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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (Jan. 1, 1895)
THE MOK2sIXGr OUEGOlAis , TUESDAY. J-A3TCABY 1. 1S9o, OF OREGON'S And Tlieir Jmportant Connections Tlie Bior Trunk Lines. SYSTEM OF ROADS CENTERING AT PORTLAND ThCiGreat Sallroad. Center of the Facific 2CortUrest Ceiw Lines Contemplated. The Astoria Road-Advantages of the Colu.moIa Elver Soute. HE location of Port land geographically Is such as to make It the natural great railroad center of the Pacific coast. All the best passes through the Rocky mountains open Into the -vast territory drained by the Columbia river j iijju lis many muuui ries, and the natural t&Bs? route for railways through the mountain chains west of the Rockies follows generally the course of the rivers. As nature selected the courses for the streams, all finding their way to the sea via the Columbia river, so engineering sci ence locates the easy, uniform grades for railroad traffic down the Columbia to Portland, rather than over the heavy mountain grades to any other seaport. "While railroads have been, and will con tinue to be, built over mountain chains, a well-founded law of railroading must di rect the commerce, other than that local to other points, over the natural route with the easy grades, from the great in terior sections and the Rocky mountain passes following the course of the rivers for which nature unerringly surveyed many centuries ago. Long before there w ere any railroads in the far "West, the commerce of the North west had taken this course, and Portland had become Its center. When railroads were projected, Portland was made their Initiative or objective point, because of its i ommcrcial importance. Railroads did not make Portland the metropolis of the Northwest. They made this city tlieir ter minal because it was the metropolis. As Chicago is the great railroad commercial center of a vast territory because of its favorable location and altitude as a re ceiving and distributing market, so Port land, similarly situated relative to the great Pacific Northwest, is its railroad center. "All roads led to Rome" centuries ago. and all transcontinental railroads, with a. tingle exception (the Atlantic & Pacific), lead to Portland today. It is the actual terminus of the gieat Southern Pacific tystem; the Northern Pacific railroad; the tenter, and Its tributary territory the cir cumference, of theOregon Railway & Nav igation Company's lines; the practical ter minus of the Imlon Pacific sjstem. which uses the O. R. & N.'s line from Hunting ton; a practical terminus of the Great Northern, which uses the O. R. & N.'s line from Spokane; a commercial terminus of the 'Soo" and Canadian Pacific, they using the Great Northern's tracks from Mlnot to Spokane, and the O. R. & N. from Spokane to Portland; and of the great Burlington bystem, which uses the Northern Pacific tracks from Billings to this city. All of tl.ete roads not actually built IntoPortland have close traffic agree ments under which they reach this city lor all practical commercial purposes. In addition, the Chicago & Northwestern has traffic arrangements with the "Union Pa cific, under which their car?, both passen ger and freight, run into and out of Port land every day. The Rock Island, Omaha, "Wisconsin Central, Mllwankee and Penn sylvania roads have connections which onablo them to do business Into and out of Portland, and all are represented here. THU LOCAL LI.KS Tapping the- Vast Territory Tribu tary to Port In iid. HE great "Willamette valley Is tupped for Portland by the several lines of the Southern Pacific in Oregon, the East Side, or main line, also bring ing the Umpqua and Rogue river valleys. Southern Oregon and Northern California into the territory tributary to this city. The main Hue in Oregon is 311 miles In length. The branch from "Woodburn to Natron is S3 miles in length; the Wst Side division, from Portland to Corvallls, 97 miles; the branch from Albany to Lebanon, 12 miles; the line known as the narrow gauge, though It has been widened to standard gauge, from Portland to Alrlle, SO miles; the branch 'rom Junction to Sheridan. 7 miles mak ing up a total mileage of C31 miles of the Southern Pacific Company's lines in Ore gon, every foot passing through a rich ter ritory tributary to Portland. The Oregon Railway & Navigation Com pany's lines have a total mileage of 105S miles. The 404 miles between Portland and Huntington taps a territory de pendent almost absolutely upon the Port land market, Pendleton being the only point on the line reached by any other road. The branch from Willows Junction to Heppner, 45 miles, and the branch from La Grande to Elgin. 21 miles, open the.M sections to Portland exclusively The re maining 6SS miles, mostly in Washington, va&ses through territory principally tribu tary to Portland, but reaching some points competitive for both Portland and the Sound, and others competitive for both Portland and Spokane. The line from Pendleton to Spokane is 251 miles in length; that from Umatilla to Walla Walla, 5S miles; the branch from Walla Walla to Dixie. 12 miles; from Dudley Junction to Dudley, 2 miles; the branch from Bolles to Dayton, 12 miles; the Star-buck-Pomoroy branch, 30 miles; the La-croshe-Connell branch. 53 miles; the Col-fax-Moscow branch, 2S "miles; the line from Winona to Seltlcc. 4S miles; the branch from Tekoa to Mullan. S7 miles; and that from Wallace to Burke. 7 miles. Many of the points reached by the O. R. & N. lines in Washington are reached by the Northern Pacific, and others by the Hunt system, which is operated in such close connection with the Northern Pacific as to be practically a. part of that road's system. Nbue are reached by any line not making Portland its commercial ter minal. The Northern Pacific, with 1100 miles of mam lines and branches in Oregon and Washington, reaches principally points tributary to Portland either absolutely or as a competitor with the Sound cities and Spokane. The Oregon Pacific, 13S miles m length, running from Yaquina to De troit, and connecting with both the East and West Side lines of the Southern Pa cific for Portland, passes through a coun try distinctively tributary to this city The Hunt system, 160 miles in length. ruiU nlng from Pendleton to Dayton, with a branch from Eureka, to Pleasant View and another from Killian Junction to Athena, affords a valuable feeder for the Northern Pacific, and connects at different points with the lines of the O. R. & N. Co. Con siderable territories on the Union Pacific in Southern Idaho, the Southern Pa cific in Northern California, and the Northern Pacific and Great Northern in Northern Idaho and Montana, are also tributary to this city, so that the local business of Portland uses not less than 4050 miles of railroad in its distribution. A BRIEF HISTORy. Early Railroad Construction in thc Great Xorth.Tret. The first railroad constructed In Oregon with the exception of the old portage rail- T RAILROADS way between The Dalles and Celllo. built by the Oregon Steam Navigation Company In the early '00s, was the Oregon & Cali fornia, now a portion of the main line of the Southern Pacific. In J6 Mr. S. G. Elliot came to Portland and en deavored to interest the people of Oregon in a preliminary sur vey of the route for a railroad from Portland to Marysvllle. Cal. Here he met Mr. George H. Beiden, and thes two gentlemen subsequently agreed to make conjointly such a survey. In the spring of 1S63 a party of 12 men commenced a preliminary survey of the route at Red Bluff. Cal., and by November of that year had completed the survey as far as Jack sonville. Or. About that time Elliot and Beiden had a disagreement and the com pact between them was dissolved. Colonel Charles Barry, who had joined their party, concluded to continue the work, and most of the party went into camp at Jackson ville for the winter. In May of the next year the work was resumed and the party reached Portland the following September. Mr. Joseph Gaston, who had become ln- terested in the nroiect. went before the legislative session of ISM and secured the , Thc roads were sold to the Southern Pa passage of a bill by that body, offering ciflc Company early in 1SS7. after the fail aid to the amowat of $250,000 to build a ! ure of the Oregon & Transcontinental railroad and telegraph line from Portland to Eugene. This law. however, became void by reason of its provisions not being complied with. Colonel Barry made a report of the sur vey, wnlch was published in pamphlet form, and in December, 1604, he went to Washington and presented his reports, maps, etc, to the congressional commit tee on railroads. At that session a bill was Introduced, offering a land grant for the construction of a railroad and tele graph line between Portland and a junc tion with the Central Pacific road in Cali fornia. The bill became a law two years later. In September, 1SG6, the Oregon Central Railroad Company of Portland was Incor porated in Portland. The following gen tlemen were the original incorporator: J. S. Smith, I. R. Moores, J. II. Mitchell, E. D. Shattuck, F. A. Chenoweth, Jesse Applegate, Joel Palmer. II. W. Corbett. M. M. Melvln, George L. Woods, R. R. Thompson, J. C. Alnsworth, C. H. Lewis, S. G. Reed. John McCraken, B. F. Brown, Thomas H. Cox and Joseph Gaston. The capital stock was $3,000,000, divided into shares of $100 each. The termini of the road were fixed for the northern end at the city of Poi tland, and for the southern end at or near the state line between Ore gon and California. A rival company was Incorporated at Salem In April, 1667, and was known a? the Oregon Central Railroad Company of Sa lem. The Incorporators were: John U. Moores. J. S. Smith, George L. Woods, E. N. Cooke, S. Ellsworth, I. R. Moores and KtS juiu wiiura vl ivu eacn, ana us purpose was to build a line from Portland to the California line. There followed a bitter contest between these rival companies as to which was en titled to receive the land grant. The question rested with the state legislature. The election of members of the legislature in 1S5S was conducted principally upon that issue. The battle was a pitched one, and the Salem company was designated by the legislature as entitled to receive the lands in Oregon and the benefits and priv ileges conferred by the act of congress. Prior to the enactment of this law. the company incorporated at Salem, arid which had come to be known as the East Side Company, had commenced w ork. It was on April 16, 1S6S. that the formal breaking of ground Sbr the East Side rail- load occurred The place selected was ' wu i. i i iiiTi i"iiii i ii ii i . i i miiii I imisV-'j,!' i " ii iiyliiinrii niiiiul'1' junn ii i gg E.PISCOPAL Church Mi .j 3gs5 1 I I Synagosue.. H ' S Taylor-Street 1 ffl Trinity II Methodist Church. i Mk (Episcopal) m 1 - ISv ' " ,RST Sbptist Church. xk Y about 500 yards from the east bank of the Willamette river, and about three-quarters of a mile from the present East Portland depot. The occasion was a gala day for Portland. Flags were flying from ever available staff, and a procession marched from the city to the spot, preceded by the Aurora brass band. The day previous, April 13, the first breaking of ground for the West Side road, the one projected by the Portland company, occurred in the south part of the city. The first spike dnven was in the East Side railroad, Octo ber VS. 1S59. Under the land grant, the first section of 20 miles had to be con structed by December 34, ISO. The first 20 miles was completed the night of De cember 21, 1SG9, and an excursion was run over it from Portland to the temporary terminus at Parrott creek in honor of the event. The stock of the company had fallen into the hands of Ben Holladay prior to this, and it was under his regime the first spike was dnven and thefirst section completed. In March, 1S70, the Oregon Central Rail road Company of Salem transferred all its rights, property, franchises, etc., to the Oregon & California Railroad Company, which had been organized in Portland the 17th of that month. Ben Holladay was president of the new company, W. L. Hal &ey vice-president, and A. G. Cunningham secretary. The road was completed to Sa lem September 29, 1S70. and reached Albany December 23. 1S70. It was completed to Eugene October 9, 1871, and to Roseburg December 3, 1872. In October. 1S73, default was made in the payment of interest on the first-mortgage bonds of the road, and In July, 1S74, Henry Villard came to Port land as representative of the German bondholders. Holladay continued In nom inal control until April IS, 1876, though Villard was in actual control under an agreement between Holladay and the bondholders. In 1S7C the bondholders bought Holladay's interest in the road and the latter retired fiom it altogether. During the rime Villard represented the German bondholders, the line was extend ed from Roseburg to Ashland, the West Side road was extended from St. Joe to Corvallls, and the branch line was con structed between Albany and Lebanon. Company, into which they had been drawn by Villard, and December 17 of that year the connection was made at Ashland by which Portland was given a rail route to San Francisco. THE VILLARD CO I P. First Transcontinental Line Mnkcs Portland Hx Terminal. RIOR to that date, however, Portland had been given a transcontinental connection by the completion of the Northern Pacific railway to a connection with the lines of the O. R. & N. Co. in 1SS3. No land grant had been made for the building of a transcontinental line to Portland, though one had been given for the construction of the Northern Pacific to Puget sound, and it was the commer cial importance of this city that secured to her the first trans continental railroad to the Northwest. The events leading up to it were of a memorable character. Villard had formed a -company which bad pur chased the lines of the Oregon Steam Nav igation Company, and had merged them Into the Oregon Railway & Navigation Company. This company was building a line along the Columbia river when Vil lard executed a bold plan, going into Wall street and securing control of the North ern Pacific The O. P.. & N. Co.'s lines, the lines of the Oregon &. California and of the Northern Pacific were joined under SfsX$&. tne Oregon & Transcontinental Railroad was pushed to a connection and at the same time the line from Portland to Tacbma was completed.. Shortly afterward the Villard collapse came. The Oregon & Transcontinental failed, and the three roads In its system fell apart. The Northern Pacific contin ued to use the O. R. & N. tracks until the completion of its own line across the Cab cade mountains to Tacoma, when it was enabled to reach this city ovor its own lines. In the mean time the Oregon Short Line was building across Idaho as a Union x'a cific interest, from a connection with tnc Union Pacific at Granger, Wyo., to Hunt ingtosOr., and a connection was mads there with the O. R. & N. Co.'s lines in 1SS3, giving the city its second transcon tinental line. The completion of the Southern Pacific in 1RS7 irnv th tMrH and by traffic arrangement-, allowing the IP REWO-SUSITAUYE L1IUECUES OF PORTLAND. " i n' CHTCH' " -C: m t Great Northern,Chlcago & Northwestern and Canadian Pacific to come in over the O. R. & N. tracks, and the Burlington to reach Portland ..over the Northern Pacific tracks, the resthas been done, giving Portland to practical purposes seven grcar transcontlnentaUrailways, with connec tions reaching- via a direct route every point of importance In America. " TJlfiStfraRTA JIOAD. f' Rail Connection "WitU the City by me nca. ECEMBER 1, 1S91, a contract was entered into between E. L. Bonner and A. B. Ham mond, responsible capitalists, on the first part, and a sub sidy committee of the citizens of Astoria, on the second part, under which Bonner and Ham mond agreed, in consideration of certain subsidies to be giv en them on the completion of the line, to build a railroad from Astoria to a con nection, at or near Goblc, with the North arn Pacific or some other ralhoad running cars into the city of Portland. The work on this road is to commence not later than April 1, 1893, and it is to be completed, a 9 35 REPHESr.STAlIVE tHURCUES OF FORI LAND. connection made and a passenger train run over it on or before October 30, lsQG. With the completion of this road, Astoria will divide with Albina the shipping of Portland. It would bo contrary to the course, of commerce for the great inland empire to find other route to the sea than via Port land. Not onlv ari thr rnsv rrnrJoa vl? the Columbia river route, but there is a ' materials difference, in distance. Fron I Pullm&if, which is,Terraps the most cen tral point in the wonderful Palouse coun try grain belt, reached by railr ads, mak ing it tributary to both Portland and the Sound, the distance to Seattle is 512 miles, while the distance to Portland is but :.&) miles, and to Astoria -5S0 miles, or it will be 32 miles nearer Astoria by rail on the completion of the railroad to the sea than to Seattle. Astoria has a belter harbor for ships than Seattle, is 119 miles nearer the sea and 110 miles further south on the Pacific coast than the strait of San Juan de Fuca, through which vessels must be towed 149 miles to Seattle. Thus the ship going to Seattle must travel 2S9 miles fur ther each way, or 57S miles further in all, than the ship coming to Astoria, and 2US milesof thatdistanceis towage. Addlngthe 32 miles differenceinthedistar.ee from Pull man to Astoria and to Seattle, the dis tance to the Liverpool market from Pull man is 610 miles further via Seattle than via the Columbia river route. The differ ence in distance from Walla Walla, which is the center of the second great wheat district of tho inland empire, is 103 miles in favor ot Portland that is, it is 350 miles from Walla Walla to Seattle, and 215 miles from Walla Walla to Portland. It will be 343 miles by rail from Walla Walla to Astoria, or 5 miles less than the distance to Seattle. With the difference in the distance ships must travel as be tween the mouth of the Columbia river and Seattle. Walla Walla is 5S3 miles nearer" the Liverpool market via Portland than via Puget sound. A well-established principle of railroad ing Is to avoid heavy grades. The route across the Cascades from Eastern Wash ington to the sea is unnatural. It is much more expensie than the Columbia river route. Railroad magnates, holding the confidence of the capitalists furnishing the money to build the roads, have here tofore boomed Washington towns by adopting a policy expensive to the com panies. Their failure to report profits to the stockholders and pay interest to che bondholders has remo ed their, from con trol In many Instances and curtailed their influence in every one, and an era of sen bible, practical railroading is dawning which will have in view the pursuance of the policies recognized as correct in rail roading the world over, regardless of the consequences to the value of town lots. The great grain bolt of Eastern Oregon and the still greater one of the Willamette valley must necessarily take the Colum bia river route. The failure of the Oregon Pacific, which was built on the boom plan to make Yaquina bay a port of export, has shown the futility of attempting to turn commerce from the channels nature has provided. AH the great agricultural sections of the Northwest, with the ex ception of Western Washington, find their natural outlet now, as they did before a railroad was built, by following the Co lumbia river to the sea. Whatever facil itates the removal of that traffic will prove advantageous to Portland, and it makes little difference whether the ships lead at Albina or Astoria. THE PORTLAND TERMIXAL. Property of the ort!t Pacific Ter minal Company. HIS company was organized in 1SS1, when Villard was at the head of the Oregon & Trans continental Company and had control of all the roads run ning into Portland. The com pany owns a tract of about 40 acres, bounded by Hoyt and Ninth streets and the Willam ette river, which is used in handling the freight and pas- ger Dusmess of the terminal companies. The city several years ago vacated the streets in the entire tract, with the single exception of Front street, which runs through it along the river bank. The grand central station, nearly com pleted at the southern extremity of the tract, and between where an extension of Fifth and Sixth streets would be, will be by far the finest passenger station on the Pacific coast. Its cost will aggregate about 5400.000. The total length of the main building is 615 feet. It is of irretru lar height, the central portion, 200 feet in length, being three stories high; another portion, In feet long, two stones la height, and the remaining portion a single story. The north wing of the building contains three express-rooms, each 56x25 feet. Ad joining these the mail rooms and a room for Pullman supplies, occupy a space 100k CO feet. To the bouth of these is the baggage-room. 107x60 feet, which adjoins the main waitlng-iccm in the central portion of the building. There will be ticket offices in either end, of the waiting-room.: The west end is semt-circular, the extreme length of the room being 132 feet It is 60 feet in width and the ceiling is 30 feet above thefloonr front of the ticket offlcps. This room nas a special finish. The wain scoting, 3a feet in height, is of brown ash, and above it is a paneled finish 4 feet high. The ceiling is finished in very heavy panels. 2 feet in depth, with brown ash trimmings. Six iron columns with orna mental capitals and large brackets above support the celling, and there are 10 wood pilasters against the walls. The floor of this room, and also the floor of the corri dor running between it and the dining hall, is of marble tiling. The corridor is 10 feet wide and 176 feet in length. It is finished with brown ash wainscoting. To the south of the main waiting-room on the east side of the building are the men's waiting-room and smoking-room. The men's waiting-room is 23x26 feet, and the smoking-room Is 36x26 feet. Across the corridor from these rooms are the women's waiting-rooms, oc cupying a space 72x25 feet. South of these Is a passage. 14 feet in width, extending through the building east and west, and giving an outlet to SIxtn street from the trains. South of this passage is the emigrant waiting room, occupying a space SSx25. Opposite, on the west side, there will be a barber shop, 14x20, and another loom of the same size, for which no use has yet been as signed. South of these there is a lunch room. 42x15 feet. Adjoining the emigrant and lunchrooms is the dining hall, 72x30 feet. It has a special paneled wainscot. 4 feet high, of brown ash and paneled stucco cornices. Three iron columns sup port the ceiling, and six wood pilasters the walls of this room. To the south are the kitchen and other rooms to be used in connection with the dining service. Ad joining the kitchen is a small house for the storage of coal and ice. The second floor will be used as offices, and occupied by the Terminal Company's officers anu the Pullman Company. The tower wll attain a total height of 130 feet, and will contain a clock with a face on each of the four sides, 12 feet in diameter. When the building is completed, the trains w ill pass on the east side. On this side there will be a porch 272 feet long and 28 feet wide. Another porch 76 feet in length and 16 feet in width will extend along the norti end of the building, and a third porch 177 feet long will extend around the semi-circular wins on the -west side. To the south of the main building at a distance of 73 feet, is an annex for the machinery required for its operation. The annqx is 123 feet long and 37 feet wide and two stories in height. It will contain the power plant for supplying heat and light for the building. In this building there will also be space for the car ac countant, trainmen and police, and the r.VO.V DEPOT. upper floor will be used for a laundry- I room. There are othr valuable improvements en the pioperty of the Terminal Company, including the three great freight ware houses used by each of the three railroads having actual terminals there, and their connections. Each of these warehouses is 800 feet In length and 43 feet in width. There is over 12 miles of railroad track age on the property, and numerous minor improvements, of more or less conse quence. Ate Esb for Safety. New York Tribune. The late czar was very fond of eggs and ate large quantities of them. He was al ways on the watch against poison in his food, and he thought eggs would be safe from any deadly drug; he was, therefore, much startled to find that by pricking them with a poisoned needle enough aconite to i kill could be placed in them. The poe czar never ate In any peace, and the ar rangements for his rseals was one. of the most important proceedings of his reign. When he made the journey across Russia to reach his southern palace at Llvadia, royal kitchens were fitted up at intervals along the route. These were conducted, by large forces of picked and trusted servants, who were on duty for days that they might merely cook one meal when the royal train should reach the place. It the train was a little late, and the meal was not needed, as happened more than once in the journey, all the work and waiting- went for nothing at one kitchen, while the next or.e was hastily command ed by telegraph to move forward several miles, perhaps, to meet the train sooner than had been planned. A czar, you know, does not have to think about any trouble his orders may give IMMIGRANTS FOR 1894. IVorlc of the Oregon ImmicratioH Bonrd for the Year. LTHOUGH the affairs of the Oregon Immi gration Board have been conducted under manydifficultles from January 1 last np to the present time, yet thc practical results realised by the board during the year 1S94 have shown Its im portance as a faqtor in the rapid settle ment of Oregon by a desirable class of immigrants from the Eastern and Middle states. The statisti cal matter of the board's work for the year just closed, supplied by Secretary E. C. Masten, conclusively establishes the claim that its maintenance here is appre ciated by the new settlers "who are con stantly taking up homes in the West, and as a means of disseminating valuable and reliable information of the state's re sources the board has done a work which could not have been performed by any private corporation. Immediately following the panic of 1S33, the impression became widespread in Ore gon that the unfavorable reports of busi ness in the West would effectually check the heavy Immigration which np to that time had been pouring into the West. For the few months after July of that year the railroads reported a great fnlllng-off In the heavy westward immigrant traffic which the main transcontinental lines had been pouring into Oregon and Wash ington for years. As soon as the people of the East, however, could be brought to a realization of th.e fact that Oregon still afforded a good field for new settlers, the tide ot immigration once more turned westward. The extent of this increase in population which the state has enjoyed during the past year is shown by the statement that during that time over 1S.O0O persons have visited the rooms of the Oregon State Board of Immigration in this city, and that fully one-fourth of this number were actual immigrants from the Eastern states. The railroad people au thorize the statement that but a small part of the people reaching Portland over their lines visit the immigration rooms. This is explained by the fact that these newcomers have been fully informed of the state and its resources by the board or through other channels before starting West, and their desire to make close con nections with the outgoing trains from Portland after their long journey across the continent fully explains the disinclina tion they show to gather further additional information of Oregon by remaining over a day or more In this city. The Oregon State Board of Immigration has been unable during the past year to publish and distribute the pamphlets it has regularly issued for a number of years past. The board, however, has been able to meet all demands for literature on the state, and no letter received has remained . "unansweredl; A: generous supply of this. matter was carried over from former fyears, and the rest was made up from contributions and from- purchases of such matter as the board has deemed necessary to get before the people of the East The work performed by the board during 189-i Is best shown by the statistical matter kindly furnished by the efficient secretary, and a study of this matter will afford an insight into the efforts which have been made here to encouage Immigration during one of the dullest years in the history of the United States. The report of Secretary Masten, cover ing the year from December 1, 1S93. to November 30, 1804, Inclusive, is as follows: Number of visitors to board rooms.. 18,280 Number of letters of ipqulry received, 1397; miscellaneous, 159; total 1.556 Number of persons receiving reduced railway rates 269 Number of inquiries for farm lands. 3C5 DISTRIBUTION OF LITERATURE. "Resources of Oregon" By mail 4,184 By city distribution 690 "Illustrated Portland" By mail 3,303 By Southern Paclfla Company 400 By Northern Pacific Co., St. Paul.... 4W By Great Northern R'way. St Paul. 5.460 t By Union Pacific Co., Omaha 4,000 ay Turlington route, unicao 10.3S0 By Chi., Mil. & St Paul R'y, Chicago 3,510 By Pennsylvania lines, Pittsburg.... 780 By interstate fair, Tacoma 3,920 By trans-Mississippi congress, St Louis 780 By city distribution 1,580 Board of Horticulture reports By mall 431 By city distribution 334 German pamphlets By mail 499 By city distribution 343 Chamber of Commerce reports By mail U3 By city distribution 175 "Birds-Eye Views of Portland" By mail 492 By Great Northern R'way, St. Paul. 50 By city distribution 825 Circulars on manufacturing By mail 150 By city distribution 31$ Farm lists, by mail 3 ou; Daily Oreironians. mv mail. 32S Evening Telegrams, my mail. Morning Suns, my mall Country papers, my mall 143 111 Total distribution for the year... 46,004 The above figures show a continued ac tivity on the part of the prominent mem bers of the board of immigration during the past year. While the distribution of literature by the board in 1894 was the smallest sent out for any year since 1889, the pamphlets and other matter have been distributed almost exclusively to actual seekers for information of Oregon's re sources, and the results obtained have been such as to encourage renewed activ ity on the part of the board In soliciting subscriptions which will enable this organ- PORTLAND. ization to do much more effective work during the present year. It is the opinion of Secretary Masten that the maintenance of the board will not be necessary after two or three years more, but he is also positive in expressing the opinion that no better time was ever offered in Oregon to make every attempt to induce Immi gration to this state than will be offered during 1894 and 1895. when rich lands can be bought in the Willamette valley and other favored portions of Oregon at prices that will insure their being tilled at a profit and when the hopes for the future are what they always are during any pe riod of reconstruction following the disas trous effects of the panic He's Not Dead Tct. James Willis, of Mount Sterling. Ky., has been struck by lightning four dlfferenc times and still lives. A