroads. Besides her coal roads, she will soon be practically the connecting point of certainly two, and perhaps three, transcontinental railroad lines. She now has railroad connection with the Northern Pacific, and will shortly be connected with the Canadian Pacific by the West Coast road. But the road that will do most for Seattle, indeed, the road which of itself would make a city at its Sound terminus, is the Seattle, Lake Shore and Eastern Railroad. This will be true if the road never crosses the limits of Washington Territory; but no doubt it will ultimately cross the continent, or at least have close transcontinental connections.

When these roads are thus extended, they will bring vast quantities of lumber, and of mineral and agricultural products, and carry in exchange foreign and domestic products for the supply of the rural and mining population, to say nothing of the great Eastern trade. Her coastwise and foreign trade have already been discussed.

The chief ship-building centre.Puget Sound must also become the chief ship-building centre of the continent, and the possession by Seattle of the great fresh-water lakes so close to the Sound, and the fact that here will be the point where the Bessemer pig-iron and its products will be manufactured, will give this point advantage over all others on the Sound. Seattle will build ships for England, New England, South America, Asia, and the Islands of the Ocean; and just here will first be seen the dawning of the new day which will come to our American merchant marine, of late so depressed. And the Government itself must sooner or later establish on Lake Washington a navy-yard where ships can be built of the best material at minimum cost; and where her ships out of commission can lie landlocked, secure from the teredo and the corroding effects of sea-water, and can at once get rid of their barnacles.Seattle better located than San Francisco.

Seattle can have no rival on the Pacific Coast except San Francisco, which has the only good harbor and entrance outside of Puget Sound, but which has no coal, nor iron, nor timber, and whose back-country does not equal the Snoqualmie valley of East Washington for agricultural and mineral capabilities.

THE TERMINAL PROPERTY OF THE SEATTLE, LAKE SHORE AND EASTERN RAILROAD.

Unrivalled terminal property.The city and suburban property which the railroad has secured is singularly valuable, and will afford every facility for city and foreign business. It is correctly described in the documents of the company. No future road can acquire such facilities. They approach a monopoly of great value.

SUBURBAN INTERESTS.

But two entrances by land.There can be practically but two railroad entrances to Seattle, one from the south, and the other from the north, owing to the bluff ground on which the city is built, with Puget Sound in front and Lake Washington in the rear. The roads from the existing coal mines and from the Northern Pacific enter from the south; the Lake Shore road enters from the north. Suburban improvements will no doubt be extended both north and south. But it seemed to me that for residences and amusements the northern end has the advantage,Superiority of the northern suburbs. as the high lands are more convenient to the railroad, and command fine views of those beautiful lakes on the east, and of the Sound on the west. Here will be the pleasant drives, the place for sailing, rowing and swimming; for open-air games, picnics, etc. On the east side of Lake Washington will be vegetable and fruit gardens and dairies, whose products will reach the city by this railroad; to all of which have been added the powerful influence of the Moss Bay operations.

The logging business begins in sight of the city, and a number of logging camps were already in operation along the first twenty miles of the railroad. After the loggers, follow the farmers. Already a surprising number of people have established homes in this direction.

Factories of the future.Near the Sound and a little distance from the city will be great saw-mills, grain elevators, canneries, and, in time, fish-oil and fertilizer mills, tanneries, smelting furnaces, sulphuric acid and other chemical works. And here will be the ship canalShip canal. connecting the lakes with the Sound, and the shipyards of the future.

The great lumber interest will have a larger and richer field on the Seattle, Lake Shore and Eastern Railroad than on any other through line in Washington Territory.Superiority of the timber on the Seattle, Lake Shore and Eastern Railway. On the line of the Northern Pacific Railroad the timber is abundant, but too small for the mill, except in a very few spots. The other roads show but little left close by, and the trees never had the size of those of Snoqualmie Valley. The West Coast road, which will be tributary to the Lake Shore Railroad, will pass through good forests; but, according to my information, the forests on the line of the Lake Shore road are the very best in Washington Territory.

The forest of mill timber beginning in sight of Seattle, continues with some intermissions to the top of the Cascade Mountains. It increases in size and quantity to a point far up on the mountain side, and the trees continue of good size all the way to the top. Crossing the Cascade Mountains, on the east side the trees are quite numerous, but smaller than on the west side, though some of them can be sawed. Continuing eastward, the trees get fewer and smaller, and change from fir to ordinary yellow and bull pine. In the plateau country of the Great Bend there are only scattered groups of stunted trees to be seen, and, excepting a few skirts along the bluffs of the Columbia, no forests of mill timber are to be met with until after passing the Idaho line.

The forests described.I will now review this timber belt with more particularity. After leaving Seattle, there is a somewhat elevated country between the lakes and Puget Sound, which is largely covered with mill timber of medium size. Perhaps two feet and a half would be about the average diameter of the logs. Here, as everywhere, the principal timber, and that most cut and valued, are the Douglas fir and the white cedar.

Continuing along Lake Samamish, and up Squak Creek, these forests continue on both sides at some distance off. A large body of moderately sized timber runs off toward the northeast, covering the hills which lie in front of the mountain range. Passing the Gilman mines, we meet but little large timber until we enterForests of Raging River. the valley of Raging River. Here there is an almost unbroken forest of splendid timber, extending from near the mouth as far up as I went, namely, ten miles from the mouth. The mill timber here would average from six to ten inches more in diameter than that we passed near Lake Washington; and there seemed to be a vast body of it in this valley. As far up on the hill or mountain side as I went, or could see, the trees retain their large size.

At the upper coal mines I found this to be the case to the mountain top, 800 or 900 feet above the river. The trees were not only large, and thick on the ground, but extremely tall and free from knots. I was told that the heavy forest continued a considerable distance above the upper coal mines.

Forests near Hop Ranch.In the Snoqualmie Valley proper are to be found the largest forests and the largest trees. The farmers and hop-growers have destroyed thousands of acres of the finest timber trees on the continent, but many, many thousand acres still remain unbroken. Between Falls City and Hop Ranch the wagon road passed through two or three miles of this magnificent timber. Turning from the road, I ascended the Snoqualmie Mountain, and all the way up to the coal openings I traveled in the densest forest of the largest trees I had ever seen. Passing the cleared country about Hop Ranch, I again plunged into one of these monstrous forests, and traveled three or four miles through it without a break. The sun never touches the earth in these forests. The trees rise to the height of 250 feet or upward, and lock their branches together far overhead, shutting out the sunlight and awing the traveler. Their trunks seem to stand absolutely straight and plumb from the ground to the top. I had studied the long-leafed pine forests of Georgia, Alabama, and Mississippi.Superior to the Long Leaf forests of the Southern States and of the Mississippi Bottom. I had traveled for a hundred miles through that marvelous forest on the Yazoo Delta, where it seemed to me that Nature had done her utmost in covering the ground with vast and lofty trees; but here in the Snoqualmie valley I traveled through forests that for the size, height, and number of trees to the acre, as much exceeded the forests of the Yazoo bottom as the latter exceeded all other forests I had ever seen. The Snoqualmie forest also exceeds all others I have known in the immense quantity of its fallen timber, which renders locomotion off of the trails extremely slow and difficult. The railroad ascends the South Fork of the Snoqualmie. I did not go up the Middle Fork, but was told that the timber is fine in that valley also.

Trees ten feet in diameter.The little Salal Prairie, five or six miles long, and six miles from Hop Ranch, breaks the continuity of the forests, but with that exception, it continues to the pass of the mountain. As to the size of the trees, I feel sure that I saw hundreds that would average ten feet in diameter. I measured two that were by no means singular, and one gave a circumference of thirty-three feet (equal to eleven feet diameter), and the other not much less. There is no doubt that many of these trees are 300 feet in height. I think it likely that theAverage nearly five feet in diameter and 250 feet high. average height of the mill timber on the line of the road from Raging River, for two-thirds of the way up the main mountain (a distance of over twenty-five miles), is 250 feet, and 150 feet of this clear of limbs, and hence of knots. And I think that the average diameter of the butt-cuts of the mill timber would be near five feet. I found my greatest difficulty in estimating by the eye the average number of trees to an acre. I can only say that I not only never saw so many, but I never conceived it possible for such a number of large trees to be supported by the soil of an acre of ground. It was not unusual to see many trees of six to eight feet in diameter standing within ten feet of each other. I knew, of course, that there were single trees in California, and elsewhere, larger than any single specimens to be found here, but I did not know before going to Washington Territory that such forests as these were to be found on the face of the earth.

Lumber product per acre.I shall leave to men better versed in the details of the lumber business than I to estimate the quantity of sawed lumber which would be yielded by an acre of such timber, and by the many thousands of acres which lie on, or near, the line of this railroad. Somebody published that the average yield of the Washington Territory forests would be 30,000 feet to the acre, and this may be, because there is much small and scattered timber; but if this amount be multiplied by six, it would not do justice to the forests I saw in the Snoqualmie valley. There are single trees that would make 30,000 feet of lumber. It is fortunate that the fir and cedar timber are preferred by the lumbermen, as these varieties constitute the larger portion of the forest. Undoubtedly the hemlock will all be wanted at an early day, and so of the larch and the less abundant trees, both evergreen and deciduous.

The bearing of these facts on the interests of the railroad are obvious. Such bodies of timber, standing close to the road for a distance of eighty miles, would of itself guarantee the success of the road for a generation to come.

And there is everything favorable in the position of the timber with reference to the track, especially if the track, in ascending the mountain, can be kept near the river. It is to be hoped that the timber along the right of way will be saved for sawing. It would be no small item in paying for the road.

There will promptly spring up along the whole line both logging-camps and saw-mills. Besides those already in operation, I heard of some large new enterprises projected. The demand for lumber is so insatiable, and the profits of the business so good, that an extensive fresh field like this will be entered with avidity by an army of lumbermen.

AGRICULTURAL PRODUCTS.

Agricultural freights.The agricultural interest is not so large at present on the west side of the Cascade Range, as the timber, coal and iron interests, but it is growing, and will become exceedingly important. East of the Cascade Mountains this will be the chief railroad interest in the beginning, though ultimately it will be surpassed by the tonnage of the mines. I have heretofore described the soils and vegetable products of West Washington, but would say specially with regard to the belt we are considering, that it is destined to be a fine agricultural region. The bottom lands of Squak Creek, and of Snoqualmie River, including all its branches and tributaries, are extremely fertile, and suited to produce the largest crops of grass, oats, barley, hops, and roots of almost every sort, besides most of the overground vegetables.

Produce of Hop Ranch.At my request, Mr. Wilson, the manager, and one of the owners of the Hop Ranch, furnished me the following written statement concerning that estate, which, although larger than any other on the route, is not richer than many other places of smaller size.

MR. WILSON'S LETTER.

Snoqualmie, W. T., Nov. 3, 1887.

Dr. Ruffner.

Dear Sir: In response to your request, I make the following memoranda. Our Hop Farm consists of 1,500 acres of rich alluvial soil; 300 acres in hops, which produce from 1,800 to 2,000 pounds per acre. We also raise 150 acres of oats, producing sixty to seventy-five bushels per acre. From 100 to 150 acres in hay, producing about three tons to the acre. Also large quantities of vegetables, such as potatoes, carrots, turnips and onions. All kinds of root vegetables are prolific except sweet potatoes. Fruits, such as apples, pears, prunes, plums, and berries of all kinds, are in abundance. Last year we had over 5,000 bushels of apples.

At present we ship in about 500 tons per year of merchandise and supplies, and ship out, in the way of hops and other things, from 400 to 500 tons per year. This we could double if we had railroad facilities for shipping. We employ during the winter—that is, in November, December and January—about forty men; the rest of the year, from 75 to 1,200 men and women. The keeping up of this supply of labor, which all comes from Seattle, would be quite an item to the traffic of a railroad. I presume you know that where there are a large number of people employed, they are continually coming and going. In speaking with a railroad contractor the other day, he told me that in order to keep 500 men at work, he had to keep 1,500 on the road. This will also be an important item when the mines are working above here. There are a great many items of interest to which I might call your attention, but I will confine myself to the above at present.

Yours, very respectfully,
T. G. WILSON,
SECRETARY AND MANAGER OF THE HOP GROWERS' ASSOCIATION.

Farming, fruit and grazing lands.Besides the bottom lands, there are large areas of what might be called table-lands, north and northeast of the lakes, which are top-dressed with glacial drift, but which will be well adapted to the crops of the country, and especially to fruits. And besides the table-lands, the smaller mountains are generally adapted to agriculture, and especially to grazing. My impression, as heretofore stated, is that, ultimately, West Washington will become a great grazing region, though it is generally supposed that East Washington is to be the chief cattle country. But the mild and equable climate, and the abundance of rain, ensures abundant forage summer and winter in West Washington. This will be important for the feeding of cities farther south, as well as for sending canned and refrigerator beef far and wide over the Pacific Ocean. The growth of vegetables, especially of root crops, is something phenomenal on both sides of the Cascade Mountains, and will furnish a large item of commerce, as is shown already by the large shipments of potatoes from Seattle, and the multiplication of canneries.

Hops, barley and beer.The hop interest is a large one, but the low prices of the last year or two have checked the progress of this industry. Breweries have already been established at Seattle, and elsewhere on Puget Sound, and, as the chief materials for beer (barley and hops) are produced here so cheaply and abundantly, we may expect Puget Sound beer to become quite a large item of commerce.

The Snoqualmie and Squak valleys have as yet but a scattered agricultural population, but ultimately farms will be opened along all the streams, and even high up on the Cascade Mountains.

The two great railroads.On the east side of the Cascade Mountains the Seattle, Lake Shore and Eastern Railway will closely parallel the Northern Pacific Railroad for a short distance in the Yakima River valley, but will probably leave it soon after entering the most productive part. The route, however, may be varied to suit circumstances, and as to this point no doubt would be if the talk of making Ellensburg the State capital should become serious. The remark may here be thrown in that this meeting of the two railroads in the Yakima valley will be no disadvantage to the Seattle road, as the distance to Puget Sound is about the same, and the incidental advantages are in favor of Seattle.

The Great Bend country.Crossing the Columbia River, the railway will enter the great plateau which has been so fully described, and if the passage should be made at Rock Island Rapids, it will cross the plateau at its widest part. Nothing more need be said as to the great agricultural capabilities of the plateau country. The Great Bend, or northern limb of the plateau, is more extensive than the southern division, but it is a much less settled country, owing partly to want of transportation, and partly to want of water. This scarcity of water in Douglas CountyDouglas County. was formerly thought to be incurable without a resort to artesian wells; but experiment has shown that wells of good water can be obtained at moderate depths, as I was informed by Mr. Smith, a resident of the county, and by Mr. Nash, the lawyer, who owns property there. The population and, consequently, the business of this large county is limited at present, but it has a large body of good land in it, which will attract settlers before long. Its soil is of the same character as that of other parts of the plateau; but the general impression seemed to be that it was not quite equal to the land of the Snake River Basin, or to the adjoining county of Lincoln, owing in part to a larger proportion of rough land. I do not, however, consider this question by any means as settled. The best area for wheat is supposed to be that which borders on Lincoln County. If the route for the Seattle railway which is preferred by Mr. Mohr, should be adopted, it would pass across the northern part of the county, by many persons considered the best part, and leave the great body of the county out of reach to the southward.

Lincoln County.Lincoln County, through the length of which the road must pass, is universally admitted to be among the best agricultural counties on the plateau. It is also settling up rapidly, and has become a large producer of wheat, even at the disadvantage of a long haul in wagons. Mr. Curtis, who buys much of the Lincoln County wheat for his mill at Spokane Falls, says that the average yield of wheat is twenty-five bushels per acre, though in 1886 (the year of failure) it fell to sixteen and one-half bushels. Captain McGowan, of Lincoln County, also gave twenty-five bushels as the average crop, and said this would hold good for the whole period since the settlement of the county, including the bad year 1886.

Spokane County.By reference of the official map showing the wheat areas, it will be seen that the Seattle railway passes through the middle of these areas in both Lincoln and Spokane counties. The testimony was entirely favorable in regard to horticultural and pomological products, as well as to the agricultural, in the strict sense. The population of the three counties, Douglas, Lincoln and Spokane, was put by Governor Semple at nearly 18,000; about 17,000 of which was in Lincoln and Spokane.Price of farming lands. Much land has been bought with a view to settlement as well as speculation, and this would be occupied and cultivated pari passu with the progress of the railroad, and there yet remains much good land which can be bought at low prices, say from one dollar to five dollars an acre, and will attract settlers. Farming lands here will have market at the mines north of the Columbia River, at Spokane Falls, where there will be a large city, as well as large mills, and at Seattle, where there will be a large demand not only for the city, but for shipping.

Tonnage.No reliable estimates can now be made as to what business this Great Bend country will furnish ten to twenty years hence. We have only this to guide us, namely, that the part of the plateau which lies south of the Northern Pacific Railroad now furnishes 400,000 tons of wheat for transportation annually, besides other freight and passengers; and it has not reached one-half of its producing capacity. Mr. Mohr estimates the income from mail and express as one-fifth the income from freight, and passenger fares as one-quarter of the whole amount from tonnage. Though the country lying north of the Northern Pacific Railroad is much larger in area than that which lies south of it, it may not average as well, and cannot all be controlled by one railroad; but it will certainly furnish large tonnage; much more than is common in agricultural regions.

At present the product of wheat in this region is estimated at 100,000 bushels, but this amount would probably be doubled the first year after the railroad comes, and rapidly increased afterward. Much of the mining business already crosses this territory, and will, no doubt, greatly increase.

COAL.

I have, under the head of Economic Geology, described so fully the coal deposits of Washington Territory, especially the beds along the line of the Seattle, Lake Shore and Eastern Railway, that it remains only to show the application of these facts to the interests of this railway. The Seattle railway passes five coal fields.The road passes five, if not six, separate coal fields between Seattle and the Columbia River, namely, the Squak or Gilman mines, 40 miles from Seattle; the Washington mines, 43 miles; the Raging River, 46 to 50 miles; the Snoqualmie Mountain, 56 miles; the Yakima (or Roslyn), 75 miles; and perhaps the Wenatchie, 140 miles.

So far as appears at present, the Seattle railway will have a monopoly of all these fields except the Yakima or Roslyn. This it will share with the Northern Pacific; but it will have exclusive control of the market between the Yakima and Spokane Falls, which will be almost wholly dependent upon coal for fuel. Also, it will furnish whatever of this coal may be wanted by the mining country north of the Columbia. And in the Spokane Falls market it will have the advantage of bringing the coal by a route fifty miles shorter.

The coal on the west side of the Cascade Mountains will go to Seattle for consumption and shipment, except so much as may be wanted for iron making, and other manufacturing purposes along the line of the road. Coke will be in demand for furnaces, foundries, engines, etc., in Seattle, Spokane Falls, and many other places. But its largest consumption will be in iron furnaces which will be erected for smelting the ores of the Cascade Mountains.Largest shipments from the Gilman Mines.

The largest shipments will be from the Gilman Mines for domestic and steam-boiler purposes. The coal must, of course, come in competition with other coals which are mined within the basin of Puget Sound, but it has an advantage over all competitors in the ease, safety, and cheapness with which it can be mined. This will not, of course, be realized for the first few months whilst driving the entries, but when the mines shall have been fully opened I think it will be without rival in the cost of production.Superior mining advantages of the Gilman Mines. This will be evident from the following report made to me by Mr. Whitworth, showing the disadvantages in the mode of working the other mines of the Territory. The terrible explosion which has lately occurred in the deep mines of Vancouver's Island shows that the Canadians are also working at a disadvantage.

MR. WHITWORTH'S LETTER.

Mr. Whitworth's testimony.

"At Cedar River the coal is all hoisted from a slope, and the gangways run at right angles to the slope, and the 'brests' at right angles to the gangways, or parallel to the slope, or nearly so. The angle of the pitch is about 18°. And the cars are run up to the 'brests' to the working face of the coal, and coal shoveled into the cars. A movable windlass or drum allows the loaded car to haul the empty one up to face of coal.

"At Black Diamond the coal is all hoisted from a slope; gangways at right angles to slope, and 'brests' at right angles to gangways, and parallel to slope. This pitch is a little steeper, about 20° or 22°, but not sufficiently steep for the coal to run. Therefore it has to be shoveled down the slope of the 'brest,' or the 'brest' floor temporarily ironed; and is loaded into car from 'brest' chute.

"Franklyn has both systems, hoisting up a slope, and working on a water-level gangway. They have two slopes, one outside and one inside. This pitch is 45° and more. Gangways run on the strike of veins, and 'brests' up the pitch. Coal runs freely on the floor of 'brests.'

"What it costs now to mine at Newcastle I do not know. The cost of coal above the water-level gangway put into the railroad cars varies from 85 cents (one month only) to $1.50 per ton; $1.10 about the average. For the first six months I do not think we (at Gilman) can calculate less than $1.25 per ton.

"The veins which they work or have worked at Newcastle are No. 4—No. 2, as it is called, which is really Nos. 1 and 2 united—and Bagley vein. No. 4 is worked out on two lifts, the water level, and the one below. The third lift they have not cross-cut to it, as the slope is on No. 2. No. 2 is almost closed on third lift east of Coal Creek. First two lifts, of course, are worked out. And west of Coal Creek the working has progressed nearly to the boundary of their land, and passed the division of the vein into Parts 1 and 2; so that they are getting but little coal out of it. But most of the coal comes from Bagley. Bagley is never worked, or but slightly, when the others are furnishing plenty of coal. Bagley there consists of two portions of about seven feet each, with one to two feet of rock and slate between. In the lower bench there is about four or four and a half feet of good coal; the rest is bony. And in the upper bench there is from three to four feet of good coal, and the balance bony. When they are pressed for coal there is a strong temptation to mine and ship the entire fourteen feet of coal, and bony coal, as it all looks quite well. This temptation, I know, under the old administration, was sometimes yielded to, and I have supposed such was the case now. In fact, in getting that coal some time since for home use, I have several times seen the straight Bagley from top to bottom in the ton. No. 2. The united vein at its best is ten and a half feet, between splendid walls, about one and a half inch mining on the bottom, and a parting near the centre one inch thick. That never disappeared, but increased both ways until the veins were finally separated. No. 2 separate was about five feet clean, at least with no permanent partings. No. 1, about four and a half feet of coal with a three-inch streak of fine clay eighteen inches from the top, the balance clean."

So much from Mr. Whitworth.

Cost of mining coal.Governor Semple puts the prime cost of the coal of the Puget Sound basin generally at from $2.00 to $2.30 per ton, delivered at tide-water; which is, I suspect, below the fact. James F. Jones, in charge of mines on the Northern Pacific Railroad in the Puget Sound basin, reports the cost per ton at the mines delivered on the cars as ranging from $1.00 to $2.50 per ton, averaging $1.75.

The minimum of cost is reached when the seams are of good thickness and comparatively free from slate, and can be entered on the end by a level entry above water and be mined upward; to which may be added natural pitch enough in the seams for the coal to be self-loading; that is, to run by gravity from the upper gangways to the cars on the main entry. And to these conditions may be added a number of different parallel seams close together with their bluff ends all coming up to a line in the most convenient way for entry and delivery. It is rarely the case that such an assemblage of favorable conditions can be found, and where they exist the successful future of the property is absolutely assured.

Cost at Gilman Mines.In my opinion, the Gilman coal seams combine all the advantages above mentioned, and if allowed ordinary rates of transportation, can always be mined at a profit. As long as the Newcastle seams could be worked above water-level the average cost per ton was $1.10, but they never had the same advantages there as at Gilman, and most of their mining has been downward. $1.00 per ton is certainly high enough for Gilman after the entries are driven in sufficiently for large operations. If Mr. Whitworth succeeds in putting out the coal at $1.25 for the first six months, as he thinks he can, there need be no fear as to the future.

Prices of coal.The selling price of coal on Puget Sound has ranged from $3.00 to $5.00 a long ton in former years, averaging $4.00—the price being the same for the product of all the different mines. Mr. Whitworth reports the price this winter at $6.50 a ton for all (including Newcastle), except Cedar River, which is $5.00. The distances from Puget Sound to Portland and to San Francisco, the principal markets, are: to San Francisco, between 800 and 900 miles by water; to Portland, 450 by water, and 150 by rail. There is now rail connection all the way to San Francisco. The average cost of sending coal to San Francisco, either from Puget Sound or Vancouver's Island, is $2.00. The usual price in San Francisco and Portland has been from $4.25 to $6.00 for coarse, and from $2.75 to $3.75 for small. On the 1st of February, 1888, the cargo price in San Francisco was—for Coos Bay coal, $9.50; Seattle coal, $10; South Prairie, $10; Nanaimo (domestic), $10; Nanaimo (steam), $12; Lehigh, $18; Cumberland, $12.

These figures make it evident that a good margin of profit may be calculated on from the Gilman coal. Mr. Whitworth will not be able to get his bunkers up until he has his road in operation to the mines; but, with temporary chutes, he can load 100 tons a day from the time the road opens, say March 15th. In six weeks after beginning he expects to increase to 300 tons a day, and one month later he can make the output 600 tons a day. As the headings are driven in the product can be increased to almost any desired amount.

The Washington Mines, on Squak Creek, I did not see; and concerning the Raging River Mines I have no settled convictions. As to the coking coal on Snoqualmie Mountain, we may expect important developments. Undoubtedly the new road will promptly enter upon a large and increasing coal business.

IRON ORE.

Handling the iron ores.The question here respecting iron ores along this road is not as to their quantity, or quality, or as to their utilization, but only as to what road or roads will handle the business that will arise from this source. Naturally the bulk of it belongs to the Seattle, Lake Shore and Eastern Railway, and at one time there seemed to be no doubt that large iron-works would at once be established at Salal Prairie by the Moss Bay Company, of England; but the east shore of Lake Washington has finally been settled upon for the great plant of this wealthy company; which of itself will go far to establish the natural monopoly which the Lake Shore Railway seems to have of the ores on the west side of Cascade Mountains. And in regard to the magnetic ores generally, this road, from its location, would seem to be master of the situation. All the iron ore on the west side of the mountain is owned by men whose interests are identified with Seattle, and with this line of railroad.Furnace sites The best point for manufacture in itself considered, the best chance for fuel, the best line for transportation, the best point for trading and for shipment, are all on the line of the Seattle Railway. Good furnace sites may be found at many points, but Salal Prairie is a spot which seems to have been set apart by nature for a manufacturing town.Salal Prairie. It lies near the intersection of the valleys of the South Fork and Middle Fork branches of Snoqualmie River, is about six miles long and three miles wide, is flat, dry, salubrious, and well supplied with water. It has a natural outlet to the South, as well as to the east and west, is convenient to the iron ore and limestone of both the Middle and South Fork, and not far distant from the ores of Cle-ellum. It is less than ten miles from Snoqualmie coking coal,Charcoal cheaply produced. and fifteen miles from the Green River coals. And, what I think is a still better resource for fuel, it is in the midst of the great Snoqualmie forests, where saw-mills will soon be felling the timber, and providing an endless supply of slabs and refuse tree-tops, from which charcoal could be manufactured at very small expense.

It is well known that charcoal is the best of all fuels for making iron, because of its freedom from damaging impurities. Its expensiveness generally prevents its being much used now, but here the cost need not exceed five cents per bushel, and 100 to 120 bushels would suffice for a ton of iron. The only question concerning the charcoal made from fir timber is as to its ability to bear the burden in a tall stack. It is becoming common now to utilize the by-products of wood, formed during its conversion into charcoal, by a process which makes the charcoal stronger. But all difficulty on this point can be relieved by conforming the size of the furnace-stack to the strength of the charcoal. This is the only fuel which has ever been used on the Pacific coast for the smelting of iron ores. These enterprises have not been particularly successful thus far, rather because of the inferior quality of the ore, than from any defect in the fuel. The bog ore and the limonites which were used at Irondale, near the Canada line, and at Oswego on the Willamette, were generally low in iron and high in phosphorus, and the bog ores were soon exhausted.

Quantity of charcoal to the ton of iron.At Irondale, near Port Townsend, recourse has been had to a refractory ore obtained on Texada Island, in Victoria Sound, on which a duty of seventy-five cents a ton has to be paid, and which requires a large amount of fuel for smelting it, perhaps as much as 150 bushels of charcoal. But Mr. H. T. Blanchard, who is interested in the Irondale Works, says in a late letter (November 29, 1887):

"It is perfectly safe to rate charcoal at six cents per bushel, and the quantity necessary to make a ton of pig-metal not to exceed 120 bushels, with a good chance of getting it down to ninety bushels per ton with fair ores."

The iron ores of the Cascade Mountains will be taken to some extent to mix with the inferior ores near the coast, but they will be chiefly worked into Bessemer-pig and steel rails.Bessemer ores commonly distant from fuel. Steel-making ores are not common anywhere, and are widely separated from fuel, which makes them very costly in the States east of the Rocky Mountains. This well-known fact is alluded to by Mr. Swank, in his report on the Iron Trade of 1886, in the following words:

"It is also a fact worthy of notice, for which geologists may find a reason, that nowhere in this country are our best steel-making ores found in proximity to mineral fuel, either anthracite or bituminous, while in some parts of the Lake Superior region, even timber suitable for the manufacture of charcoal is almost wholly wanting."

High cost of Lake Superior ores.The most important deposits of steel ores in the United States are on Lake Superior and in Missouri; but these ores are smelted chiefly by the Connellsville coke of Pennsylvania, which is 700 to 800 miles distant. The Cranberry ores of North Carolina are some hundreds of miles from fuel. A late number of the Iron Trade Review quotes the prices of ore at Cleveland, Ohio, the principal receiving point of Lake Superior ores, as follows: